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HomeMy WebLinkAbout1979-12-11 Info PacketRECEIVE^ ::': ' . 0 1979 '34t"'Otate Comm m QCummiggion aobtngton, 3D-9:- 20423 OI'1'ICL 0/TML OHAl11MAN NOY^61919 Honorable Robert A. Vevera Mayor, City of Iowa City Civic Center 410 E. Washington St. Iowa City, IA 52240 Dear Mayor Vevera: Thank You for your recent letter regarding continued rail service at Iowa City. Iowa City is presently served by two rail the Rock Island Railroad and the Cedar Rapids & Iowa City Railroad. You indicate that Iowa Citcarriers: on this rail service and you request that theCo take steps heavily dependent service to IowarCityt the further deterioration Of rail I On September 26, 1979, the Commission directed the Kansas City Terminal Railwa t service as a "directed y Company (KCT) to provide S §11125 over the lines rail carrier' (DRC) under 49 U.S.C. Service Order a of the Rock Island. _ ServsChica o 1398, Kansas Cit Term, See Directed cto er R. I' & P' 360 C,C. R Co• --0 trate-- ; 5634T— severe transportation handis aeconomictionas necessarn F of the Roc k Island's dislocations, prevent I"cashlessness" lack of sufficient cash to'oin view within the meaning of 49 U.S.C, operate(1)], order As provided by statute,fective for 60e initial directed service through December 3, 1979• days from October 5 a Supplemental Order No. Id at 315, as modified by 1979, However 3 (decided and served October 5, service' the Commission has authority to extend 1979)' period for up to an additional 180 days.the directed U.S.C. §11125 (b)(1),See 49 The Commission is presently considering its options for the period following the expiration service orderof the initial directed throughout the I . Public comment has been invited I planning stages. and considered MICROFILMED BY JORM MICROLAB CEDAR RARIDS.DES noplES Honorable Robert A. Vevera Page 2 The Commission is presently considering the advis- ability of directing service after the expiration of the initial directed service order. Your comments will be added to the docket in Directed Service Order No. 1398 (DSO No. 1398). In addition, your name will be added to the service list in DSO No. 1398, and you will receive all future decisions, orders, and releases related to this proceeding. For your convenience I have enclosed a copy of the initial directed service decision. If I can be of further assistance, please contact me. Enclosure I I MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MONIES J4NINDi AAM C . W. VA.. CNAINYAI fDYVNp A. MNNI.. MAIM "MGT T. RAIR f. MIN" ONAWf AMGA TGM. L D fMTip, TG, q{i V. pDMCNIG. M. MG. pTMIN N. fIINDICN. M. MM. JDNM N. CMAIii. ",I. JOHN C. CVLVf". NIWA AW1 ". ilM1lN. WTO. DYIT MANY. Cqp. NANT I"GIIC". i..M. .I., MTNICN MDTNINAN. N.T. J M W. GpD. !".. iTN1 DI"ICTON iMLiY WMllp. MIW"M .01 DI"A=N `Zcnifeb zfafez Zerrafe COMMITTEE ON ENVIRONMENT AND •USLIC WONN■ WASHINGTON, O.C. 20010 November 29, 1979 The Ilonorablc Robert A. Vevera Mayor City of Iowa City Civic Center 410 E. Washington St. Iowa City, Iowa 52240 Dear Mayor Vevera: Thank you for your letter indicating your concern about the decline of rail service in Iowa. 5 1979 I share your concern. The quality of service has declined dramatically in recent years. Currently, 43 percent of the rail system in Iowa is bankrupt. We have experienced boxcar and hopper car shortages, deteriorating track, abandonments and service suspensions. The result has been inefficient and uncertain rail service for farmers, manufacturers, and consumers. I have called for a renewed federal -state commitment to revitalize our national railroad system. One of the chief needs of the industry is the availability of capital to upgrade equipment and keep cars, locomotives, and track in sound condition. This will also contribute to greater energy savings, because a sound railroad is the most fuel efficient form of transportation. I have taken several actions recently to provide additional funds for railroad rehabilitation which is so vital to our state. During Senate consideration of the Department of Transportation Appropriations bill, I successfully offered an amendment to increase the funding for the local branch line repair program by $10 million to a total of .$85 billion. As a result of this amendment, Iowa will receive approximately $500,000 more to accelerate its nationally acclaimed branch line program. I also successfully offered an amendment to the windfall Profits tax legislation currently before the Senate, earmarking $1 billion in windfall revenues for the rehabil- itation of railroads. These funds are an important first step in providing the resources necessary to rebuild the kind of first class rail system Iowa and the nation need. Since the (louse version of the windfall profits tax does not include this ,$1 billion for railroads, its retention will be the subject of a llouse-Senate conference committee. M-1 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES tIOIaEs a The Honorable Robert A. Vevera November 29, 1979 Page two Again, thank you for your interest in this important subject. I will continue to let you know about action affecting the railroad industry that will be taken during the remainder of this Congress. Best wishes. JCC/pdr Sincerely, JOHN C. CULVHR MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOINES I THE WHITE HOUSE WASHINGTON November 30, 1979 Dear Neal: ,DECEIVED D=C 7 1979 I appreciated receiving your October 19 letter as a follow-up to our discussions concerning Iowa City's present ineligibility for Section 5 funds. As your letter indicated, the reason for the City's ineligibility is that although it has been designated as a standard metro- politan statistical area (SMSA), it is not an "urbanized area." The definitions for an SMSA and an "urbanized area" are different. Moreover, the Urban Mass Transportation Act requires that Section 5 funds be apportioned to "urbanized areas" according to the population figures in the "latest available Federal census." This is a statutory rather than an administrative requirement. Thus, the city must await the next Federal census (the 1980 decennial census) for a determination as to whether it qualifies as an urbanized area and is therefore eligible for Section 5 funding. In the meantime, I would like to bring to your attention the new Section 18 program under the Urban Mass Transportation Act which provides funding to areas with populations under 50,000 for both capital and operating assistance projects. In FY 79, approxi- mately $1.7 million was available to the State of Iowa for this program and at least an equal amount will be available in FY 80. I hope that you will contact Mr. Frank Sherkow, the State Section 18 coordinator, to ensure that Iowa City receives its fair share of this funding. Mr. Sherkow can be reached at the following address: Department of Public Transportation 5268 N.W. 2nd Avenue Des Moines, Iowa 50313 (515) 281-4299 I very much enjoyed speaking with you and I hope this information will be helpful. aa8 8 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES 2 farm regards.' Sincerely, I Jack H. Watson, Jr. Mr. Neal G. Berlin City Manager Civic Center 410 East Washington Street Iowa City, Iowa 52240 IIICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MONIES I 8 City of Iowa City MEMORANDUM Date: December 7, 1979 To: City Council From: Neal. Berlin, City Manager Re: Iowa City Transit System Last August the Iowa City Transist System made several route changes. The City Council has asked for an evaluation of those changes. There is increasing public interest and Council concern about the Iowa City Transit System. The Public Works Department felt it would ' be beneficial for all groups to become more familiar with the background of the Iowa City Transit System and some of the concerns and constraints that must be involved in formulating future decisions. This information will also assist you in evaluating the transit system. This memorandum was prepared jointly by Richard Plastino, Director of Public Works and Hugh Mose, Transit Manager. The following information is attached: I. EXISTING CONDITIONS AND PROBLEMS A. History B. Present Transit Facilities C. Route Structures D. Schedule Adherence E. Route and Schedule Revisions - August, 1979 F. Transit Driver Concerns I II. INFORMATION FOR ANALYSIS A. Level of Service B. Route Structuring C. Evaluation of Transit III. RECOMMENDATIONS A. Route Changes B. Rental of Buses C. Bus Stop Signs D. Summer vs. Winter Schedule E. New Buses & New Facility F. Staggered Work Hours G. Transfers H. Fares I. Peak Hour Package J. Management i In addition a transit route map is attached. It will be necessary to I follow the map while reading certain portions of this memorandum. i aa89 �� MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES The recommendations in Section III were made after extensive discussion and consideration. We do not expect nor are we seeking consensus on all of these recommendations. Any changes will be applauded by some and opposed by others. Our recommendations have been made with the entire transit system in mind. We will meet with You at an informal discussion on December 10, 1979 to answer questions and present more detailed information. tp/l/l 'I MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110IRES EXISTING CONDITIONS AND PROBLEMS A. History The City of Iowa City has been served by mass transit since the days of the street car. Public transportation was provided by the private sector as a Profit making venture until the late 60's, when decreasing ridership anti increasing costs forced the private operator, Iowa City Coach Company, to request subsidization from the City. The City Council agreed to subsidize the private operator to keep the system running. In 1970, increasing financial difficulties forced the Iowa City Coach Company to request a very large increase in the subsidy being received from the City. Faced with the prospect of ever-increasing subsidy costs, a decision was made that the City would go into the business of providing its own mass transit service. Although the City continued to subsidize the private operator, an UMTA grant was received, twelve buses were purchased, a transit manager was hired, arrangements were made for storage and maintenance of the buses, and an entirely new system of routes and schedules was designed. By September 1, 1971, the preparations were complete, and on that day Iowa City Transit began operations. By all indicators, the system was an immediate and continuing success. In the first full year of operation, the buses carried 1.25 million passengers, far more than anyone had anticipated. From the very outset there was a shortage of buses, and by the second winter of operation plans were already being made to lease additional vehicles. In 1973, the second full year of operation, the system carried 1.3 million passengers, and in the following year the total reached 1.4 million passengers. After that ridership seemed to level off, and through 1977 ridership increased only slightly. Each winter during this period the City leased coaches from a firm in Ottumwa, so that extra peak hour service could be provided during bad weather. In two years, 1973 and 1974, enough additional buses were provided so that 20 minutes headways were provided on all routes. During this period several new coaches were also purchased by the City. In 1974 two larger buses were acquired to help with the ever increasing passenger loads on the Hawkeye route, and in 1977 three new buses were purchased so that winter time leasing would no longer be required. In 1977 the availability of State transit assistance allowed the City to consider expansion of its transit operation. At that time evening service was initiated, and extra peak hour buses were authorized throughout the school year, rather than only during the winter months. These two programs were implemented on November 28, 1977, and beginning the following month remarkable increases in transit patronage began to occur. Ridership growth, which had been nonexistent for the previous fouryears, averaged 10% per month for the next twelve months. In the fall of 1978 parking shortages downtown, a State employees subsidized bus pass program, and a local transit marketing effort combined to further boost ridership, so that as winter approached the system was operating at capacity. In January, 1979, unusually severe weather swelled ridership and made operations so difficult that the entire system practically MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DCS !-10111[5 D F 2 collapsed. The system, which could comfortably carry 6500 passengers per day was called upon to provide transportation for as many as 10,000, and it simply could not handle the load. In January two used buses were purchased and began operation, bringing the total fleet size to 20. Throughout 1979 ridership continued to increase. To cope with this overwhelming demand, during the summer a complete revision of routes and schedules was undertaken. However, increasing demands brought on primarily by escalating fuel prices continued to boost ridership, so that the overall effect of the route and schedule changes was negligible. Ridership, which had climbed from 1.4 million in 1977 to 1.6 million in 1977, will approach 1.9 million in calendar year 1979. And there seems to be no end in sight. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 1401fIES B. Present Transit Facilities Iowa City Transit currently operates out of a bus barn located at 1306 South Gilbert Court. At this location the City has a lot approximately 100 feet wide by 200 feet deep. With the exception of an area 20 feet by 20 feet, which is covered with grass, the remainder of the parcel is either paved or built upon. In the front there is off-street parking for six employees' vehicles, and in the rear there is a fenced, paved lot of about 10,000 square feet. This lot is used primarily for bus storage, but also doubles for employee parking. The building itself measures 80' by 160'. It was erected by the Iowa City Coach Company and taken over by the City in 1972. Facilities in the building are minimal. In the front portion of the barn there is a small office; the workspace measures 8 feet by 16 feet, and must accommodate four office employees. The drivers' room is even smaller than the office, yet must provide for the needs of 46 operators. The mechanics' area at the rear of the barn is equally bad. There is only one service bay with a pit, and no hydraulic lift. Storage space for tools, parts, and supplies is extremely cramped, so that many items must be stored at the City's equipment building. There is no room for any kind of automated cleaning equipment, so that the interiors and exteriors of the buses must be washed by hand in the same area that the mechanics work. The barn itself is just barely adequate for the storage of 20 buses. Because of the building's design, buses must be "parallel parked" rather than simply driven through, so that huge amounts of time are wasted positioning the buses and minor body damage is almost epidemic. Iowa City Transit currently owns 20 coaches. The three newest were purchased in 1977, as part of a joint UMTA grant with Coralville and the University. The two largest coaches, seating 53 passengers each, were purchased in 1974. The original twelve coaches acquired when the system was set up in 1971 are all still in operation. To supplement this nucleus, Iowa City has also acquired three used buses: one built in 1967, one built in 1963, and "old 971" which was built in 1952. The transit system also has two City automobiles, and the transit mechanics have use of one van for their needs. At the present time Iowa City Transit employs a staff of 54. In the office there is the manager, an operations assistant (dispatcher), a senior driver (road supervisor), and a part-time clerk. The operating staff consists of 46 drivers. At the present time there are 23 full-time drivers, who work a minimum of 40 hours per week, and 23 part-time drivers, who average in the vicinity of 30 hours per week. To clean and service the buses on a daily basis there is a crew of 4 persons. The crew leader, a Maintenance Worker II, also acts as evening dispatcher. He works full-time, while the three other persons are only part-time employees. The buses are maintained by four mechanics who do not work directly for the Transit Division, but who report to the City's Equipment Superintendent. At the present time two mechanics work days, one works afternoons and evenings, and another works late nights. The mechanical staff is also supported by the office and shop staff of the Equipment Division, which is located at the City's Equipment Service Building. FIICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES molnEs 4 C. Route Structure Prior to August 27, 1979, the Iowa City Transit System consisted of twelve routes operated as six individual route -pairs. The routes were essentially the same as those drawn up in 1971, with minor exceptions. In addition to these twelve routes, as many as four extra "tripper" buses were operated during the rush hour. Two of these buses provided additional service to Hawkeye Apartments and the near east side, a third provided additional service along the Lakeside -West Benton route, while the fourth bus provided supplemental service on the Rochester -Mall route - pair. The revised route structure put into effect on August 27, 1979 consists of fourteen routes operated as seven route -pairs. Although many of the revised routes are similar to those operated previously, on the southeast side of town and west of University Hospital substantial changes have been made. One route (Goodwill) has been completely abandoned, while three new routes have been added. The fourteen routes have been designed to match capacity with demand, so that as much as possible all routes experience equal overcrowding. Also, the routes were designed so that drivers would have less difficulty operating on schedule during periods of heavy traffic and high ridership. The use of fourteen buses throughout the day limits the number of "trippers" to two, which provide additional capacity to Hawkeye Apartments, with supplemental service on the North Dubuque route and the new Court Hill route. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES IIOIBES D. Schedule Adherence Schedule adherence has always been a problem for Iowa City transit. variety of reasons it is impossible to establish bus for a schedules that will conform to all operating conditions, and it is equally difficult to control the driving habits of as many as 16 operators on the street simultaneously. Iowa City buses travel at an overall operating speed which is very close to 11.5 miles per hour. This speed is unusually slow for a system of our size; in fact, most systems similar to ours schedule their buses to run approximately 12.5 miles per hour. This means that our buses are currently operating about 8% slower than the norm. There are several reasons for this unusually slow overall bus speed. The most significant factor is the amount of time spent by the buses parked in the downtown area. Over the course of the day each bus is parked at the corner of Clinton and Washington Streets on the average of 9§ minutes per hour. Some time must be scheduled for the buses to sit in the downtown area to facilitate transfers, but coaches are staying in the downtown area several minutes beyond the allocated time. Another extremely important factor in schedule adherence is the difficulty of writing a suitable schedule for all travel conditions. In larger systems, where buses are running at very close intervals and many extra buses are placed in service during the peak periods, it is relatively easy to write schedules that vary according to traffic and passenger load conditions. However, with our simple route and schedule structure, it is impossible to increase trip times at rush hour without completely abandoning our concept of providing service at fixed intervals all day. In fact, with our limited ability to provide additional rush hour service, any lengthening of trip times at the peak period invariably results in a decrease in passenger carrying capacity just when it is needed the most. To accommodate the needs of both peak period and off- eeak xcess ve schedulingtime during slow tableromise time out, that w periods andrequires thekdrivers to reallyvpush themselves at rush hour. This in itself invites more schedule problems, because off-peak it is easy to get ahead of schedule, and there is a temptation to overstay layovers because it is so easy to catch up. By the same token, it is understandable that drivers should fall behind schedule during the very worst conditions; this is inevitable in a system which schedules as we do. Another factor influencing schedule adherence is the number of stops that our buses make along each route. Because we do not utilize marked bus stops, but attempt to stop at every intersection, at rush hour our buses are often stopping every 100 yards. Although each individual stop does not consume a great amount of time, when a driver stops 30 times in a half- hour trip the net effect is to slow the overall trip time by five minutes or longer. Again, it is extremely difficult to write a schedule that is workable when the bus makes 30 stops per trip in heavy traffic, and is still effective when the bus makes 5 stops and traffic is very light. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DE; NOIRES -- 6 One of the primary objectives in revising our route structure this past summer was to alleviate some of the schedule adherence problems. We accomplished this by shortening several routes, running other routes together to distribute some of the overcrowding, removing buses from areas that required unusually slow operation, and providing more realistic downtown arrival and departure times. However, because our ridership has increased so dramatically since the institution of these revised schedules, the schedule adherence problems still persist. For instance, in areas that we have provided additional capacity, new riders have appeared to fill the available seats, so the net improvement has been negligible. In other areas, routes that looked workable on paper have not performed well at all. For instance, the closing of Melrose Court has so increased traffic congestion on Grand Avenue that our Oakcrest route has difficulty operating on schedule during the rush hour. All in all, however, the net effect of our route and schedule revisions has been to make most of the routes much more workable all day long. The fact that we were able to handle a 27% increase in patronage during the month of i October is strong evidence that the route and schedule revisions have a provided substantial relief from the schedule adherence problems experienced last winter. I I !I I i 0__ - MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES IIOIIICs E. Route and Schedule Revisions - August 1979 Since the Iowa City transit system was established in 1971, increasing traffic congestion and unexpected ridership growth had severely affected our ability to provide safe, convenient and comfortable transportation on the posted schedules. In order to alleviate some severe problems that had built up over several years, it was decided to evaluate and revise our entire route and schedule structure. In redesigning the routes and schedules, we attempted to fulfill several objectives. Perhaps the most important was the alleviation of schedule adherence problems; routes were redesigned to include a maximum of 50 minutes per hour of driving time. Another major consideration was our capacity problems of last winter; routes were realigned to match capacity with anticipated demand as equally as possible. We also attempted to add several new neighborhoods to our area of coverage; these included the new development south of K -Mart and the Denbigh Drive area. And, as much as possible, we endeavored to maintain the previous route structure, acknowledging that many persons had made housing or employment choices based on the availability of public transportation. In designing the revised routes and schedules, we were faced with several important constraints. The most significant was the limited number of buses that could be placed in service both during peak period and mid-day. Due to mechanical considerations, it was decided that no more than 14 buses could be used continuously, and a maximum of 16 could be on the street during rush hour. We also felt obligated to continue the understood policy of providing transit service within three blocks of as many residences as possible in Iowa City. A third constraint was the recognition that cross-town route -pairs with looped ends would be the most workable and easiest understood routing system, and should be maintained. Evaluation of our previous route structure, analysis of possible route and schedule revisions, and design of the final system was not done in a vacuum. The City went to considerable lengths to insure that individuals throughout the community had adequate opportunity to express their views. A large amount of publicity was generated during the course of this project, and many individuals took the opportunity to write and call the transit office with their suggestions. A public hearing was held at a regularly scheduled City Council meeting and input was received from a number of Iowa City residents. The drivers were consulted on several occasions, and their observations and opinions were considered. Because much of the input represented a very narrow view of one particular aspect or another of the transit system, it was the Transit Manager's responsibility to evaluate the conflicting suggestions and make an overall recommendation. Although the City Council gave the final approval to implement the changes, the decisions regarding the particulars were largely left to the discretion of the Transit Manager. Once the revised routes and schedules were put into operation input was accepted and encouraged from throughout the community. Literally dozens of phone calls were logged and the callers' comments recorded. Over a score of letters were received, each of which addressed a specific concern MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•D[s IIOIGEs 0 regarding the route and schedule revisions. "Rider input" postcards were Placed on buses, and were returned by the hundreds by interested and concerned passengers. The drivers also expressed their feelings about the new routes and schedules, both individually and at a series of meetings held to discuss how the new system was functioning. The preponderence of public input that has been received since the route and schedule revisions were implemented has indicated that the system is functioning very well, but a variety of problems still persist. The results of the survey follow. RIDER INPUT POSTCARD SURVEY ANALYSIS During the first three weeks that postage paid postcards were available on the buses, 381 riders took the opportunity to submit their evaluations and comments. Due to the extremely large number of responses, we have not yet been able to categorize the written comments, but we have tabulated the responses to questions regarding our level of transit service. In response to the first question, which asked how do you like the new bus routes and schedules, riders made the following evaluations: 30% - Much better 19% - Somewhat better 21% - About the same 10% - Somewhat worse 13% - Much worse 7% - No opinion It can readily be seen that the response was more favorable than unfavor- able; however, some (23%) regarded the new route and schedule system to be worse than the system previously operated. The second question on the postcard asked riders to evaluate the transit system in regard to five different criteria. The factors listed included route structure, frequency of service, on-time performance, safe and courteous drivers, and comfortable ride. Systemwide, response to the question was as follows: Criteria Route structure Frequency of service On-time performance Safe & courteous drivers Comfortable ride Excellent or Good Fair or Poor 63.8% 21.6% 72.5% 14.0% 71.0% 10.9% 79.6% 7.8% 68.0% 10.7% The overwhelming majority of the respondents show favorable attitudes towards the transit service in all categories. Riders are most impressed MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110111ES 0 with our safe and courteous drivers (79.6% rated them either excellent or good), and are less well -satisfied with the route structure (63.8% rating it excellent or good). The remaining three characteristics were rated between these extremes. This thumbnail analysis of the first 382 postcards seems to confirm that the transit system is generally well -liked by those who utilize it. The relatively lower rating of the new route structure is somewhat disappointing; perhaps it is simply a matter of persons not yet getting used to the revised system. Overall, the very favorable response indicates that the transit system is doing its job very well. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES 1401REs 10 F. Transit Driver Concerns In individual conversations with drivers, at drivers' meetings, at public hearings, and in the newspaper, the drivers have expressed concern about the operation of Iowa City Transit. Some of their specific concerns are outlined below: I. Poor maintenance. Many drivers feel buses are not properly maintained, and conversely, mechanics feel that drivers unduly abuse the equipment. Comparing Iowa City with other cities in the area, we believe our buses to be in safer mechanical condition than almost any others. However, the perception, whether real or imagined, that the mechanics are not conscientiously performing their duties is a constant irritation to many drivers. The fact that the mechanics work for a "competing" Division, rather than the same team, may be another factor in the drivers' assessment of our maintenance situation. The drivers are also concerned about insufficient response from management. It is true that many times management does not respond Promptly or adequately to the demands of each individual employee. With the large staff of 54 employees, the transit manager has found it impossible to give each employee the attention he or she believes is deserved. Bus stop signs. On numerous occasions drivers have requested specific bus stop signs and have expressed a desire for systemwide bus stop designation. We have done our best to erect signs at those locations that have caused confusion. For the past three years we have been anticipating federal assistance to help us with the cost of erecting bus stop signs systemwide. To date, those funds have not been forthcoming. The consolidation of bus stops and the erection of signs is the one operational improvement that would most greatly improve our ability to provide a high level of transit service; confusion over stop location would be reduced, stops would be designated and schedule adherence would be improved. Exact change. The drivers are also those riders who do not have exact than 50% of our riders are riding pass. Therefore, the number of ri certainly lower than it has been al that have abandoned change making been one of crime rather than one of concerned about making change for change. At the present time more on some sort of prepaid or free ders requesting change is almost any time in the past. In cities to exact change, the reason has inconvenience. We believe that change making with the present 251 fare is not detrimental to the overall operation of the system and is a public service that should be continued. If the Iowa City system should change the rate structure, possible consideration should be given to eliminating change making. Odd fares such as 354 or 401 increase the amount and complexity of change making. Difficult schedules. For the past several years the drivers have complained that it is impossible to operate on schedule without FIICROFIIMED BY JORM MICROLAB CEDAR RAPIDS•DES 10INE5 _. - u speeding. This is probably true on certain routes at rush hour; the Rochester, Hawkeye, and perhaps Mark IV routes are too long for the time allocated during rush hour. It is expected and understood that the buses will arrive downtown later than scheduled. We believe these problems can be overcome by insuring that all coaches leave downtown at the scheduled time; in all but a very few instances there would be adequate time to operate wit schedule. hin the speed limit and on ' Low pay- We currently pay our drivers a relatively low salary. However, because of the economic climate of Iowa City, we offer a very attractive employment package. The last time we advertised for bus drivers we had approximately one dozen applications on file; our three day classified ad netted 64 additional applications. Our veteran drivers, however, do not receive equitable pay. Unlike almost all other city occupations, bus driving has absolutely no is paid opportunity for advancement. The bus driver who has worked 20 years bus diver who almost the 20 Year veteran makes aonly e74Q anr hourmorehthanothedpersonas wrke� awho has worked six months. Inadequate bus cleaning. Quite often we receive complaints from the drivers, as well as the public, concerning the cleanliness of the buses. This has been a long-standing problem in our operation and one that will not soon be resolved. Because of our limited management staff, the evening crew which cleans the buses must work unsupervised. The lack of supervision sometimes results in a low level of productivity. Until such time that we have access to automated equipment, or have an adequate number of buses so that day time cleaning can be accomplished, we will continue to suffer. Special winter schedules. This concept was advanced by the drivers last year, and is currently being discussed once again. The idea of winter schedules is to provide more time for the drivers to operate their buses when road and weather conditions are bad. There is no disagreement that providing additional time to make each trip would be desirable under certain conditions; in fact, whether it is scheduled or not this occurs automatically when conditions are such that buses cannot operate at normal speeds. However, when the buses slow down, their capacity to handle passengers during the peak period decreases; if a 30 minute trip takes 45 minutes, the capacity to carry passengers on that route is decreased by 50%. If there is one Of thing that cannot be tolerated at the present time, it is any course action duringthe thattends hour. ToeCinstitutioneasour alizenan arrange ent that decreases capacity to provide adequate time for those few days when streets are slippery is needlessly wasting irreplaceable bus capacity, MICROFILMED BY JORM MICROIAB CEDAR RAPIDS -DES 'IOIOEs 12 II. INFORMATION FOR ANALYSIS A. Level of Service The Iowa City Transit System has a severe capacity problem. During peak hours many of the routes are severely overloaded. During the winter months several of the buses are so overloaded that riders are passed by and they must wait for the next bus. To understand how severe this problem is, many analogies with the automobile can be made. Throughout the Area Transportation Study most of the "terms and definitions" were in automobile jargon. The Area Transportation Study spoke frequently of "level of service". There was consensus that the level of service for automobile drivers should be a C level or better. In general C level provides for a crowded, but not severely congested street system. No such "levels of service" have ever been defined for transit in the Area Transportation Study. If they were defined, Iowa City would be I running at E and F levels during the peak periods. As towns in the United States move more and more into transit there must be a better understanding of what transit is to accomplish and what policy makers, such as yourselves, are trying to do with transit. In order to understand transit better it helps to continue the analogy with the automobile. "Level of service" for automobiles always has been defined by the following factors: 1. Speed 2. Travel time 3. Travel interruptions 4. Freedom to manuever 5. Driver comfort and convenience 6. Safety 7. Operating costs Defining a "level of service" for transit has been attempted. The six indicators of "level of service" which seem best for the Iowa City Transit System are: 1. Accessibility 2. Travel time 3. Reliability 4. Directness of service 5. Frequency of service 6. Passenger density A brief definition of each of these terms is listed to allow discussion at a later date. 1. Accessibility. In general accessibility is defined as the amount of time it takes to walk to the bus and the distance. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES NOIRES 13 TIME WALKING DISTANCE LEVEL OF SERVICE less than 2 minutes 0 - 375 feet A 2 to 4 minutes 376 - 660 feet C 4 to 7 minutes 661 - 1320 feet 7 to 12 minutes 1321 - 2000 feet 0 12 to 20 minutes 2001 - 3300 feet F 20 minutes & up 3300 and up In general terms the Iowa City Transit System puts a transit coach within three blocks of 85 percent of our community. This puts the transit system in C level service. 2. Travel time. Travel time relates to how long it takes to travel by bus compared to a car. RATIO LEVEL OF COMMENT SERVICE less than 1.00 A Best services where transit is actually faster than the car 1.00 to 1.10 B Transit is 10% slower than the auto 1.11 to 1.33 C Transit is up to 1/3 slower 1.34 to 1.50 D Transit is 50% slower 1.50 to 2.00 E Transit is almost twice as slow as the auto 2.00 and up F Transit is more than twice as slow as the automobile; service would be used only by the transit dependent Although exact studies have not been done on the Iowa City Transit Sys` em, it is believed that most routes fall into the C to D level of service. j i MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES --, 14 3. Reliability. To understand reliability, a bus is said to be "on time" if it is not more than one minute early nor three minutes late. For thirty minute headways the service levels would be as follows: NUMBER OF BUSES ON TIME LEVEL OF SERVICE 98 to 100 per cent A 95 to 98 per cent B 90 to 94 per cent C 75 to 89 per cent D 50 to 74 per cent E less than 50 per cent F The Iowa City Transit System runs in the A and B level of service during off peak hours and B to C level during peak hours in good weather . During winter months the system drops into the D and even E level of service. One of the key elements to remember is that the system is responding to wildly different load and road conditions. There are two extremes. During mid-day the transit system is operating with a light passenger load and uncongested street conditions. During peak hours the transit system is operating with completely loaded buses, stops at almost every block, and heavily congested road conditions and intersections. On top of these differences are the hazardous road conditions that occur in the winter. Maintaining a schedule for all conditions is extremely difficult. If the schedule is set up to provide prompt service with minimum layovers during mid-day under good road conditions, the system will fall far behind schedule during peak hour with congested road conditions and even further behind schedule if road conditions are poor. Conversely, if the route is set up to handle peak hour congestion, many stops, and hazardous road conditions, the system will be "idling" during the rest of the day. There is no right or wrong answer. Setting up of routes and determining level of service is a balancing act. 4. Directness of service. Directness of service for the Iowa City system is easy to determine. LEVEL OF SERVICE TRANSFERS A Zero B One with less than five minutes wait time C One with five to ten minutes wait time MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES M0111ES 15 0 One with no more than ten minutes wait time or two with less than five minutes total wait E Two with more than five minutes wait time F Three or more transfers It is believed that 85% of the riders on the Iowa City System would fall into the A level. 5. Frequency of service. HEADWAYS DURING HEADWAYS DURING PEAK HOUR OFF PEAK HOURS LEVEL OF SERVICE 4 minutes or less 9 minutes or less 5 to 11 minutes 10 to 14 minutes A 12 to 20 minutes to 29 minutes 8 15 21 to 40 minutes 130 5to 45 minutes C 41 to 60 minutes D 46 to 60 minutes E more than 60 minutes more than 60 minutes F The Iowa City System generally operates with a D level of service. On two routes (Wardway & N. Dubuque) the system operates in the E level of service part of the day. It may seem unusual that the Iowa City System, which is renowned thoughout the State, operates at a D level when related to frequency of service. This really isn't unusual. If the bus is to be an alternative to the automobile the rider must have more choice on when to ride. At the present time a rider must catch a certain bus to be even close to arriving at work at the correct time. Compared to communities with extensive transit systems, one- half hour service is average but certainly nothing unusual. 6. Passenger density. LEVEL OF SERVICE DEFINITION A Each passenger has individual, separated seat 8 One seat per passenger; parallel rows of upholstered seats with a minimum of 5 sq. feet per person C One seat per passenger; parallel rows of molded seats, with a minimum of 5 sq, ft, person MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES HOMES 16 D Perimeter seating; or from 3 to 5 sq. feet per person; or from 100% to 110% of seated load F From 111% to 125% of seated load or 2 to 3 sq. feet per person F More than 120% of seated loads; or 2 sq. feet or less per person During peak hours the Iowa City System falls into the F level of service on most of its routes. During off peak hours the system would operate a B and C level of service. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOINES 17 B. Route Structuring At first glance setting up transit routes seems to be fairly easy. The buses run out to the outskirts of the community, give it a loop, and then come back in. Upon further thought, however, things quickly become complicated. In the most detailed sense (that of an Area Transportation Study) the transit system must take into account the following considerations. 1. Where are the major transit generators (apartments, shopping centers etc)? 2. Socioeconomic conditions (some people do not have enough income to have a car while other do not have enough money for second cars). 3. Travel needs and desires (this is the toughest one; where do people want to go? Ultimately people want to be picked up at their door, take the shortest path to their location and be dropped at the door. Unfortunately that method of transpor- tation is called the automobile, and it has problems too). 4. Physical environment (there are some places buses can not go because of narrow streets, steep hills etc.). 5. Total transportation system (which should be the balance between the automobile and transit?) 6. Community goals and policies (in Iowa City this is perhaps the toughest nut to crack; what do people want?) 7. Resources available (where are the bucks coming from?) These seven considerations are shown on the next page. While many studies have been done to properly define the above terms, for the short term Iowa City policy makers are going to have to make many decisions with a limited amount of information available. Transit planning is not nearly as advanced as automobile planning. While the Area Transportation Study went into great detail about automobile planning, the amount of technical material about transit planning was almost nil. The Area Transportation Study frequently talked about level 1, level 2, level 3 etc. transit service, but no real definition was ever given for these levels. This was not an oversight; it simply represented the state of the art. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES IIOIDES LAND USE CONFIGURATION TOTAL TRANSPORTATION SYSTEM 17-A TRAVEL NEEDS AND DESIRES SOCIO-ECONOMIC CONDITIONS • PHYSICAL ENVIRONMENT "JOBSOPERATING RESOURCESYSTEM OPERATIONOPERATING SERVICE CHARACTERISTICS CHARACTERISTICS The Transit System Context MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MD RIES _1, Ir One of the most important aspects of the Iowa City Transit system is the route structure. There are several things to keep in mind about transit and how it relates to the route structure. Unlike other customer products, a transit service has no "shelf life". Our buses go out on the street and the customer either uses them or ignores them. On the other hand if we set up good routes the system will be competitive with the automobile and will be utilized to capacity during both the peak hour and off-peak hour. We believe that the process of constructing a transit route structure is as much of an art as it is a science. Even though transit researchers are getting into market research, operations research, and other sophis- ticated management approaches, designing a route still remains very much of an imprecise science. Some of the major points that are kept in mind in setting up routes are as follows: I. Good route design requires a successful combining of a number of individual travel needs. In Iowa City we really don't have "mass" movements of people except perhaps from the Hawkeye apartments and Lakeside area. The Transit Manager has to put together all of the individual travel needs of people who want to use transit in Iowa City. Not only must the route go where people want to go, but it must be timed to accommodate their specific needs. Getting workers downtown ten minutes after work starts is not very useful in providing a good transit service. 2. Transit time schedules which repeat in standard time segments are more understandable and more attractive to transit customers, particularly those who don't use the system often. "Clock headways" which repeat each five, thirty, or sixty minutes are preferable to those with variable pick up times. The Iowa City system accomplishes this most of the time but we do have some off time routes for very specific reasons. We think the reasons are worth upsetting the schedule, but it is always a balancing act. 3. Headways must be realistic in terms of traffic conditions and running times. The ideal route design will allow running times that make the passenger feel that the vehicle is moving safely and expeditiously. Unfortunately, the Iowa City system is strained to the very limit during peak hour. Our buses have to start quickly after the passenger comes on board. Much of this is caused by the very low number of peak hour buses we add on to the system. In many transit systems there are more than twice the number of buses running during peak hour as during mid-day. In the Iowa City system we add only two buses during peak hour. This exacerbates the problem of setting up a system that operates well during both mid-day and during peak hours. If our coaches could operate on 15 or 20 minute headways during peak hour and thirty minute headways during off peak hour, we would be able to maintain better schedule adherence. It was mentioned earlier that if a bus is on time during mid-day with perhaps five or ten stops on the route it is difficult to stay on time if there are 25 or 35 stops on the route in the middle of rush hour traffic. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES 1101NE5 19 4. Transfers should be avoided if possible. When transfers are inevitable waiting time should be kept to a minimum. Through -routing or "spoking" of fixed route systems will eliminate many transfer situations. What this means is that if people on the east side of town want to go to the University Hospitals we should make sure that that bus coming in from the east side of town just keeps going on west to the hospitals. This is exactly what happens on Iowa City's Court Hill and Towncrest runs. When the Court Hill route heads west into the downtown area the driver changes the headsign and that bus becomes the Manville Heights run which goes right to the University Hospitals. 5. Changes in the route system require at least 120 days and preferably 180 days to demonstrate potential. Shorter periods of time do not allow for accurate measures of demand and use. The Iowa City system attempted to evaluate the changes made August 27, 1977 much too soon. Cards went on the buses about the first of October which was just over thirty days after the new structure was put into effect. This was much too soon to allow people to get used to the system and to form valid opinions. A partial list of concerns that must be kept in mind when establishing routes is listed below: Budget constraints Driver constraints Equipment constraints Operational constraints Traffic conditions Running times Headway policies Standee policies Ridership demand Maximum load points Maximum load times Geographical constraints Service level objectives As noted, there are many concerns. While the system should rely on its riders for their opinions about new service, caution must be exercised. Every rider who gives an opinion is stating only his or her beliefs. Unfortunately those beliefs are perceived through only that rider's eyes. If the bus formerly traveled one block away and now travels two blocks away, the route change was a disaster for that rider. This is true even if by moving the bus two blocks away many more riders are given better service. Conversely, if a bus now comes nearer to a rider, that change is good. In other words, an individual rider's opinion must be balanced against the concerns that apply to the whole system. Transit routes cannot be established by giving undue weight to one individual rider or one group of riders. A myriad of concerns enters into establishing a route structure. After an assessment of public, staff and City Council input, the Transit Manager is probably best qualified to balance out all of the concerns. MICROFILMED BY JORM MICROLAB CEDAR RAPIOS•DES MOVIES ■ 20 ` The Iowa City system is a "fixed route" type of transit system. This type f of system has advantages and disadvantages. Knowledge of these advantages and disadvantages allows us to determine what a "fixed route" system can and cannot do. M Fixed route systems, such as Iowa City's, are good when: 1) major generators such as Hawkeye and downtown can be connected; 2) the major ridership areas can be identified; and 3) a strong central business district exists. A fixed route system's principal drawbacks are: 1) it cannot easily serve very low density residential neighborhoods; i 2) it is subject to traffic delays on major arterials and train crossings; 3) it cannot easily serve many different nucleuses particularly crosstown; 4) there will usually be low utilization evenings and Sundays; and 5) route structures cannot quickly be changed to adapt to new time and space demands. It is particularly difficult to abandon an old route due the anger of the displaced rider. i In changing route structures, one must consider the following elements: 1. Concern for the present rider. There is a hardcore group of transit riders in Iowa City and we must be aware of the impact of change, particularly on the elderly. 2. When route restructuring is done, keep in mind new shopping centers, new businesses, how to bypass congestion points, and where elderly and handicapped are headed. 3. There is a limit to our resources to provide new routes or changed routes. Changing any one route has a domino effect. If you move a transit coach off one street or out of an area, another transit route must pick up that slack. Once you move the second route to pick up the slack, another route has to be changed to pick up that slack and so on. Changing transit routes is a very dramatic measure because of ithis domino effect. Minor changes can be made without the domino effect but a major route restructuring such as occurred August 27, 1977 should only take place after a very comprehensive analysis. There will always be shortfalls in any transit system since it cannot be all things to all people. For example, if riders on the Hawkeye apartment run demand more buses, those buses must come off some other MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES 11010ES 21 route. As another example, if someone in the north end wants direct bus service to the industrial area without going through downtown, either new buses must be purchased or a bus taken off of another route. Only the automobile provides door-to-door service in the most direct path for any individual. A transit system cannot do that. A transit system can only attempt to balance out 30 or 40 different concerns for 4,000 or 5,000 people a day who ride the transit system. It cannot be perfect for everyone. So that you may better understand the Iowa City route sytem the four major methods of transit routing are listed below. A. Radial two-way B. Radial with loop C. Radial full loops D. Grid A graphic display of these four methods is shown on the next page. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOINES 21-A A. Radial, Two -Way B. Radial, With Loops C. Radial, Full Loops D. Grid MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOVIES 22 The Iowa City system is basically type B, radial with loops. Each method of routing has advantages and disadvantages. The key is to cover as much area as possible, serve all important trip generators, and provide as direct a service as possible for high volume routes. The advantages and disadvantages of each type of route system, are given below. Advantages Disadvantages Radial two-way Easy to understand Longer walking distance No wrong -way rides at outlying points. Designated bus streets Difficult cross-town Positive transfer point trips. Radial with loops Easy to understand Relatively equal walking distance Positive transfer point Full loops Best coverage per route mile Relatively short walks Positive transfers if loops can be kept in even multiples of headways Grid system Best connections Many bus streets Some wrong -way trips. Difficult cross-town trips. Disincentive of many wrong -way rides (such as the Seventh Ave. loop) Confusion about direction. Many transfers. Cannot design transfer Points for every bus to meet at same time. Requires many buses. In all of the route systems you must be aware of traffic signals, traffic congestion, left turn points and access points to generators such as K - Mart, the Sycamore Mall, etc. The Iowa City system is very advantageous for our type of city. We have a strong central business district and university complex. There is absolutely no doubt about which system of routing Iowa City should be using. It should be the radial with loops. We also have extremely advantageous downtown transfer point. Right now all buses do not meet at the same time downtown but with full implementation of the transit mall after Christmas, all except one one bus will come to the downtown at the same time and people may make easy transfers. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•CES '10111ES _.� 23 C. Evaluation of Transit In order to understand why it is so difficult to talk about transit and decide what to do, it might be helpful to understand the differences between highway and transit planning. These differences do not provide any answers but they aid in evaluating the transit system. 1. Highway planning is concrete and asphalt. Traditionally highway planning is geared to planning and building roads. You find out what level of service is adequate (for example C level), then you build enough roads to handle this. Once the road is built that's it. Transit is not a fixed facility. The routes can and do change. What one Council likes about a transit system, the next Council may not like, thus the system changes. There is nothing wrong with this. The Iowa City Transit System should be flexible to a certain extent; however, we must not change the system so fast that no one can keep up with it. 2. ine stanaaras Tor nignways nave peen seT Tor many years. Certain design standards are accepted and they can be applied by any engineer. You don't have to take into consideration exact preferences of a driver. In the planning of a transit system the customer is king. Customer preferences and behavior not only must be taken into account, but it must be understood that they change with time. Highway planning is long range planning. Once a highway is built it there for 50 to 100 years. Transit planning doesn't have to be so long range orientated. If travel patterns change, the system can be changed. 3. Highways have funding sources. Generally the funding for highways is much more secure than for transit. Transit is the new kid on the block and the funding is changing rapidly. 4. There is not a constant reevaluation of hiahwav facilities in terms of cost or services provided. Once a highway is built not much can be done to make substantial changes in it; therefore no one reevaluates the system each year to see if it ought to exist. In transit the evaluation is made at least yearly and in Iowa City perhaps even more often because our system does require a subsidy. Often times this subsidy comes from revenue sharing or the general fund. Thus every year there has to be a rejusti- fication for supporting the transit system. 5. Maintenance of the hiahwav is a small Dercentaae of the cost to build it. In most transit properties, capital costs become minor relative to the annual operating costs. Just buying the buses is not the end of the financial worries. The cost of running those buses becomes the major element. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES '10HIES I 24 6. Highway facilities are considered successful if they adeguatel serve the peak period volume. In the United States roadways are generally designed for peak period volumes. No one seems too concerned if there happens to be very little traffic on a highway in the off peak hours. This is not true for transit. Some people become extremely agitated when a transit bus rolls by with only two or three people in it. We all know the Iowa City Transit System has extremely large volumes of people during the peak periods but, like highways, there is a substantial drop in the off-peak period. Unlike a highway however, the costs of operating those transit roaches continues to be high in the off-peak period. Transit is not always considered successful simply because it adequately serves the peak periods, but highways are. 7. A highway facility is generally not expected to be revenue pro This is not true for transit. There is constant public concern about the fact that transit needs a subsidy but there is no question at all about the massive capital costs of new highway facilities. 8. Management of a highwav facilitv is not considered to be criti to successful operation. - Management of a highway facility has little to do with its ability to to serve the driver. In fact management really isn't even considered when Iowa City builds a new street. In the case of transit however, management is the most critical element of the operation. Inadequate management can cause the system to be completely unsuccessful. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES HOMES 25 To evaluate changes in the transit system, the Council has to decide what the transit system is trying to accomplish. This must be determined within the local community. It would be preferable if the goals and objectives could be established by community consensus but in Iowa City this may be difficult. To aid Council, the goals and objectives stated in the FY80 budget will be listed and some alternate goals will be listed. The goal in the FY80 budget is stated as follows: "Unit Goal: To provide mass transportation to the residents of Iowa City at a level of service approved by the City Council." That statement is very broad and, as noted earlier in this memo, "level of service" is a little tricky to get a handle on. The unit objectives listed in the FY80 budget are somewhat more concise. These are: 1) To allocate resources in a manner that maximizes our ability to carry passengers during the peak rush hour period; I 2) To improve operations by reorganizing management functions and codifying policies and procedures; 3) To pursue federal and state grants as expeditiously as possible; and 4) To build off-peak ridership through increased transit marketing. Some alternate goals might be: 1) reduce congestion/decrease travel time; I 2) reduce energy consumption; 3) reduce number of automobiles in the downtown area; 4) improve air quality; 5) avoid large capital expenditures on the highway system; 6) avoid taking land for more roads; 7) provide mobility for the young, the old, the handicapped and lower income; 8) provide an alternative way to travel; and 9) provide everyone with access to the transit system. For the short term, Council may wish to consider these goals; however, for the long term, community -wide involvement through the Area Transportation MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES bIo IBES .------- - --- 26 Study will be necessary. As Iowa City becomes eligible for federal funds for communities over 50,000, an updated transportation study will be necessary. At that time, increased participation by the community would be appropriate. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES IIOIRFS -s 27 III. RECOMMENDATIONS Route Changes I. First Avenue Bus Route We have received a number of calls and comment cards, and the City Council has been given a petition, asking that a bus route be started on First Avenue. The route would run North and South from Rochester Avenue to the Mall and would serve primarily students of Regina, City High, and Southeast Junior High, and also shoppers traveling to the commercial area surrounding the Mall. There are several problems involved in routing a bus on First Avenue. First, there are no additional buses available to start a new service. If we were to run a bus on First Avenue it would mean taking service from another area of the City. Added convenience to the east side (so trips can be made without going all the way downtown and back out) hardly warrants the removal of all transit service from some other part of town. j Second, even if a bus were available, there would be several operational problems. The trains routinely delay traffic five to ten minutes at the grade crossing by Southeast Junior High; this would be a scheduling disaster. Relatively few people live within a reasonable walking distance i of First Avenue; therefore many people utilizing this route would be expected to transfer from the east -west buses where they intersect First Avenue. It is impossible to time routes so that these transfers can take place in an efficient manner; in many instances it will be more convenient and comfortable to ride downtown and come back out than to stand on a corner waiting for a transfer. Third, during most parts of the day ridership along a First Avenue will be extremely low. Many more people would receive greater benefits from an additional bus if it were provided along one of our severely overcrowded existing routes. Cross-town routes have not worked well in other communities. The Potential ridership seeking to travel from one trip generator to another trip generator is so low that the route invariably fails. For example, the number of persons wishing to travel from the north end of the community to the Mall -Industrial area is thought to be far below the level necessary to support any viable transit route. One of the primary advantages of the radial route system is that riders coming in from several different routes are able to transfer at the downtown transfer point onto coaches bound for other areas. These transfers compose only a small percentage of our total ridership, even though the downtown transfer Point is fed from routes which cover all parts of the community. The ridership potential for a cross-town route which is not fed by any other transfers is very low. Recommendation: Do not consider a First Avenue route. 2. Eastdal�gee We have been approached by the developer of Eastdale Village, a shopping center at the corner of Lower Muscatine Road and First Avenue, concerning the possibility of transit service directly to their property. At the `-.. MICROFILMED BY JORM MICROLAB CEDAR RAPIDs•DEs nopirs 28 present time we are providing transit service via the Mall bus to the corner of Mall Drive and Lower Muscatine Road, one block away. To extend this bus even one block willseverely disrupt the Rochester -Mall route Pair, because the Rochester end is so long. Recommendation: Continue present service with Mall bus one block away. 3. Lakeside Bus on Highway At the present time the Lakeside bus travels between Keokuk Street and Fair Meadows Boulevard on Highway 6 Bypass. For safety considerations, when the bus is on Highway 6 it does not stop to pick up or discharge Passengers. The effect of this arrangement is to prevent residents of Lakeside, Bon Aire and Fair Meadows Addition from having access to the Mall. Bus riders from these areas must get off at Fair Meadows Boulevard, or ride all the way downtown and transfer to the Mall bus. Recommendation: Both inbound and outbound travel Sycamore Street and California Avenue instead of Highway 6 Bypass. This change will allow passengers to board and depart at Sycamore and Hollywood and be within 100 yards of the Mall. 4. Transit Service in Fair Meadows Addition The current Lakeside route travels inbound from Lakeside Apartments via Hollywood Boulevard to Fair Meadows, then onto the highway. Residents of the area along California Avenue and farther south must either board the bus outbound or walk a considerable distance to reach the inbound route. A number of individuals have requested a return to service inbound on California Avenue. Recommendation: Change Lakeside route to Sym Avenue, instead of Highway 6. amore Street and California 5. No Service Through K -Mart Parking Lot Last winter the transit system experienced severe problems in the k -Mart Parking lot, as no one would accept responsibility for maintaining trafficways in front of the store. Also, inadequate snow and ice control contributed to several accidents, and the poor paving condition was detrimental to rider comfort as well as the integrity of the vehicles themselves. To avoid these conflicts the new route structure was designed to avoid the K -Mart lot. We have received a number of comments requesting that service be returned to K -Mart. The respondents indicate they value highly the ability to wait indoors for the bus to arrive, and they are concerned over the safety of walking from the store to Keokuk Street. I Recommendation: Incorporate service through the K -Mart lot as part of the Sycamore loop. The bus will travel through the lot in one direction only, on a route that has adequate time to absorb any delays. dr,.. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES F;otnEs 29 6. Sycamore Loop The new Sycamore route includes a very large loop at its outer end. Because the loop is so large, many residents along the loop are forced to ride far out of their way either inbound or outbound. Because the bus operates in one direction only, when a traveler's origin and destination are both on the loop, some trips are very poorly served. For instance, one can easily travel from Burns Avenue to Sycamore Mall, but the return trip is impossible without going all the way downtown. Recommendation: Continue operating this route with the large loop; incorporate K -Mart into the loop. Although the loop is too large to function well, there simply is not enough time to make the loop smaller and still serve all of the areas that deserve service. 7. Hourly Schedule to Wardwa Ridership is so light along the Wardway route that this service has been run at hourly intervals almost ever since the route was started. Until this summer, however, the bus arrived downtown shortly before the hour and left shortly after the hour. This was very convenient for employees and others who needed to arrive and depart from downtown on the hour. The route and schedule realignment necessitated a change in this schedule. The end result was that the Wardway bus arrives downtown .at 15 minutes after each hour and leaves downtown at 15 minutes before each hour. This schedule is difficult for those 8 -to -5 workers, but accommodates students and people working in the Wardway area quite nicely. Recommendation: Continue the present scheduling; more persons benefit than are hurt by the present arrangement. 8. Hourly Service Mid-day and Saturdays North Dubuque Since the inauguration of Cambus service along North Clinton and North Dubuque Streets as far as Park Road, the North Dubuque bus has been woefully underutilized. Very few persons living south of the Mayflower ride Iowa City Transit; Cambus arrives much more often and their service is free. When the Goodwill route , which ran hourly, was abandoned, it became necessary to pair some other route with Wardway. with very few riders, was North Dubuque, residents of the the logical choice. Recognizing that the Mayflower, Forest View Trailer Park, and other areas north of Park Road would be adversely affected, it was decided to provide an additional bus during peak periods, so that 30 minute service could be has reasonbly well, excepreserved most tefor eSaturday s, werev wh ng hourly serviceThe arranmnt ies p ovidedrall day long, and Cambus does not run at all. Recommendation: Continue present scheduling. In the future, when more buses are available and the northern fringe of Iowa City is developed, half hour service all day long and on Saturdays should be returned along the North Dubuque route. For the present, however, North Dubuque, with its very low ridership, is the only logical route to pair with Wardway, and be reduced to hourly service. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110111[5 ff 9. Denbigh Drive In an effort to serve the recently developed area south of West Benton Street, a bus was routed south on Sunset Street, returning north to West Benton via Denbigh Drive. This has proven to be a controversial arrange- ment. We have received numerous letters both requesting removal of the bus and expressing appreciation for the improved transit service. At present approximately 50 percent of the input the City has received is for the service and approximately 50 percent is against the service. for the last few weeks there have been no comments received from this neighborhood. We have looked at other alternatives to providing service in this neighborhood, and unfortunately Sunset Street is the only arterial. Therefore, the bus must return to West Benton by some other street, and Denbigh Drive is the most workable route. Recommendation: Continue present route. 10. Special Trips to West High At the present time we are operating one morning and one afternoon West High trip off the end of the Mark 1V route. This is generally workable in the afternoon, because school is released before the onset of rush hour. In the morning, however, the school trip and rush hour coincide, and it is impossible for the Mark IV bus to maintain schedule. If these extensions off the end of the Mark IV route were deleted in the morning, students could still get to West High via our Hawkeye "tripper" which goes right by the school, and in the afternoon by our special West High bus which provides service when school is dismissed. Also, students from areas along the Mark IV route are within 100 yards of the school when the bus arrives at Mark IV apartments. This walk is not unreasonable. Recommendation: Delete these West High trips off the end of the Mark IV route; the ability to operate on schedule is more important than the extra service to students riding these particular trips. 11. Hawkeye Bus - Non-stop on Melrose Avenue Because the Hawkeye route is so long, it is extremely difficult to operate on schedule during peak periods. To assist the driver in maintaining schedule, we are attempting to stop only at selected intersections on Melrose Avenue, between Mormon Trek Boulevard and the University. This has been only moderately successful, because without signs it is difficult to make the public aware where the bus stops and where it does not stop. Also, in the morning the bus is generally so full with Hawkeye residents that passengers along Melrose Avenue cannot board the bus anyway. Off peak, there is adequate time to stop, and hence the limiting of stops is not needed. In the afternoon rush hour, there are four Hawkeye buses per hour traveling through the area outbound, and the problem is not so severe. Recommendation: Return to stopping at every intersection, until such time that signed bus stops can be provided. FIICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOIRES 31 12. Traffic Congestion, at Bin ton and Grand Avenue the stop Because buses need to pass by the Fieldhouse, they are forced to wait at nton. This as location but nsincerthe closing offand Avenue atMelgrose Court it has become unbearable• Often times at 5:00 PM the bus is delayed in excess of five minutes in this two block area between the Fieldhouse and Riverside Drive. Recommendation: Proceed with intersection improvements at Byington and Grand as expeditiously as possible. Hopefully a schedule change that brings the Oakcrest bus through this area at a quarter till each hour and a quarter after each hour will alleviate the severe problems at 5:00 PM. 13. Towncrest-Oakcrest Route Pair The route -pair, which appears on to be a very desi able combination, haexperienced schedule adherenceedifficulties on both ends, and capacity problems in the Towncrest area. The Towncrest route has already been shortened considerably from the route formerly operated, although one loop consisting of Seventh Avenue and F Street is owncrestne method of reducing still included. The only reasonable means of shortening the T route further would be the deletion of this loop. O travel time and overcrowding would be to run the Towncrest bus uas an express with no stops from downtown to Court Street and Muscatine Avenue. This will become much more feasible when all buses are scheduled to be downtown at the same time. The Oakcrest route might be shortened slightly by operating via Koser Avenue and George Street in University Heights. The Oakcrest bus is very well utilized, but does not have the severe capacity problems of the Towncrest end. Its biggest problem, unfortunately, is schedule adherence during the afternoon rush hour. The main source of delay is the University Hospital/Fieldhouse area. Recommendation: Operate the Towncrest bus as an express from downtown to Court and Muscatine during the peak periods. Operate the Seventh Avenue and F Street loop as part of the Seventh Avenue route. Change the Towncrest-Oakcrest schedule to be downtown at 15 minutes before and after each hour, which hopefully will alleviate some of the traffic problems on Grand Avenue. Change the Oakcrest route outbound to operate via Koser Avenue and George Street. 14. Seventh Avenue Route The new Seventh Avenue route has not performed as well as anticipated. Several factors have combined to limit the success of the Seventh Avenue route: The bus makes a very large loop, which forces riders to go out of their way either inbound or outbound; the bus stop in front of IowaSta Bank has been somewhat obscure; rning and the schedule changes between mote and afternoon, confusing people. Some of these problems can be alleviated with modifications to the route and schedule structure. Instead of making a large rectangular loop as is done now, the Seventh Avenue route could be realigned o added benefitfOfl attracting cmore pe pleoawaylfromrest route mre ythe Towncrest bus and relieve its overcrowding. Also, the bus could be routed via Court Street to satisfy the demands of people in that neighborhood who feel mistreated MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DF.S M011JES 32 because there is no bus on Court Street and two buses on Burlington. However, because there is just too much territory that needs to be covered (Court Street, Oakland Avenue, Sheridan Avenue, Seventh Avenue, F Street, and the area along College Street) it is unlikely that this route will ever function as successfully as the Towncrest or East College routes formerly did. Recommendation: Redesign the Seventh Avenue loop to follow Summit Street, Court Street, Oakland Avenue, Sheridan Avenue, Seventh Avenue Fourth Avenue, Friendship Street, Seventh Avenue treet This alignment should be more successful in assisting the Tonere tStreet. and will still provide service in all and College Street. of the areas that need coverage. 15. Service to the Mall from Bower Street Residents along Bowery Street and Summit Street have been disappointed find they can no longer go directly to the Mall by bus. Although there is still bus service in their area to the Mall bus. One solution to h ey now must go downtown and transfer to route to its former alignment as far roblem would be to all Kirkwood Avenue. At this intersection athehe corner of Summit rStreet n the Mand directly to the all. This alignmentbus would turn left traveling the present Mall route, but shouldstillbeiworkablhtly e, The than which currently operates via Bowery Street would replace the Kirkwood Avenue. The The Sycamore bus for the inclusion new Sycamore alignment would also Mall bus on will of K -Mart into its route. provide more time Provide service to the corners of In addition this Summit, areas that would no longer Sheridan and Summit and Bowery Seventh Avenue route structureng have service with the f and alteration of the Recommendation: Return the Mall bus to Bowery Street, 16. Seventh Avenue Route on Market Street While Washington Street f Seventh Avenue bus was closed, it was westbound, and Clinton Street eviasouthboundSt Street northbound, wa thbouy to operate the Planned as a temporary northbound, Market Street along the Seventh racyAvenue detour, this route has y into town. Originally ss and churches on the near north side, it allows themsdidrect acceany reside to storents s Recommendation: Retain this route. as part of the permanent Seventh 17. East Side " Avenue "Tripper" Schedule When the new routes and schedules were buses was scheduled on Hawkeye-North drawn up, one of the "tri scheduled to operate west to Hawkeye Dubuque, while the Other "tripper" Muscatine and Court Streets. Not y and then east along would arise, this bus knowing where the capacity Burlington, schedule of the Court was designed to follow Pacity problems time the regular bus Hi ll bus jprovidin the regular route and g additional capacity at the same that additional capacity was needed It quickly became apparent, on both the CorHill however Hill and the IIICROFILMED BY JORM MICROIAB CEDAR RAPIDS -DES MOINES 33 Towncrest routes. Also, the scheduling of two buses at the same time has not been effective, because both buses tend to operate little time savings. in tandem with Recommendation: Reschedule the east side "tripper" buses to operate slightly ahead of the Towncrest and Court Hill regular buses, and route the bus to make a loop outbound on Court Street to First Avenue, south on First Avenue to the Towncrest route, then returning via Muscatine Avenue. General There are two conflicting pressures complicating the decision on which routes to change and when routes should be changed. On one hand, it takes riders several months to become accustomed to new routes and new schedules. This fact suggests that the City should wait until May or June before making any changes to the routes or schedules. On the other hand, the tremendous increase in ridership since the route in changes otheAugust SeventhtAvenue once r uteaandunbalanced occasio ally hesystem MallSome routeroutes are underutilized during peak hour while other routes are passing riders during the peak hour. This fact suggests that we should change the routes and schedules as quickly as possible. The disadvantage of changing quickly is that riders have only recently become used to the changes made at the end of the past summer. It is possible that another change in the system will create additional public outcry from those riders who have become accustomed to the present system. We have weighed both sets of conditions and we feel that the balancing of capacity is the more important element. We recommend that new routes and schedules be implemented on or shortly after the start of second semester. This occurs approximately January 21. E,. . MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES -11 B. Rental of Buses 34 coaches At the present time the Iowa City Transit System consists °o eating at operated by a staff of 54 persons. Becauduring the rush are will require the capacity, any expansion of service during of additional staff. overnight adjustment; there will acquisition of additional buses and the hiring peak period Expansion of rush hur service is oat tempt an toincrease our p be considerable problems capacity. From an operations viewpoint, the addition of extra rush hour buses recruit, and train the ne involve considerable work. It willw drivers who will operate the extra interview, hire, take a considerable effortto bus barn; J not fit in our with engines left buses. The additional buses be stored either outdoors, therefore they special electrical heaters, or indoors at running continually or else with th ra crew some rented facility• resent trans ie eti ons ,s and �theseveningll e hard pressed to manage any additional op Will be completely overwhelmed trying to clean and service additions vehicles during the worst winter weather. exacerbate some concerns of the Transit System drivers. If obsolete coaches The addition of rental buses to our current flee may long-standing air and they have to be in very poor rep arise similar to bus 0971 are acquired we will be faced with Problems. any ° these obsolete buses are thoughtproblems may an antiquated design. If school buses are acquiremanual 1 y- od operated front doors. due to their standard trannsm' awkward for Ciions ty transit service. School buses are extremely letely obsolete in design; steps The public as well has become accustomed to a high level of comfort an and the heating system is often convenience. "Old look buses are comp are designed are high, the ride is uncomfortable, inadequate while standing inferior. School busesierngers, headroom ie even worse. seinadeq they primarily for smaller p assted by the riding public• and kneer these would becbest accep seated. If "new look" buses could e acquired, the most expanding our fleet are perhaps problem is in the procurement of buses. The mechanical considerations of significant of all. The first pid we be with no Because buses comped with arableto l6-18uyearrs aold t"new flook" suburban buses,wi used the prospect of leasingeo 16 "old look" transit buses, like #971, or rear door, 23-25 y operated by local schools. Regardless of which school buses, like those op it would take at least one additional full - type vehicle were acquired, articularly for "old time mechanic to keep the buses on the street. artsacp to work on the uses would also be a continual problem as would p problems look" coaches. Storage would be the most facelit�esaare available in the buses would have to be stored outdoors encountered. Because no additional storage the vicinity of the bus barn, tions involve severe maintenance or else at a distant location. Both op and dispatching problems. the In addition to these other considerations, the cost s acquiring sufficient extra buses to meet our rush hour demands this winter would be MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110111ES 35 about $20,000 per month. This figure includzs drivers' wages (including benefits), daily cleaning and servicing, administrative costs, mechanical upkeep, and the lease of the buses themselves. These expenditures would be incurred for a minimum of four months, for a total cost of slightly more than $80,000. Although revenues are difficult to estimate, they would be in the range of perhaps $5,000 per month for a net cost of $15,000 per month or $60,000 for the entire winter. Recommendation: For the short term (this winter) we recommend that buses not be rented. For the mid-term (next winter) we recommend that the transit system consider leasing six buses only if a firm plan for financing and construction of a new transit garage and purchase of several additional new buses has been finalized. We do not recommend leasing of buses as anything but an interim solution until new coaches and new facilities can be put on line. Leasing of coaches is not a long-range solution to transit capacity problems. If buses are leased as an interim plan next winter the coaches should be leased in summer of 1980 so that time is available to put them in adequate mechanical shape prior to the onset of winter weather. C. Bus Stop Signs Consolidation of bus stops allows the driver to stay on schedule during peak hours rather than stop at every block to load or unload passengers. Stops are made approximately every two blocks thereby cutting in half the time lost decelerating, loading and unloading and accelerating. The cost is estimated to be $15,000 for sign materials. This cost would be allocated between the Transit Division and the Traffic Engineering Division. Recommendation: We recommend that designated bus stop signs be installed immediately. The cost of these bus stop signs would be allocated between the Transit Division and Traffic Engineering Division. Bus stops would be located approximately two to three blocks apart. D. Summer vs. Winter Schedule Recommendation: We recommend that identical schedules be maintained summer and winter as long as the fleet is not large enough to drop to 15 or 20 minute headways during peak hours. News releases should be prepared to inform our passengers that schedule adherence will become more difficult as weather conditions deteriorate. The public must be made aware that management considers it essential that safety be the primary consideration and that it will take precedence over schedule adherence. E. New Buses and New Facility Recommendation: In the capital improvement program for the next year, the City Council will have the opportunity to consider a bond issue for 12 new buses and a new trasnit facility. This bond issue would be voted on by the citizens in March of 1980. Construction of the facility and acquisition of buses would take approximately 18 to 24 months. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES 36 Transportation demands in Iowa City are changing rapidly. If residents of Iowa City are to have a choice between the automobile and transit, it will be necessary that the choice be made locally and that the project be financed locally. Theoretically, Iowa City is eligible for federal funds for a new transit facility and coaches, but Iowa City may not be eligible for these funds until 1982 or 1983. Residents of Iowa City should be given the choice of deciding their transportation future now. If the vote is affirmative, Iowa City will move into the transit age with a locally funded system which has strong local support. If the vote is negative, Iowa Citians will have given notice to their elected officials that a more leisurely pace can be followed in providing increased transit service. The City can then proceed with attempting to obtain federal funds. F. Staggered Work Hours Recommendation: Contact should be made with major employers in Iowa City to explore the feasibility of staggered hours for employees. The Johnson County Regional Planning Commission could assist greatly with this effort. G. Transfers Recommendation: In the interest of schedule adherence, the Iowa City Transit System should abandon the practice of waiting downtown for transfers. The buses should leave promptly at the posted time, even if that means missing a few potential transfers. If every bus leaves downtown on time, they will each return to downtown very nearly on schedule. When one bus is late and six others wait up to five minutes for transfers, then the entire system gets hopelessly off schedule. Two-way radios would greatly facilitate transfers. Drivers can check with other drivers to find out how many minutes it will be until a coach arrives at the downtown area. Other benefits of radios include prompt reporting of emergencies, bus breakdowns, etc. H. Fares Recommendation: We recommend that a fare increase to between thirty-five and fifty cents be implemented during peak hours between 7:00 a.m. and 9:00 a.m. and between 3:30 p.m. and 5:30 p.m. This fare increase has two purposes. One is to generate additional revenue which the Transit System desperately needs and the second is to provide a mild incentive for riders to use the Transit System during off-peak hours. We would recommend that the transit fare remain at twenty-five cents between 9:00 a.m. and 3:30 p.m., and on evenings and Saturday. We recommend that monthly passes be priced at $12. This is comparable with the Coralville system. I. Peak Hour Package Designated bus stops, no waiting for transfers, and a peak -hour surcharge might be wrapped up in one peak -hour package. The system could operate essentially on two tiers. During peak hours we would stop only at MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES n0111ES 37 designated stops, not wait for transfers, and have a surcharge. Off-peak we would retain the benefits of a more leisurely system. These benefits would include stopping at every corner, waiting for transfers, and charging the basic twenty-five cent fare. In this manner we could encourage people to use the underutilized off-peak service and efficiently operate our rush hour buses. Recommendation: We recommend a peak -hour package which includes use of designated bus stops, no waiting for transfers, and a higher fare. The off-peak package would include stopping at every block, waiting for transfers, and retention of the basic twenty-five cent fare. J. Management Recommendation: Immediate addition of an Assistant Transit Manager. As the Transit System increases in ridership, hours of service, number of employees, and increased financial complexity, the Transit System demands increased management attention. This attention cannot be given. The Transit System is operating with the same management structure it had six years ago. Currently, the Transit Manager is averaging 50 hours of work per week. Forty-six employees are reporting to the Transit Manager. The Manager is evaluating all employees, at times actually operating the transit office, scheduling drivers, and also attempting to handle federal and State grant administration. Other duties include contact with the public, response to letters and phone calls, on -street supervision, investigating accidents, and handling routine paperwork. Iowa City runs a large transit system which is composed of pure service to Iowa Citians. The Transit Manager is working at a pace far more severe than individuals in the private sector of transit management. As a result of insufficient management backup, State and federal transit grants are not being processed quickly. This means Iowa City may lose money. Personnel matters are being given short shrift. Since the Transit System is composed of 46 drivers, this is a serious shortcoming. The Transit Manager is overextending his work week. Research has documented the fact that individuals who are in the work setting for an excessive number of hours quickly burn out and lose efficiency. The Transit System also has inadequate road supervision. Drivers are not hitting checkpoints on time and too much time is being spent in the downtown area. There is an insufficient number of management personnel to properly supervise schedules. The major elements in considering whether the management function is adequately staffed are as follows: 1. Recent analysis has shown that many of the system's current schedule adherence problems could be alleviated by more road supervision. MICROFILMED BY JORM MICROLAB CEDAR RAMS -DES !IOInES IE 2. All management people in Transit are working too much. Over the first nine months of 1979 the second and third individuals in command worked 120 and 180 hours of overtime respectively. This was not superfluous overtime. These employees had to be at the Transit System or no one would have been in the office to answer phones or operate the system. .R. One of the requirements of accepting federal money is that we play the federal ballgame. This means adopting a federal financial system, submitting extremely detailed grant requests, and paying attention to the complex requirements of the federal bureaucracy. Once one accepts the federal money one must accept the fact that people are needed to process these grants. 4. Private industry would consider it poor management to have in excess of 45 employees reporting to one individual. This is exactly what happens in the Iowa City system. Since labor is the major component of the Transit System, adequate management staff must be provided to interact with the employees. 5. The one person responsible for operation of the Iowa City system is, the Transit Manager. The system operates 100 hours per week. The Transit Manager should be working 40 hours per week. This means that 60 hours per week the Transit Manager must be generally available. The Transit Manager receives numerous phone calls at all hours of the day and night while at home. 6. With the present staffthere is no manager on duty early in the morning, in the evening, or on many Saturdays. 7. An additional management person will cost money. This cost can be partially offset by federal funds which can be allocated toward personnel. Each federal grant has a two percent stipend which can go toward salaries. In summary, Iowa City has a reasonably good transit system. Much of the system's success is due to the type of rider we have in Iowa city. j this success, of course, must go to the system itself. Iowa City Part of stands at a junction in the road. If we are going to move into the transit age, new facilities and a new management organization are going to be needed. If the system is going to stay static or regress we can muddle through with minor changes. It is inconceivable that the energy situation and changing world conditions will allow the system to remain static. The only realistic options seem to be the choice between planning for the future or stumbling into the future. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOIRES tl MARK IV. This route serves the Univer- sity Hospital (north entrance), Veterans Administration Hospital, University Rec- reation Center, University Heights, and the residential areas south and west of University Heights. The route travels north of University Hospital, then west via Melrose Avenue, Sunset Street, Den- bigh Drive, West Benton Street and Mor- mon Trek Boulevard. Inbound buses op- erate through the downtown area and continue southeast to the "Lakeside" route. UNIVERSITY OF IOWA CAMBUS The University of Iowa operates a free intra -campus bus service known as Cam - bus. The primary routes (Red and Blue) operate in both directions around the loop which serves dormitories, University Hospital, most class buildings, downtown and the Hancher Auditorium parking lot. The Pentacrest route provides service from downtown to the north entrance of University Hospital, and the Oakdale bus connects the University Hospital with the Oakdale campus. Cambuses also operate to Hawkeye Apartments on week nights after the termination of City bus service. Although designed to primarily serve University students, faculty and staff, Cambus is available to everyone. Please refer to the Cambus route map for details. For additional schedule information, phone Cambus at 353-6565. TAXICABS Taxi service is provided in Iowa City by three companies, all of which operate ra- dio -dispatched taxicabs 24 hours a day, seven days a week. Taxi service can be obtained by calling: Yellow -Checker Cab Company 337-3131 Super Cab Company 351-0380 A Better Cab Company 354-4567 CORALVILLE TRANSIT SYSTEM Bus service between the City of Coral- ville and downtown Iowa City is pro- vided by the Coralville Transit System, which operates five buses over three routes and covers almost all of the de- veloped areas of Coralville. The fare is 350 (exact fare is required) and trans- fers are accepted between Iowa City Transit and the Coralville Transit Sys- tem. Schedules are available on Coral- ville Transit buses or by calling the Coralville Transit information number at 351-7711. INTRA -CITY BUS SERVICE Bus service from many parts of the nation arrives and departs from the Union Bus Depot, located at the corner of Gilbert and College Streets, one block south and three blocks east of the main bus stop. Information regarding Greyhound, Trail- ways, and Missouri Transit lines may be obtained by calling the bus depot at 337-2127. JOHNSON COUNTY SEATS Specialized transportation for the elderly and handicapped is provided in Iowa City, Coralville and University Heights under the auspices of Johnson County SEATS. Door to door transportation is provided to handicapped individuals and persons aged 60 and older seven days a week. A donation of 500 is suggested. Trips must be scheduled at least 24 hours in advance; this can be done by calling Johnson County SEATS at 351-6078, between 9:00 A.M. and 3:00 P.M. Monday through Friday. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOinrs IOWA CITY TRANSIT FARES The regular fare is 250, and children un- der the age of 5 ride free when accompan- ied by an adult. Unlimited ride monthly passes are available from the Civic Cen- ter, First National Bank, Hawkeye State Bank, Iowa State Bank, Pearson's Drug Store, Mott's Drug Store, Randall's at the Mall, and the cashier's office at University Hospital. Passes sell for $8.00 and are sold beginning the third Monday of the preceding month. Handicapped individuals and persons aged 62 and older may ride free Monday through Friday between the hours of 9:00 A.M. and 3:00 P.M., after 6:30 P.M., in the evening and all day on Saturday. You are required only to present your Medicare card or a special pass (available at the Civic Center) to the driver for your free ride. Also, with the purchase of $5.00 or more at any of the participating merchants you may obtain a bus pass good for one free ride. This."Bus and Shop" pass must be validated by the merchant in order for the driver to ac- cept it. Rules relating to the use of transfers are simple. Transfers are issued to allow a passenger to make a complete one-way trip from one part of town to another— they are not intended to allow passengers to make a return trip to the point of or- igin. Transfers are valid up to one hour after the time of issuance, which allows ample time to make connections between buses. Once a transfer has expired, an additional 250 fare is required. Although Iowa City Transit does not re- quire an exact fare, passengers having the correct 250 fare will help to increase the speed and efficiency of the transit system. ROUTE DESCRIPTIONS The following is a brief description of each bus route, indicating the major streets traveled and areas served. Please refer to the map on the reverse side: NORTH DODGE. This route serves the north side of Iowa City, traveling Jeffer- son Street, Governor Street, Dodge Street and Prairie du Chien Road, returning via Caroline Avenue, Whiting Avenue, Kimball Road, Dodge Street, and Market Street. The bus serves Mercy Hospital, Central Junior High School, and Social Services. Also, trips are made to ACT and West. inghouse morning and afternoon to ac- commodate employees of these organi- zations. Once downtown, the buses con- tinue south on the "Sycamore" route. SYCAMORE. This route serves much of the southern part of Iowa City, traveling Gilbert Street, Bowery Street, S. Dodge Street, Keokuk Street, Taylor Drive, Burns Avenue, Sycamore Street, and Highland Avenue. The bus also operates through the Mall in the evenings after 6:45 P.M. The route enters the downtown area on Clinton Street and proceeds on to the "North Dodge" route. NORTH DUBUQUE. This route serves Mayflower Apartments and Forest View Trailer Court, operating through the north side on Gilbert Street, Church Street, and N.Dubuque Street. Buses operate through the downtown area, continuing south to the "Wardway" route. WARDWAY. This route serves Wardway shopping plaza and the S. Riverside Drive area. The route follows Riverside Drive, Benton Street, and Hudson Street, then into Wardway Plaza, returning directly on Riverside Drive. Buses travel through the downtown area and become the "North Dubuque" route. HELPFUL INFORMATION Please help us to provide better service by: "Arriving at your stop a minute or two ahead of the time the bus is due. Our drivers make every effort to operate on schedule, but errors can occur. The time on people's watches and clocks seldom agree and an error of a minute or two may result in a missed bus. `Waiting for buses at street corners, not in the middle of the block. This is an im- portant safety factor for other traffic on the street that often must wait while your bus is loading. Please do not cross in front of the bus when leaving, as traffic travel- ing around the bus may not see you in time. As an added help to drivers, please flag the bus when it is approaching. "Having the exact change ready to deposit in the fare box. This will result in a faster service and help you get where you are going a little more quickly. *Refraining from smoking and littering while on the bus. This results in a more pleasant and enjoyable ride for everyone. Every week some passengers inadvertently leave articles on the bus. If you believe You have lost something, contact Transit Information (351-6336) to receive prompt assistance. Any questions? Need additional maps or schedules? Have you a transportation prob- lem? Want to air a complaint or make a L suggestion? Looking for a lost article? MANVILLE HEIGHTS. This route serves University Hospital, Veterans Hospital, and City Park, and operates within one block of Hancher Auditorium. Streets fol- lowed include Newton Road, Woolf Ave- nue, Lee Street, Park Road, Riverside Drive, and River Street. Buses continue through the downtown area and onto the "Court Hill" route. COURT HILL. This route primarily serves the large residential area on the far east side of Iowa City, and also passes by City High. The route is outbound via Burlington Street, Muscatine Avenue, and Court Street, returning via Friend- ship Street and Upland Avenue. Buses travel through the downtown area and con- tinue west to the "Manville Heights" route. HAWKEYE APARTMENTS. This route serves the Fiefdhouse and University Hos- pital, then operates as an "Express" to Hawkeye Court and Hawkeye Drive apart- ments, and also to West High School. The bus operates through the downtown area then heads east as the "Seventh Avenue" route. The Hawkeye bus does not operate in the evening; this service is provided by Cambus. SEVENTH AVENUE. The Seventh Avenue route serves the Civic Center, the Rec Center, and the near east side of Iowa City. The route operates via College Street, Summit Street, Sheridan Avenue, and Seventh Avenue. Inbound buses operate west to the "Hawkeye Apartments" route. MALL. The Mall route offers direct serv- ice from downtown to the Sycamore Mall, traveling by the Courthouse, Post Office, and the Armory (driver's license sta- tion). The bus operates via Clinton Street, Kirkwood Avenue, and Lower Muscatine Road. Buses travel through the downtown area heading north to become the "Ro- chester" route. ROCHESTER. This route serves Mercy Hospital, Central Junior High School, Hickory Hill Park, and Regina High School. The route travels outbound on Jefferson Street & Rochester Avenue, loops through the Oakwoods area, and returns via Rochester Avenue and Market Street. Buses operate through the downtown area and continue south on the "Mall" route. TOWNCREST. This route serves the Town - crest medical complex and commercial area, Mercer Park, South East Junior High School, and Autumn Park Apartments. The route follows Burlington Street, Mus- catine Avenue, F Street (outbound only), Wayne Avenue, and Village Green Boule- vard. Buses operate through the downtown area and continue west to become the "Oakcrest" route. OAKCREST. The Oakcrest route travels Grand Avenue, Melrose Avenue, Sunset Street, Oakcrest Street, and West Ben- ton Street. Buses serve the University Hospital, Fieldhouse, Kinnick Stadium, University Heights, and the apartment complexes along Benton and Oakcrest Streets. This route travels through the downtown area before continuing east to the "Towncrest" route. LAKESIDE. The Lakeside bus serves the commercial area along S. Gilbert Street and Sand Road, the K -Mart shopping center, Fairmeadows Addition, Lakeside Apartments, and Bon Aire Mobile Home Park. This route also serves Goodwill Industries' on several trips daily. The route follows Gilbert Street, Southgate Street, Keokuk Street, and Highway 6 Bypass, looping through Fairmeadows and terminating at Bon Aire. Inbound buses operate through the downtown area and continue west to the "Mark IV" route. i i i Park Rd. E UNIVERSITY OF IOWA CAMBUS SERVICE CLOCKWISE (RED ROUTE) ....................... COUNTER -CLOCKWISE (BLUE ROUTE) HAWKEYE ROUTE AFTER 6:30 PM ........................ EXPRESS ROUTE BETWEEN EAST AND WEST SIDE DORMITORIES -------�- OAKDALEROUTE PENTACREST ROUTE ALL BUS STOPS ARE MARKED WITH CAMBUS SIGNS DENTAL BLDG Woolf Ave. UNIV. HOSPITAL FIELD HOUSE STUDENT HEALTH KDALE CAMPUS HKf ?18 c HAWKEYE MAIN COURT r— MARK IV � o °FS I"o,:,_ F \ CORALILLE W N Y' N S7\ Z n O r W ' H LEST a a C v 1E R CHA4 p R ; 4PtiILt� LIST H]WA CITY STRAIT DMMMY ABERSSSS ........................ X41 ALPINE CT . .................... GIO AINNEDR.- ............. ....I 49 AAUEP IN . ............... ....... 1.1 AMMN:ANIEGIONRO. GSAC AMNURST ST .................... E.9 AIME CL ......................... Se ARSOACIP.................... 410 At" DR ..................... GID ARIURYDR.................. GN-] MEd1A AVE . .......... ..... .. IE ARTHUR SE ................. 4NV ASN................................ N.7 ASMI EY DR ..................... N7 ASKS CT. a ................. E.7 ASPEN Cr............... b BAKER SI. 0 .............. I. MNCDON DA ................. L6 BRNGDYI D ...................... NJ MRIEIT R0 ..................... GU EA1ROD CT . ................... F] SEDROUECH TCA . .................. HO MEDIA ST ................... 410 MiWN TA ................... DA SENTO6EA ................. PS MNTDY, CE ...... 43 MMON $T .................. 41.3 IINTOIN BUCKHA r. W . ............ G3.1 54CCNAWISL ........... O}] BLACK SIDEREAL C4 .......... E.2 nODMIN610N SE........ 61.6 SOWLINGG ....NPL....... Gse BOWNAMM M...II........ E9 MAD EY ..DTI ................. NB IBOSTO......................... G7 IDGMON AVE . .............. O f MAN BROSTOt ......................... Le BROADWAY DR . 5 ................ BC7 BROADWAY . ............. H.6 RR aND It. R............ EJ MMd o It. DR ........ F] BROOKLWD 4 ............... at BROORWO DR ................ a0 MOOKWOOD M......... H.bt BROWN sr..... ... Daa WENA DR . ................... LE DANISH AVE .................... 6l MAVON Sr. .. . SUS AV ........ 1.1.1 SUMS F .................... 467 WPNY sr. RD .................... N6 BYPCAF DIDY, O0 .................. I CAFDR . .......................... Hf CAMTO[N. .. .. FG• CAWORNIAAW ............... LI CALM AVE .................... at CALVIN R ..................... 41 CAAKMIA . DY ................... HC CARDER ....................... N.J.: CAWtM AVE ................ Ci CARO RSE DR. SSSS ............. Cl CARMGE HILI ................ G: CARROLL ST . ................... Gl CARVIR SI . ............. O.H.) CEDAR E1 CENTBIAW .................. at CENTER ST . .................. OFl CHURCH ST . ................. G51 CLAM ST ......................... BY CUM CI ......................... Fl CLARK ST. .................... F4! CONtON St ................. Cas CIOVEISI................... RON COLUDt CT .................... 1.7 =[[G[ EDn.............. f.) COIISTIT. .................. 147 COl01AD0AVE .............. HI CWNAINA W .................. E.9 Cd MCL ................. E.0 CMN',M 3T .................... C WARREN', ................_ !A COTTON ........................ Nd COTTONWOOD ............... 1�6 COURT St. .- ................ F4 9 COIMI SI. It ................... 1.7 CREKMtON BE . ............... 19 CRESCENT ...................... 06 CRESMEW ...................... NI OIfSIWOOOCI............... FB CROSBY IN ....................... 1.7 OAWN"T 51 . .... ........ Elle 0.1ORFSf •............._.. H.6.7 DElw00D DA ................... 1.7 DfNDGH DL .................. N1 mt M ..................... 09 ARMY SL .................. CDs DANACT...... ..__....... .... H5 DANA SI ........................ GS DII Sr. .........__.. L] DODGE $I. Cl........ _..._. CJ DODGE SI. N _......., DOS DOOR SL 5..... ........ . 05 MEN PR ....................... NO WNUGGAN CI n9 DDYICIASCI..... SSSS.. 0.51 DpgIASSL SSSS. ..,._ 0.3.1 WAR 1 ri s SSSS . Gnv H D P[OIENCE ...... .... ... ...... _ 4e FORESIGUN .................. 63 EMIfR RD ..................... el ERANRUN .................... 4N�1 1MfNIXY Ari ............... H67 FRIENDSNO Sf. ... r.GIIO FRONT ST ....................... F.1 GARDEN St. .................... SSSS.......... FJ GEORGE .........CII......... F4] GUYGETOwNCIR ......... AS GILIWT 43 CT . ................ a5 GlleEtl5r. .__..__._. 045 51, S . ............... G&I GIUAG O ................... GROER 41 A AVF. ....._..._... Mtr7 GLEAS GIEASON AVE . ................. V] G[EASDYIDA........._...._... N G[ENAU..................... F] GIENDMF CL .................. E7 GLENDDAALE CL .............. FIJ GLENDAIE tER............_... BY GLENN"tfR...... ......•... SSSS 11 GLENNEWA Rv GL[NVIEW AVE ............... EA GO[MFw AVE .......... SSSS. F] 1/ EXIT 59 ORALVILLE CORALVILLE ` I tH ST INDUSTRIAL yti PARK �O 0 � si �c aTyc 9 ° V° II CA@RNOE $I. N. ....... C G6 a1 011 GRANADA CI ............... C4] I U GRAM AVE, CI . .............. FS O O F] GRANT OCT . .................. r.7 GRAM SI .................... Fay GRANT W OOD DR . ............ IS I 'Z HA w 43 N BARTE E9 m W 0.00.E0.i al ODIDIWD 0 ................ 4NE CA@RNOE $I. N. ....... C G6 CA010 ...................... 011 GRANADA CI ............... C4] GRAND AVE . ................. NTl GRAM AVE, CI . .............. FS GRAM AW. S ................. F] GRANT OCT . .................. r.7 GRAM SI .................... Fay GRANT W OOD DR . ............ IS I GRASLOW M .................. HA W [ENw00D M............ 43 LIEN MIN. D1 .............. E9 GRISSFL PL .................. IC.S GROW ST ....................... al ODIDIWD 0 ................ HV HArON CA ....................... H.1 HAIDYI DR ....................... NI HAUEYST................ ....... 01 HARIOC[E 51 ................. GI "AlO ST ................ r.1.5 HASTINESS AW . ............... 19 HAWINORN .................... E.7 HEATHER CT.... ............. ... FA HED......... .....__.... _ Lv HIGH IGH ............................... 1.I HIGHNDAVE. ........... WSJ HIDMUND CI . ................ Nd MNGHUNDDR.............. G13 NIGNWOOD .................... D.] HIIL5IIXDR. .................H I.v MIHWOODNVD. n10J HOLLYWOOD CL .............. IJ HOLYHOU AVE ............._.SSSS. D.1 . ...................... L6 HOW LLS HOWELL Sl ..................... G6 AW ................. G.] HUDSON ................. DE.3 INWSIISONIIAL IOWA K. tD........ .. 19 AVE. IOWAAVE................... fal EACpRSONST. ...._.,,..,... GS JEFFERSON SI ...._....SSSS FIl IESSUP R. ... F41 NHINSO HSHIPHDR N .. .ODO IUTMMDR GIO KATHIINANWO DR ........._... a) 41 M. ....... .. 19 KERENWOOD RENOUNCE. . H 6 [EONR SI Nd KIMBALL M _ GI [IMMII .. G6 [WBRII MD RD. GDSI . :�NFTOINCIIEEH all Og(WOODAW. (WOODCI ... 46 IHSWOING .., ._. 06 RNDUWOCO M. ......._. E-1 IOAAfTl ..........._. 1 17 [AIIDETTESI . SSSS... .. E6 On AVE 10 _�. FIO IAIIVOE OR .. XH R. ._... IR ........_. (AURA GS NkDM. AURIAUA OT ...._.... H6 EI _.... He RA CI ........,,.. C SSSS,..IJ BEST MAST .. DEJ Il IINOrC SSSS... DF] W, __SSSS. IJ UNCO[NAVT IINDE .._SSSS. IA [ON". NRD SSS IND S F9 [INN SL SSSS.. ._ D41 IINN SIS ............. GN) IWISI ne I0WE[l51 ....._... LI �. 80 NOIW000 CI .............. Fp OAKCRESI V�j p- N06 OAAVE............... . Ie SAl O9 PAKNOUL OARK PANd. ............... FG] r, $e, W 7 AE� OBERLIN 51.................... c D _ How. WrIRMUXATIN! 0D......................... ".LI TOWER W. BRANCH N0. ............... L9.10 LICON of ....................pG3 IUCAS SI. N ................ INCAS 51. $ . ................... as TUUSI ........................ N6 !USI .............................. E.] MAIAAri MON10f Si SSSS.. G.1 pN1ADSI AVE IF 7 MOSS .. ........ 1�) Mon SI. SSSS Gl MI. VIRND, CI ML WISERS, .'... FA MUHINAW MUSCAINE AVf FG 61 MAIMAVf ._ O.ol NEVADA Ari .,..._.._. is NIWTONRDR}1 NO RMANDI DR ...,..... CA 3 ARGUN 51........... O] NOIW000 CI .............. Fp OAKCRESI 41 WKUN Vi ................. OAKLAND AVE. ...SSSS..... N06 OAAVE............... . Ie OADR . ................. O9 PAKNOUL OARK PANd. ............... FG] OAYFSGE..... ....... .....I.. at AVE. VE . ............. DI OBERLIN 51.................... FID ........................ 13 aCT. m OINE ST. . .......... ..... G.[ OLYMPIC ................... . N) ORCHARD CNAED 5 I . ................. GI ODO 51...._....... f .1 ............ GE PAS ................ G)-0 PARKER CI .. .. SSSS. Go PARK PEACE.. ...... C O] .. PAR[JD ... aDI RK PASL Dl PAL[VIEW AVEVf .. PASOYO SL ..... ...... . EJ ....._BY PEARL Il51 o is '. RISING H1 "..DOGE M .. HE SEYMOUR AVE .. .a6 AVPER DI ... 16 MCEApD St . H6 PINE N7 PLEASAST ... G PLEASANT SL _S SSS..f6 AmuLUMST. SSSS.., SSSS.. N.)a RD MST. H 7 DR POTOMACPRAIRIE .... It WDMEIN 9D. FC6 MENHI PRINIISSSI. .. .. t[o PRINCEIDY[CL ........ fa ............. PRIN[FtOPI EJ PKOSPENT II. . .. Iq ONNC[NA.SSSS... BJ AVEVF I.AAN .... Pi CDCUFF UVlN CO... .. P ....................S.. _ 10 9 AYIN 4VENCR[SI D1 910 IENAL ....... C-06 ENO T. ...... SSSS. ., F07 KHAID S0I SL SSSS __._. E3A FOJ ODER uDMIA ...... C] 'IDG[IANO AVE SSSS.. DEA C7 RIDGE RD . ................. E Cd 3 RIDGE ST ......................... H6 RIOGEWEW AVE .............. GI RIDGEWAY OR ................. E.I OIDMVVOWU ............. Ad RIVER SL ................... GEJa ME nIDE Ci ................... E.1 RIVERSIDE CT. 5 . ............. al INERLDE DR ............... GH1 HANSON DR.N ........ Dal ROBERTS RD .................... GO ROCHESTER AVE........... [so IOCHESYERCT........ ....... EJ ROCKY SHORE OR........ of? MOMENT AD. ... GNU RDY,AIOS St ........... ,.... D36 ROOSEVELT St ...., SSSS. Go ROWLAND CT F] RUND6It5T I47 RUSSELL DR . .................... L7 SAMUELDN .. 16 SANDIA[FOR ... ..Nl SAND RID HIS SANDUSKY AVE .. .,. 16 XON BLVD .. .110 SEYMOUR AVE .. .a6 SHAMROCK DR. ... GIO WERIDANAW ... ..067 SH1ADA RD. ......'r.9 01 AVESOUTHGATE .... ... I.5 SWT. [AWN DM. ......,... Go SPRING SI ............. GS SPRUCE Ct ... H 7 SIMCE St . NJ STANFORD AVE .. IA STERLING Cf...,......_....... 19 SIMUNGDR __ 19 STFVENSDR _. OR SI ANN DR . 66 N CIEMINTS Sr .., _.. Ca SC MATTHIAS AILEY SSSS Ce STURGIS CORNER DO,. GHJ STlERStGJ SUMMIT ST ._.,.......... 146 SUMMIT SI. N. ........_.. C-06 SUNSETS! .. ...... ., F07 SWEET BRIAN AVE.......... 19 MReo-DUBUOUESI ST. • 'PARR RD. z d I HALLEY > ST. i < O I <I° i LENEn tI F9 1!601 HE 1EMMH RD ......... Dl IGWNCT.ACI TGA IDWIICI ... 6,] luno ..:'.. 162 IMIAMIt n ................... r.] IVDORM .1.8 SIAM AVE Elio nNNCT OH910 UNIGN 11, UNDIID SSSS Ed UN w AVT ... 11 I1 VAN AKS ... F] VANSAINST N D6) VAO"HI SIS ._SSSS 65 WNSINHAV ........... . Ll WNMAARM sl WILAOIrgMQ p.10 vAUOF ITAGE GREEN NOW .10 9L UDL ,,GsA D.. nlo WAST OI.56 WAAWAN SI ..... OHM wunsl .. f.7 WAUM St 416 WAIWK[CIt ... H9 Wn19IGTDY, PR RD E19 WAiIM6TDN PI F ] WASIMK'ION sr t[7 WAllMI90N10R. _.. Hl µµSHIN 52. HER ...,,,... _. 05 IOWA wEENR 51 ........ G1 Wf UES1fY WAY ...,. F9 O - CL w WESTGATE CI ..... GI WESTGATE Sr OR 6L�d WESIMINISTER SI L. 19 WHEATON RD ................. NH RIVERSII WHILING AW VS^ [AWcq= _. n S [ w ODS! �f' . WILLIAM sl. SHOT p0.. � ��./ ., 0.3 WIELDY, St .I 3)v < . GO -E .. EJ o -MW c .. FJ WINNp, Do ._.. e.7 WCOOIAWN SSSS Ld WOODSIDE AVE E WOODSIDE OJ 3 11 wOCRIA n OAKNOLL DR. O u H12 WRGHT 40D as Ga WADITEIN tp u° O OUGLAS C . GNa ASTflEw AST } f IJ 3 s DST SSSS 01 IST SSSS. 071 N6 I H Sr. _ .............Oil SHOP 11 Ai CENTER LNGOR EII R DN, DR '1•'y��l 1 I \\ LENEn tI F9 1!601 HE 1EMMH RD ......... Dl IGWNCT.ACI TGA IDWIICI ... 6,] luno ..:'.. 162 IMIAMIt n ................... r.] IVDORM .1.8 SIAM AVE Elio nNNCT OH910 UNIGN 11, UNDIID SSSS Ed UN w AVT ... 11 I1 VAN AKS ... F] VANSAINST N D6) VAO"HI SIS ._SSSS 65 WNSINHAV ........... . Ll WNMAARM sl WILAOIrgMQ p.10 vAUOF ITAGE GREEN NOW .10 9L UDL ,,GsA D.. nlo WAST OI.56 WAAWAN SI ..... OHM wunsl .. f.7 WAUM St 416 WAIWK[CIt ... H9 Wn19IGTDY, PR RD E19 WAiIM6TDN PI F ] WASIMK'ION sr t[7 WAllMI90N10R. _.. Hl µµSHIN 52. HER ...,,,... _. 05 IOWA wEENR 51 ........ G1 Wf UES1fY WAY ...,. F9 WESTERNER...... .... IA WESTGATE CI ..... GI WESTGATE Sr .. GI WESIMINISTER SI L. 19 WHEATON RD ................. 41 WHILING AW WRITING Ari Cr .CA . Ge WILLIAM sl. SHOT WIIIIS DR. ., 0.3 WIELDY, St .I WI31. . GO WINDS" CI .. EJ WINDSOR ON .. FJ WINNp, Do ._.. e.7 WCOOIAWN SSSS Ld WOODSIDE AVE E WOODSIDE OJ 3 11 wOCRIA n WOONAVE H12 WRGHT WIDE as Ga WADITEIN tp GH] sSl _... GNa ASTflEw AST ASO _. f IJ C Sr_.. Da DST SSSS 01 IST SSSS. 071 IST SSSS.. Gil .A H Sr. _ .............Oil IST _ H.7.1 Al is' PA. ... ,SSSS. TNA ISt11 ....... a5 ]ND AV[ ......ONS 7HDS1 .... 86 ]RD AV[ ... 1NI ]IDS[ .... .. IS ITS AVf.. . GN[ N AW SSSS 101 O 51 .._....._..... Cal dm1" AVE ... of 71H AAVEW .. 601 TTN AWL n. �.:..... SSSS a7 218 / Y An InSI Ria. EXIT NO. OUBUOUEST. IK RD. HALLEY N-75-,Emmmm Iowa City, Iowa, and Vicinity �EXIT BY 0% DR. V 3 Y Sf'JOSEPH 9 z CEMETERY WEST BRANCH to O 1 GREATER IOWA CITY BUS ROUTES SYCAMORE - NORTH DODGE ---------- E ST. CT. HAWKEYE - 7TH AVENUE MANVILLE HEIGHTS - COURT HILL --------. WARDWAY - NORTH DUBUQUE ROCHESTER - MALL •--------- .�,.�� LAKESIDE - MARK IV .;; TOWNCREST - OAK CREST 1 ST AVE. CO RALVILLE •—• ckol ,J LANTERN PARK - 10TH ST. —• HILL W HILLS - HOLIDAY GARDEN EXPRESS -------- DOTTED ROUTES OPERATE INFREQUENTLY—CONSULT SCHED w fair; TV tip SDR• a j tsT eR� 3 i W 20 oa. o vA •, O .'TUDOR W 1 502 CT. oo / • ' m.ueu z z O u GEOR ET WN CI 3 w AVE. N p� 90CHESiEAC c NCEI NO , RMT. VERNON CT ' W O p O 1 0 ?'� x a O i 1 i H < y2�4A' LEN N LE <FD i o u_5 z .— .. a �? z W z 2 z AV . kQf "G ,li z a IFFE AV > C I DE dIL G �3 > 3 0 6 < VE. 3< 0 0 .I sP1�°-P1_D,T.CiY_.E"L" _2_ .MV GF Do o-< eS CIRC E I "API �R�CLARK Ci.W C W E JP I S FE m ti °OD z . — — �. 04r < E" o M CT. !FDA sitN U e W 0� FRIEND IP E CAE�T'� rW w e O SHA e 0. DIAL. UWLCJ T IS SCN E I 01 CSA S. „ EAv IE -SI ` SHERI AN AVE m AG.ROO < I 1 D4 3 = tc-10 < v pE'+E O c ALPIE Cr.t'Ram WE '� MEMORT \LG Ea .. ENT N �`m . < i GARDENS ED CEN, PINECR<O AY 0D m J KS N VE. Itl vY V AMERICA •R• IPKW s r o o r, O rF CE I 000V' 4 I CI OD U \ 11'< N W IV OJ 1 S 41GH 0 . _.J V n 3 _ < : OLY! AN V AOT Fel `^ niAVV _ ` W YNE AVE a \ 'D FR CI. �. I I fU �pIY* \ RAA F RD J vY0'O0 a t WAE AVE. ! V 4 NES --u GYi E I !''fc \ R IEW A A3:i o 5PIU L S RX LEROY (_ TE ENS -D 1-I AI Sr TO 0 FOREST SPSU I1 - .. \ MERCER:iPARK WHA' I4p /OL(rWOCO WOOD DRCO CO r / I Lr0 ..r. 1, N� \•\ S1 pa. c �—/ UTHGAT • HOB CT• G o SOUTHGATE AVE !!hY \\\ A Y LN p k TORT \ AN H g oz i \WOO Q FLAT N 0 nOOo�L u P ` ASPE D$ I <G GL EASON S EH6 \ ` to SA DusKr�� , \ \\\7 21II W tl , AVE. 3 _ 04� \ CA 1111 A IH .� *Alb BRIAR DR, s W OD AVEOR 4 BU NS . } � 07 �1•E I ow i LAKESIDE / C AtslatE ]4D AVE U+ 9TH Sl SCO z 3 � i PD AVF.NI I CIA WIN AVE CO TH 51 TWITCH SIIIIf STso )RD ........... B0 ITN ART II DDI IIINAV[... FAN IA"CNIID 51. .......... NCO AIN 51. 01 IIT"$1 BO _. GS FAIMEW4p. ..,_,... .. LCD SIHAVE. CC ITIMAv[. CO < < __...,. FEB N[MMIII DI. _............ aC0 STN HAVE 11 COI 11TH AVE. CO 00 MIDMST. .,.......,__. CO 51"51. COO IAN AVE CO LHN n111QEfI DE ................ 00 31"ST PI LDI Ie1H AVE SC ., "J HILLS DI _ C01 eM AVE .. TOOJ VIM AVE IO .,..._.. 0"B HWNSSI ......, .... 11CO 5eTHSI COJ IIIx AVF CO .T"I S~111115DI _ 9DO1 I AVE CDOJ 1901 AVE 'Ca ....... 151. AVE DJC IIH IT CO XII. AVE CO . C.D I ........._..... G TND. AVF. ........_....,.... D DI BIHAVE. _. C0 "IN AVEN __B.C.0 .......... f.Gl PNDAR.P1. ..,, _.... DI B1HSI. CO TIST AVE BLO ............... GA TND SI.................... _..,. DI 9THAVE. CO TTNDAVI.___.. NCO e 5 6 7 8 --- --9 - ---- -- - 10 �Yp _.: MARK IV. This route serves the Univer- sity Hospital (north entrance), Veterans Administration Hospital, University Rec- reation Center, University Heights, and the residential areas south and west of University Heights. The route travels north of University Hospital, then west via Melrose Avenue, Sunset Street, Den- bigh Drive, Wsst Benton Street and Mor- mon Trek Boulevard. Inbound buses op- erate through the downtown area and continue southeast to the "Lakeside" route. UNIVERSITY OF IOWA CAMBUS The University of Iowa operates a free ihtra-campus bus service known as Cam - bus. The primary routes (Red and Blue) operate in both directions around the loop which serves dormitories, University f Hospital, most class buildings, downtown and the Hancher Auditorium parking lot. The Pentacrest route provides service from downtown to the north entrance of University Hospital, and the Oakdale bus connects the University Hospital with the Oakdale campus. Cambuses also operate to Hawkeye Apartments on week nights after the termination of City bus service. Although designed to primarily serve University students, faculty and staff, Cambus is available to everyone. Please refer to the Cambus route map for details. For additional schedule information, phone Cambus at 353-6565. TAXICABS Taxi service is provided in Iowa City by three companies, all of which operate ra- dio -dispatched taxicabs 24 hours a day,t seven days a week.,. Taxi, service -canibe obtained by callirig: o- Yellow -Checker Cab Company 337-3131 Super Cab Company 351-0380 A Better Cab Company 354-4567 CORALVILLE TRANSIT SYSTEM Bus service between the City of Coral- ville and downtown Iowa City is pro- vided by the Coralville Transit System, which operates five buses over three routes and covers almost all of the de- veloped areas of Coralville. The fare is 350 (exact fare is required) and trans- fers are accepted between Iowa City Transit and the Coralville Transit Sys- tem. Schedules are available on Coral- ville Transit buses or by calling the Coralville Transit information number at 351-7711. INTRA -CITY BUS SERVICE Bus service from many parts of the nation arrives and departs from the Union Bus Depot, located at the corner of Gilbert and College Streets, one block south and three blocks east of the main bus stop. Information regarding Greyhound, Trail- ways, and Missouri Transit lines may be obtained by calling the bus depot at 337-2127. JOHNSON COUNTY SEATS Specialized transportation for the elderly and handicapped is provided in Iowa City, Coralville and �Iniversity Heights under the auspiceslof Johnson County SEATS. Door to boor transportation is provided to .handicapped individVals and persons ,$aged 60 and older seven rays a week. A 4 donation of 500 is sugges edr Trips must be scheduled at least 24 hours imadvant:e; +, this can be done by calling Johnson County SEATS at 351-6078, between 9:00 A.M. and 3:00 P.M. Monday through Friday. MICROFILMED BY JORM MICROLAB CEDAR RAPIDI-DES tlOtllEs I IOWA CITY TRANSIT FARES The regular fare is 25C, and children un- der the age of 5 ride free when accompan- ied by an adult. Unlimited ride monthly passes are available from the Civic Cen- ter, First National Bank, Hawkeye State Bank, Iowa State Bank, Pearson's Drug Store,Mott's Drug Store, Randall's at the Mall, and the cashier's office at University Hospital. Passes sell for $8.00 and are sold beginning the third Monday of the preceding month. Handicapped individuals an' ;rer^rns aged 62 and older may ride free Monday through Friday between the hours of 9:00 A.M. and 3:00 P.M., after 6:30 P.M., in the evening and all day on Saturday. You are required only to present your Medicare card or a special pass (available at the Civic Center) to the driver for your free ride. Also, with the purchase of $5.00 or more at any of the participating merchants you may obtain a bus pass good for one free ride. This "Bus and Shop" pass must be validated by the merchant in order for the driver to ac- cept it. Rules relating to the use of transfers are simple. Transfers are issued to allow a passenger to make a complete one-way trip from one part of town to another— they are not intended to allow passengers to make a return trip to the point of or- igin. Transfers are valid up to one hour after the time of issuance, which allows ample time to make connections between buses. Once a transfer has expired, an additional 250 fare is required. s %Although Iowa City Transit does not re- quire an exact fare, passengers having the correct 250 fare will help to increase the speed and efficiency of the transit system. KLyUFE 0ESFcTfPTMrITS PAAr.IVILLE HEIGIrS This ruute se'vr POCHESTER. Thu ruutc s�rvea Mercy University Hospital, Veterans Hospital, Hospital, Central Junior High School, The following is a brief description of each and City Park, and operates within one Hickory Hill Park, and Regina High School. bus route, indicating the major streets block of Hancher Auditorium. Streets fol- The route travels outbound on Jefferson traveled and areas served. Please refer lowed include Newton Road, Woolf Ave- Street & Rochester Avenue, loops through to the map on the reverse side: nue, Lee Street, Park Road, Riverside the Oakwoods area, and returns via NORTH DODGE. This route serves the Drive, and River Street. Buses continue Rochester Avenue and Market Street. north side of Iowa City, traveling Jeffer- through the downtown area and onto the Buses operate through the downtown area son Street, Governor Street, Dodge Street "Court Hill" route. and continue south on the "Mall" route. and Prairie du Chien Road, returning via Caroline Avenue, Whiting Avenue, Kimball Road, Dodge Street, and Market Street. The bus serves Mercy Hospital, Central Junior High School, and Social Services. Also, trips are made to ACT and West- inghouse morning and afternoon to ac- commodate employees of these organi- zations. Once downtown, the buses con- tinue south on the "Sycamore" route. SYCAMORE. This route serves much of the southern part of Iowa City, traveling Gilbert Street, Bowery Street, S. Dodge Street, Keokuk Street, Taylor Drive, Burns Avenue, Sycamore Street, and Highland Avenue. The bus also operates through the Mall in the evenings after 6:45 P.M. The route enters the downtown area on Clinton Street and proceeds on to the "North Dodge" route. NORTH DUBUQUE. This route serves Mayflower Apartments and Forest View Trailer Court, operating through the north side on Gilbert Street, Church Street, and N.Dubuque Street. Buses operate through the downtown area, continuing south to the "Wardway" route. -r WARDWAY. This route serves Wardway shopping plaza and the & Riverside Drive area. The route follows Riverside Drive, Benton Street, and Hudson Street, then into Wardway Plaza, returning directly on Riverside Drive. Buses travel through the downtown area and become the "North Dubuque" route. HELPFUL INFORMATION Please help us to provide better service by: 'Arriving at your stop a minute or two ahead of the time the bus is due. Our drivers make every effort to operate on schedule, but errors can occur. The time on people's watches and clocks seldom agree and an error of a minute or two may result in a missed bus. 'Waiting for buses at street corners, not in the middle of the block. This is an im- portant safety factor for other traffic on the street that often must wait while your bus is loading. Please do not cross in front of the bus when leaving, as traffic travel- ing around the bus may not see you in time. As an added help to drivers, please flag the bus when it is approaching. 'Having the exact change ready to deposit in the fare box. This will result in a faster service and help you get where you are going a little more quickly. 'Refraining from smoking and littering while on the bus. This results in a more pleasant and enjoyable ride for everyone. Every week some passengers inadvertently leave articles on the bus. If you believe You have lost something, contact Transit Information (351-6336) to receive prompt assistance. Any questions? Need additional maps or schedules? Have you a transportation prob- lem? Want to air a complaint or make a suggestion? Looking for a lost article? Dnn't _ -.6,----.., mw -. Tonmctt COURT HILL. This route primarily serves the large residential area on the far east side of Iowa City, and also passes by City High. The route is outbound via Burlington Street, Muscatine Avenue, and Court Street, returning via Friend- ship Street and Upland Avenue. Buses travel through the downtown area and con- tinue west to the "Manville Heights" route. HAWKEYE APARTMENTS. This route serves the Fieldhouse and University Hos- pital, then operates as an "Express" to Hawkeye Court and Hawkeye Drive apart- ments, and also to West High School. The bus operates through the downtown area then heads east as the 'Seventh Avenue" route. The Hawkeye bus does not operate in the evening; this service is provided by Cambus. SEVENTH AVENUE. The Seventh Avenue route serves the Civic Center, the Rec Center, and the near east side of Iowa City. The route operates via College Street, Summit Street, Sheridan Avenue, and Seventh Avenue. Inbound buses operate west to the "Hawkeye Apartments" route. MALL. The Mall route offers direct serv- ice from downtown to the Sycamore Mall, traveling by the Courthouse, Post Office, and the Armory (driver;s, license sta- tion). The bus operates via Clinton Street, Kirkwood Avenue, and Lower Muscatine Road. Buses travel through the downtown area heading north to become the "Ro- chester" route. TOWNCREST. This route serves the Town - crest medical complex and commercial area, Mercer Park, South East Junior High School, and Autumn Park Apartments. The route follows Burlington Street, Mus- catine Avenue, F Street (outbound only), Wayne Avenue, and Village Green Boule- vard. Buses operate through the downtown area and continue west to become the "Oakcrest" route. tr OAKCREST. The Oakcrest route travels Grand Avenue, Melrose Avenue, §unset Street, Oakcrest Street, and West Ben- ton Street. Buses serve the University Hospital, Fieldhouse, Kinnick Stadium, University Heights, and the apartment complexes along Benton and Oakcrest Streets. This route travels through the downtown area before continuing east to the "Towncrest" route. LAKESIDE. The Lakeside bus serves the commercial area along S. Gilbert Street and Sand Road, the K -Mart shopping center, Fairmeadows Addition, Lakeside Apartments, and Bon Aire Mobile Home Park. This route also serv6�. fGpodwill Industries on several trips.,daily. The route follows Gilbert Street, Southgate Street, Keokuk Street, and *Highway 6 Bypass, looping through .Fbirmgadows and "terminating: at ; Bon, Aire. Inboudd• buses operate through the downtown area and continue west 'to the "Mark IV route. `L It UNIVERSITY OF IOWA CAMBUS SERVICE CLOCKWISE (RED ROUTE) COUNTER -CLOCKWISE (BLUE ROUTE) — HAWKEYEROUTE N AFTER 6:30 PM ........................ EXPRESS ROUTE ") BETWEEN EAST AND VEST SIDE DORMITORIES OAKDALE ROUTE PENTACREST ROUTE ALL BUS STOPS ARE MARKED WITH CAMBUS SIGNS DENTAL BLD Woolf AVO - 10 .� .e. .r- UNIV. HOSPITAL t� F1ELD HOUS,E� STADIUM 4 -N ! t Park. Rd. , i. N O KDALE CAMPUS H wY�t9 or HAWKEYE MAIN COURT _.1a r MARK IV 21ST IOWA DIY STREIT DIRECTORY AREA ........................... HGI MAINE Cl .................... wo ALPINE D9 . ..................... G9 "BE"' ........................ IJ ..ILfGWN VD. UBdC AN AA FURST S1... E.9 APPLE Cl _ .... 46 ARB09CIR.410 ARAM D4 .410 A16Un OR .. 4H-2 AHIONA AVE.... ............. LB ARTHUR SL 4 ................. H9 ASH ... .. H.) ASEIEr 09. .. H.7 A3HWO0D OR ..... E 7 ASKNCT .. 16 BALER SI . ............ 1 9 BANCR0FT DR . ................ Le BANGOR CI ..................... H.] BARTUT RD ..................... GO BAYARD ST ..................... EQ REDFORD R . .................. H.9 BEECH SN ...................... 410 SELDOM AVE ............. ...... PI eel"MIA .................... P5 REMMI CT . ................... G2 REMTT1 ST .................. 44.3 BENIGN St. W ............. 4p< II.ACIHAW[51.... ..... PA] IUC[SPRINGSCE ... ... EIOOWNST.ON ST ....... 56 TOMr ME SL ................. 45.6 SOWING GREEN At. ....... E 6RADFMO DR ................. H.8 ARADII Y ......................... 47 IAKHIT DAVE . .............. H.9 [IAN DR ......................... To EISTOL DO ................... 6C.7 A11OA AY ST ................ H SDOOLIIEID OR. .... ...... EJ BOOR oI[. DA. ........ B] A00(L SID BROO[LDE DR.... ....... 43 RAO0[W0OD 09......... Hb) B40WNSt................... Pae SUEHA 0A ...................... IS AU ASH AW . .................. B9 BURLINGTON Si............ L.4.9 IU4NSAYl.........._........ 161 BURRY SI ... HC EYAAMON RD.... EI CAE DR .... MC CAIDOLN. .._ L41 CALIFORNIA AVf ............... Lf CALVIN AVE .................... 41 COMM CT ...................... 41 CAMARIA CT .................... Ni CAADIIr ....................... M.1 CARMNf AVE ................ C< CARMINE 04 .................. G9 CA"UGE HILL ................ 4: CAIAML SL ............. G9 ... CARVE .... R ST . ................. GHH CEDAR............................ f.[ CIME:AVE..- ............... I CM ST. ................. Pf< CHURCH SL .................... PII C"PAST......................... E.9 C"MCI........................ F.! CLARK ST . .................... G3 CA CIM IR 57 . ................ P43 CLOVE 51 ................... EGi COLLEGE CI . ................. I.5 COLLEGE Cf. ii: .............. iJ COLORA S AVE .............. LI.) COLORADO AW .............. COLUMBIA DO I .................. .9 CoNcoart .................. C9 COHFLIN ON SSL ................ C6 CORNELL AVE:'*................ F9 COTTON ......................... Nd CWn SE .................... 4IV COURT $1. N .................. IJ CRESCENT. ST. ............... E.9 CRESCENT ...................... CRESTEW .............. .I .s CROSBY SWOEl.......s OROSEYIN..............I] 0 ..51 -_. 146 DwsSt. ......................... la DARTMOUTH ST. ........ 110 DFORMAN SI107 INFORMAL . No WOMRPL) DE MAWW ORL .................... GT DEWEY $T ..... ...._ __. CD6 ENNA GANACI _ N.5 DANA St 05 all M C 7 DOM ST Cl _. DODGE ST D05 MSTS 45 MEN TNPL .... NO WNU'I64. ASCI, 34 DWMAS CI ........ c.].I M41AS St G34 DOVEREY GH9 W NS wi UUUMIF FD -.C61 OubtfOut OS DQNHAPCT N DGS DLRHAACI _ re EMIND CN H4 EIfNOR CD3 EASIMOOROR GG9 [ASiW0ODO ... 49 epNGETIDI _.. H] IIIIASETHSI [I FLIP AW pf-4 IIM11Mf AVE.18 EDRON AVE cGI EESI. 41 FRNIST SISI He ESTE SE _, _.. H e ISnTSTROliTHISI NO . ST 01 FAINH110146 LAA1Vp 11 IAIMO" O AVEW AV[ 19 FIONDAIE 10 19 LEST. AVE.DE IIAORON AW .. _.. II 7 � o ' \ d I ` -YlA O 0,,1 FS MOYF 1 I S CORAL LE W � > < N N A H T\ O ta H L REST LR y FiN CEA? I Fl MAHII< H SI A WVY ~=a ` I H S] IN \ TH T < fLMEWE ...................... OR SOREST GLEN ................. 65 FOSTER R0 . ..................... 61 FRANKLIN .................. GH.) {RIENaLY AVE .............. Nb) IEIENDWP SI I G)10 GARDENS). 17 GEORGE...IG] MGRGRTOw.N OR._.. E 8 GREW DR ...................... G] GOER: Cf. .... GS GLIFRf SI, OGS CAURAT ST.1 .... GHS GIMORE CI .... GI GNTER AVE . ................ Nb) GIEASON AVE ....._.... N OIPI30N D9 .................... 11 GENCAEST ............ __ F] GIENDAIE CI ..... ....... E-8 of HIM[ CI. _........ ._ L44 GIfNDAIE RD ..............._ F-7 GIENOAIE TE ................. FA GLENN DO . .................. EI GIENVIEW AVE . ......... ...... 14 CAUVIEW AVE . ............. .. IQ 000 Y o mnn GOVEANOR 51. N. ....... C06 GOURD ... ................ D11 GRANADA CT ............... C -PS GRAND AVE .................. I.].4 0 AN0 AVF. CL ....._....... P] GRAND AVE. 5 ................. IJ GRANT D . ..................... F.) GRAM St. ............... 1.41 GRAN1 W OCD OR . ............ I. ) GRASIOW DR .................. N GREENWOOD", 43 ORfN MIN. DR . ............. L9 GRISSEI Ft. .................. ECS GROVE ST ....................... D4 GIIIDIMID CT ................ H.9 HANOI CA ....................... x.E HAFMDR. ...................... H.1 HAItIT SL ............... DJ HAIIOCLF SI ................. G] HARBISON SL .............. B4S HASTINGS AVE. .... 1.0 HAWTHORN ................... !.7 HEINE RDC ..................... E.e HIGH PD ....................... 17 HIGH .......AVE .................. L] HIGHIANDCT. ........... . H5 HIGHIANDCR. ............... N6 HIGH"ND D4.......... UIQ NAME ......_...........GM .9 MIIADl OR . .................H L0 YWOODOWD HOUMOCIOCT.. 1. 17 HOIIFWOODCL .............. IA HOn AVE ..................... P4 H011 AVS. ._.. -6 WE HOLL .................e AVE... G HUDSON . . __.._....,. 43 INWTIPAI IK RD 10 IOWA AVL [I6 MFFERSO AVF .............0-0 MSSUPO11 SI FN JOXHSCH. EUI IOANSODN N .. DOS IUNIIENDR ...... GIO EIHIIN D ....,..... 19 KrNW00D Df 1-0 REORU[ C1. .... H EMUF SI. N6 K 6 ISWICI DF _... OF KIMEIIAV( KYIRIKEWTOOODA .....0 S LWEUED. CA"I KAR(WO OANN H'] KIR[WOODC1 .. 41=6 KIRKWOOD CI KOSERA'OODDq _RI IAEWnE STItID "LE Df DO, AVE LII AIME DR ........ ._11 LAURA DI 64 LAUREL 51. No 1[ASST. CL E] IFFS1._DF] INGON D[Q LINMWAVIAW _ Cf NMN CL 10 U .NMN Ip E9 HNH $t.... ..... DGS SINN St. S ............._GIIJ IWPT ... He IOWFII SI. ... IQ EXIT 59 2OPALVILLE �I IT ST CORALVILLE INDUSTRIAL y♦ PARK o♦S ♦ o 0 a HllO ST ,` 0 c p a7H- O v , N I J; i } M fiH S AA < =c H Z 0. s {y$ D A b DRF Y = AE fSr p Do 0 LOWER MUSCARINE RD ........................ G.1.).A SR. S . ............... n e _.............. G6 St. 116 ............................. E.] MFIf1. . .. •• tLI3 MAPIFwCOM .. Ee MAKY It ... G910 .............. H MAH[nS ..._...... 4] MAN[. SI. . ............... F.bA MAYnfIDID .................. EI MEADO $I ... ..... MEADOWS? ...... I. , ..... 1.49 AulrosE AW .............. raQ MROSE ' .................... B] MELROSE._...._ .......... 1.5 MEFMOSI CCL H .................... PS MIMIE 0. ................... f.) M1AM101 ........................ 11 MKHMI AAC MAI EEIIF MIIIEW . ...... G A .... ._ 3 ,.......... 0 G.1 MONRM SL ............... G] MCNNROS[AW. .,._..,... L1 MGRNINGUDF DL ...... .... 17 MOSS ...................... D Mon $1 ..................._ fe MI. WANT. t. V[F1KH Do .".... MUU1H M'I..... LI .. .. I MUSCAIM[AVE fG's 2 ,"III AW ................. 0.14 NEVADA AVE 1.e NEWTONID ... L11 NORMANDY DO.. ... LP] NORTH ST . ........ ........ ...... OF NOR W OM CI. ............... 1.9 OA[CREst ...................... 0.2 CA BLIND AVE. ............ E.46 OAKIAWN AVE . ...... ......... b6 OALNOIL DO . ................. G] OAKPARICI. ............. PG] OAKS ORIVE ................... MU OA[RIME AVE . .............. D4 MEAUNST ._...__E10 q Om Cf.. W OLIVE ST. ........................ Cl LE81!'�B HS ORCHARD SI . RTE D m ... E.] rA5,v1 c 1• SAI G56 e' I fAN[ IASL PLACE ...........- CP] AxE G]< F v PARMEW AVf....... He ..... 7 IF Y AA 16 PINING DAR ................. HE FINEIMEMI.. ....... HI PENNON .... "PPE, DR .......... .. 16 Is NCKAID 3t. ............_... N6 NNE ......... H) Pt. _... ...... e PLEASANT SI ..... U PLM SI .. ...... 02 POST RD ................... E.D RO OR ............ NJ .RIE D EAnrt OU CHEW RD . 145 o D o _W w ELI N A ER PRINCETON RD. ._...,...,,,. Es =c H Z 0. s {y$ D A b DRF Y = AE fSr p Do 0 LOWER MUSCARINE RD ........................ G.1.).A SR. S . ............... n e _.............. G6 St. 116 ............................. E.] MFIf1. . .. •• tLI3 MAPIFwCOM .. Ee MAKY It ... G910 .............. H MAH[nS ..._...... 4] MAN[. SI. . ............... F.bA MAYnfIDID .................. EI MEADO $I ... ..... MEADOWS? ...... I. , ..... 1.49 AulrosE AW .............. raQ MROSE ' .................... B] MELROSE._...._ .......... 1.5 MEFMOSI CCL H .................... PS MIMIE 0. ................... f.) M1AM101 ........................ 11 MKHMI AAC MAI EEIIF MIIIEW . ...... G A .... ._ 3 ,.......... 0 G.1 MONRM SL ............... G] MCNNROS[AW. .,._..,... L1 MGRNINGUDF DL ...... .... 17 MOSS ...................... D Mon $1 ..................._ fe MI. WANT. t. V[F1KH Do .".... MUU1H M'I..... LI .. .. I MUSCAIM[AVE fG's 2 ,"III AW ................. 0.14 NEVADA AVE 1.e NEWTONID ... L11 NORMANDY DO.. ... LP] NORTH ST . ........ ........ ...... OF NOR W OM CI. ............... 1.9 OA[CREst ...................... 0.2 CA BLIND AVE. ............ E.46 OAKIAWN AVE . ...... ......... b6 OALNOIL DO . ................. G] OAKPARICI. ............. PG] OAKS ORIVE ................... 57 OA[RIME AVE . .............. D4 MEAUNST ._...__E10 D04 Om Cf.. 1.3 OLIVE ST. ........................ GA OLYMPIC CI .................... HS ORCHARD SI . _. 011 OOOSF _. ... E.] PALEST ....... ........ G56 PAIMO CI . _ _. IJ IASL PLACE ...........- CP] PARK ID ...... G]< PARK $I ... DI PARMEW AVf....... He ..... PARSONS SI .... IF PEARL SI ...... ........ ......... 16 PINING DAR ................. HE FINEIMEMI.. ....... HI PENNON .... "PPE, DR .......... .. 16 Is NCKAID 3t. ............_... N6 NNE ......... H) Pt. _... ...... e PLEASANT SI ..... _. E6 BHad U PLM SI .. ...... 02 POST RD ................... E.D RO OR ............ NJ .RIE D EAnrt OU CHEW RD . 145 RtNil55 Si .... PIS III= ON CT. ., �....... ER PRINCETON RD. ._...,...,,,. Es PROSPECT It ._............. IF OUINCENI St ................ AI RAMUFF AVE ._ ... 1.0 RAVINCR .. 19 To RAVIN SI ... 60 RAVfFICREST DR 19 10 IEGAI IN f6 AFRO SI .....,.., 017 RICHARDS SI .....,._ E-3 4 RIME RD . ................. [CAS RIME ST ......................... H e AIDGMEW AVE .............. GI RIDGEWAY OR ................. E.) RIME W COO IA . ............. 6.5 RIVER 51 . ..... .............. D.f.2.4 OVERSEE CI ................... 1.4 RIVERSIM CI. S .............. 04 RIVERSIDE DR ............... ON' RIVERSIDE DR. N. ......... D04 ROBERTS RD . ..... ........... ... GO IOCHfSIER AVE .. BeA ROCHESTER CI .. . I I ROCKY MAE DR. ..... DL] ROef RT gD. ... GHO "AIDS SI... ........, P36 ROOSEVELT SI. .... 06 ROW"NO CI . ... N RUNOUT $I .... 1.G) USSEII OI .......... 10 SAMUEL OR ... ... 66 SAND TAKE DA _... HI SANDRD 1. HIS SANDUSKY AVE ....F.10 SC0T161V0 ... V U O O S SEYMOVRAW G6 SHAMROCK of ..... DBD SHERIDAN AVE.........,. G6) SHRADEI AID _..... .. E9 SOUTH0ATE AVE . ............ I SOUIHIAWNDR. .......... G9 SPRING SI................ ...... 02 SPRUCE CI. ........ HO SPRUCE SI NJ STANFORD AVE _ E9 STEIINOCT.. _..__._. 19 SIEDNGOR ........,.._ 10 STFVENSOR _... Nd 51. ANN 09 _ Be St. CI[MENYS SI. ... C 6 SI. MATTHIAS ALLEY ....._ C.6 STURGIS CORNER DR DNA Snl%51 OQ SUMMIT SI ..._. TO SUMdUT SL N .,.......... CD e SUNSET SI .,.... 107 SWEET BRIAN AVS. ........... 19 DR. 7 EXIT W. We= / 11 Ga ST. J ...., F9 WESTEIN RD II WESIGATE CI ...... 41 WESTGATE SI ...... _... GI WISIWNISTERSI. _ ._... IA WHEION R0 .... ....... .... .. 41 WHITING AVE ....... ... Ce r 34, < WFLUAMST ...... ON# W O] r ~ M LEM 57. = < i E-7 y♦ bO UO O p t7 > O < I 2 WOMNME AVE . `< U - i G] WOMI AV[ ..._ DB] WREEHAMDE ... _...._. H17 wo*"l ..... .. 45 VYV1OTGARINOD •ST S o S V U O O S p Is t RI R Pi _ `i O IA A R ST. 157 _._...,....,, N _ W RIDER ST. I ST ....................... .... H,1.A I ST ..................... O l 4q �BLA. ��• � 1 T. 0 •� D STADIUM PARKr- `.. D 2 u U U 2 IWE u J � p AK BLA ... N 4. H RIVERS I1 o S. ! GT. ti w ODA. 0 Go. �. < y� 2 = O WW o- OAKNOLL DR. DO D 10 O < x WARDWAY SHOPPING DOUGLAS C . G G11 MST ..... 6$ 16 IF NI PI GA ....._ 67 e.) I IN 910 GN010 ._... ..... O to ..... ...... F.] 151.N ..... OGO Sl. S .......... 45 S.... ............ Fe 0M CI. .. 4H-10 ,[IN PIVD H 10 4.., .... Rae 'Cf ......._..... o.H.A ICI. .. ...... ..... VI .19 ..... . rQ ...... CN. ....... E9 ICON P[ RD 1.19 'ON II .. L) 'TAS. .... P19 REI D9 H1 ' F..... _.,...,....ER . 05 IOWA WFIIE ST 1 11 Ga WEHIMEY WAY ...... ...., F9 WESTEIN RD II WESIGATE CI ...... 41 WESTGATE SI ...... _... GI WISIWNISTERSI. _ ._... IA WHEION R0 .... ....... .... .. 41 WHITING AVE ....... ... Ce WHITING AVE CT. ..._...... Ce WFLUAMST ...... ON# WIIIIS DI __...... O] WILSON $T ...... ...... rQ WIIIOW ST... .._ ..... G9 WINDSOR Ci ............ E-7 WINDSOR DR . ............ E, WINSTTI OR ......... ....... !q WOM AYIN ._ E6 WOMNME AVE . _ B) WO0 UDE DR ...... 03 WOMP"II _.... G] WOMI AV[ ..._ DB] WREEHAMDE ... _...._. H17 wo*"l ..... .. 45 VYV1OTGARINOD ON? FEWER ST. _...._... ..,.. GHS A S1 ._..................,, Is DST ....._..... E1 C SI ._...,...... GJ D SI ......... .... 0R ESI _......,.... 0.1.8 157 _._...,....,, G71 H SI ....... 046 I ST ....................... .... H,1.A I ST ..................... NO L Al 131 AVE. .......... F.H.I I SI SI ... ..... ........ ... GS TRIO AVE. .. ............... IN O ]ND SF ., ... H5 RED AW INS 310SI ............ ,.............. x5 .IN AVE. UNe SIN AVL .... ........... .... BH 1 611151 ........GPI )THAW .LPI ITH WA Cl ... .......... O-0 tie• Iowa City, Iowa, and Vicinity dor EXIT eO DUBUQUE ST A EAIi 51� HOWANDJOHN50N 'V —� 8O 10 WEST BRANCH 111r'p '! p LOST N ^VE. O NN 00.. IS1. A � T iB ' LIV- D0.. 0 r • Gfilp Qo- .::{• •: R0. V`H 00 C VIRGINIA �00., IJ e a o a` r SA – D Lr 4, °u AFI SVEEO`NAY CAROLS , Z UCAROLINE r MILL HA WHINNG AVE. I 3' W E GREATER IOWA CITY BUS ROUTES C po-W KIM, V �� IIC `t SYCAMORE - NORTH DODGE ---------- DODGE Si CI. HAWKEYE - 7TH AVENUE •, . :E —� 4�'xir:'•'~`'' '� MANVILLE HEIGHTS - COURT HILL — — — — — ITV AS WARDWAY - NORTH DUBUQUE 01 • ROCHESTER - MALL -•---- KIMB" - t7 LAKESIDE - MARK IV �9 z CEM pfERY I', TOWNCREST - OAK CREST — _ "� 6ARGFo ',: 1STAVE. CORALVILLE D _ _ I CEMETERY "N�EKORr; LANTERN PARK - 10 TH ST. - - •— sr. as HILI -;I IC "HALLEY T. i 1 RONALD Sr. -1 PARK -:1 W HILLS - HOLIDAY GARDEN EXPRESS .—.---•— ALM z ST i DOTTED ROUTES OPERATE INFREQUENTLY—CONSULT SCHED o Ri h0. 1� -Th.7 W � CEDAR•Jy;., N s ST R .»n �i:: OR. o z ^ „ 4p O It W. ?. I _ O VVI SOR Ci. p0 V ^ wxelAD _ 8 z Ci RD, E �. O z GEOR ET WN Cl 3 m O $ rA'FEOe<RE5TERC INCENT. VERNON Cl Co W U O AV + W OODLA o °Y't. RD < w w Z tf dGyl NJf < o RU. l N O v o t w 2 e, z z Av . .. �.,• W <c.ApP ffp r m L7 l911L DE z d 1 FE AV tis';•r{ f I ..�.., �. > U O AI s < n m iB;'R. u t7 w 3 F A FE. $> 3< Yf MI6 LA, = MAY EL0_A =fid ? PAVE F AVE. 0 CIRC E r' 1 ...MAPI U� > U < o — Q < W • C z CT. d Ci. �; 2 W SS '� FE D z --- 0 O `n 5 << j v Y W o� M CRIS S N F 1 U o ' O' F I ND, IP O� oSHAM0. 0 IERSW q �C N E. _ 0AO ff '— t51 f4 ST. S. " SHEAT AN AVE p yG* - j � I Oq, 3 w y P l 01 o O _z AUI E ' = G N. m BENY m p O U \ W'. ``. Z > w rA ROENS ORY �L ECT, R r D A. OAAp GE1L1 R/NECK < p _ AMERICAN LEGION R0. RE O 5 1 u\< » i < r y'I m W N' 0 J l7 •. I °i 0 rN ' v ADRIAN CT. OAI+eS S•� \ W YNE AVE 4A S c LE Cl,r J 5 Op -0.1 � OA. L — \ BRA FORD D 9 Jc0•O v ff�` I IVAT E' r — s .vT �v $ PO Sa Rt (J Ft S 1 OI N D� }\ R A IEW A LEROY sic ENS D M 5. ..,. AV" QDEE� Imp 0 "*A-, S?kvu" ] 0.•. s°Ipv. \ MERCEv: < i Wr+✓�' rt ! n •4 PARK :::: A z• 0EEYWO / < YLS CI 'K L. SOUTHGATE AVE IRT �1 ' s ASPE ` �4A SAaDUSKY n ' / BRIAR DA. [OIAIVIII! fuuTS ]vD AVE DI lUIO "Co nD AVE N D 1 Ilot"TT. AVE Co CNAMRItIST. sl e0 IPD Al PI 01 W.A e0 FMLISONSI. ,. o. AIH AT 001 III. ST C0 ...... [me FAII41os1. aCol Am sl DI InH fl so "..— GI IAIMEW RD. SOCOsco )IH AVE cool 111HIllCo ..... 1 -HR NGT, ST. OR eC0 ANSI 01 COO DO IITH AVE C0 ........,. H�S MGN SL _. 10 flH fl C-00 IAIN AVE ._.. IHB HIIICRESIDY 00 11Nfl PI GDI leln AVE CO MS McIS DR. C01 GTN AVf CD01 VI.AVL If ., GH -e HUGS SI SCO 1GIN 51 CDI Ie1N AV( IO 1HO SUMNIIHOISDR $D01 )1H AVE Cool 19TH AVE C0 COI ISI AVE. ..,..... Olt I7)1 ST CO ]QUI AVL C0 .......... OJ ]ND AVE. .......... 0FI e1HAv! C0 Mt. AV(PI C0 ...._LG) ].DAVC. IL ...._. DI e1H Sl C0 ]ISI AVE eco eco ........ aT ]ND BT. .........._._ DI v]H AVL co 1]nDAVL eco 4 5 6 VV 0 VV 0 � yp 9 n FUi RON O O ._AYE -4 1 \ „ _GLUSON IT r E°y0 i AVE. r > A041, CAII } N N OD DR 0\ SRF LAKESIDE �{ 3 < 3 3 � D ; y < W < iip < < T 2 mi City of Iowa City MEMORANDUM DATE: December 7, 1979 TO: Chairpersons, Boards and Commission FROM: Mayor Robert A. Vevera RE: Annual Meeting This is to remind you of the annual meeting of chairpersons of all boards and commissions with the City Council on December 13, 1979, beginning at 3:30 P.M, We will be meeting in the banquet room at the Highlander Inn. willted In yourthe ownlexpenseratt5:30you to P.M. withdinner Provided at 6:00 P.M. If you have not contacted the City Manager's office regarding your attendance at this meeting, please do so as soon as possible. Please phone Lorraine Saeger at 354-1800, extension 200. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES I40111ES M/ . -. City of Iowa Citve MEMORANDUM Date: December 7, 1979 To: City Manager and City Council II From: Rosemary Vitosh, Director of Finance P.10 Re: Insurance Coverage Audit An audit of the City's insurance purchases during the last five years has been made by the Finance Department. The audit did not include bonding coverage nor the group life insurance or the group health insurance Policies currently purchased by the City. It did include all liability and property coverage. Written confirmations were sent to the applicable insurance companies on those policies which were in effect during 1979 according to the City's records. Included were 12 individual policies held with six different insurance companies. Confirmation showed variances on seven policies where the City's records and the insurance companies' records did not agree. Through the combined effort of City staff, the insurance companies, and the State Insurance Commissioner's office the majority of these variances have been or are near to being resolved. Following are the variances found and their resolutions to date: I. Coverage: Fire and extended coverage - City buildings and contents. Insurance Company: Iowa Kemper Insurance Company Policy Period: January 1, 1979 to January 1, 1980 Variances Found: 1. Policy Number: The policy numbers listed on the insurance company's policy copy and on the City's policy did not agree. The City's policy was incorrect and the City now has on file copies of the policy with the correct policy number. 2. Coverage Dates: The policy held by the City was a three year Policy, January 1, 1979 to January 1, 1982, with annualpremium Payments scheduled. The insurance company's policy was only a one year policy, January 1, 1979 to January 1, 1980. Thus, it will be necessary for the City to renew its policy on January 1, 1980 if it wishes to continue coverage. 3. Premium Paid: For the 12 month period of coverage ending January 1, 1980, the City paid premium costs amounting to $25,818. The insurance company's records show payments received of $25,711. This is an overage which is more than offset by the shortage on the policy listed below. Therefore, the insurance company was not asked to make an adjustment to the City on this overage. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES IID RIES Mh � 2 4. Total Value of Property Covered: The City's record showed $20,824,109 in property being covered while the insurance company's records showed $20,842,109. The variance was due to an error on the contents of one City building and this is currently being reviewed. II. Coverage: Fire and extended coverage - Airport buildings. Insurance Company: Iowa Kemper Insurance Company Policy Period: January 1, 1979 to January 1, 1980 Variances Found: I. The policy numbers listed on the insurance company's policy copy and on the City's policy did not agree. The City's policy was incorrect and the City now has on file copies of the policy with the correct policy number. 2. Coverage Dates: As in the policy above, the City's policy indicated coverage for a three year period. However the insurance company's policy was only a one year period and it will be necessary for the City to renew its policy on January 1, 1980, if it wishes to continue coverage. 3. Premium Paid: For the twelve month period of coverage ending January 1, 1980, the City paid a premium of $2,788. The insurance company's records showed payment received on this policy of $3,258. This more than offsets the overage paid for the policy above. III. Coverage: Comprehensive auto liability including emergency vehicles and all owned vehicles. Insurance Company: Iowa Kemper Insurance Company Policy Period: September 15, 1979 to September 15, 1980 Variances Found: 1. The insurance company had no record of any such policy. Their records showed that the City vehicle policy had been cancelled on May 21, 1978. The City had continued to purchase vehicle insurance through its insurance agent and had policies on file from Iowa Kemper Insurance Company for the period since May 21, 1978. 2. Claims Against Policy: The City carries a $1,000 deductible on its vehicle coverage and had not during the period from May 21, 1978 through the present filed any claims against the policy. However, there have been claims made against the City which exceeded the deductible amount, by individuals involved in accidents with City vehicles. These claims were referred to the insurance agent and settlements were made. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES Mo1n Es -,IN 3 3. Premiums Paid: Total premium payments made by the City during the coverage period from April 13, 1978, through September 15, 1980, amounted to $84,026. Kemper Insurance Company has acknowledged that it will provide vehicle coverage for the City for the period of September 15, 1979, through September 15, 1980, and the City's premium payment for this period was $35,575. Thus, $48,451 was paid out by the City during the period of April 13, 1978 through September 15, 1979 for coverage which apparently did not exist. However, claims against such coverage were paid and the City to date has suffered no damages as a result of that situation. IV. Coverage: Liability, Iowa City Housing Authority. Insurance Company: IMT Insurance Policy Period: July 1, 1978 to July 1, 1981 Variances Found: 1. The insurance company's records showed the policy number on the policy being held by the City as that being issued to another business and showed no such policy, under any other number, being issued to the Iowa City Housing Authority. IMT Insurance has agreed to provide coverage for the City and is currently writing such a policy for coverage through July 1, 1980. 2. Premium Paid: A premium of $521 had been paid by the City for the twelve month coverage period through July 1, 1980. Although the actual premium should be more, IMT will provide the coverage for the premium already paid by the City, and will not assess the City any further premium costs for that period. 3. Coverage Dates: Since the insurance company is writing the policy with coverage through July 1, 1980, it will be necessary for the City to renew the policy at that time if they wish the coverage to continue through July 1, 1981. V. Coverage: Senior Center Furniture (in storage) - all risk coverage including theft. Insurance Company: IMT Insurance Policy Period: July, 1979 to July, 1980 Variances Found: 1. The City had requested this coverage from the insurance agent but had not received a policy on it or been billed for the premium. IMT did find that a policy for the coverage on the furniture had been taken out with their company by the insurance agent. That policy was found to be insufficient as to the coverage requested and IMT is reissuing a policy to the City which does conform to our original specifications. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES 4 2. Premium Paid: The City will be billed once all coverage details are straightened out. 3. Claim Against Policy: A piece of furniture was stolen in October and IMT has already paid the City's claim for this theft. VI. Coverage: $4,000,000 umbrella - retained limits of $1,000,000. Insurance Company: Northwestern National Insurance Group Policy Period: December 31, 1977 to December 31, 1980 Variances Found: I. Northwestern National had stated that they have no responsibility for this coverage as the independent insurance agent with which the City dealt did not have the authority to issue the policy or bind the company for such coverage. The City currently has only one outstanding claim which exceeds $1,000,000 and would fall under the coverage provided by such a Policy. At the advice of our City Attorney and the State Insurance coverage both �for an 'umbrella Policyi andsforrancurentunderlying general liability policy. We have found that it is very probable that the City will not be able to obtain umbrella coverage without some form of underlying liability coverage. Finance staff is working with the Iowa City Association of Independent Insurance Agents on obtaining quotes as it was felt that time was of the essence. At such time as quotes are available, purchase of such coverage will be discussed with the City Council. 2. Premiums Paid: The City paid annual premiums totaling $12,500 for the two year period ending January 1, 1980. Northwestern National has discussed a possible adjustment being made to the City on the premiums paid, however this has not yet been finalized. VII. Coverage: Liability and comprehensive - transit bus fleet. Insurance Company: Northwestern National Insurance Group Policy Period: June 30, 1979 to June 30, 1980 Variances Found: I. The insurance company's records showed coverage dates of January 1, 1979, to January 1, 1980, on the policy currently in effect, while the City had a policy with coverage dates of June 30, 1979, through June 30, 1980. Northwestern National has agreed to extend coverage to June 30, 1980, at the same rates used for the twelve month period ending January 1, 1980. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES M: 5 1� 2. Premiums Paid: During the coverage period of October 27 to July 1, 1980, the City paid premiums totaling Insurance com an ' 1977' have been compan' s records show that premiums g actually should The has indicated $1 6that since that same period. Northwestern lNatona period, they would si ce hn y has overpaid $9,803 for that to the City even though the willing refund the overpayment amount dollar amount, y not actually receive this total Summary: Six of the seven policies found with variances are near resolution with the one policy, the umbrella will be scheduled in the near finalize thstiiNo Northwestern National, Finance staff and Cit being questioned. A meeting City Legal staff to finalize resolution of the variances on the transit bus fleet policy and to discuss further the umbrella coverage, e complete analysis of the City's insurance coverage and procedures for obtaining such insurance will be made in the near future and a report and recommendations will be presented to the Council at its completion. bj/sp MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110fNES �. City o4 Iowa C. / MEMORANDUM Date: December 7, 1979 To: City Council i From: Richard Plastino i Re: Council Referral/Paper ric -Up/White Goods Pick -Up The paper pick up truck generally has two people on it because it is a high production process. We cover all four garbage routes with one truck. If the driver stopped and got out of the truck each time he would never complete the routes. On very rare occasions, however, due to a shortage of personnel we do run only one person. The white goods truck is a low production process. There are a limited number of white goods pick ups. Occasionally, if we know that some r extremely heavy merchandise needs to be picked up, we put two people on S this truck. 3 bj4/6 I 3 3 Q 1 k i I i 4 1: I 1 � 1 aa9 a MICROFILMED BY JORM MICROIAB CEDAR RAPIDS•DES MOINES 1 City of Iowa C1, Till r—,R, Date: December 4, 1979 To: Neal Berlin, City Council From: Richard Plastino, Director of Public Works Re: North Branch Detention Structure Several weeks ago Bob Vevera, Jim Hall, Chairperson of the Ralston Creek Coordinating Committee, and I met with members of the Regina School Board to explore common areas of interest on the North Branch Dam. The board was to meet later and decide on a course of action. Meardon, Sueppel, Downer and Hayes, representing Regina High School have recently stated that the Board's decision was to take no further steps toward an agreement with the City of Iowa City on the sale of real estate at this time. The board has expressed a concern about some of the same issues which have been presented in the McLaughlin law suit and at this time has determined not to sign any agreement. Unless advised otherwise by Council, we will continue ahead with soil borings, land surveying, final design, and final appraisal. Sometime in the next six to nine months, the City will have to establish further communications with Regina and see if a cooperative agreement can yet be signed or whether condemnation will be necessary. If this course of action is not agreeable, please notify Public Works. cc: Ralston Creek File #19 B Larry Chiat tp/1/15 aag3 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES MOINES e TREND a Cedar Rao (Inserts: gun. Dec 2 1979 X Do private -firms provide cities better service? By Wendell Rawls Jr. Nkw York Tlmn Service GAINESVILLE, Fla. — Five years ago this was just another rapidly growing Sun Belt town, attracting new businesses, building new houses and planning a new airport. Today It Is among an apparently growing number of cities that have decided not only to seek new busi- nesses but also to operate like them. This they do by turning over some municipal services to private con- tractors, on the grounds that the contractors provide better managed and cheaper service than public em- ployees. Critics of such moves contend that they generally prove temporary and are based on false assumptions and misleading statistics concerning savings and productivity. They also say that savings are achieved through private companies' ability to pay lower wages and give fewer ben- efits than workers enjoy under mu- nicipal contracts. The critics, Including officials of public employee unions, assert that for every Gainesville, Fla., there Is a Gainesville, Ga., where voters ban- Ished from office the county commis- sioners who replaced the fire depart- ment with a private company. But many government officials, particufarly In small and medium- size municipalities, are pleased with private contractors and say they plan to use them more often. "Real revolution" "We're on the verge of a real revolution In local government," said Rodger P. Neve, the deputy city manager of Gainesville, which has a population of 85,000 and Is home to. the University of Florida, "Proposition 13 In California sig- naled It," he said. "Local govern- ments are becoming more profes- sional all the time, more business- like, because the financial crunch Is mandating It. "Private contracting very shortly will become a very big thing. We've got people coming in here all the time from all over the country study - Ing how we do things." What Gainesville Is doing Is sav- Ing taxpayers more than 5800,000 a year on just three types of service — trash pickup, vehicle and fleet main- tenance, and janitorial and custodW services. At the same time, Neve said, citi- zen complaints have dwindled, aM the out -of -service time for vehiclns hes been "drastically reduced, there• by improving service." Gainesville's successes are atypical and may not last, says Jerry Wurf, president of the American Federation of State, County and Mu- nicipal Employees. "Generally, the savings and Im. proved services tum out to be a very temporary situation," *he said. "The contractor tries to make It look good the first year; then the cost over- runs begin to grow and the contracts are renegotiated and somebody's brother -In-law ends up making money. "The few cases where private con- tracting has worked well are like 'a few small twigs of driftwood in a large river." The arguments aside„cities ap- pear to be turning increasingly to private contractors. Charles Hill, the management and budget director for the city of Phoenix, recently sur. veyed -30 cities around the country and reported that 18 of them had In- creased their use of privets contracts In the pest five years. The survey 'also showed that more than half the cities were studying private--t-on- tracting of municipal services, he said, and that the cities already en. gaged In such centractingwere gen- erally satisfied with the results. Pard to pup success It is difficult, however; to gauge the gr6wth or success of private contracting nationally,' since most studies tend to be conducted on a less than comprehensive' scale and by groups Interested in provltig or dlsproding the value' of ouch programs. Assessing residents' feelings about contracting programs Is also difficult, for they are removed both from the management Improvements MICROFILMED BY JORM MICROLAB CFDAR RAPMS•Ofi, 11ollIES claimed by municipal officials and the abuses asserted by public em- ployee unions. In many cases, resi- dents say they a!e unable to dialect any difference In such services as prbage removal., In New Orleans, where much of th-i city's garbage removal has been contracted to a private company since 1975, Inge Frandsen, manager of the Bright fight Restaurant and Sm. sold, "We can't tell any differ- We—no big change at all.” Elsewhere, private contracting has been used in these ways: e Orange County, Calif., contract- ed with the -Computer Science Corp. six years ago to operate the county's computer center. The goal was to save $11 million over the seven-year life of the contract, and a county offi- cial said the figure was "on target." a Hawthorne, Calif., In Los An. gales County, has contracted for its paramedical services, saving $35,000 a year. e The city -county government in Butte, Mont., has contracted for sans- ' tation services and administration of Its hospital. In the first year of the contract, the hospital's annual operating deficit is expected to fall from about $800,000 to, $200,000 to $100,000. e Great Falls, Mont., contracted for the operation and maintenance of its wastewater treatment plant. e Phoenix has contracted with private lawyers to replace the public defender's office, which represents tfie poor In court. a Milwaukee Is contracting pri- vately for operation of Its parking meters, window -washing In public buildings, catering at the City Hall lunchroom, dead animal pickup and towing and storage of abandoned cars. e Scottsdale, Ariz., which has per- haps the oldest and most celebrated major contracting operation of all, has a privately run fire department that has served as a model for other cities using or studying such an ap- proach, In addition, several cities contract privately for lesser services, from public building security in Houston to bus shelters and school custodians In New York. 4f) L": r 1 Owe tT Itmilstance strong In Emit However, New York is not mov. Ing In this direction and, largely be. . causeof Its large and aggressiveub , III employee unions, It is notp ex.., Pected to. Neve, who worked In the city gov'` ernments of Rochester and Scotts- dale before coming to Gainesville, said that reelatance to contracting, was stronger In the older cities of the.,; East, which often have a tradition of l Political Patronage, strong unkme and stringent civil service and ssn• , lority regulations. MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOVIES Pim rransil managers are hopping around the country laking higher paying jobs. TRANSPORTATION A shortfall in transit managers The $1 billion a year that President Carter is seeking for mass transit over the next 10 years should help cure the industry's physical ills by rebuilding aging rail facilities and bolstering inade- quate Beets of buses. But as transit systems around the country prepare to Play an increasing role in the nation's transportation, they face another prob- lem that may be harder to solve: In many cities, transit management is woefully thin. "The problem is really critical," says B. R. Stokes, executive vice-president of the American Public Transit Assn. (APt'A). "It has become almost endemic in the industry." When trip positions in transit authori- ties open up, the agencies often have great difficulty finding qualified candi- dates. And IK -cause talent is so scarce, qualified managers often skip from job tri job causing a high turnover rate in the Field. Some examples: The Southeastern Pennsylvania Transportation Authority hired a general manager in late June, after a year-long Fearch. New York's Metropolitan Transla,rtalion Authority looked for two years before naming John D. Simpson, from Demers Regional Transportation District, to be the MTA's executive director in June. In St. Louis, the Bi -State Development Agency, which operates the area's transit system, began hunting for an executive director in January, but, unable to find anyone qualified to fill the slat, the agency has divided the responsibilities of the job into three positions—one of which still remains vamint. _. ... - .a .o.a The shortage is not confined to large cities or the very top positions. AITA's Stokes says that while there are current- ly several oprenings for managers to run large systems, including those serving Denver and Houston, there are many more vacancies among smaller agencies. And transit officials around the country say it is especially hard to find experi- enced hands to manage bus operations, equipment maintenance, scheduling, and to a lesser degree, marketing. "Those people are very scarce;' says John R. Crowley, chairman of the board of Denver's RTD. Adds Maryland's mass transit administrator, Walter J. Addi- son: "Everybody's hustling around try. ing to find what's available." Retirement.. Moreover, the shortage may becorne more acute. Al'rA estimates that 70% of those now running U. S. transit agencies will leave the industry•, many through retirement, in the next seven years. James H. Graebner, director of Santa Clara County's transportation agency, calls that forecast "very scary," The reason for this dearth of man- agers, Stokes believes, "is that transit was left to die for 20 or 30 years after World War If because of our affection for the automobile." The federal govern. ment poured billions of dollars into the interstate highway network and spent next to nothing on mass transit until the mid-1960s. U. S. mass transit ridership plummeted from 23 billion annual trips in the early 19.40s 10 6.6 billion trips in 1972. And as demand for transit sagged. young managers were not attracted to MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES !IOIOES J - Sr r V Ile field during thn �(rrdes. Say Stokes: "l5'e lost a who generation u I -ople." Low eateries. Some things still make the jobs unattractive. Transit managers' salaries are only a fraction of what comparable positions in private industry command. The executive director of New York's MTA, one of the highest -paying jobs in transit, earns $80,000. SEPrA's general manager makes $68,000. At the Massachusetts Bay Transportation Au. thority, the director earns only $45,000 "1'm riot sure we can even gel in the ball park in some positions to compete with private sector salaries," says Arthur J. Shartsis, a board member of the Bay Area Rapid Transit District (BART) in San Francisco. Along with their low pay, transit managers get more than their share of troubles. Besides being barraged with the gripes of commuters, they often must negotiate with tough labor unions and work with an elected or politically appointed board, usually representing several jurisdictions. A general man• ager's job also has an exceedingly high profile. "You get crucified for making a mistake," says Frank C. Herringer, BART'S former general manager and nor vice-president and assistant to the chair. man at Transamerica Corp. "And there's no reward for doing anything innovative or money -saving," lie says. "You're always looking at the downside risk." High turnover. Indeed, transit agencies have trouble holding on to the managers they have. In the last three years, 61 of the 100 largest U. S. transit systems have changed top officials. "I can't im ig. ine any (private) industry with that kind of turnover," says SEPTA Chairman David F. Girard-diCarlo. The transit management situation is so "volatile," Salaries are a fraction of what similar jobs in the private sector command says Brian Cudahy, director of the Urban Mass Transit Administration's Office of Transit Management, "It makes football coaches look like they have tenure." Many managers move from city to city for more money and better positions in larger systems. But others, like Herrin - ger, leave for the private sector. Perhaps the most dramatic ease is that of Theo- dore C. Lutz, highly regarded as general manager of the Washington Metropoli- tan Arca Transit Authority, who quit his job on Apr. 20, saying the work had burned him out To pump new blood into their manage- ment ranks, several transit agencies have instituted or stepped up manage- ment internship and training programs. One of the most extensive is at the TRANS PORTATIONdpi 9 -- ;hicago Transit Authority, generally regarded as one of the Ia•st managed systems in the U. S. "Over the past fiye Years we've concentrated on a'grmv your own' theme," says CTA's manager of human resources, Fred G. Ring, The sySU-m seems to work. Of the authority's top 28 officials, 10 Came up through the ranks, starting as bus or train operato,,, and six others went through the pn,fes. sional management training program. Some cities sidestep the problem of recruiting and keeping transit manage,, by contracting out the job of running their transit systems to private rompa. nies. One of the largest of these is ATE Management & Service Co., which started in )989 and now has contracts to run all or part of 41 transit systems. ATE provides on-site managers for the cities and backs them up with technical support and advice from a pool of specialists in its main office in Cincinna. ti. The cities seem Pleased with the arrangement: ATE President Philip J. Ringo claims a contract renewal rate of 95%. Moreover, he adds, "We've had very good recruiting luck," with 90% of those offered jobs accepting them. One factor in ATF.'S success at attracting People, Ringo thinks, is that, unlike Ln public authorities, the company n offer employees an option to share in ATE's profits. Management courses. There has been a Push to step up educational programs in transit at colleges and universities. "fen years ago," says Richard S. Page, Lutz's Some cities avoid problems of hiring transit managers by contracting out the jobs SUCCeS.Snr at WAIATA, "you could count transit management centers on one hand. Now there are two or three dozen." UMTA finances two major man. agement training courses. A six-weA program at Carnegie-Mellon University gives managers without industry eSped- ence a background in transit; a four- week program at Northeastern Universi. ty inlroduves transit employees to mod- ern management theory and pracdres UNTA also supports a national transit internship program. And some transit agencies such as Santa Clara County''' finance college internships themselves With the infusion of talented outsid, ers and the growth of training and internship programs, some officials fuS the transit management picture Is improving. But most concede the indur, try must beef up management further if it is to handle the growth projected fa transit in the coming decades. "If ar don't attract enough capable people In correct the problem," says John 8 Brawley, acting executive director of 81• State in SL Louis, "it's going to be s fatal flaw." s TRANSPORTATtre MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•OE5 110114[5 DES MOINES SU 1Y REG187 ER ■ DECEMBER 2, 1979 /5F Public employee unions flex musses NIX YORK, N. Y. — Strikes itis (ail by ie,Na teachers affected early I mWlea student in 10 slew, according to W Natlaw Education Association. At lout is other pubUaemployee- mared Inc] �by occurred, ranging (ran one. by 1,500 health-smice warbles in Philadelphia to one by 2,0010 Walt workers In Cleveland. In Len Angeles, a reort strike by its" woe" forced soma ON,ON bu Ades to Ukd alt rrote traaapon tatlom, causing increased onto We and aggravating the city's wont smog in many years. First in a series on public employee unions. City and state wakes @shoes —the la to t -growing sector of organized LOW — are flaring their moths. In some cases, they already have bearee labor beavywelgMs,' with the well".II'to hnmmobhlLn governesses Breoklyo-6om Jerry Wart — who in W capacity on W bead of a New Yak City employee an" some yon age once held 2,000 canaries "%Wage" at an atrp@A during a labor dbpde — now Is admYbtratfee bead of a @loo-wkose members lgclude Y- brarlw, wasp prooemm steal crowing guards, clerks and even Not of his time In soint in speed - making, testifying before congres- sional committees and leading etlow wide membankip iki. 3. But W "Old days," wlidi .piule employee unions were considered tantaoount to communism by some, are vivid reminders of %w far Wurf and W public employee unions, espe. claBy his American Federation of Stale, County and Municipal Employees (An=), have come. 11e aren't any longer W par relational" be says. "For too long public employees, were second-class cadres is tbe'Americas labor MveemmL Today we Wand at the bead of W Ile, Iette equipped and more determined the over to play a very major role In W7eadershlp of the nation's workup. men and women." As puDlk-employee union membership builds, they are making determined assaults on noneollective bargaining laws, no -strike statutes, and layoff clause. They are no less determined to win higher wages and expanded fringe benefits. And Ike deepening recession may spur greater union demands. In 1Na, saw 21 /rent 46 employees were enMnised. Te6tp @early hull of W rlions 11-011sol MW savaou"loolSetiew*cels Tree.4w1 rAri' `RI'a1j(''M of within W seat five years, to the ►gblle Service Rhea Council (PSW), ow; of W new active esti pubile-emplaywu" "I@ the pri"to, sector, who bit tough Umse membrallp @lelk off," says John Barth, reearob director of W PIRC. ,Is W pow sects, Woo membership leads to go up.., Michel Grace of the public employee department of W APL4,W sane nip W owning year's pablie. employee lobar outlook UW way: U we go into a bad reasoning, wall hall ve people df W lea roll and a W welfare roha —, W then ben 1= to glue public employee. no result: bdghtuud p@bIlo eenployte unrest end mate strikes. Be elle heYsve itis rmre , tsars tote stirred further by AIN pdfllek. 1W "We're coming ban an stnetys year sad we've Ming an, A gl'rt Mr. Cantle, dre ip Wasting to res as an anti-(big),pWommut (seri themom soft -government employee) PMotl, By attacking dioverwaset hollow wsw is Uyfor a waledd4owleea a�pulae work force In New York, the anfHrden fight began le eaten ugly two years ague, rrgp the ahetbn M 2M7er f+dtretf) I. lrOW-111"i eiceet (Oterview; t% mayor now Wt "W (municipal) Lka'i olbadaihNfn W put a/ Citinb� menial Aid Impact 4 role in what toot in placeinWmars that we An IS [then�ray@f+p oNbM Tiq. Dade peBey @teauaow oa sink o G aQeeW Had thele PWPk Oft Ney'ADOM km,' But* Maya Y est sappbM is M of teeters et W moukipal later — leaWs a thus den aaneb, wbom We goad and work hod, rUtM Of wba .61i t wort at *B." No .Y, in terms of perapj. atlar,ynY�ouOleperr stnjse mewtbkw 1• .�� 1 a.tkW a� vst@aselle empleyeentniffn onlini lues pn68e4sctor empkaymtwt. MICROFILMED BY JORM MICROLAB CED(U+ AAP1!A-DE' 'h)III[S "The public employee union to ptft so blg that It's tau that "P W rlm dog." Ws ane New Yat City foal affairs and won exp rt. Ten "dog" In this can is W united Staten labor movement. The pasaya W laws permitting col. lective bargaining by public employee; rjWr tin decreasing W pltUbobd of government worker struts is hoped, has resulted in more militaory by than waken, and mere strikes. When W first collective bargain. Ing law was pealed In Wiscomin 20 years ago,, there were 15 strikes against government. In 1075, alter 21 states had three laws, there were /N strikes. Yet union leaden continue to a" that without such bargaining there would have ben even more trouble. . IMP lost in strikes from the mask roaming member of Nate and local workers have rises from 7,500 in 19N to 7 miWe in 1070. In W Irk few years, howovar. W member of Emu ben dearasw - ham *A. peak of "I to 1075. Some healon leaders in" that strike dolt stem ethely from waken' isdOAM on higher pay or WW adv@RUM They ley W MWre to Improve We quality of service being we W public la a wejsr motive. Donald CUM of the AFIrCIA's Central Labor Council In Man** Tim., rye; Iver main goal Y W im- provement of service." Ted MCOMWC16 a Reatocky @late firefighters union leader, says manpower shortages, too -long ham and other advelse working corAUor cat lives. Tins far this fall, W most evident publicrneler strikes are thou by teachers, which had leveled off sm awhat.uaw"school year. PhylUs Frank, a sliske man for til 1.3 million-member' National Teachers Anoclatical, forectMs this willbe"a %evy year ger steBra ..% money 11 a key NOW. taBaYw Y killingeverybody." , Br ST DOCUMENT AV,k1LN3LP City of Iowa CN,, MEMORANDUM Date: December 4, 1979 To: Department and Division Heads From: Neal Bew n, City Manager Re: City Government Access Channel, Broadband Telecommunications Network Attached you will find information and a questionnaire regarding use of the Cable TV Government Access Channel by City departments. Please review this material and begin to assess your needs in this regard. Several of you have indicated in the past that Iowa City government communications with the public could be significantly improved. I believe that cable television will provide us with a valuable resource for pursuing this end. Drew Shaffer has the knowledge and expertise to be of valuable assistance to you in preparing and using the government access channel. However, only you are able to assess your own departmental needs with respect to such communication. It appears that the government access channel will be available for programming in the spring of 1980. We must begin now to prepare for the use of that facility if we are to present the quality of programming that will attract viewers in our City. We will certainly be competing with other local access channels and network programming as well. Under the circumstances it is imperative that we insure a degree of quality and public interest in whatever volume of programming we decide to present initially. Please review this material and bring it with you to the December 12 staff meeting. At that meeting Drew will be present to explain further the government access channel and to answer any questions you might have before filling out the questionnaire. bj2/9 aa.9� MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES nORIES City of Iowa City MEMORANDUM Date: November 14, 1979 To: All Department/Division Heads From: Drew Shaffer, Broadband Telecommunications Specialist Re: City Government Access Channel By March 1, 1989 Hawkeye Cablevision plans to have 25% of the Iowa City cable system activated. With cable, Iowa City will join a select group of cities in the nation having a city government access channel. Many of you have already submitted some great ideas relating to uses your department could make of cable television. I hope you are still thinking of additional program ideas. According to a recent Iowa City opinion survey, the issues most concerning citizens are many of the same issues the City government is working to resolve. That is, citizens are in•cerested in what the Iowa City government (and you) are doing. Cable television offers a totally new, more dramatice and effective method of reaching the Iowa City community -- with in Formation, educational and public relations programming. What is presented to the community on the city government access channel is vp to you. The variety of programming and the services offered on a city government access channel can be almost unlimited. They can range from presenting data information to visual programming (live action or taped) which illustrates the success of a housing rehabilitation project; informs the public of new City plans; shows the community the newest police or fire equipment purchases and how it will benefit the community; brings a recreational department program such as a special arts and crafts class or festivial to the entire community, and much more. Literally every department can benefit from participating and contributing to the city government access channel's growth. The community will benefit by gaining a better understanding of their City government and by getting the most services for their tax dollars. With cable television an impending reality in Iowa City, it is imperative to determine how we want to use it. So, in the next few weeks I would like to meet with each of you to determine more specifically how you and your department can best make use of the city government access channel. I will make contact with each of you to ascertain meeting times. FIICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 101MCS p I am looking forward to discussing the possibilities with each of you and assisting you in generating some great programming for the City government access channel. To that end, please find attached a survey designed to help identify existing and new services and information (and their corresponding costs). Please bear with me and complete this survey -- it will be very helpful in establishing and structuring the city government access channel. Please return to me by Please find enclosed an article on the Madison, Wisconsin city government access channel and one on the Spokane, Washington city government channel. These are included to give you some ideas how other cities are using their channels. tp/sp IIICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOIIIES City of Iowa City MEMORANDUM Date: November 14, 1979 To: All Department Heads From: Drew Shaffer, Broadband Telecommunications Specialist Re: Department Survey PRELIMINARY COMMUNICATIONS NEEDS SURVEY: GOVERNMENT This questionnaire is an attempt to discover the areas in which your department is now or could be communicating with the public. The purpose of gathering the information requested herein is to use it to help determine ways of putting your communications on cable TV and to devise methods of delivering information and services which are not now being delivered at all. INSTRUCTIONS: Please fill out one copy of the questionnaire for each currently used deliverable service or information. Return to by MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES 140111ES DEPARTMENT SURVEY NAME DEPARTMENT 1. What information or service is your department now delivering to the public (i.e. meeting notices, fee schedules, housing, accident prevention programs, welfare assistance, etc.)? 2. How do you communicate the service, or information about the service to the public (i.e. posters, mail, public speeches, face-to-face interviews, workshops, newspaper announcements, etc.)? i i 3. What is the annual cost of communicating this service and/or information about this service to the public (approximate if necessary). 4. Components of Cost: A. Personnel B. Equipment C. Supplies D. Overhead E. Word Processing F. Printing G. Other $ Amount Estimate hours per week consumed by such work performed by your personnel. TOTAL 5. Is this service and/or information about the service being communicated? Excellently OK Could be better Poorly 6. How often is this service or information used/communicated? Daily Weekly Monthly Other bdwl/10-11 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES 110IIIES CABLE TELEVISION OfFIC G CITY 12 The functions of the,Q11 of Mali Televi 1 n Of include programming for the City on ca a elev s on es we as regulation of the cable system. Presently there are over 21,000 households in Madison subscribing to cable. Complete Channel TV is required by franchise to provide a government access channel. This is CITY 12. Although time on the channel is free and its use is completely at the discretion of the City, the City is also completely responsible for resulting costs of production. The Cable Television Officer is responsible for progranming on CITY 12. T obiective CITY 12 is to improve and enhance the information flow between City government and the CITY 12 cablecasts from City Hall 24 h city services and programs. The ma or consists of automated print messages. the Wiscons a tremendous range: or to and -during -each meeting. artments, as well as by City t was-LlTF7I_rst_city in the country to 'offer cities are now emulating our program. Currently, an average of rs information about of our programming day encea on our g sive way. maoison ce, a Mough many "live" a nd v o are preee onITY 12. Uhlir meetinas and hearings held by City bodies such as the Board of Public Health, Commission on the Environment, and .T�an_spo�rtation�Commis�siyn are commonly cablecast. Citizens got a look via CTTP r o i1 f�Te `Fladison Forum" in process and of the positions of candidates for the state leaicla ura on City concerns during the Common Council Leg sat ve omm,t ee Candidate Forum. CITY 12 live coverage of election returns, produced in conjunction with the City Clerk's office, featured vote tallies and interviews. The Board of Estimates Budget Hearings are presented each year. Rooms in the City -County Building where public meetings are held are wired to enable live origination of cablecasts. , Videotapes presenting information about City resources, services and issues in documaatacy_ t e are produced for cablecasting on CITY 12. These vary from a look at Citv aarbaae cgllprtinn and disnnsal ("Ruminate is Pirkinn MICROFILMED BY JORM MICROLAB CEDAR RAPI05.OES '1010CL CITY 12 cablecasts 16mn informational films and slide shows on topics such as public health and safety, environmental matters, job and career counseling, etc. CITY 12 weekly program series include District Reports from Madison's twenty two alderpersons; C s - t Since April 1974, Co ti s hav on Complete Channel TV's local origination channe Channel 6. The costs of Common Council coverage (equipment, crews, etc. amounting to 8200 a meeting) are currently borne by Complete Channel TV as a public service voluntary commitment. The full agenda for the meeting is carried simultaneously on CITY 12. On the second Tuesday of each month, the Council meeting is also carried on CITY 12 interpreted for the hearing impaired. II A priority goal of the Cable Television Office has been to develop and present on CITY 12 informational ramming eared to special a di es such as Senior Citizens, ethnic minori Res, an e Programming and production decisions for CITY 12 made by the Cable Television Office are based on factors such as viewer interest and need -to -know, in- formational value, availability of staff time and equipment, etc. Merry Sue Smoller Cable Television Officer City of Madison, Wisconsin 608-266-6501 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES t1oluEs CITY GOVERNMENT CABLE TELEVISION CITY OF SPOKANE ON S William A. Pupo, Administrative Aide to the City Manager Spokane, Washington 99201, (509) 456-2612 In the early 1970's, the City of Spokane began to explore the potential of a cable television system within the municipality. The adoption of the CATV Ordinance in 1972 and the awarding of a cable franchise to Cox Cable Television in 1974 set the framework for a 1976 local government channel feasibility study. At the end of this study, In December of 1976, the Spokane City Council adopted Its 1977 budget which included $35,500 for the government channel. The cable budget included the salary for one full-time staff person and capital outlay items necessary for the operations of the city channel. On the evening of July 5, 1977, the first live cablecast of a City Council mept1pp as produced. Soon thereafter, the government channel expanded its programming with the addition of the Park Roprd. Zoning Board, Plan Ina Commission, i and Transit Commission meetings on a regular basis. Simultaneously, departmental programs for era nine and public relations_ were added. All meetings are carried i i live and also video taped for replay at Tatar times. Departmental training and public relations programs are normally video taped. The programs produced by the government channel are in black and white. When live or video taped programming Is not available, a _h"r r* ran r*nr erovides 24 -hour -a -day listing of council mAnts the tions agendas, citYetiReeordedPmusi^c s*provided11asPbackgroundaforntheocharactera ofthegener�tor. i Suoport servlcesare provided by Intern stude0ts from the Radio and Television Department at Gonzaga University. The students are assigned as producers, directors, and camera persons during the coverage of the City Council meetings and the various boards and commissions. i i The Gonzaga students are also Involved in the production of training and public relation programs for the city departments. Students are assigned to dmnartmentg to work with the department head In designing programs for their staff and the citizenry. Without the cooperation from the Administration of MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 5101ME5 Gonzaga University, the success of the government channel would be limited. With the increase in programming, the city entered Into an agreement with Spokane School District 81 and KSPS TV for playback over government Channel 5 of the city programs at their Cable 0091 net Ion Center. The Cable Origination Center was designed to accommodate the five cable education and government channels provided by the CAN ordinance and furnished by Cox Cable Television. The Center employs two full-time technicians to meet the program scheduling of the various channels. The newest feature of the City Government Channel occurs during the cablecast of the City Council meetings. Selected items from the Council agenda,such as public works projects, equipment purchases, annexations, and Community Developmen{ activity, are video-taped prior to the meeting and then shown at the time of the Council discussion. These tapes are displayed to the Council Members and others in attendance over two television monitors in the Council Chambers and are also shown over the cable channel to the viewers at home. The Intent of the pre-recorded video tape Is to give the Mayor, Council, and citizens a clear perspective and setting of the agenda item under discussion. City staff have found the video taping a useful tool during presentations at the Council meetings to supplement the written information already provided. The cable channel and equipment are also used to provide s^��Ial r tnt^^ programs foc city employees, particularly those In the,Eire Devartmen,t. On multiple alarm fires, the City Channel responds with portable video equipment and records the various stages of the fire and the suppression techniques utilized by fire fighters. The video tape Is later critiqued by Fire Department staff to evaluate the fire fighting efforts of the fire companies. The Fire Department arson investigators also study the video tape to determine origin, probable cause, supporting evidence and possible suspects, if any, associated with the fire. The three commercial channels within the city are also supporting this Fire Department Innovation by making available video footage recorded by their camera personnel on a fire scene. 2 - MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110I005 Public relatlpn{ Drop remml Q hat rn �r g d •r m nt4. Lha �es ISIRrtment gave Channel 5 a very comprehansive tour of the new $4,m1_ Ion a90. treatment plant. The tour provided the citizenry an overview of the plant that would not have been possible otherwise. Mora recently Channel 5 was the starting point for a springtime city-wide litter clean-up. The government channel prepared a program on the litter situation within the City of Spokane and the possible solutions for maintaining a beautiful community. The program was done In color with assistance from Cox Cable Television and KREM Television. On May 5, 1918, the City Government Channel had the privilege of covering President Jimmy Carter's visit to Spokane from touch -down to take -off through network ,feeds provided by the commercial channels within Spokane. Another unique use of the government channel system is in association with j the city's Legal ornarr ont. Video tapes are prepared of depositions as are discover j other means of y which provide a more accurate record of testimony for courtroom use. This provides the court with not only a wirtten transcript of proceedings, but also allows the Judge and jury to view the witness as the subject is actually testifying. Exhibits and field sites have also supplemented the testimony through the use of video tape. City Council and Zoning proceedings on controversial matters are also retained for possible use in court appeals. In less than a year, the local government cable channel has grown Into a full service Information center. With the civic interest shown by Cox Cable Television, KSPS TV and Gonzaga University, the government channel has provided a level of access to local government that Is not normally available in a community. The City of Spokane is very fortunate to have the opportunity to provide the latest information on municipal government service through the media of television. The effort to date has been accomplished entirely through the use of local funds and donated assistance and is budgeted as an on-going operation without dependence upon state or federal grant funding. -3- MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOINES u AID AND ALTERNATIVES FOR VICTIMS OF SPOUSE ABUSE Proposed Budget Calendar Year 1980, Revised 12-10-79 EXPENDITURES 1,152 Director 11,914 Program Coordinator 5,500 Employer's FICA 1,067 Unemployment Tax 267 Medical Insurance 1,133 Workers' Compensation 200 Malpractice Insurance 1,025 Liability Insurance 200 Fire Insurance 115 Gas/Electricity 1,830 Plater/Sewer 183 General Supplies 200 Telephone 900 ' Postage 300 Office Supplies 500 I Media (Ads) 50 jLocal Transportation 50 Security/Fire Alarm System 500 Building and Grounds Maintenance 100 i TOTAL 26,034 INCOME NOW 1,152 Emma Goldman Clinic 1,020 Christian Outreach Committe 200 Ecumenical Consultation 150 Beta Sigma Phi 100 Jaycee Ettes 200 Private Donations 1,900 AAVSA Board Pledge 5,500 Valentines Day Benefit 2,500 Citizen's Housina Committee 200 Foundation Grant 2,000 TOTAL 14,922 INCOME PENDING (Full time starting 2-1-80, $13,000/year salary) (Half time starting 2-1-80, $6,000/year salary) Will receive check 1-1-80 Will receive $85/mo. starting 1-80 Check has been mailed Received Will receive 3-80 Will receive 1-80 $475 received, $1,425 pledged and will be received on monthly basis $1,614 has been raised, balance will be raised by 6-80 Will received 2-80 Will receive 12-79 Will receive 12-79 United Way Grant 5,000 to 7,500 Board of Supervisors 2,500 Coralville 500 CETA Discretionary Grant 6,787 First Christian Church 300 Client Reimbursements 1,000 Private Foundations 2,000 Eastman Kodak Braverman Displaced Homemakers Grant Action Mini Grant LEAA University Heights SUPPORT STAFF PENDING CETA II -D Clerical Staff Work Study Staff Vista Volunteers University Practicum Students MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110177E5 CAa98 City of Iowa City MEMORANDUM DATE: December 7, 1979 TO: City Council FROM: City Manager RE: Informal Agendas and Meeting Schedule December 10 1979 Monday 1:30 - 5:00 P.M. 1:30 P.M. - Council agenda, Council time, and Council committee reports 2:00 P.M. - Review Senior Center Plans and specifications, contract, and cost estimates - Senior Center Coordinator 2:30 P.M. - Discuss transit rates and schedules - Public Works 3:30 P.M. - South Gilbert Street Project Status - Planning and Program Development/Public Works 4:00 P.M. - Spouse Abuse Shelter Contract - Planning and Program Development 4:15 P.M. - Sidewalk Snow Removal - Housing and Inspection Services. 4:30 P.M. - Consider appointments to the Resources Conservation Commission, Board of Adjustment, and Committee on Community Needs 4:45 P.M. - Executive Session - Collective Bargaining December 11 1979 Tuesday 7:30 P.M. - Regular Council Meeting - Council Chambers December 13, 1979 _ Thursday 3:30 P.M. - Annual Meeting of the City Council and Chairpersons of the Boards and Commissions - Highlander Inn December 17 1979 Monday 1:30 - 5:00 P.M. 1:30 P.M. - Review zoning applications 2:00 P.M. - Council agenda, Council time, and Council committee reports 2:30 P.M. - Preliminary CIP presentation - Staff 4:15 P.M. - Consider appointments to the Human Rights Commission 4:30 P.M. - Financial Report - Finance Director December 18 1979 Tuesday 7:30 P.M. - Regular Council Meeting - Council Chambers PENDING ITEMS Northside Study Area Transportation Study Streetscape Phase II -B Volunteer Assistance Program - Slide Presentation Airport Commission Funding Request Undergrounding of Services in CBD Spruce Street Drainage Problem Appointment to Resources Conservation Commission - January 8 Appointment to Committee on Community Needs - January 15 MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOIIIES i ., u ORGANIZATIONAL MEETING JANUARY 2, +978- 11:50 AM - COUNCIL CHAMBERS Item No. 1 - Councilmembers-elect Reber4E -and Vevera- sworn in Item No. 2 - Organizational Meeting to Order - City Clerk• Item No. 3 - Motion to appoint City Clerk as Temporary Chairman Item No. 4 - Roll Call Item No. 5 - Motion to fix metnod of voting Under Roberts Rules of Order, the previous custom has been to use the ballot method of voting. As the Charter does not prescribe the method of voting, Council will need to make a motion to fix the method of voting. Nominations can be made by balloting or from the floor. Voting can be by voice vote, show of hands or ballot. Council should also decide if the basis for decision is a majority vote of the total membership and procedure for canvass of ballots. Item No. 6 - Nominations for office of mayor of the City of Iowa City Motion to close nominations Ballot or vote Mayor presiding 'Item No. 7 - Nominations for office of mayor pro tem of City of Iowa City Motion to close nominations Ballot or vote Item No. 8 - Mayor and Mayor pro tem sworn in at this time Item No. 9 - Appointment of City Attorney Item No. 10 - Appointment of City Clerk Item No. 11 - Adjournment MICROFILMED BY JORM MICROLAB CEDAR RAPIDS•DES IIOIIIES 376,1 City election held. A city shall 110111 a regu- lar city election on the fist Tuesday alter fit, tint Monday in November of each olid-numlared year. 'A city shall hold regular, special, primary, or runoff eih elections as provided by slate law. ' The mayor or council shall give notice of any sle- cial election to the county commiseiuncr of elections, The county comots"b"Ir of elections shall publish notice of any city election lint] conduct the election Pursuant to the provisions of chapters 39 to 53, except M otherwise specifically Provided in chaplen ;462 l0 392 The results of any elution shall Ie ctmvnssed l e the county board of sulrs ervisnand certified by the county commissioner of elections ler line nmyur and the council of the city fur which the election is held. [R60,4113o: (713,4501; C97,4464'1, 9;16; S13.441i4 G, 1056-a20, -21; SS15,44105f�h5, -bli; C? I, C7, 31, 35,;49, 445627, 6488, 649.1, 6.507, 6514, fifi13, 6614, 6737; 50,44363,5, 416.12, 4111.181 d I1i.31. 4111.38, •119.29, 419,30; C54. 58, fit, fib, 71, 73,4431Ri.8, 361321, 36:1.24, M1.26; C75, 77,1376. 11 Refrml Win 11:0M. as C 376.2 Terms. Terms of city officers begin and call at nam on the first day in January which is it'll it Sunday or legal holiday, fullnwieg ;t regular rite election. div ntherwiee provided by slat her or Ito II city charter, tilt term�a of lent elective ve suf(iectire alnny cobs changed ler two or four years by le4ilinn Ind eleelinn. Upon receipt of it valid petition as defined in section 362.4, reiluesling that the term of an elective offiec be changed, tilt. council shall submit the question al n spxial city election In be held within sixty days, If majority of the persons voting at the n aprcinl election approves the changed term, it becomes erfectivr at NT the beginning of the term fallowing the nest regular �+' city election. If a Majority docs not approve the changed term, the coumeil shall not submit the rano• pmPesal to the voters wittlin the next four year.,. At the first regnlur city elr,•ti'ln after the terms of council Members are changed if, inter yen[], luno, shall be ah,ggcrel us follows: L If an even numher of council members" elected at large, the half of the elected council ruts Irers who receive the highest number of voles a'r elect('(] for four-year terms. The remainder Ill elected for hen -year terns. 2. If :n, odd number of council members ld elected nl large, the majority of the elected mend members who receive the highest number of cd° aro elected for (our -yam t•rn.s, The remaialet" elected for two-year terms. 3. In case of n tic the mayor and clerk ahalldear []sine by tut which council umbers nm elecOO four-year tern.... •1. If the rumlcil maulers ere ele•0.r1(romp' the council menllen eluted from the cold -numbs"( wards arc eluted for fuuryrar tants and lhedelid, members elected from even -numbered wsrdl 6R elected for two-year (crus. jit, R1,4416tl1, 11161, h. 11193, lanai; 1:7;1,¢¢A90. SII, 511, 518, 526 (797,44611', -GIs; SIA.441:hi-114!1; SSI5,4111i6b1; t T, ;11, ;L'i, 3!1,¢¢5632, 66115, fi626;; C.16, 50.445 ' 419.11,1 1!1.12"; t'S.1, 58, 1?l, 611, ill ia,¢43f3.9, '9 3G1.G1; ('75, 17,4:1711.2; 07GA, ch lit 13,11IJ ' Il.rxrn.l ,a in 12r:n id 376.3 Nunainaliuns. (lmdidnh:. far electirelif ufrirrs must be nunlin:tt'd ns pmridnl in �+y/ :1711:1 to 3761!1 unless In' urdinnnre a city nc�a���J prn'isiolls of rhaptts, id or 45. Iluwever, aIP'" charter city []lay continue to hold partisan eked, ;e pro%id,•d in sevtiou, 43.117 to 4;4.118 nnA J31Ut4 %� I'll. 1:17. Iti1:3,411151i•n21: SS IS,4111541; Cbl. °pr¢ 39,446493. 6.196, 6634. 66:18; C-16, 50,114161± 9 Lil' •Illi LYI, •11l, .119.34' C.,l, 5S, 6.1, CA, 71, -allsO 3Ia16; C75, 77,43761;11 'v u 376:1 ('nndilfnry, sit eligible elector of edq It conte it rmulidate far an elective cit• office bl. ing with lino city clerk a valid Iwdliun rrlucrdef his or her name Ia• pinred on the ballot for tied 4 The Is•litiun mull le filed net men, than fist day., nor less than furl%days 1,•fury the dated ' elrrli'ln, and []mel Ire signed Ip' eligible 00e1e0l4d ,+ III nllnleT In nl It-a,l ilea Ih•rrenl of those WhO . 1 to fill the,n"MITrne urr lit file last n•gularcilyt' 4 q MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES Ii01tIE5 1911 Ll I h al la afat� fr R. 111 bd th H lir K, do the 1 One the r the will afR nab by t TI Vida dent nee, .' T6 on it sign, Th to th, In WE dU g I sec 144 lot" 174! Iy 0 run my lite If( I is It n no db o, u $376.1, CITY ELECTIONS t. U cH A FPM 375 NUNICH'AL IiAN f)S WW -61 LI Wn,{, rh I1", ❑•JI ,.f nn. un -1. r Titl.• X% CHAPTER 376 CITh' F:LI't"1'IUNS 376.1 City lotion Held. Wlrnal ,a .n I leel' I,"'l. coal I 376.2 Terms. 376.7 Uatc mf prinlaryy. 376,3 Nominations. 3748 Porxols elected in oil)ehrlione. 376:1 Candidacy. 376:9 Itun,d(rhrliun. 376.5 Publication of ballet. 376.16 Cuntasl. 376.6 When primary must Ia• hold, 376.11 L'mulidanc. "Hansell by write-in volt. 376,1 City election held. A city shall 110111 a regu- lar city election on the fist Tuesday alter fit, tint Monday in November of each olid-numlared year. 'A city shall hold regular, special, primary, or runoff eih elections as provided by slate law. ' The mayor or council shall give notice of any sle- cial election to the county commiseiuncr of elections, The county comots"b"Ir of elections shall publish notice of any city election lint] conduct the election Pursuant to the provisions of chapters 39 to 53, except M otherwise specifically Provided in chaplen ;462 l0 392 The results of any elution shall Ie ctmvnssed l e the county board of sulrs ervisnand certified by the county commissioner of elections ler line nmyur and the council of the city fur which the election is held. [R60,4113o: (713,4501; C97,4464'1, 9;16; S13.441i4 G, 1056-a20, -21; SS15,44105f�h5, -bli; C? I, C7, 31, 35,;49, 445627, 6488, 649.1, 6.507, 6514, fifi13, 6614, 6737; 50,44363,5, 416.12, 4111.181 d I1i.31. 4111.38, •119.29, 419,30; C54. 58, fit, fib, 71, 73,4431Ri.8, 361321, 36:1.24, M1.26; C75, 77,1376. 11 Refrml Win 11:0M. as C 376.2 Terms. Terms of city officers begin and call at nam on the first day in January which is it'll it Sunday or legal holiday, fullnwieg ;t regular rite election. div ntherwiee provided by slat her or Ito II city charter, tilt term�a of lent elective ve suf(iectire alnny cobs changed ler two or four years by le4ilinn Ind eleelinn. Upon receipt of it valid petition as defined in section 362.4, reiluesling that the term of an elective offiec be changed, tilt. council shall submit the question al n spxial city election In be held within sixty days, If majority of the persons voting at the n aprcinl election approves the changed term, it becomes erfectivr at NT the beginning of the term fallowing the nest regular �+' city election. If a Majority docs not approve the changed term, the coumeil shall not submit the rano• pmPesal to the voters wittlin the next four year.,. At the first regnlur city elr,•ti'ln after the terms of council Members are changed if, inter yen[], luno, shall be ah,ggcrel us follows: L If an even numher of council members" elected at large, the half of the elected council ruts Irers who receive the highest number of voles a'r elect('(] for four-year terms. The remainder Ill elected for hen -year terns. 2. If :n, odd number of council members ld elected nl large, the majority of the elected mend members who receive the highest number of cd° aro elected for (our -yam t•rn.s, The remaialet" elected for two-year terms. 3. In case of n tic the mayor and clerk ahalldear []sine by tut which council umbers nm elecOO four-year tern.... •1. If the rumlcil maulers ere ele•0.r1(romp' the council menllen eluted from the cold -numbs"( wards arc eluted for fuuryrar tants and lhedelid, members elected from even -numbered wsrdl 6R elected for two-year (crus. jit, R1,4416tl1, 11161, h. 11193, lanai; 1:7;1,¢¢A90. SII, 511, 518, 526 (797,44611', -GIs; SIA.441:hi-114!1; SSI5,4111i6b1; t T, ;11, ;L'i, 3!1,¢¢5632, 66115, fi626;; C.16, 50.445 ' 419.11,1 1!1.12"; t'S.1, 58, 1?l, 611, ill ia,¢43f3.9, '9 3G1.G1; ('75, 17,4:1711.2; 07GA, ch lit 13,11IJ ' Il.rxrn.l ,a in 12r:n id 376.3 Nunainaliuns. (lmdidnh:. far electirelif ufrirrs must be nunlin:tt'd ns pmridnl in �+y/ :1711:1 to 3761!1 unless In' urdinnnre a city nc�a���J prn'isiolls of rhaptts, id or 45. Iluwever, aIP'" charter city []lay continue to hold partisan eked, ;e pro%id,•d in sevtiou, 43.117 to 4;4.118 nnA J31Ut4 %� I'll. 1:17. Iti1:3,411151i•n21: SS IS,4111541; Cbl. °pr¢ 39,446493. 6.196, 6634. 66:18; C-16, 50,114161± 9 Lil' •Illi LYI, •11l, .119.34' C.,l, 5S, 6.1, CA, 71, -allsO 3Ia16; C75, 77,43761;11 'v u 376:1 ('nndilfnry, sit eligible elector of edq It conte it rmulidate far an elective cit• office bl. ing with lino city clerk a valid Iwdliun rrlucrdef his or her name Ia• pinred on the ballot for tied 4 The Is•litiun mull le filed net men, than fist day., nor less than furl%days 1,•fury the dated ' elrrli'ln, and []mel Ire signed Ip' eligible 00e1e0l4d ,+ III nllnleT In nl It-a,l ilea Ih•rrenl of those WhO . 1 to fill the,n"MITrne urr lit file last n•gularcilyt' 4 q MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES Ii01tIE5 1911 Ll I h al la afat� fr R. 111 bd th H lir K, do the 1 One the r the will afR nab by t TI Vida dent nee, .' T6 on it sign, Th to th, In WE dU g I sec 144 lot" 174! Iy 0 run my lite If( I is It n no db o, u M Art. 11. § 2.04 IOWA CITY CODE large who receive the greatest number of votes cast for Councilmember at large are to serve for terms of four years, and the other Councilmembers arc to serve for terms of two years. Commencing at the next regular City election, and at all subsequent regular City elections, all Councilmembers olecled to fill the positions of those whose terms expire shall be elected for terms of fear ye i.s. Section 2.05. Compensation The Council, by ordinance, shall prescribe the compensation of the Mayor and the other Councilmembers, but an increase in the compensation of the Mayor or other Councilmembers does not become effective during the term in which the in- crease is adopted, and the Council may not adopt such nn ordinance duringthe months of may and December immedintely following a regular City election. Section 2.06. Mayor. �\ A. Immediately following the beginning of the terms of Councilmembers elected at the regular City election, the Council shall meet and elect from among its members the Mayor and Mayor pro tem for a term of two years B. The Mayor is a voting member of the Council, the offi. cial representative of the City, presiding officer of the Council and its policy spokesman. The Mayor shall present to the City no later than February 28, an annual State of the City mes- sage. The Mayor, in the manner provided by State Inv, may sign, veto or take no action on an ordinance, amendment or resolution passed by the Council. C. The Mayor pro tem shall act as Mayor during the ab- sence of the Mayor. Section 2.07. General powers and duties. All pourers of the City are vested in the Council, except as otlwrwise provided by State Into and this Chnrte'. 4 DOCUMFNvr AVAILABLE MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES 110111ES r :.. § 2-17 ( IOWA CITY CODE (1) Council District A: Voting precincts 1, 2, 3, 8, 9, 100 13 and 14. (2) Council District R: Toting precincts 12, 15, 16, 17, 18, 23, 24 and 25. (3) Council District C: Voting precincts 4, 5, 6, 7, 11, 19, 20, 21 and 22..(Ord. No. 75-2770, § ll, 6-17-75) See. 2.18. Compensation. Members of the council, other than the mayor, shall receive the sum of three hundred fifty dollars ($350.00) per month. (Cade 1966, § 2.02.3; Ord. No. 75-2765, § 11, 5-20.75) See. 2.19, Terms. - All elected municipal officers shall take office at noon of the first day of January which is not a Sunday or legal boli - day, following their election. (Code 1966, § 2.02.4) sta a law reference—similar provisions, I.C.A. § 876,2. See. 2.20. Organization meeting. The newly elected council shall meet for the first time on or before noon of the second secular day of January to con- duct an organizational meeting. (Code 1966, § 2.02".5) Sea 2.21. Regular meetings. The time and place for al] regular meetings of the city council shall be set by resolution of the city council. (Code 1966, § 2.02.6) ---- -- --� Sec. 2.22. Special meetings. The procedure for the calling of a special meeting of the city council shall be set by resolution of the city council. Such procedure shall include, but shall not be limited to, who may call such special meeting, what notice is required thereof, and how such notice shall be given to the councilmen members and any other matters determined by the council to be necessary thereto. (Code 1966, § 2.02.7) BEST 180 DOCUMF,NT AVAILA131 r MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES MOIuIS CIVIL-IUVLNILE DIVISION J. Patrick While Firsl Assistant Daniel L. Bray Anne M. Lahey OFFICE OF THE COUNTY P.O. Bo. 2450 326 S. Cllnlon Street Iowa CIt Y, Iowa 52244 319-337.9666 CRIMINAL DIVISION WIIIiam J. Yeller / Krls lin J. HIEha Ralph R. Pallet oo Douglas S. Russ sell Kevin B. Struve JACK W. DOOLEY - County Attorney December 11, 1979 FOR IAMMATE RELEASE Johnson County Attorney Jack W. Dooley today filed a petition in Dis- trict Court in Iowa City against the Iowa City Airport Commission seeking damages from and asking that an injunction be issued against four of the five Iowa City Airport Commission members for alleged violations of Iowa "open meetings" law; Chapter 28A, Code of Iowa. Named in the petition were commission members Richard D. Phipps, Caroline Embree, Jan A. Redick, and Dennis M. Saeugling. The petition states that on May 17 and again on November 15, 1979, the four named coRnission members violated the open meetings statute by, in the first instance, holding a public meeting without the required prior public notice. In the November 15 meeting, the petition charges, the four defen- dants again violated the notice provision of the law by taking substantive actions without first including the subject matter on the tentative agenda. The final charge concerns the commission's November 27, 1979, meeting in which the County Attorney alleges the commission went into closed ses- sion for reasons not allowed by the statute. If found by the Court to have committed the acts charged in the first two divisions, the four members face monetary damages on each of the violations Of from $100 to $500 each plus court costs. An injunction against further violations is asked in the petition's third division. A fifth member of the Airport Commission, Gary Bleckwenn, was not named in the proceedings "since," Dooley said, "Bleckwenn was not present at the time of the first two violations and voted against the closed session at the third meeting." "Complaints from the dews media and a private citizen prompted the investigation which led to today's action," Dooley said. "At the time of the May 15th report of violation," Dooley stated, "First Assistant J. Patrick I%hite and I asked an Attorney General's Opinion concerning interpretation of some parts of the statute. Because of the un- certainty of the law and the time involved in getting the Attorney General's opinion, we stated at that time we would not go forward with court action un- less there were further violations. We believe," he concluded, "that there have been further violations and so have taken this action." MICROFILMED BY JORM MICROLAB CEDAR RAPIDS -DES vola ES