HomeMy WebLinkAbout1975-02-25 Public hearingNOTICE. OF PUBLIC HEARING ���
Re: Mass Transit Capital Grant Application -
I. Notice is hereby given that a public hearing will be held by the City
Council of Iowa City, Iowa, at the Iowa City Civic Center, at 7:30 p.m.
on the 25th day of February,` 1975.
A. Description of Project
This proposed project includes the purchase of twenty (20) new transit coaches,
forty-five passenger capacity each, three of which will be used by the Iowa City
Transit System, and twelve of which will be leased to the University of Iowa for
use in the Cambus transit system," and five to be .used by the Coralville "Transit --
System." Alater phase of the project will include anapplication "for funds to
construct a transit maintenance facility, operations building, and numerous
bus stop shelters of various types and sizes. No specific plans exist for such
construction projects, therefore, location, design, cost estimates, and other
project features will be thesubject of separate public hearing at a.. future "
time.
The transit buses proposed to be purchased will be used to provide public transit
services within the Iowa City metropolitan area.
The estimated cost of the first phase of this project, including only the acqui-
sition of twenty transit buses, is estimated to be $1,275,000, of which the
federal share is expected to be 808 ($1,020,000) and the local share 208 ($255,000).
The local share will be provided approximately as follows: $51,000 from the general
funds of theCity -of Iowa City, $144,000 as a contribution from the University of
Iowa, and $60,000 from the general funds of the City of Coralville.
The approximate cost for the second phase of this project is estimated to be
$1,250,000, of which the federal share is estimated to be 808 ($1,000,000) and
the local share 208 ($250,000). The source of the local share for this unscheduled
second phase has not been specifically. identified, but could be provided in part
by a general obligation bond referendum.
B. Relocation
No persons, families or businesses are anticipated to be displaced by this project.
C. Environment - -
It is estimated that the environmental impact of operating more and newer transit
coaches within the urban area will be positive and beneficial in many respects.
Newer buses will have fewer exhaust emissions than the existing equipment which is
currently being operated by the University of Iowa and the City of Coralville.
Having more transit equipment in regular service should attract more transit
patrons which will reduce automobile usage and its negative impact in terms of
energy consumption, congestion, air pollution, etc. Construction projects anti-
cipated in the second phase have not yet been designated, but any such projects
conceived later would be the subject of a separate public hearing.
Page 2 i
D. Comprehensive Planning
This proposed project is in conformance.with,comprehensive land use and trans-
portation planning in the metropolitan area. The project is coordinated with
- the Transit Advisory Committee of .the .Johnson County Regional .Planning :Com _...
...mission. The project is also under consideration by that agency as theofficial
A-95. Clearinghouse. - - - - -
E. Elderly and Handicapped
Because the elderly and handicapped sub -groups `of`the population have been -
documented to be captive (non -choice) users of mass transit services, frequently
without access to private transportation, this project of expansion and.improve-
ment of local transit services will directly benefit these groups. The needs
of the elderly and handicapped users willbe specifically considered in the - -
utilization of the project equipment. The University of Iowa Cambus transit
system will continue to be available to members -of_ the.. general: public.
II. At the hearing, the City Council will afford an opportunity for interested
persons or agencies to be heard with respect to the social, economic, and environ-
mental aspects of the project___ Interested persons may submit orally or in writing
evidence and recommendations with respect to said project.
III. A copy of the application for a Federal grant for the proposed project, -
together with an environmental analysis, and the transit development plan for the
area, is currently available for public inspection at the City Clerk's office
at the Iowa City Civic Center.
Abbie Stolfus
City Clerk
i
D , P, .\ c- 1
January 29, 1975
blr. Frani: C. llcrri.ngcr, Administrator
Urban %lass Transportation Administration
of Transportat
U.S. llepartmcnt ion
Washington, It. G. 20590
--
Dear Mr. 1-lerringerc
_Transmitted hcrexith :is an application by the City of Iona City
for a Capital Grant under the provi-s_i.ons of- the Urban i`iass Transporta-
and-
tion Act of 1964, as amended, for the purpose of improving and -roject
in transit services in this urban arca. This is a two-stage project
l. first provide diesefor the acquisition of twenty full)
irhich will passenger, l-poworcd transit coaches. A future
equipped fir
second stage :•:i11 include a central transit maintenance facility,
bus stop shelters, and bus stop --:LPf • `ltisc lofltiletprojectludes
detailed information only for the first g
y
is making this application as the le
The Citof 10" City ad agency,
behalf or the City of. Coralvillc'and Lite University of `Iowa,
also on
both of which plan le lease :i portion -of the rolling stock from
I014a City in order to continue and i.mpt'ovc their services in ,the
public transportation system for the legion.
Tile components of this project have been developed directly as a
-result of work cn the area's Transit Development'Program' udy grant
- program, prepared with the assistance of a teciuu.calaStAppendix Tteo.
from UMTA last year, i.s-attached to the application
As you know, transit services in the Iowra City urban areat•reie
remarkably improved in 1971 with the assistance of an aro sl'
grant. Public support and ridership has continued to
that time. We arc very anxious to further improve and expand transit
services in the arca and we arc optimistic about the positiveeffects
Of this new project if it can be approved by umn .
Thank you for your- consideration. If you need additional informa-
tion for this application, please advise us.
very truly yours,-
Edgar Czarnecki, Mayor
c:.e r.o: oa-Po-1B.
-- -- ----
1. State Clearinghouse Idt•nnfier
APPLICATION FOR FEDERAL ASSISTANCE
-
2. Aj,Plieant's APPlication No. (10 be cemplctad by Uh1TA)
PART I
3. Ferlrr.+I Gran: =r AgeocY - - ` - - -
A. Applicant Name
- Daepcjmmaio of Tronspotfotion
- - -
D:+partment Division
- Oryani: aliomd Jeal
Urban Mots T:rnsno,lolion AdlniniztroCron
--
nffir-e of C f. 3,.x•1 •fo
Street Address - P.O. Sov
Adminisn aav• Offirc
Of Lice of Cali -I-al Assistance
Ci.�ri.c_Center —
-
- ----' --
Street Addiec, - N.O. Box
COV County,
1100 Sevonth�i1'C�ty_ 1i_
r[1tY•1 CJ lnh n o: C)1
_.----_
-City - tiintn, Zip Coda
-.. Zi Code
State _ p -
WashinotonI). C. 2�5,
_-I_.
lor:a _- _ _ S2240
—
5. Descriptive :Carne of the Project
MASS TPX:SIT 1?QUTI'MENT PROJECT
G. Federal Cataioq No.
7, Federal Funding Requested
20. 500
S 1,004,400
R.Granb.e T'r:.e _
Stats• Counly,_ X Cdy, Other (Sper.Yfy)
9. Type o1 Application or Request
X Ne•,v Grant• Co nrnur,hon. Su,plament• Other Changes (SPecd Y)
10. Type of Ass stance
?` Gant—Loan—Other ISPneifyl - - - -- - - -
11. Population Directly Benefiting iron, ilia 1'101ect
13. Length of Project - - - - --
55,000
1.2 months
12.Congressinui 061 ict _ -
14 Beginni'q Date -
it. First (Iowa)
MarcIf l , 191, 5
b• _
15. Date of Application
Fi.I- St (Town)
_
1S. The a, pl i'mn car t. hrK Ihal to if,C h. sl of h:C Ivmwladge and belief the deta in this application are true and correct• and that he will eomPlV
with the attached assurances if he rrcenrs thn g,ant.
Typed name - Title
- - Telephone Number
Ed Czarnecki ala lror AREA NUMBER EXT.
IIT CODE
Signature of Authorized Representative - ..
519 3S4 -I800
—' --- Inr I' d IIkn th.ly -
PART III —BUDGET INFORMATION
ova moo. aa.Ro-195
Page i
;
SECTION A — BUDGET SUMMARY
`
r4, ar RevisM 0udgct
Grant Program,
Esumab l Unoblirecd Funds -
-
- Function
- or
F•de•al
j..n-Fads l FrJeial
r:om Federal
- Total
'
N.iivity
GL4og No.
lb)
Federal
Icl
Idl 1^t
Ial
S _
S S 1.104 8n0
S 7 7
• -
LTransit buses
20.500
2.
3.
4. _
S 1 1O1,m40
S 275 210
S 1 .im1,0so
.
5 TOTALS
S
-`
- -
SECTION G — BUDGET CATEGORIES
-
Grant Prn para, F,,mvon or Activity
- -
Totat
-
131
l41
151
6. Object Class Categories
1;1 In
S
---
'
a.Personnei -
-
-
b. Fringe Bond its
•
- r, Travel.
__
1.381.030
d. Eiluipmcnt
1.381 070
- - e. Supplies
(. Contractual
_
g. Construction
h. Other.
i. Total Direct Charges -
-
- I j. Irldircct Charges -
S
S 1,381 050
k. TOTALS -
S i�. ml oso -S_ S
:
S
7. Pronran,Income
PART III — BUDGET INFORh•1ATION
D...... 9
-
SECTIONC-NON-FEDERAL RESOURCES
-
-
-
(al GRANT PROGRAM I (b) APPLICANT (cl STATE
idi OTHER SOURCES
lel TOTALS
a �1ass transit
Buscs s S6,595 5 --
l
Is 219'(115
s 276,210
I
9.
1r,.
t1.
12. TOTALS
s 56,595 s --
s 219.615
s 276 210 -..
-
SECTIOND- FORECASTED CASH NEEDS - - -
(Fiscal 76)
- Total In• Lat Y --F— .1st Onartcr - 2rd O_•artn•
I 311 Ovarte*
- 6th Ovaner'
13. Federal
14. Non -Federal
15. TOTAL
S1,301 "1S S
-fir 276-210
S L-u,!IF S $ _ n
S
-
IS -
S
S -
SECTION E — BUDGET ESTIMATES OF FEDERAL FUNDS NEEDED FOR BALANCE OF THE PROJECT
FUTURE FUNDI,+G
PE RIODS!YEARSI. --
- - -
(a) GRANT PROGRAM
(b) FIRST - -(c) SECOND
'd) THIRD
- lel FOURTH
78.
S S
S
S
17. r -
19. �
-
19.
20. TOTALS
S - - s
Is
is
SECTION F -OTHER BUDGET INFORMIAT1ON -
-
IAnaeh addit,anal Sbecb it Neees,rvf
21. Direct Charges:
-- _
--
22. Indirect Charges:
-
23. Remarks:
- - - -
-
sW.
EXHIl'T A: PROJECT DESCRIPTIO?:
This application pertains to the first stage of a two-stage
project, the first stage including the purchase of rolling stock
only: twenty diesel -powered transit coaches. The second stage,
to be filed later, will. include.c i-ta.n fixed facilities, suchas
a central transit maintenance facility, bus stop shelters, bus
stop signs, and an operations offi.cc. The total cost of these
second -stage facilities is estimated to be approximately $1,200,000 -
although the location and design of such facilities has not been
finally determined.
First -stage elements include:
I. Purchase of three (3) new air-conditioned
diesel -powered transit coaches, 42-45
passengers each, costing approximately
$60,000 per unit $180,000
- -2. Purchase of -seventeen (17) now diesel -
powered transit coaches, -42-45
passengers each, costing approximately
$55,000 per unit
3. Purchase of mobile communications equip-
ment to provide radio contact between
huses and dispatching base stations,
costing approximately $33500 per mobile
runt. Thirty-seven (37) units will be
purchased, equipping the twenty new
- ])uses listed in items 1. and 2, above,
plus the 15 existing -buses and two
service vehicles $129,500
4. Purchase of three Communications Base
Stations; one for the Iowa City Transit
System, one fortheCAAiBUS';Operations
Center, and one for the night dispatch-
ing console_ located at the University
S
Transportation and Security Office;
costing approximately S7,,000 per unit $ 21,000
Purchase of eight (8) registering fare-
boses, costing approximately $1,100
per unit $ 8,000
2
purchase c:f these first -stare elements will. be made -through
competitive bidding in accordance with the established procedures
of the City of Iowa City. Equipment specifications and bidding
procedures will be submi-tied to UMTA for approval. before bidS are
sought, Draft specifications are included in the appendices of
this appl.ication.
The unit cost esti-mates used above are based on recent known
bid awards for comparable equipment.
EXHIBIT P.: PUBLIC TRANSPORTATION s),sTG:4
1. Urban :dans Transit Services
The mass transit system for the Iowa City, urban area is -
comprised of three separate, but coordinated agencies. The two
municipal systems --Iowa City and Coralville--operate radial routes
which converge in the Central Business District -Campus area, p:hereas
the University of Io;aa CAIMBUS system operates a_bi-directional loop
route through the central part of the city. The municipal systems
provide service at low fares--lowa City, 15.1; Coral.ville, 2SQ--
with free intersystem transfers. The CAMBUS system operates at no
fare, with service available to members of the general public. As
such, the configuation of radial routes is augmented by a free and
convenient inner loop of bus service'iri.th very short headways of
six to seven minutes.
Coordination of metropolitan transi.t services, i.n terms of
`areawide scheduLes, route changes, promotion, etc., is accomplished
throngh the Transit Advisory Committee, a committee of the Johnson
County Regional Planning e;onnnission. This committee includes direct
representation of the three transit systems, the Regional Planning -
•3
Commission; and (:itia-ons Advisory Committee. There is also over-
lapping ncmbership with the Comm..ssion policy i�dvisory Committee
conccrnin!i lung -range tnull'i-nodal transportation planning for the
metropole to arca.
IList�ricall,•, ma :s trnnsi.t. services have been provided in .the
JohnsonCountyarea continuous]y since 1920 beginning with street cars,
then cle tree trallcvr' and then gas-po.7crcd buses. Until 1971,
.v'as provided by_privitc companies
transit service In 1.97]., the
City of Towa City,
in response to a planned termination of Private
transit services by the loam City Coach Company, aPPl.ed for and
ass Transportation System
received a federal grant from the Urban ivl
to purchase ttaclve note buses and a transit maintenance facility.
The City of Cor'tivili c initiated its public transit service in 1969.
The University of Iowa, as part of its-pl.an_to reduce dependance on
ity (faculty,
the automobile by members of the University commun
staff, and students) established
the eighteen bus CANIMUS s)'ste
m in
. .January, 1.972._
hree years, there has been a dramatic rise
During the last t
in arear:ide transit ridership due to the combination of expanded
services by all three transit systems. As noted in Section II of
the 'Transit Tlevclopmcnt Program (Appendix 2,
attached) Iowa City's
peak monthly ridership grew from less than 60,000 in January) 1971.,
]974. During to nearly 160,000 in January, b the same period'
per month.
Coralvillc's ridership tripled from 6,000 to nearly 18,000 p
by far the largest passenger
The ilniversity CAMBUS system carries
reachi.tt more than .3.50,000 in October 1974. -
count, g
A more complete dc:;cril,tinn of routes and services l.evcls is
provided in lixhibt \ and Appendix 2•
a
pi.nancia]ly, the metropolitan transit services require a
substantial monetary commitment -from the three sponsoring agencies.
As noted in the Transit Development Program, the two municipalities
alone subsidize transit services at the rate of approximately
six d..l.lars per capita amiunl]y. The Universi.ty system, with no
rider fares, cost:: more than $250,000 annually, with funds coming
from voluntary student fees acrd parking revenues:
Uct;rilcd information concerning trap purpose, origins, and
destinations, Is included in Appendix 2, as well as in previous
submittals to IlA1TA by the Johnson County Regional Planning Commission.
2. I71ter-C.i1v Bu:. Services
Inter -city service is provided by three carriers, Greyhound
Lines, Jefferson L%nes, and Continental Trailways. The inter -city
bus terminal is located in the centra] business district, near the
terminus of the radial. urban transit routes, thus affording reasonably
convenient transfers between the tlao types of systcas. The inter-
city carri.ers do not provide any service For trips within the metro-
politan area.
EXHIBIT C: PROJECT JUSTIFICATION
This project will provide many bencf-its for the urban area.
It is felt that the statuatory requirements of benefit are fulfilled
in that the information herein clearly demonstrates that the equipment
proposed is "necessary for the sound, economic, and desirable develop-
ment" of the urban area. Three types of improvements arc proposed,
and the fonefits are categorized accordingly below.
S
ice
This projcct trill provide three additional buses for the
City of lot•:a City. As noted in the Transit Development program
(Apperdi>: 2, attached) these three buses are Programmed to be
used for new sorvico to an area not now served by mass transit—
tile lVardway Shopping Center and surrounding residential area-
' ding has
plus additional seus o%
rvice to an area where bus
become a chronic prohiem--the Lakeside neigilborhood.
Benefits t.o Tndividual Users:
'Clic present conditions of overcrowding on the Lakeside
Routo result in all unacceptable level of service during
peak hours. In addition to the inability. to attract
more riders during those times, the current level, of
service is a continuing disinconLive_to persons recently
converted from the auto mode to mass transit.
The new service Lo the llardway vicinity has long been
- sought by area residents and businesses. This neighbor-
hood is the only significant residential area irithout
any form of mass transit service. Similarly, the l:`ardway
Sholf-ing Center is the only commerci.al concentration in
the urban area not on a transit route. Obviously this
now service wiLJ provide environmental and economic
- benefit to these users since they will have greater
mobility and reduced dependance on the automobile.
Benefits to the Transit Operating Agencies: -
Thesc improvements will probably have system -wide
beneficial impact due to the fact that the increased
mobility within the specific areas served will increase
transit ridership on the connecting routes of the system.
In addition, the current passenger overcrowding is some-
' - t'J�rtit iltliiiri}+111}; IU -lhf� :rllll.11111isirG, rilUl ].s- �.l.hr'.1y. to reduce
operational safety to minor degree. With additional
buses, schedules can be met more reliably, thus improving
system -wide reliability.
6
Benefits to Lhc Urban Area:
P.ccause of the i;nproved level of service- to Tile areas'
d.ircctly served by the three additional buses, various
comnnulity objectives are ,also served. It i.s a documented
goal of Che agenrics with"'the metropolitan arca to
develop a truly T1,111ti-modal., balanced transportation
system. Specifically, an improved transit, system and
increased ridership AIM continue to foster sound develop -
Ment patterns, such as a concentration of employment,
shopping and cducationai functions ill the central part of
the urban arca- Secondly, the project will result in
reduced auto travel and i-ts,secondary benefits of reduced
energy consumption, less air pollution, and a reduced
demand for more street and auto parking ,facilities.
2. Replacement of Old and Obsolete Equipment
1'liis project will provide seventeen replacement Buses,
substituting new 45-nassenl;er, coaches for the existing fleets of
the CAMBUS and Coral.vitl.e systems.
Benefits In the Individual Users:
'file present conditions of oporati.ng old 'and obsolete
equipment in regular transit service on the CA;IBUS and
Coralville systems results in a significantly lower -than-
optimum service level for the system users. In terms of
both reliability and rider comfort, the present equipment
restricts the level of service which the systems provide.
For users of the Coralville system, the nes: equipment
rill provide greater passenger capacity since the system
currently uses SS -passenger coaches. Tln�s, during pea;
periods, overcror;ding may be reduced.
Benefits to the Transit Operating Agencies:
The new eugipment Will have system -wide beneficial impact
clue to the fact that the more reliable and, therefore, less
i•�p�1n :IVC, 'SC I'V Lt'C (:1111 h�' <1Kltt'CI u'd from these new buses.
The present high cost oC mai.ntcnancc and rcpai.r_Wil-l. be
si.gnifi.cantly reduced. When repair is needed on the new
7
O(Wipment, rcplaccment_parts 111.11 be readily-nvailable,
rather than rebuilt or "017111 ilia] 1zed" pa,Ls fromEqually
old equipment. Addi_ti.onal.ly, a 1o11cr ratio of stand-by
equipment will be need -1, thus reducing the capita] costs
and the storage costs related to cuch stand-by equipment.
Benefits to the Urban Area:
As noted in the previous section, various community objectives
r;il1 be served by the higher level of transit sorvice provided
by this net, equipment, including the secondary effects of
high transit ridership and reduced use of the auto mode.
In particular, air pollution will. be considerably reduced
because the 11011 buses will have "Environmental Improvement
Packages" to curtail diesel exhaust emissions.
3. Radio Communications
This project 1;.11 provide-com""-M ications equipment for the
existing fleet and the new buses in order to more effectively
coordinate transit operations. Each transit vehicle, plus two .
service vehicles, will be equipped for communication through
three base stations operating on a single frequency. One base
station will primarily serve the Iowa City system, and two will
primarily serve the CAIMIMIS system., Coralv:ille buses will. -
communicate through the CAMBUS dispatcher.
B'enefit's to IndiVidUal. Users:
Transit users 1�ill benefit directly -from -the on–board
com-munications capability. In addition to the general value
of better coordination of transit services, system relic-
bility as vietred by the user, could be increased. Examples
would include instances, Whenmechanicalfailure of bus would
n0c0";:;.gate a replacement vehicle from the y,ara;;r; with a
minimal. scheduic disruption. Minor Equipment failures which
I
ing the (I:isp,;Ccilcr could be elilainated 11,01-0 regulally
d1Sj atCi; 71; O. :1 r£placcment b"s- -?,lost1:^,1iGYta}it, m7.SSLd
transCersciuc to late buses could he virtually clilninated,
since a bus approach'411" a transfer point could notify the
other dri-;cr er pa=scngcrs t•rishir_g to transfer. In the
absense of this kind OC Capabi.11t)' it is Comm
on for
some of tl,:e buses to depart on schedule from the central
dU`•'n iOY:n trBR�iCr
)--)int lust a -Y CSti memCnts-before -3..latC-
bus arri.vos t;itil passengers intending to maize a transfer
to one of those routes. passengers experiencing this kind
of problem ire significantly inconvenienced and may be
motivated to revert to regular use of the automobile a5 a
result.
AJ.tl;Ough it occurs less frequently
-than missed transfers,
there are occasions e:hcn access to radio communication
pclr
may directly serve transit riders; ticularly in cases
of sickness or other emergencies when
assistance may need
to be sulllmoncd .
Jlenc.[it to the 'I'ransi.t Operating Agencies:
As noted above, radio coTnlunieations 1:ill facilitate im-
proved maintcnancc of transit vehicles._ i•Sore reliable
reporting OF the first signs of mal.Cunctions could alert
maintenance personnel before serious and more costly
damage t.ould occur. Currently, drivers must fill out
■
■
9
equiF:-cnt rchcrting cards, ci^tailing'the nature of the
suspected difficulty. Because of the time cl Clay and tite
inability to talk directly with the maintenance personne],
malfi.nctiens often do not receive immediate attention.
Also, with r:+tlio contact, drivers-uill be able to report
adverse road:ay conditions at certain locations, particu-
larly in inclement r:eather. As a more general benefit to
- the municipali.ti.cs, drivers will be able to report otter
situ:.tions related to public facilities such as malfunction-
ing traffic si„mals, vandalism, and other miscellaneous
problems.
pith the particular type of radio equipment programmed,
thero will be an additional savings in that ful]-time rr.dio_-
dispatchers will not be needed. The central control panel
will. have the capaty of storing successive calls front
various buses so that calls can be answered in the order in
which they 1•;e1 -e received.
]3enefits to the Urban Area:
Because radio equipment aboard transit buses will generally
afford a higher level of transit service, the entire urban
community v,111 benefit from t}te probable indirect effects
of .increased transit ridership and reduced auto usage.
Another benefit Will be the effect of having more
radio -equipped public employees moving throughout the urban
area, essentially serving as "quasi public safety personnel”
• • 1�
l
to a:^_rt police al
fire depai ner--ts
Miltl thL
�•:her.e:cr necessary, Long-tcria cost savings are cnvosoped'
since r,�orc_]n-v(l;;cti�•c use of cmplo}ccs" time �ai.l.l result
fro,:. radio cor,ar:1.ic tion. Similarl}',
loner long-tern
transit r•.iaintcn�ilice co :t's „ial result in a reduction in the
rVices.
subsid
for transit sc
1
L'ganlea tion - -
The Johnson County Regional Planning_ Commission is responsible
for both eomprchensile and transporLatiMl plan"i.nl; in the county.
l iii?,'. tac rzlst. Scv,'n yeal's, the Commission... has conducted an active
and diversified planning Program. The commission is certified for
comprehensive plann llli as an Areata -de Planning OrPa"i zatloll by the
UniLc,' States DeparL .crit of Housing; and Urban Development. The
recently orl;ani,-cd Multi -county Itia::t Central Iowa Association of
Regional PlAnninn CO wissjolls will be designated as the APO for the
seven -county area. The Regional Planning Commission is composed of
reFr
esentatIves Cron; local units of government, based on proportion
of population, and two-thirds of these representatives arc elected
officials or persoisdirectly responsible, to elected officials.
The Commission is functionally organized with a number of
committees which are each composed of Commission members, citizen
representatives and representatives ofotherlocal boards and
agencies. These committees serve to assure the coordination of all
comprehensive planning, including the transportation sector. As noted
else,:nccre, the Arca 'Transportation Study is served by four committees:
Policy, Technical, Citizens' Advisory, and Transit Advisory. (See,
Figure 1).
2. Comprehensive Planning Program
The major elements of the county -wide comprehensive plan were
initiated in 1965 and 1969. During the first phase of the-com-
prchensive planning program three elements (Land Use, plater
Ro5ources, Parts and open Space) were completed by the planning
1
12.
consaitult and s_aff. MOIL recently, the land use planning efforts
for tl',c urban portion Of tl�c county hale been intCn..11l ed throuch
the Arca Tr::nsportat:i.on Stt;d;, refin.`uls; the earlier regional plan
as l:cll as those for tic cities of Iot,,a City and Coralville. A
1.nnd 11sc Plan -•Or tl'.e- r.Ietropolitan port70ii of the cOuLty
tras adopted by the Con:riission in iiay of 1973. A rural land use
policy study r:as also completed ir. 1973. An initial I!ousii Study
has also been cc,iplctcil.
Tn addi-tion to pl1ysicnl. plan:fir. the Com -mission has pursued
an c.Ktcnsi-vc plannin,l effort ill the Human_ Resources Component,
inch:din cri.min;cl iul-ice planril:*, and social services planning.
Phe commis, -ion also continues to serve a coordinating function for
legislation (state anj fo(jeral) liaison and inter -governmental
- COo2'di1lation through the Central Services eompoller.t of th- Programa
The transportation planning cfforl: of the Regional Planning
Commission in closely coordinated idith other elements of compre-
hensive plannin; in the Johnson County area. All local planning
efforts are fully coordinated with regional studies, and policy
representatives are included in both comprehensive pisnning processes.
3. Transportation I'].nnnin^ and Programiai.ng
At the time the Area Transportation Study was initiated in 1969,
iL ;:as generally believed that mass transit would not play a sig
nificant role i.n the movement- of people_throughtou the study area.:
Thus, the Study Design and Procedure Manual (March, 1970) assumed
that the future modal split between private vcl:icles and transit
would apportion only a minimal nnll,her of trips to transit, and
• 13.
const?uentl.y, tltc needs for street and-]tiglrteay improvements would be
virLual.ly ur,affr.c.t:ed lr: the t onsil system. Therefore, no tech-
nical bode -split aril-ysis rias incorporatedintothe initial study
stuu;: desigt;. The A'I' proses: has ut this point progressed t1irough
the ;;enerat.ion-and assignment of forecasted 199; vehicular trii75 to
the existin;; -plus- committed nctt•:ork. Alternative street and road
netr.nrl;s are presently being delineated for testltl£.
lv'hen the prig. tc transit operator (the Iot.'a City Coach Company)
decided to discontinue service due to falling patronage and neve
nue,, the local ;ovCrnnents authorized Lite Johnson County P09iOnal
Planning CO1:tI111ScioTt to prepare a ;:ass _Transit Technical Study
(September, 1971) in order to analyze transit needs and potentials
andto design a nemlrt
: tblic S`:stem.l This study prepared bl the
Institute of Urban and Regional Research concluded that the Iotra
City area featured a number of attributes Which could enhance the
viability of an extensive transit system in the urban area, in
particular (1) the size and distribution of a student population
with a relatively lot; rate of car ot�ncrship and -(2) the substan-
tial degree of concentrated activity in the Comrerci 1 P,usiness/
Carpus central arca. The concept of subsidy and nominal user fee
(15t) was accepted in the plan.
- lYenneth J. Ducker and James Stoner, final Report, Mass Transit
Technical Study_: Iotea City, September, 1971__ previously submitted
to UA1TA.
14:.
1't11on file nel.; Public transit system was initiated in the fall
Of
1'.'71, undcr the ausi)ices of the City-of Ioc;a Cit;, the ridership
lcrcl:; dramati.calty surpassed the previous exPericnce on the
privately-operated systmn. v.hil.c in 1970, the last fullyearof
Provatc operation, annual ridership had declined to less than half
of a million, by 1972 the net•: system was carrying one and a quarter
million, annually. In a follow-01' study in 1972 the Johnson County -
Regional Plannint Comi'.17.S57.Ot1 dCtC1'rllnCd that -e'eer fifty Percent of
Patrons of the. ncl� s;-stem t:crc ,choice" riders, and i ould other-
t:isc be long -tern: pcu-] crs in the central. areas.
2
Be'vinning i.n January, 1.972, the Ci
ay of Iot•:a City autliori ced
a temporaryc:patision of the net•: transi-L system by leasing five
additional buses to operate during peal\ hours, (four hours per day),
i.nereasi.n; cnpacit-l' to meet the demand• Druing this temporary
expansion period for the winter months, revenue passengers on the
system reached ',000 Per clay.
The Presicient of the University of Iowa has generated and
approved a policy statement hhich established a policy of discourag
the ac:tomobil.e in and around the campus.3
ing rite use of
2Dp
System:: Data Anal sis and Pro,ress
Metropolitan Transit —__n
Report; .Johnson Count} Regional Pianning-Commiss1on, (James Stoner
and Phillip ;kGuire), august, 197z-
Previously submitted to UbiTA.
3"Campus and the Car: A Statement of Policy"; University of
Iorra, January, 1972.
15.
As parr of this Policy f)Togram, the liniversity instituted a campus
shuttle bus system " tli peripheral parking in January, 1972. The
}'t•;ell received, and has re
university transit system has been X'pI
ceivecl :,,tronp colmauni.t}' suPport as demonstrated by increasing
Patrcr.a;'•c. Current ridership is approximately 1,i,Q00 per da}'
y ' he characteristics of Cambus users,
A -recent studanalit:g t
trips, and tine s}stera's impact on the llnivcrsity's pedestrian
camp:,s policy cstimatcct that approximately 1400 auto -yips to and
diverted by C. ,BUS daily.4
from or l.-ithi.n the car -.Pus arca ,.'ere bei;.,
The City of Coral.eille initiated bus service to and from
Iotra Cit;; and ttiithin
COT alville with the establishment of a public
system in 1969. Despite the probl^ins associated withoper.atinS old
,
equi.i-mens, COY
and
been able to increase the level of service
and the volume of ridership. In 19-13, the Coralville system.
around 800 passengers daily
operating three buses, was carrying
a 40 increase over 1972. Further 1'provemC71LS Caere made in 1974
and annual ridersl;ip rose to nearly 180,OOO,.an increase of more
than 30l- over the previous }'car.
Beyond
the dramatic increase in ridership levels, certain
eyond
Policy changes reparding transportation have been adopted or pro
-
Posed t:ithi.n the lost year. First, Part One of the transportation
goals and objectives developed by a sub-commi.ttec of the rochnical
4,,.Fllc Campus Rus and Peripheral Pai'kinv System at the
University of lout", llcpartment of 'Transportation and Security,
15_
Comllitt,t:a ah:: bcc;; adcptcd lh}• that Comlilittec and. the Policy
Co1-:rlittcc of the 1?cgjnlial Planning Commission-5 This statement
x strcn„ en ral concern for, transit services, and the
incl catc_ _
specific go::' that ai.l trips to and from the University of I01aa
�'
caalpt!=
be ac .ompi ished by tite transit mode.
4. •)']'a:1S it '1 C'c (•l nnrt e7: i'. Pro^r;! 7 - -
Due in part to the dramal:ic-increases- in transit ridership in
recent years following syster.I improvements and promotional activities,
the -otcntial for a ;l:ulti-nodal, balanced transportation system in
the i.or:a City urban arca has been recognized. In 1973, an applica
tion :Jas made to the urban Hass Transportation Administration for
assi:atance in a study to determine the requirements and feasibility
of an aggressi>e public-transl}ortation component of the area's
general trarispor.at on systcM. The long-range aspects of transit
planning t•:ere considered generally, however ,pri-r:-ary emphasis rias
placed on the development of a five-year Transit Development Program
Which identifies the capital and operating i.mprovoments to be
implcrlented during the short-term.('
The Transit Development-Prool-am has been rovi.er;ed by the local
imple;ncntin; agencies and adopted by the Transit Advisory Committee-
` and the Johnson County Regional Planning Commission in Decenber 1974.
5"TransPertati.on Goals and Objectives: _i%rea Transportation
Stud; —T vtson County :cgJona P arming Commission; 1:jY�t�ruary, 1973.
Spinal PCI)Ort: Transit Dcvelopmentt Progr.lm for the IoQ Cit
--- T Urban and
prC U il't—•iJ the Iltst7 Lute �;
Col Zvi 1-i r 1 ; , y r; I n Commi sion.
-- nr thq l r (;Uilni; R+:;
Jo lw. ll ,
December, 1974.
17.
c:• dc,00;'andrrn of llndcrstandin,.
Fotlo..ing ansit Development Pro�Tam,
approval of the one Tr
the COMICil5 of 7ot;a Ci.Ly and Coralville, the President of the
nivcrsity of Io�ra, and the Chairporson of the Johnson County,
i'.r-gional Plannir.,; commission cxecuted a Memorandu;l of:
Und-rstandinm for the cont:inucd planning and i.mplcncntation of -
transportation ro1' rams and ir�provc.ments. -This agreement
' � P
dcsigr.ates the Jol;r.sor. County P.ogional Planning Co -,mission as the
arca transport planning pe•ency and the '1'ransi.t Advisory
Cop;mission as tL'e transit coordinating body for the arca.
I 2/24/75 I
CITY OF IOWA CITY
DEPARTMENT- OF FINANCE
ME10RANDUM
To: Members of the City Council
Re: Mass Transit Grant Application
At the Council meeting on February -25, 1975 a public hearing will
be held on the subject oE'a capital grant application with the Urban
Mass Transportation Administration (UAITA), United States Department of
Transportation. This application will be filed by the City of I01 -4a
City on* its own behalf, and also as lead agency on behalf of the
University of Iowa and the City of Coralville: Capital assistance frog
UNITA is being requested in two Farts: (1)forthe initial purchase of
20 forty-five passenger coaches and radio equipment, and (2) for
constructing a transit maintenance facility, an operations office and
training center, and bus shelters.
As lead agency it is proposed that the City enter into a lease
arrangement with the University (12 busses) and the City of Coralville
(S busses) for a period of 20 years in consideration for the prepal^lent
by these agencies of an amount equal to 20% of their respective share
of the purchase of equipment. The form of lease provides that the
University and ti:e City of Coralville will be responsible for all
maintenance on the leased equipment untilsuch time as central maintenance
facilities are available under part (2) of the grant. At that time the
City of Iowa City agrees to provide maintenance on leased equipment
under a separate maintenance agreement with ti:e University and Coralville.
In our opinion the lead agency concept has certain long range
financial implications which the Council should be a0are -of:
1. Recent news accounts indicate that the financial -viability of
both Cambus and the Coralville system may not be as definite
as some would assume. In the event of default on the proposed
long term lease by one or both of these agencies the City
Council could very well be faced with the difficult choice
of either assuming the service now provided by those agencies
or selling the equipment and refunding the federal share to
tmm The first alternative is not financially possible for
tl:e City unless massive State and/or Federal aid for operations
is available. The second would certainly not put Iowa, City
in a favorable position with the Department of Transportation
with regard to future capital grant activity for the City
system.
I
_2-
2. The obligation to provide maintenance on the leased busses
When central facilities are available seems to be a bold
commitment for the City considering the stage at which
current planning exists for long range maintenance of all
City owned equipment. Current and future studies by the
City nay very well demonstratethat total equipment
maintenance systems are not financially in our own best
interests let alone taking on,an,obligation to provide same
for a fleet of SS busses.
It appears from our reading of the TDP, and the current grant
xists, that a significant long range financial
application as it now e
underwriting by the City of Iowa City is being committed to an area -
wide transit system prior to the completion of the Area Transportation
m the
Study. It is our opinion that perhaps additional commitmenellts ffinanced,
University and Coralville to long range plans for viable,
transit systems is in order prior to finalizing that obligation.
J. B. Pugh, Jr.
Director
Department' of Finance
Bus Lease _-
_.
This lease agreement is made this day of 19
by and between the City of Iowa City, Io�4a,hereinafter-called __rTESSOR, and .
The University of Iowa, Iowa City,- Iowa,.. hereinafter called LESSEE_
IA-.-EREAS, the City of Iowa City, as lead agency,: has filed a unified
capital grants application with the Urban btass Transportation Administration,
Department of Transportation on behalf of the City of Iowa City and the
University of Iowa, for capital assistance in purchasing 15 forty-five
passenger buses, and constructing a transit maintenance facility, an operations
office and training center, and bus shelters; and
I.rdEREAS, the University of Iowa desires to lease 12 buses to be used in -
a coordinated bus system in the Iowa city area;
-- - NOW, THEREFORE, for and in consideration for the mutual covenantsand
agreements contained herein, and the performance thereof, the LESSOR hereby
leases and delivers to the LESSEE the property herein described on the following
-. te`ms, covenantsandconditions.
1 Leased.Equipment. The .leased equipment consistsOftwalye_ (12)
forty-five passenger buses, the make and serial numbers as follows;
2. (I:_ _ During the term of th^_ ]roa>'_,.
the leased burro-: shall ba used
1.... tr• u1-portat:i.on of the general public as part of a coordinated _,us
the I )wa Cl.ty a[^1•
3. Term.- The tern of the lease shall be for. twenty
(20) years from
19 through 19
. --Rent. As consideration for the lease of the equipment, LESSEE
agrees to pay (here enter proper amount - 20, match of federal funds - not -
known til bids are in)_
5. Insurance. LESSEE agrees to carry public liability insurance in the
amount of $ - $ - $ $
d--ductible collision insurance; and $ deductible comprehensive
coverage on the leased equipment..
- 6. t•[aintenance. Untilsuchtime as the LESSOR has central maintenance
.facilities available and in operation, LESSEE shall be responsible for all
maintenance on the leased equipment. When central maintenance facilities are
available and in operation, LESSOR will provide maintenance on leased equipment
pursuant to a separate maintenance agreement between LESSOR and LESSEE dated
7. License. LESSEE agrees to provide State of Iowa license plates for
the buses during the teen of the lease. LESSOR agrees to provide LESSEE with
aletter of transfer of the buses for the lease period for the purpose of -
obtaining the state license plates.
INwITaESS CrdEREOF, we have hereunto affixed our signatures on the date
first above written.
LESSEE
LESSOR -
City of Iowa City The University of .Iowa
- fly,
December 10, 1974
Mr. Robert Hilgenberg, Executive Director,
-"'Johnson County Regional PlannincJ Commission
22-1/2 South Dubuque Street
Iowa City,_Iowa 522=0
Dear Mr. Hilgenbarg:
-We wish to apologize for the lateness of this report and sincerely hope
the following evaluation of the three bus operations in the Iowa City
area will assist you in accomplishing your plan for a unified bus system.
EVALUATION OF PRESENT FACILITIES
Coralvi.11e
The three available work bays are much too small with no pits or hoists,
inadequate lighting, and extremely dirty, all of which tends to breed
inefficiencies. Fueling and cleaning facilities are inadcquate. The one
mechanic and two servicemen are doing an exceptional job considering
vahat they have to work with. The buses are used TDH3612s approxi-
mately twenty years old, and in spite of age are giving` good service
with a minimum of road failures. However, the operation of this arse
equipment from facilities now available can only continue the spiraling
operating costs now being experienced:
The purchase of the necessary tools to properly maintain buses cannot
bo justified for the five to ten-bus fleet noxi-in service thus, _much of
the heavy wor;c must be farmed out at premium prices_ The difficulty of
obtaining the necessary replacement parts for buses this age is another
serious problem. Many of the replacement units are obtained ,`.rom the
three buses being junked. -While this solves an immediate problem, the
units used for replacement are as old as the unit being replaced and con-
tributes to short life and excessive labor costs.
It is apparent that more adequate facilities must be provided for Coral=,•illc
if 1hc; hope to cantLnic 10 ln_Ovide depnndoblo sm-Oco to tho communlAy.
p it . Robert llilgenbarg - December 10, 1974
Ti -D, 16 to 18 -year old TDH 4512 buses operat')d here are in exceptionally
g? -ad c<,nditiori. The building is adequate in size'for the present fleet,
b -a- Sloes not allose for any growth. It is clean and apparently well -organ-
ized. -Tsia three full-time mechanics are assisted by sir, mechanic helpars
from the University Work -Study group. The fueling and cleaning is per-
formed in separate facilities shared with the University Department of
Transportation. This work is performed by six'Work-Study students.
The lack of necessary tools to perform efficiently forces the farming out
of some maintenance work, however, the purchase of such tools for this
size operation cannot be justified. =
Iowa City
The Iowa City facilities are adequate in size to accommodate the 15 -bus
fleet now in operation. Its primary use is for storage of the fleet. The
Equipment Service Division (ESD) supplies one mechanic on a full-time
basis to perform running repairs, oil changes, lubrication, etc. Major
repairs are performed at the ESD facilities approximately one mile from
the storage garage. This leads to inefficiencies. The trans,`.er of buses
from one location to another is a waste of manpower. The facilities ara
clean, but tools and manpov✓er would be needed to properly maintain the
buses here.
joint 1.6aintenance Facilities
Many economies could be realized by building maintenance facilities for
the possible 50 combined bus fleet expected in the Iowa City area in the
next five or sir. years. With the purchase of the necessary tools, the
v.ork that is now farmed out could be accomplished in-house. The neces-
sary spare units and new parts could be maintained on the property,
eliminating waiting time and duplication now evident in the three 14cations.
Some areas in which savings could be effected by equipping combined facil-
ities with the necessary tools: -
1. Rebuild engines, transmissions, differentials, etc.
2. Rebuild diesel injectors, fuel pumps, oil.pumps, etc.
3. Ttum hra're drums.
4.. Rebuild starters, generators., and blower motors
5•. \Vel-iing and body repair. -
• DCC -amber 10, 1074 .
I✓,r. Robert 17111genbar4
.,:nt 1jra1n13n1nce Facilities (Continued) done cleaner
t' x"lasher and shed ar_d cleaned.
In addition, the Purchase GOaminutescfou cacti bus
,orfmately ' I50,000 and
-would save app" . ,� -
O would cost al ilns"ar ,✓ould-be
EquiPPing tine maintenance sho. rant,
and the locale shire `•
c,auld be apProved for an .0 1A g
i 30,000. _ approximately
aPProxii proximately $
building work bays, and 4,000
for 50 -bus fleet would require ap
-The mainter_anc� 6,000 square feet for six offices and
-10,000 square feet toilet and locl=er facilities, and
oXimately
for wort. area, storeroom, building would be aP.
ers' room. The cost of X00. a
d30 , local share $60,000- to.the center
$300,000,
location should b� as close area is
is built, tr the Iowa City
building could be within
If such a ossible. The route structure u
-rations as P garage and storage building
Of
op-• a maintenance g dint.
such that th�
_ half miles from the furthermost P Oitai and
,..,o and on. -1 air
on he difference in ca.
r.• Put a dollar fig the facility with regard
It is di�ficult to P to the location of in mind that capital
operating costs in relation , toleep ongoing ex -
while op -rating costs Ore
to the route structure. It is nechile o s 10 minutes twice
time e::Pen_,es , 6 minutes, costs are qne- 2 minutes._ _- volved, can
I,�nSes Therefore, adding
1 �dditionzl mile in
day to each of your runs, Plus tip G
add uh to a ma)
or cost item each year.
The combininS of the City'
s hea•r,, duty equipment andob S r cif his is
Same location and in one building H -
e Same be cOnsfracted so. as -
could be in th.. , est that the building
contemplated we would suggest
oaCate tii_ two operations. side
to se,
ned with bus repair faciliti artsstoreroom.
could be des with P
Thi building e O osite side, engine and
and City hf'a�y equipment on the PP mrnon machine shop,
and o:fices separating the two. �' co" o designed batt✓een the te✓o
would allow many economies, since common
transmission overhaul area could also b..
repair facilities• in utilized.
supervision could be _ o would
s maintenance facilities elders;
staff the combined 1iu ecto ; 2 I:•lechanic Ii
Th manPov✓er to 1 InsP be respo,:-
lass " A" Ivlechanics; NI n. ' 'this cre:v tvo .d
cr „;!s[ oC 3 C {�n�1 1 ULMLS ,,. d SnSocctiOns, - -
r„rv1CGt(tc:��; fu...11nq oillnq , rcli„dt�lo
ilnLinq for tl�rs 35 -40
r:iala ft,r all m;;lntcnanc`=, repairs and p=
clt araag , ctr_. , c:cccC L major body
n,, in tl:e Iov✓a City area
December 10, 1974 '
i;rr. Robert Hil9enberg
Continued)
Dint haintenance Facilities ( a 6V Detroit
Of s to be realized, the cosi of rebuilding
000-$3,000,
oyample o� saving would be aPprorimately $
.Asan e - _ � concern o same engine could b
Diesel Engine by an`OA-sic per-
.Dia parts reauirerrer_t_ The ,1 500. _n same P
depending on rcplacem$1,000-b Generators,
for �pr0}:lmaCely .
prm shoo fo_ a- Engine Injectors, Stariers,
rebuilt in your savings. You
In addition to the money
cent of savings could be realized on Eng
IL 2nerally better results.
Transmissions, Differentials,
for the bus and g
v:ould have less down lubrication and
- ectfons,
sure cannot be done with the
- Regularly scheduled Preventive Ma With I amts resent time.
oil changes could be maintain-d,
,, e.:ist at Iovra City and Cor ould be
the F
:conditions as t._ey o changed, the
6 -000 mile interna s
Regularly schedtiAW preventive maintenance should be at octed and
and at this time oil and all filters (fuel and oil) should b�
fle>, lines, etc. , should be inogr
coach lubricated, v;ater hose,
Pod P. iV Program can all
Strict adherence to a g repairs and clown
replaced, as neces-ary. dollars in major
but eliminate road calls and wave many
time. vrorlc are:
mplish the
Major tools necessary to accoabove in-house
s -acro (7.) flat areas.
1. Two (2) hoists tcvo (2) pits
-
2. Engine stand.
3. Transmission Stand.
d. Valve refacing machine. _
5, Lathe - medium size.
6. Bench grinders
7. Brake drum lathe.
8. Hot tank.
9. I-ligh Pressure Pump-
10.
ump 10. Greasing ..uipment.
11. Injector tester_
I2. Ge.-
nerator test b--nch.
13. Auiomatic washer.
t;yclone cleaner.
15. Ig equipment.
Ir,, f:Zitter7 charier• .
1%. Thr ncce-r•a:y small tools.
ilri:o..0 ably $150,000 anti could 1)., included in th
,•i/: giant ap;�licaU�n.
1`fir. Robert Hilgenbarg
December 10, 1974
E:ts Storage Facilities
Centralized storagC: facilities, located near the center of operations,
i;Quid be necessary to obtain the optimum in economies. Bus storage
should be adjacent to the maintenance bullding and would require ap-
pro,:iirately X60 s:,uare feet of space (92' x 11') for each 40-ft.long bus,
_ and 4C0 quare feet (37' x IV) for each 35 -ft. bus. Crie lane, approxi -
20 by 80 feet should be reserved for the daily foaling, cleaning and
washing operations. Approximately 25",000 square feet would be needed
for servicing and storage for the expected growth to 50 buses in the Iowa
city area in the near future. The cost of constructing such a building
would be approximately $375,000_
Building one storage and maintenance facility for. the Iowa City Metro-
politan Area of operations would minimize dead head miles, allow the
minimum number of maintenance personnel, an efficient spare parts
: inventory and supervision would be simplified.
The combined fleet could justify a tiro rental contract with one of the
major tire manufacturers, which would generate major economies in tire
costs.
Complete operating autonomy could be maintainod by the three divisions
if desired, however, to be assured of the maximum participation in the
federal money available we feel the formation of one Transportation Au-
thority for the entire area is desirable. Operating subsidy of some type
is almost assured, and certainly one medium. sized Authority will be
recognized by UNITA in a better light than three small. operations.
-The construction of centralized facilities would require approximately
2-1/2 a --res of ground or 1 city bloc):. Placement of the storage building
on the plot to assure proper circulation of buses without interference with
other traffic is important. The floor plan or layout of the maintenance
building should be planned to assure the most efficient use of space and
manpower.
In summary, we would like to stress the following points of interest:
1. Centralized maintenance with satellite storage would be
possible but much less efficient ,than one central facility
for all operations.
'f„ Cgntrilll`/,'!l iclCIIiIie!_, With the three divisions keeping their
klenLitle:; is pos:Glblr., hu! 41 JJIIn!iuIl Couuty Trinsporl.;.ltlun
Authority ✓Quid have many advantages.
_ 5 - :_
1\ir. P.abart Hilgenberg December 10, 1974
Bus Storage Facilities (Continued)
3. Cost of building and equipping centralized maintenance -
and storage facilities v.Tould be approximately $900,000
at today's prices; local share approximately $180,000.
.4. One Authority for the area would simplify the necessary
local funding and ease the problem of obtaining UNTa
participation.
5. Combined operations would make available the economies
of bull: purchasing, particularly in fuel, oil, and tires.
6. Combined operations would justify the equipping of
maintenance facilities for complete in-house repairs.
7. Central location would reduce dead head miles.,
If clarification of any part or this report is needed, please feel free to
call me at any time.
Sincerely,
L. C." Huffman
9751- Iffest 85th, Apt. B_
Overland Park, Kansas 66212
Phone - Home: (913) 381-7451
Office: (816} 471-6600
- 6 -
Johnson county
regional- planning commission
-o k _ cora d?(li 0559 cm•rmn
221/2 sa-eh 0,buque slreebO:, iOwo city, 0 52240 (31911351-8556 rover,
TO: Neal Berlin
FROM: Robert Ililgcnberg
RE: Transit: Wass Transit Capital Grant and Planning
Requirements
The purpose of this memo is to update you on the status of the
capital grants application and the associated area transit plan-
ning requirements:
1. UDITA continues to assure us that the funds are
reserved for Phase I of the grant and that they
are ready to expedite their review and approval
of the application as soon as the way is clear.
2. We are also informed that UMTA needs'to be able
to process the application durin March or else
--- it will be shelved or four months during -a --
transition period beginning April l when UMTA
will shift to processing grants under the new
Section IV "formula grant" program of the 1974
act.
3. We have received a call today from Chuck Donald.,
Field Representative, UMTA. The purpose of his
call was to inform us that in order to meet the
schedule outlined above, he will need to make
his write-off on the status of area planning
requirements by March .l. The two requirements
that are not currently fulfilled are:
a. A Transit Development Program approved
by t e Johnson County Regional Planning
Commission and the area transit operating
agencies. The Commission, University,
and Coralville have approved the program.
• The UMTA regional office has accepted the
document -and -will sign -off on this
requirement when Iowa City acts on it.
We have indicated to Mr. Donald that
Iowa City will do so on the 25th of
February.
b, A 14onloi,oIldunl of 1111dUrSGnnding conce'rni:ng
the arrangements for continuing area transit
planning, programming, and coordinating
signed by the Regional Planning Commission,
the Uni.vcrsity, Iowa City, and Coralville.,
z
Last night the Transit Advisory Committee
approved the changes to that -document -pro- --
posed by Iowa City staff. It is anticipated_
that Coral•:i.11e and Iowa: City may act on this
February 25, that the Commission will approve
it the following day, and that the document
may then be signed and executed on February 27.
4. Based on this information, we would propose that the
following actions could be taken by the Iowa City
Councilattheir regular meeting on -the 25 of February
following the public_ hearing:
a. Adopt a resolution indicating the Council's
general approval of the Transit Development
Program. The language in the _attached draft
is an example of that which would be acceptable
to UNITA.
b. Move to concur in and authorize the Mayor to
sign the Memorandum of Understanding.
c. Authorize submission of the capital grant
application,
If it appears that the Council may not be able to act on these
items on the 25th of February, it is important that we discuss
the situation in depth at our meeting Monday.
2/21/75
km
RESOLUTION FOR
TRANSIT DEVELOPi EENT PROGRAM
January -l3— 19-7.5
i'i1iE.RE:\S, the Johnson County Regional Plhnninfi-Conmissi.on has
developed and adoPted_a Transit Development Program for the
area transit systen; and,
14*HFP.EAS, sucij a short-range program is required for federal
assistance in area transit improve?aents; and,
iHERLAS, since 1971 the City of Ioi;a City has continued to
operate and fincncially support a public transportation syster?
?r;?icii is effecti��ely meeting corimunity transportation needs,
THLPEEORE, BE 1T RES01.ED by lite Cit?' of-Io4•ia City that tht-
Transit DCve101?E:Cnt Prcc..i,: for the Iowa City-Coralvillc urban
hrca i.s approved b;• the City Council Of Iona City as a planning:
d GCUP.i i'nt ial'LCi? ?:'111 SCl`YC tG Cncrally guide the short-range
'ir,,prorements in area transit service subject to annual update
.11d fuiurc financial constraints and resources.
March 4, 1975
Johnson County Regional Planning Comm.
Attention: Bob iiiigenberg
22'1 South Dubuque
Iowa City, Iowa 52240
Dear Mr._1ii13enberg:
for each governmental agency
Attached, Please find executed c6pies involved:
1. Resolution Authorizing Execution. of. a Memorandum.
of Understadding with the City of Coralville
2. Resolution Authorizing Filing --of an Application
with the Department of Transportation for a
DGrant under the Urban Mass :Transportation Act of
1964, as Amended
3. Resolution of Approval for Transit Development Prog.
adopted by the Iowa City City Council ,at,their_mceting on
February 25, 1975
tic need one copy of the Resolution of Understanding executed
by the other governmental agencies returned_to,our office. No.
arrangements were made for this detail, so I'm going ahead with
our usual procedures.
Yours very truly, -
Abbie Stolfus,
City Clerk
AS/ht
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