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HomeMy WebLinkAbout1974-02-26 CorrespondenceWILLIAM A. GRAF • J� 717 CLARK STREET --- - - - - - IOWA CITY, IOWA 52240' February 17, 1971: Mayor Edgar R. Czarnecki Mayor of Iowa City Iowa City Civic Center Iowa City, Iowa 52240 Dear Mayor Czarnecki: Can't something be done about the dog situation in this City ? I believe the City has laws concerning dogs, but apparently no attempt is made to enforce the laws! Yesterday afternoon while down -town, I was appalled to see the amount of dog pollution on the sidewalks. This is disgraceful! You may have seen the two recent letter to the Editor of the Iowa City Press Citizen in regard to the dog situation in Iowa City. It is a subject that a great many citizens are concerned with, and it seems to me that we have a right to expect that our City Officials do something about the dogs barking d and ni ht, and the amount of pollution left on our sidewalks and lawns. Last summer I addressed a letter to the City Manager on the subject. (I have enclosed a Xerox of that letter) It appears to me that the situation is worse now, than it was then. It would seem to me that if some publicity were given the laws of the city concerning dogs, that about 90 % of the problem would be corrected.9 because I think the great majority of the people of Iowa City are law abiding. I urge you to do something about the problem. With best wishes, I am, Respectfully yours, ■ Iowa City, Iowa 52210 • Iowa City Council Iowa City Civic Center Bub Iowa City, Iowa 52240 Dear City Council Members: I am a totally blind person and am living at the Mark Four Apartments and I am writing to you to find out if it would be possible for . the people that own the farm house just before you get to the Christ and King Lutheran Church to put..a side walk in, as the blind people have to walk in the street., and the drivers to not pay very close attention to the white cane. I was walking down this particular street andpracticallygot hit, as apparently this particular spot is a blind spot coming over the top of the hill, makin g it hard for the drivers to notice the persons walking on that streetch of land that does not have a sidewalk. I notice that the people here at Mark Four have taken some of the • recidence down to the council meetings, but because they were not blind, there was nothing done about this. I understand why there wasn It , as the sighted can help themselves, but the blind must have sidewalks to walk on if they are expected to get around. ■ this would not be hard, as you could allways think that you would• see agin, but for we who are totally blind and well never see, this is impossible. Help the blind to help themselves, so that we may safely walk down to the bus stop. Please write back and let me know do not put us off. Sincerely, Kathie Ann Henneberry • t y Consider the fact that -if you were blind and tried to walk somewhere that does not have a sidewalks with your eyes closed, for you ■ this would not be hard, as you could allways think that you would• see agin, but for we who are totally blind and well never see, this is impossible. Help the blind to help themselves, so that we may safely walk down to the bus stop. Please write back and let me know do not put us off. Sincerely, Kathie Ann Henneberry • OFFICE OF THE PRESIDENT February 20, 1974 To: Mayor of Iowa City Iowa City, Iowa 52240 Subject: Notice of Revisions to Gas Rate Schedules to be Made Effective March 4, 1974 Notice was given February 5, 1974, that on January 25,;1974,_ we filed with the Iowa State Commerce Commission proposed increases in our gas rates, to become effective March 3,_1974.Pursuant to Commission's order dated January 31, 1974, we have filed interim rates at a lower level than those propos"ed in our January 25, 1974 filing, which interim rates are to be made effective March 4, 1974. Very truly yours, D. R. Stichnoth Vice President and Secretary DRS:nb POST OFFICE BOX 4350 206 EAST SECOND STREET OAVENPORT,,IOWA 67101 9.976.7100 DAVENPORT, IOWA OFFICE OF THE PRESIDENT February 20, 1974 To: Mayor of Iowa City Iowa City, Iowa -52240 Subject: Notice of Revisions to Electric Rate Schedules to be Made Effective March 4, 1974. Notice was given -February 5, 1974, that on January 25, 1974, we filed -with the Iowa State Commerce Commission, proposed increases in our electric rates, to become effective March 3, 1974. Pursuant to Commission's order dated January 31, 1974, we have filed interim rates at a lower_level;_than'::those proposed in our January 25, 1974 filing, which interim;rates'are to be made effective March 4, 1974. Very truly yours, D. R. Stichnoth Vice President and Secretary DRS:nb 319.326-7100 ■ February 15, 1974 To: Iowa City City Council Iowa City Public Library Board of Trustees From: Undersigned Iowa City Public Library Fmployees The cost -of -living during 1973 increased 8.Lr%. Other city employees received a 5% cost -of -living adjustment January 1, 1974; library em-oloyees have received nothing. We are addressing this letter jointly to both bodies because, frankly, at this point we don't know to whom we should appeal. While the library board and the city council argue over how the library budget should have been constructed, the already modest salaries of library employees lag 8.4% behind the annual cost -of - living increase. Because the recent decision by the city council to allow money for increased medical benefits for library employees was not retro- active to January 1, 1974, library employees have already lost a -portion of the medical benefits received by other city employees. We request a cost -of -living adjustment equal to that granted other city employees and retroactive to January 1, 1974• In addition, we request that the increased medical benefits, also, be made retro- active to January 1, 1974• Why must library employees be penalized financially for decisions over which they have no control? We urge you to grant these increases immediately and work out your administrative problems later. 16�7 LAC - %7 el r Ink y V' IOWA CITY. IOWA D. G. FINDLAY VICE PRESIDENT -DISTRICTS February 21, 1974 To The Honorable Mayor, and City Council Civic Center Iowa City, Iowa Attached for your review is a copy of a letter prepared by Mr. C. H. Golliher, of our engineering staff and addressed to Mr. J. V. Roegiers, which summarizes our thoughts on the proposed Noise Ordinance concerning the utility industry and noise measurement. It is our desire that Mr. Golliher's comments be considered in your discussions regarding the proposed ordinance at the public hearing on Tuesday, February 26. DGF:F Attachment Yours truly, D. G. Findlay F oL[P FEnc2 1 1974 ABBt- STOLFUS CITY CLERK JAMES R. TEEPLE 750 GRANT STREET IOWA CITY, IOWA 52240 FEBRUARY 19, 1974 EDGAR R. CZARNECKI 230 WINDSOR DRIVE IOWA CITY, IOWA 52240 DEAR MR. CZARNECKI., ON FEBRUARY 7, 1974 I WAS ISSUED A CITATION NOTICE FOR ILLEGAL STREET STORAGE OF MY CAR, LOCATED AT 750 GRANT STREET IN IOWA CITY. THE CITY ORDINANCE STATES, "NO PERSON SHALL LEAVE ANY VEHICLE UPON ANY STREET, ALLEY OR PUBLIC GROUND AT ANY TIME FOR A PERIOD LONGER THAN 12 HOURS, EXCEPT ON CERTAIN STREETS..." I AM CONTENDING THIS CODE ON THE FOLLOWING POINTS WITH SUPPORTING ARGUMENTS. MY FINAL RECOMMENDATION TO YOU IS THE IMMEDIATE MODIFICATION OF CODE #6.16.9 TO BRING IT IN LINE WITH THE CURRENT FUEL SHORTAGE, ECONOMIC AND CIVIC SITUATIONS WE FACE. I AM A LIFE LONG RESIDENT OF IOWA CITY AND HAVE LIVED AT THE ABOVE ADDRESS FOR TWO YEARS. THERE ARE MANY PEOPLE IN IOWA CITY WHO PARK THEIR CARS IN FRONT OF THEIR RESIDENCES OUT OF NECESSITY, FOR THE SIMPLE LACK OF OFF-STREET PARKING. THE MAJORITY OF THESE PEOPLE ARE COLLEGE STUDENTS LIVING IN APARTMENTS, SUCH AS MYSELF AND MY FAMILY. THERE IS, TO A DEGREE, STEREOTYPING OF THOSE REQUIRED TO PARK ON STREETS TO STUDENTS WHO PARK THEIR CARS ON STREETS FOR THE PURPOSE OF STORAGE. IT SEEMS QUITE EVIDENT THAT MANY CIVIC MINDED STUDENTS AND WORKING CITIZENS ARE BEING HELD IN CONTEMPT FOR THOSE WHO VIOLATE THIS CODE ON PURPOSE. THE BUILDING CODE FOR OUR ZONE, OFF STREET PARKING. SINCE OUR CHANGE, OFF STREET PARKING WAS PROVIDED. R, AS OF 1962 MAKES PROVISIONS APARTMENT WAS BUILT BEFORE THIS NOT A REQUIREMENT AND THEREFORE FOR NOT THE IOWA CITY COUNCIL HAS STRONGLY RECOMMENDED THE USE OF MASS TRANSIT TO AND FROM THE DOWNTOWN AREA. SINCE THE FUEL CRISIS HAS BECOME OF MAJOR CONCERN TO MOST PEOPLE, MYSELF INCLUDED, AND BECAUSE THE PRESIDENT HAS ASKED IN ALL FAITHFULNESS FOR PEOPLE TO CONSERVE FUEL, MY WIFE AND I HAVE UNDERTAKEN A PROGRAM OF VOLUNTARY COMPLIANCE TO HIS AND YOUR WISHES. WE NOW USE MASS TRANSIT DAILY. MY CAR, IN TOWN, RUNS 5.5 TO 7 MILES PER GALLON - AN AVERAGE WEEKLY FUEL CONSUMPTION OF 13 GALLONS, DRIVING BETWEEN GRANT STREET AND THE DOWNTOWN AREA TWICE A DAY AND FOR NECESSARY REASONS. LIKE MANY WE DRIVE OUR CAR FOR NECESSITY AND NOT CONVENIENCE. THIS PAST MONTH WE HAVE DECREASED OUR FUEL CONSUMPTION BY 48% TO 27 GALLONS PER MONTH, WHICH IS LESS THAN THE PROPOSED FUEL RATIONING LIMIT OF 35 GALLONS PER MONTH. 1wm AS YOU CAN SEE, BEING VICTIMS OF AN ANTIQUATED PARKING CODE AND ATTEMPTING TO FOLLOW THE ECONOMY MEASURES YOU HAVE EXPRESSED TO YOUR CONSTITUENTS, WE HAVE THUS BECOME SUBJECT EACH DAY TO A STORAGE VIOLATION. IN ADDITION, EVERY WORKING PERSON WHO PARKS HIS VEHICLE FROM 5:00 P.M., THE TIME HE ARRIVES HOME FROM WORK, UNTIL 8:00 A.M., THE TIME HE LEAVES FOR WORK, IS ALSO IN VIOLATION OF THIS CODE. I ASK YOU IN ALL SINCERITY, IS THIS JUSTIFIABLE IN THE PUBLIC'S BEST INTERESTS? MY RECOMMENDATIONS TO YOU ARE AS FOLLOWS: 1. DO NOT IMPLEMENT A PROPOSED TWENTY-FOUR HOUR CODE, BUT INSTEAD A THIRTY-SIX HOUR ONE. AFTER THIRTY-SIX HOURS ONE CAN BE CERTAIN BEYOND A DOUBT THAT A CAR IS BEING ILLEGALLY STORED. TWENTY-FOUR HOURS IS NEARLY AS BAD AS TWELVE HOURS FOR THOSE WHO USE MASS TRANSIT. 2. REVIEW YOUR OTHER PARKING CODES TO INSURE UNIFORM COORDINATION TO KEEP IN STEP WITH YOUR URBAN RENEWAL GOALS WHICH INCLUDE MASS TRANSIT. IN ACCORDANCE WITH CODE 6.-16.13C, "THE COUNCIL MAY DETERMINE ANY OTHER STANDARDS TO BE IN THE PUBLIC INTEREST..." TO INCLUDE CHANGING EXISTING ONES. IF YOU WILL NOT MODIFY THE CODE TO BECOME MORE COMPATIBLE WITH TODAYS DILEMMA, YOU WILL BE EXHIBITING THE STIGMA LONG ASSOCIATED WITH POLICY MAKERS: INDECISION, WORDINESS, WORTHLESS DEBATE AND NO ACTION. YOU HAVE DEMONSTRATED YOUR FORETHOUGHT THUS FAR BY URBAN RENEWAL AND AN IMPROVED MASS TRANSIT SYSTEM TO MAKE IOWA CITY A MODEL CITY FOR ITS SIZE. DO NOT EXERCISE YOUR HINDTHOUGHT BY FORGETTING OR NOT ACTING ON CODES SUCH AS 6.16.9. THIS WILL INSURE AND INSTILL AN ATMOSPHERE OF FAITH AND APPROVAL AMONG YOUR HARD WORKING, HONEST CITIZENS, CONSTITUENTS AND STUDENTS. I SHALL GREATLY APPRECIATE YOUR REVIEW AND POSITIVE ACTION ON THIS IMPORTANT ISSUE AND SOLICIT A RESPONSE AS TO YOUR FINDINGS. SINCERELY YOURS, AAMM R. "TEEPLE JRT/PT ROBERT D. RAY GOVERNOR Nice of #ITE (5aiiexrtar STATE CAPITOL OES MOINES. IOWA 80319 February 20, 1974 The Honorable Edgar Czarnecki Mayor of Iowa City Iowa City, Iowa 52240 Dear Mayor Czarnecki: The Iowa Community Betterment Program, now in its fourth year, pro- vides incentive for communities to enhance their quality of life with local resources and initiative. The State Office for Planning and Programming, with the cooperation of the Iowa State University Extension Service, will be conducting a series of twelve (12) regional meetings in March to explain the Iowa Community Betterment Program. The purpose of these meetings will be to encourage Iowa communities to participate in this state-wide community improvement program. Enclosed you will find a booklet ment projects undertaken as part programs in Kansas, Nebraska and contained in this booklet serve Iowa is capable of improving its citizen pride and involvement. that explains some of the improve - of state community improvement Iowa. The local success stories as proof that every community in environment and facilities with Please review the enclosed schedule to decide which meeting would be most convenient for you to attend. A member of the Iowa Community Betterment staff will be present at each meeting to explain and answer questions about the Program. When I initiated the Iowa Community Betterment Program in 1970, 1 believed that it would serve as a unique vehicle for encouraging Iowa communities to improve their local conditions without relying on outside assistance. The past three years have confirmed this belief and I hope that your community will choose to participate in 1974. Sin ely, Robert D. Ra Governor RDR:ksl DATE: March 13, 1974 TO: Nancy Seiberling, Project Green FROM: Iowa City City Council RE: Letter from Governor Ray At their regular meeting on February 26, 1974, the Iowa City City Council officially received the attached letter from Governor Robert Ray concerning regional meetings on the Iowa Community Betterment Program.. The Council directed that a copy of the letter be sent to Project Green. I wish to apologize for the long time it has taken to get this memo to you. IOWA COMMUNITY BETTERMENT REGIONAL MEETINGS CITY DATE TIME PLACE Clear Lake March 4 2:00 p.m. Clear Lake City Hall Hampton March 4 7:30 p.m. Coonley Apartments (Hotel) Creston March 5 7:30 p.m. Room 220 Southwestern Community College Fort Dodge March 7 7:30 p.m. Webster County Agricultural Center (New 4-H Building) Highway 169, two miles south of intersection of Highway 169 and Highway 20 Mount Pleasant March 11 7:30 p.m. Nome Economics Room Mt. Pleasant High School Postville March 12 8:00 p.m. Pos'.ville City Hall Oakland March 13 7:30 p.m. Meeting Room Citizens State Bank Spencer March 14 7:30 p.m. Clay National County Bank 126 Grand Des Moines March 18 7:30 p.m. Assembly Room First Floor Iowa Power and Light Company 823 Walnut (enter through west door) Correctionville March 19 7:30 p.m. Basement of Community Building Cedar Rapids March 20 7:30 p.m. Lobby of Joint County School Bldg. (across from Hawkeye Downs) 4401 Sixth Street, Southwest Waterloo March 25 7:30 p.m. Meeting Room Iowa Public Service Company 422 Commercial Street Ottumwa March 26 7:30 p.m. Area Extension Office Second Floor, Flight Building Ottunwa Industrial Airport Five (5) miles north of Ottumwa on Highway 63 KATHRYN KIRSCHBAUM. MAYOR February 21, 1974 Mayor Edgar Czarnecki City Hall Iowa City, Iowa RE: HOUSE FILE 575 to Dear Mayor 'erneckT, - - CITY HALL 82801 - 319 - 326-7701 Proposed amendments to section 362.26, subsections 5 and 7 of the 1973 code of the State of Iowa will deny. Iowa cities the opportunity to provide orderly growth and development and will perpetuate unwise, uncontrolled waste of Iowa's pre- cious farm land: Cities and towns presently have legislation and professional staff to provide for orderly growth and development while most counties do not. It is essential that sufficient land be included within corporate limits to accomo- date predicted growth, provide control and avoid wasteful use of land. It is to- tally impractical to require that all services be provided within five years of an- nexation. Developed land should be provided necessary services, of course, but the cost and practicality of providing these services for undeveloped land would be prohibitive. These amendments would encourage either leap -frog development, substandard, underdesigned development, immediately outside corporate limits, or both. If the intent of the legislation is, indeed, to preserve Iowa's farm land resource, municipal corporations should be allowed to annex large undeveloped areas so they may properly use their tools available to provide growth and development in a logical and orderly fashion. We feel this is a crucial item for urgent at- tention by Iowa cities. Sincerely yours, �C_ `_' / Kathryn Kirschbaum, Mayor KK:wh P.S. We hear the House Cities and Towns Committee will hear this question on February 28, at 4 p.m. Requests to testify should be made to Chairman John Clark. C I T Y February 20, 1974 Honorable Edgar Czarnecki Mayor 410 East Washington, Civic Center Iowa City, Iowa 52240 Dear Mayor Czarnecki: F R A N K L R I ZZO M1I A Y O R As part of our nation's Bicentennial observance, a program has been initiated to plant 10,000 new trees in Philadelphia's Fairmount Parks and 33 satellite parks. Fairmount Park is the oldest and largest city park in our nation, forming a 4,078 acre green wedge in the heart of the city. This re- forestation program is the first since 1876. Within the park, P groves will be planted such as a memorial grove, school children grove, and international, state and city groves. When residents of your city visit Philadelphia during the 200th birthday celebration of the United States, they will be able to see your city's grove of trees - a lasting contribution to the city and to future generations. Trees planted in the "101000 Trees'' program rg am will remain true to original species in the area during William Penn's time. I hope that you will take this opportunity to participate in the Bicentennial and initiate action on the part of your city to be rep- resented in the Grove of Cities. The Grove would be identified with an appropriate plaque. you will be hearing from the 10,000 Trees Committee of the Penn- sylvania Horticultural Society in the near futurej'*th information on how your city can participate in this worth -while" p$oject. FLR:am NOTICE AND PROCLAMATION OF SPECIAL ELECTION PUBLIC NOTICE is hereby given that a special election of the City of Iowa City, Iowa, will be held on the 28th day of March' , 1974, at which election there will be submitted to the voters of said Municipality the proposition of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14, and contracting indebtedness therefor in the amount of not to exceed $6,000,000.00, and issuing bonds for such purpose in the amount of not to exceed $6,000,000.00. The polls will be open from 7:00 o'clock A.M. until 8:00 o'clock P.M., and the polling places will be at the following locations: First Precinct Roosevelt School 724 West Benton Street Second Precinct University Fieldhouse Trophy Concourse Third Precinct Quadrangle Main Lounge Fourth Precinct Lincoln School 300 Teeters Court Fifth Precinct Iowa City Water Plant Madison Street (Bloomington St. entrance) Sixth Precinct Memorial Union East Lobby Seventh Precinct Music Building-Hancher Hall Connecting with Clapp Recital Hall Eighth Precinct West High School 2901 Melrose Ave. Ninth Precinct University Baptist Church 1850 West Benton Tenth Precinct National Guard Amory 925 S. Dubuque Street Eleventh Precinct Courthouse 400 Block So. Clinton St. Twelfth Precinct Grant Wood School Main Hall, 2340 Sycamore Thirteenth Precinct Dunlap's Motor Sales 1911 Keokuk Street -4- AHLERS. GOONEY. DORWEILER. ALLSEE h HAYNIE. LAWYERS. DES MOINES. IOWA Fourteenth Precinct Fifteenth Precinct Sixteenth Precinct Seventeenth Precinct Eighteenth Precinct Nineteenth Precinct Twentieth Precinct Twenty-first Precinct Twenty-second Precinct Twenty-third Precinct Twenty-fourth Precinct Mark Twain School 1355 DeForest S.E. Junior High School 2501 Bradford Drive Robert Lucas School 830 Southlawn Drive Hoover School 2200 E. Court St. Longfellow School 1130 Seymour Avenue Recreation Center 220 South Gilbert St. Central Junior High Gymnasium, 503 E. Market Horace Mann School 521 N. Dodge Street Shimek School 1400 Grissel Place Regina High School Rochester Avenue City High School 1900 Morningside Drive Twenty-fifth Precinct Helen Lemme School 3100 Washington St. The ballot to be used at said election shall be in substantially the following form: (FACE OF BALLOT) OFFICIAL BALLOT (Notice to Voters: For an affirmative vote upon -cross any (x) question submitted upon this ballot, make a mark or a check (V) mark in the square after the word "YES". For a negative vote make a similar mark in the square following the word"NO".) SHALL THE FOLLOWING PUBLIC MEASURE BE ADOPTED? "Shall the City of Iowa City, Iowa, issue its YES general obligation Bonds in the amount of not to exceed $61000,000.00 for the purpose of aiding in the planning, undertaking and carry- ing out an urban renewal project of said City designated as number Iowa R-14?" -5- AHLERS. GOONEY. DORWEILER. ALLBEE & HAYNIE. LAWYERS. DES MOINES. IOWA (On the back of each ballot shall be printed the following:) OFFICIAL BALLOT PUBLIC MEASURE BALLOT SPECIAL ELECTION 1974 IOWA CITY, IOWA PRECINCT NO. POLLING PLACE: ON QUESTION OF aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14, and issuing bonds therefor. (FACSIMILE SIGNATURE) Johnson County Auditor and County Commissioner of Elections Judges of Election Where voting machines are'to be used at said election, the entire public measure proposition shall be printed and displayed prominently in at least two (2) places within the voting precinct, and on the left-hand side inside the curtain of each voting machine, said printing to be in conformity with the provisions of Chapter 49 of the Iowa Code. At which election all of the legal voters of said Municipality are hereby notified to appear at said time and place hereinabove set out'. All voters are also advised as to the requirements of voter registration in order to be eligible to vote at said election. The above Notice and Proclamation of Special Election is given by order of the Council of Iowa City, Iowa, and the County Commissioner of Elections. Dated at Iowa City, Iowa, this day of , 1974. Huaitor of Johnson County, Iowa, and County Commissioner of Elections AHLERS. COONEY, DORWEILER. ALLBEE & HAYNIE,. LAWYERS. DES MOINES. IOWA Section 7. That the County Commissioner of Elections, pursuant to Section 47.2, Code of Iowa, 1973, as amended, is requested to designate the Clerk of said Municipality as a Deputy County Commissioner of Elections, and said Clerk is hereby directed and authorized to assist the Commissioner in administering the election conducted by the Commissioner for said Municipality. Section 8. That the County Commissioner of Elections shall cause to be prepared all such ballots and election registers and other supplies as may be necessary for the proper and legal conduct of said election and the Clerk of said Municipality is hereby authorized and directed to cooperate with said Commissioner of Elections and to do and prepare all of the necessary proceedings in order to make said election legal and valid. Section 9. That the Board of Supervisors of Johnson County, Iowa, shall meet at 9:00 o'clock A.M. on the first Monday after the day of said election and shall open and canvass the tally lists and shall prepare an abstract of said election results pursuant to the provisions of Section 50.24, Code of Iowa, 1973, as amended. Section 10. That the Clerk is hereby directed to file a certified copy of this resolution in the office of the County Commissioner of Elections. PASSED AND APPROVED, this 26th day of February , 1974. ATTEST: -7- AHLERS. GOONEY. DORWEILER. ALLBEE a HAYNIE. LAWYERS. DES MOINES. IOWA TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess Of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for'the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds _in - the -amount -of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME Q �AJ I � � ' l J1n L[.UVi 11'\ILrf14 ADDRESS �'3 2 E C J'5.._. ,/J, � z L- AHLEg6. COON EY. Don WEI LER. ALL"EE 9 HAYN IE. LAW YEH9. DEA MOINES. TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the _provisions of Chapter 408A, Code of -Iowa, 1973, for.the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?11 ?NAME ADDRESS U� eel44 1 r / 6.05 tii J ]pit o V1 j. t 1 eel44 1 r / 6.05 tii YA- AHLER6. GOONEY. DORWVLER. ALL©EE 6 HAYME. LAWYERS. DE's Mo1f1Ea: Iq'ih/A),� •:. ••`� FEB 1^;:t t - YA- AHLER6. GOONEY. DORWVLER. ALL©EE 6 HAYME. LAWYERS. DE's Mo1f1Ea: Iq'ih/A),� •:. ••`� FEB 1^;:t TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA n We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for,the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" CC . -/ Q12 -� AHLER6. GOONEY. DORWGILER. ALLBEE d HAYNIE. LAWYERSGDt-o! A 107N Es: 1OWA- '=✓ COUhITY nU�iiC� ADDRESS j C. L 4L Z2 ^ca L4 {� zy�.n LIL(7 li?GLGrdzuwy� �"� /3/d7771a y (ce cce-c -7`l N> ice•"li.�) J FED 1 "u., Iowa FEB 19 lg, TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE�FITY OF IOWA CITY, IOWA; c We, the undersigned, qualified electors of%Yf�it�1�R of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to'the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, -Iowa, issue its general obligation Bonds in the amount of not to exceed $6',000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" tav✓au+uv /� c �. r NAME/- � t 7 / Ae Z,// /7 zL (l .� / .� � : �, s'•�,y e'er _ ,.: 2 40 ` • F / - (} (� e G ' I B A`ML$Rtt. coONEV. DORWryEILER. ALLd HAYNIE. wW YERS.CEDE?L`OINEs, IOWA �_IJ_�,•� r .J��,�.N� I f'IC (iZ S. is •lv!•-I. �.t �c\. r_•�•� 01�b Z7 111,0 • TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do her6by petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" ox/ NAME �Qal(vd CO)}R, 1,_I l Lc./uc- 7tom. N t 49 ADDRESS �.owcc C.�iTOw�(, 1 �077� V ' 13 'ki AHLERS. COONEY. DORWEILCR. ALLBEE 6 HAYNIE. LAWYERS. DES MOINES. IOWA f pCCLI-�� S41 /`/ % 1,/ 'ki AHLERS. COONEY. DORWEILCR. ALLBEE 6 HAYNIE. LAWYERS. DES MOINES. IOWA f TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office- of Governor at the last general election in said City, o hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit; "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" a. r Son AHLERS. GOONEY. DORWEILER. ALLSEE a HAYNIE• LAWYERS. bEs hlolMEs. IOWA . :o• _0U ­ 1Y ALTHOR TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA we, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to cal' a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following_ proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" NAME ADDRESS f/)a A- 14 All 7/ l fi> 7/17 ice- �� ✓ . FL5 1 AHI1[11G. GOONZY. DOn WZILCIV. Au®ct d HAYNiz. LAWYiRG. DEA M(V"C4.-.IOW^ -� TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City Of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Lowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME !�j1 �j'�t-t_ -�� l�•' Cil is � -l� �,Z. , I //l (�Nl&ezou 0 ADDRESS l , I'a- 6el ( a U 1, s i—cL. P 1 a ra - '?& \) -j-�' ,C4,L l S-1 P/ 7 C/ Johnson Co., lova FEB 19 ?g,,, C0Uh:7.y AUOi for? AHLERS. GOONEY, DORWEILER. ALLOSE 6 HAYNIE. LAWYERS. DER NiOiNEs. IOWA I TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA - We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for.the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME b O�I� ,0 G1 �hlfr Ir 7 ANLERS, GOONEY. OORWEILER. ALL"EE 6 HAYNIE. LAWYERS. DER MOINES. IOWA FEB B ?I't n ADDRESS/ l� A I t. -71 -7 171 - I/--7'� z ,� t D •- Ti 2 -r o -7 a��('� Cr�„p;lY �'.t i fOR L� �C' l� A I t. -71 -7 171 - I/--7'� z ,� t D •- Ti 2 -r o -7 a��('� Cr�„p;lY �'.t i fOR We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do here'6y petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" ADDRESS �LL �u7C�, 13 ya"J�la7 '/�' y �� •= /may/l -,/�X-7 /71 <— 1 //D .�• Cl CfiLl� ��/ s� > v Sf �13,11"TzA �diZ G �ecS _0 z -/V- 61 �f ANLIC"Y. COON.CY. Don WMILQM. ALLI6QG i i4 AVN lit. LAW Vaita. Dc• NiolN ic, iown _ 'i COU%TY '_'i)JOR TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do herdby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for -the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $5,000,000.00 for the purpose of aiding in the planning, undertaking andcarryingout an urban renewal projact of said City designatad as nLria^r `owa R-1011 NAME ADDRESS J -` J -,- ��/ i r 210 ^f�f ' i s ,,ice v ✓r / G- 0'°,. • ' 7 1: J� '% //7�o� '��`-fir..«_ � �� yip. 4 1 AMUCAS. COONILY. 00AWVILiCR. ALLbiC u ri^yN11:. �_MWYiAN. JER MOIN i6. fow� r,OUiyTY AUUiTJR TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" NP.ME ADDRESS = a / , CIA., �c L i FEB 19 AHLft014. COOHILY. 17011W[IL11R. AI.L092 i1 HAVNii• LAW YQ"O. DEG 7J{OINCC. IOWA 'iR FEB 25 1974 TO THE HONORABLE MAYOR AND CITY COUNCff"&� �?ORCITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of -Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general, obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?11 NAME Q��l etch ez� ADDRESS z rT c /h -c )�) A T E_ 7 -2/12-17 AHLERS, COONEY. DORWEILER. ALLBEE d HAYNIE. LAWYERS. DES MOINES. IQWA 10� AHLERS, COONEY. DORWEILER. ALLBEE d HAYNIE. LAWYERS. DES MOINES. IQWA TO THE HONORABLE MAYOR AND IOWA CITY, IOWA FEB 25 1974 _ .j'A rd POUN Y AUDITOR CITY COUNCIL OF THE CITY OF We, the undersigned,'qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governorat the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME oN �5,, �i,atice� X10, �D clr� P- & t ADDRESS 33c) 9/ AHLER6. GOONEY. DORWEILER. ALLSEE b HAYNIE. LAWYERS. DE9 MOINES. IOWA i �r Fe G- Ic77V Fels o f J /I 7q - 2 y2 J I, / q c( I «V7 Lk eQr_ l3� lq 7�_ 'Fo�, t3, P57� �ILED Johnson Co., Iowa FEB 22 1974 TO THE HONORABLE MAYOR AND CITY COUNCIL OF TF�e0`�„_ ) IOWA CITY, IOWA COUNTY. AUDITOR We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" AHLCRO. COONEY. DORWEILER. ALLOSE 6 HAYNIE. LAWYERS. DES MOINES. IOWA 4 TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CIS OF IOWA CITY, IOWA gpuqu Aun.irQR We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for'the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $61000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban _.renewal project of said City designated as :number NAME Ile G,crmQ''ANo t ADDRESS 11007 9,1C- C\ l z. o C�`. PA. D r 7y „2 _ i_�- 7y a-/3-r/y AHLCRG. GOONEY. DOIIWCILCR. ALLBEE & HAYNIE. LAWYERS. Des MOINES. IOWA I TT Johnson Co., Iowa TO THE HONORABLE MAYOR AND CITY COUNCIL OFF�RE'diti'40F IOWA CITY, IOWA ,We, the undersigned, qualified electors of he of Iowa City, Iowa, constituting a number PRU�&*6ftbQR of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME ADD RE SS /y /,��.C��t-c-�-c�c-c( .c•LrL..-.c/u<�t—C_ f � �-`% � ��" "t) � �) , , � L/ Cc. Il t,Cy� JU f � / ,,'" . ,�� j� � /i i � �C�•J�J 15� I //•/� �� yL � �GucL' ���; ice/ ��/y y �J r �; ( �� .,� ��� � ��.�� ►SCG' c�ti � �� ._� �l� ' � � � � � �l C� ji2 , R, LID AHLERI. COO461. DORW EILER. ALL©E£ Bi HAYNIE. �WYER S. DEA MOINES. IOWA� A` Jj ; FEB 22 1974 TO THE HONORABLE MAYOR AND CITY COUNCIL OF THEO&Xr, Ap.q, IOWA CITY, IOWA COCOUNTY.AUDIDI TOR ,We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constitutinga number in excess of two (2) percent of those who voted for the office of - Governor at the last general election in said City, do hereby petition the City Council'of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition -to t)ie,,voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME 'ADDRESS DATE J J e O u tZc.�z 7 L/ Pd f 3a G�< CGzstz-� AHLERS. GOONEY. DORWEILER. ALLREF & HAYNIE. LAWYERS. DES MOINES. ION I♦ 9 TO THE HONORABLE mAYOR AND CITY COUNCIL OF THE CITY O IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the o_«ce G:� Governor at the last general election in said C'ty, co hereby petition the City Council of said City to c_=�_ a special election pursuance to the provisions of C".ap-cer 3 nor the ur ose o� su"-mit n5 408A, Code of Iowa, 197311 P p the following proposition to the voters of t;.e City o� Iowa City, Iowa, to -wit: 11shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount -of not to exceed $6,000,000.00 for the purpose o:: aiding in the planning, undertaking and carrying ouc aM.: of said City designated as urban renewal project T- � _n"1 711 CI NAMLIE1 J0011), ADDRESS 7i 7�� '7- '2 - r ✓VAI P '` TQ Johnson Co., lel.r� FFA - l' COUT:ly AUDI IOR AMLERS. COONEY. DOFiWEILER. ALLSEE C. HAYNIE. LAWYER5. Das .Ni OINES' 10%" � TO THE HONORABLE MAYOR AND IOWA CITY, IOWA , COUNTY AUDITOR CITY -COUNCIL OF THE CITY OF We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess; of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for'the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: NAME N G�LLtto� "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $,6,000,000-00 forthe purpose of aiding in the planning, undertaking and carrying out an urban renewa_1.project of said City designated as number Iowa R-ls?" t ADDRESS 3 0 S .el 3r U / L /y .( i a 3 JJ Ci _P,4&d �2 -12 -9�_ � •/! v LER3. GOONEY. DORWEILER. ALLBEE & AY 'LAW YER4. DES MOINES. IOWA r lohn5 Co" Iowa E E B 25 197' I.• y �;!o!7OR TO THE HONORABLE MAYOR AND CITY COUNCIL OF�fi CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in exceS-s of two (2) percent of those who voted forthe_office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for -the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number.,. Iowa, i( -1y?" NAME ADDRESS 715 17 b �3 y ��C .ALF/��I `D Tow b� 7th V Ily 7)- ��-f���1 n1A Qct O L AHLERS. COONEY. DORWEILER, ALLSEE 6 HAYNIE. LAWYERS. DES MOINES. IOWA Johnson Co., owa FEB 25 1974 TO THE HONORABLE N ,YOR AND CITY COUNCaLWT_DRULVEM CI^Y 0? IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the oftice o:: Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose o� sliym -cting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the -amount ^of not to exceed $6,000,000.00 for the purpose Of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" 1 NAME 1 / I U) �5cvzt> j �I Cie - IL ADDRESS AHLEA5. GOONEY. DORWEILCR. ALLEit & HAYNIE. LAWYERS. DES h4OINES. IOWA I I COUNTY AUDITOR TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: NAME "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an of (A1M City`designated as nuinber�Zowa' R"1`4?"` ...... ADDRESS DATE 16) Y z -22 - 7 1` AHLKR8, COONEY. DOnW1ILEA. ALL13911 i HAYNIE. LAWYI117. DEN MOINCN. IOWA 1 ADDRESS DATE 16) Y z -22 - 7 1` AHLKR8, COONEY. DOnW1ILEA. ALL13911 i HAYNIE. LAWYI117. DEN MOINCN. IOWA w AJ Johnson CO., 10M FEB 25 197-} COUNTY_ AUDITOR TO THE HONORABLE MAYOR AND CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: NAME "Shall the City of Iowa City, Iowa, issue its general obligation Bonds -in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" .ADDRESS DATE /11 N.�^�; r....rr��; (InnW�ll �9: rr 1 w.• w• 11 /'. I111 �: 1.!. Y/ 1.n �. Ir.-+ �'1 ^In ��, i^ •, 1. TO THE HONORABLE MAYOR AND CITY COUNCIL OF 4'-HEI-KDZMYo0F IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?" NAME ADDRESS J ciCl�ems- Q • - ' '�^-�- ��" 7 z z, Lo J� a./ 7 prta, 2PJb� j)ATZ� LJZ��74 AHLEn6. GOONEY, DOnWE1LER. ALLREE 6 HAYNIE. LAWYEn S. OE9 MOINES. IOWA TO THE HONORABLE MAYOR AND CITY COUNCIL IOWA CITY, IOWA OF THENr6IAiVrbl�_ We, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for -the purpose of submitting the following proposition _to -the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as rivnb`^r Ib_14a R-14?" NAMEADDRESS DATE ec 0 11 A111wng. Co1�n•Y. DOn WffII Pn, ^iA.Awr ft IIAYHI•.i LAWY/ne. ova t4um-a, IgwA TO THE HONORABLE MAYOR AND CITY COUN&Lt4d � I0-� TY OF IOWA CITY, IOWA CoUKTY. AUDITOR ,We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" \\ NAME \U Q, . w . , ADDRESS DATE- '? 7 f Ys AHLERe, COONEYI DOnWEILER. ALLREE & HAYNIE. LAWYE119. DEe MOINES, IOY,A 0 cn Zr TO THE HONORABLE MAYOR AND CITY COUNCIJ"FCTV21P tTY OF IOWA CITY, IOWA We, the undersigned, qualified electors of the City of Iowa City, Iowa, constituting a number in excess of two,(2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-147" NAME ADDRESSfJ c..bvp -�G-cc-aw ��l uCz�-tom M 2l (��,ate! C 1� }J !J I7 L �7 Jlc 1j '617 ��t' 61) ?.� � gra 7 �4�:; �:«-_.—✓ Cir' = i-.' ^'C l / LJ1 tv '. 6 L/ / AA ANLER6. GOONEY. Donal EILHR. At. t.e EE & HAYNIE. LAW YEi19. DEA h\OIN E4. IOWA rr ` •.' _ 1 fir. � . , ' % �:`.] , � •-1 �_ �• � �'� / 4. � , 'r' J � + ' +�'/� Aw­ \V / ��. ../r ♦ % 1i tl�>t /•'y�, �.� �� i� Yr 1. :•,�.t � /�'. _ l / 1p�' J , r 1 e lot FEB 25 19-4 V COUNTIX AUDITOq TO THE HONORABLE MAYOR IOWA CITY, IOWA - onnson uo., iowa FEB 25 1974 AND CITY COUNCIL OF TIJEiur�.��L :� we, the undersigned, qualified electors of the City of Iowa Citv, Iowa, constituting a number in excess of two (2) percent of those who voted for the office of Governor at the last general election in said City, do hereby petition the City Council of said City to call a special election pursuant to the provisions of Chapter 408A, Code of Iowa, 1973, for the purpose of submitting the following proposition to the voters of the City of Iowa City, Iowa, to -wit: "Shall the City of Iowa City, Iowa, issue its general obligation Bonds in the amount of not to exceed $6,000,000.00 for the purpose of aiding in the planning, undertaking and carrying out an urban renewal project of said City designated as number Iowa R-14?II GLS; �L.•-cam I- e - ADDRESS a. c� J -o �,jk 15 [.0 CnIA-.- Sfi �7 -17 C—AK EFS. GOONEY. DO WEILE ALL9EE d HAYNIE. LAWYERS DES MOINES. IOWA �`C _`j(L� �[ //"'/�/'r/ S - � r MGo!11iYier,�i t 5 w . rte `- e��IMft30rdlnance I tlzougYittYiat� perhaps tit would Ue beizeficial coni=,ey do ;;you o"vr thoughts oii'the noise;'ordinance as. 1 as ;to o -rex, somen�genera.L>�dffi nts concerning the '1Lty,4'j ndus_try an'1�ngls'e measurement The revisions that •e made,in ;the propas;ed ordinance ans�,iexf;.'a few of the st �orisr whl cli�4 may haveyt come =up, fbutj`; It is still far f rom ng` w'raf, could pe�'considered an acceptab_=1e regulation. y s Pelz'ap's jthe�}bes�t' place to begin is with a section sectionappraisal; of itne;ire�r sed proposed ordir_ance. er,=�s`ome�general comments�willbe ofiexed. 'The, rew signs riri °this section 'are re?na.rkat�le z commendable Many _of�trie a�nbzguoizs terms that would re lea covr,Tdely3, aryzng^Triterpretatiphs.hatie:`been'replaced :concise klanguageF 'Usuallyx;, the statement of purpose s=4the mood $of a xegulatioii�#�=; Thus`,' one ��tould- expect a very ar r.AA exp..l CIt %Tegiilatxgn to follocJ. Such is not the ae as to be zeviclencedSVy(IAtte_r } r s {{ s` AF r tf erha s the most important .ti'on -Ir•� ;,The deft nitrons, ares p p ctzoms rof°'the ,reulations`E�ien vague, ambiguous terns VII be rtoleratecl s d�za1nedf eap icltly in:.the definitions. veaei 'note that tze uterms umia -ur a1, unusual and unnedessary, ch areF used in �slxbsequen, portions_ of the ordinance are - t°°' def ned: peri apFs it ,�toVIUa not aifi cult be= too ` to disce2.�-r LtmayTconsti`tu eZ'an3�unnatar�al noise. Yet, determining .*hat t�nnecessarys;or rurzusual; wo��ldbe, svb�ec,t to varying degrees `intespretattlon: N9r- �-.,i �yY" _; a•?'o-ea +A t_ S U ^y -rip v5 =at',i I may be` ph Ylosophica`1zfor Ya' iuoment, noise �_s define 3 undesirable sotuzd Y Thus'= �innece s'ar�r noise is unnecessary.... aesixab16 T�;n oud7Yet,a. a' zecessry :undesirable sound is stl;ll risidered o,he 'nog �e Thei�� ��re many i�e.:cessary STet uideslrble ands tnat cin =bPeermEde�t,rer naLucal of unnatural. The, andz3=nvolv�3n;Ll�es�sel'ecion5of terminology is obvious. ;would be impo,ssi�e fto�riznlfori�ly enforce a.,regul�tion'tat ntazns wording so5aubjectEAo,f mpldciu mea ing. F - < K ..,- �} 4•l. r `'+Yi 1 <f � � Y- Yt' _.rte _ 5 .} Y 1 l - ,n TO: •; • ^mow" R V. ti_.'' a N >_ `.L .. C-e DATE: March 14, 1974 Johnson County Commission on Environmental Quality FROM: ,Iowa City City Council RE: Noise Ordinance discussion ti At their regular meeting on February 26, 1974, the Iowa City City Council scheduled further discussion of the Noise Ordinance for the March 26th informal session and requested that the Johnson County Commission on Environmental Quality be so notified. The informal session will be at 4 o'clock P.M. • 1:IVIC U NIM.41111 WASIIINOION SI ��c���� vv IOWA CI(Y. IOWA 5'1'l. All r'6' 319.354.1600 February 25, 1974 Mr. Frank C. Herringer, Administrator Urban Mass Transportation Administration Department of Transportation Washington, D. C. 20590 Dear Mr. Herringer: .� MU Attached,please find a preliminary application for a Capital Grant under the provisions of the Urban Mass Transportation Act of 1964, as amended. The purpose of this grant will be to enable the City of Iowa City to both improve and expand the level of mass transit service it is providing to residents of the City and to the adjacent city of University Heights. Subsequent to a review of this preliminary application, we would welcome the opportunity to meet with members of your staff for the purpose of expediting the prepar- ation of a final Capital Grant Application. If you have any questions on any parts of the application, please do not hesitate to contact me. Very truly yours, Ray S. Wells City Manager RSW:sc • PRELIMINARY CAPITAL GRANT APPLICATION Proposed Facilities and Equipment to be Purchased Three 45 -passenger diesel -powered transit coaches equipped with air conditioning, radios, and other essential equipment. One central business district bus shelter: this will include the necessary architectural design work as well as site preparation for the construction of a 1,600 square foot shelter to be located at the focal point of all of the City's transit routes. Four medium bus shelters: to include the design and construction of shelters with an approximate area of 100 square feet and with a maximum design capacity of 25 persons. Fifteen minor shelters: to include an area of approximately 50 square feet and a maximum capacity of 10 to 12 persons. Communications equipment: to include 16 mobile radio units and one base station transmitting facility. Bus garage: to be constructed as a part of a proposed central maintenance service facility for the City of Iowa City. It is estimated that approximately 12,900 square feet of area in this proposed facility will be utilized for the City's transit operation. Covered space at $30 per square foot. Maintenance space. Outside storage. Total cost $500,000 (This amount will be reduced by an amount equaling approximately 2/3 the value of the existing transit building which would be approximately $89,000). Net cost differential Route signage: 500 signs at $50 per sign installed. 01HUFT $135,000 12,000 30,000 16,000 390,000 90,000 20,000 411,000 25,000 _2 - Hoist equipment. Bus washer. • Equipment for existing 45 -passenger buses to include: 12 sun visors Type C injectors for more efficient exhaust emission control Total cost 80% federal share 20% local share The Transportation System $926,600 741,280 185,320 50,000 50,000 M 10,000 The above mentioned facilities and equipment will be for the purpose of both improving and expanding the Iowa City transit operation. The additional vehicles will make it possible to add two additional routes and to thereby provide better coverage for the community. This will also enable the City to alleviate the overcrowding conditions that exist during peak hours on some of the routes at the present time. The existing transit system provides a radial pattern of service to all parts of the community. All routes focus on the central business district of Iowa City in an area which is immediately adjacent to the University of Iowa main campus. The University's campus shuttle bus system and the City of Coralville's transit route also provide service at this same location. There is a Transit Advisory Committee, which is a part of the Johnson County Regional Planning Commission. This Committee is specifically charged with the responsibility of coordinating the operation of all the transit systems serving the area. The proposed bus washing facility will enable the fleet to be maintained in a more efficient manner than is now done. This will appreciably reduce the labor costs involved in cleaning the buses, and will subsequently result in a reduction of the deficit the City presently experiences in operating the system. The City of Iowa City is proposing to put the transit mainte- nance facility into the City's Central Service Facility in order to provide the most efficient utilization of maintenance personnel. Under present conditions, whereby the bus facility is located somewhat more than one mile from the City's maintenance facility, a considerable amount of time is spent moving equipment back and forth from the bus facility to the City's maintenance shop. Benefits of the Proposed Facilities and Equipment The above mentioned facilities and equipment will enable the City to provide a higher level of transit service. This will both enhance the level of service being provided and will also reduce the amount of overcrowding which is presently experienced on some routes during peak hours of operation. In light of the present problems surrounding the availability of gasoline, this will also assist in providing a suitable alternative means of travel for those persons not wanting to utilize private automobiles. Estimated Project Cost Transit coaches. Bus washing facilities. New maintenance facility. Bus stop shelters. Bus stop signs. Hoist and other equipment. Potential for Revenue Financing In that the Iowa City transit system is a deficit operation, the City has provided an operating subsidy from the general fund for the purpose of financing this deficit. Therefore, there is no means of utilizing a -revenue -based financing method for the increased capitalization of the system. Source of Local Share for Federal Grant As mentioned above, there are no surplus revenues available for the purpose of financing any of the proposed capital expenditure. The local twenty percent of the above mentioned costs will most likely come from general tax sources of the City of Iowa City. The City Council will take the necessary measures to provide this local share. The amount will be allocated in the City's operating budget. Efforts to Obtain Private Revenue Financi In that the revenues generated by the system are not adequate to meet operating expenses, no form of private revenue financing is feasible. Area -wide Planning Agency Johnson County Regional Planning Commission 223, S. Dubuque Street Iowa City, Iowa 52240 Director: Mr. Robert Hilgenberg Telephone (319) 351-8556 This Commission presently functions as the area -wide planning organization for the Johnson County -Iowa City area, and has also been designated as the (A-95) area -wide clearing house. A copy of this preliminary application will be forwarded to the Regional Planning Commission for their review and comment. The Regional Planning Commission will take the necessary subsequent actions in order to meet other OMB Circular A-95 review procedures. Transit Development Program (Area -wide) A transit development program was submitted in February, 1973, to the Urban Mass Transportation Administration by the Johnson County Regional Planning Commission. This document, which provided commentary for the three transit systems operating in this area, described the incremental expansion steps which were considered feasible as of that time. This transit development program is now being updated. The up- dating includes: A. Ridership trends and new transportation priorities have resulted in a potential change in the transit needs for the area. Therefore, the level of service provided, including headways, hours of operation, days of operation, and geographic area of coverage are being evaluated. B. A long-range mass transit study, which has received UMTA financial support, is presently being conducted by the Johnson County Regional Planning Commission and its transit consultant. When completed, this study will provide the means to develop a fully integrated transit program. This will be based upon a thorough analysis of many feasible alter- native transit possibilities. C. The original transit development program is presently being updated. This is being done in light of current ridership and economic data for the above mentioned systems. It is anticipated that these revisions will be completed within the next nine months. At that time the area -wide program will be transmitted to the various local transit agencies for their review, comment, and subsequent action. The proposed capital improvements, which are included as a part of this preliminary application, are consistent with both the existing and the transit development program which is presently underway. Standardized equipment specifications are being utilized, where possible, in order to facilitate the highest degree of compatibility for future possible inter- system cooperation. Arrangements for Continuing Public Control A Transit Coordinating Committee, which has representation from all of the local transit agencies, has been formed for the purpose of providing a continuing high level of coordination between the operation of all of the area transit systems. All of the systems are publicly owned and operated. Long- range planning is being provided by the Johnson County Regional Planning Commission. This Planning Commission receives advice from several advisory groups. Each transit agency has member- ship on the Regional Planning Commission as well as on the Transit Advisory Committee. These coordinating procedures have been previously documented to UMTA. Adverse Impact on Transit Empl ees, or Relocation Impact The proposed improvements will not adversely affect any current employment conditions. They may well result in an increase in the number of employees of the transit system. The proposed improvements will not result in the relocation of any families, individuals, businesses, or non-profit organizations. If there is any change in the above, this will be mentioned in the final application. Draft Environmental Analysis A. 02erational Impact The environmental impact of the expansion of the Iowa City transit system will be a positive one. The operation of additional buses will most likely result in a reduction in private automobile usage in the urban area. This should also result in the reduction in the amount of energy consumed. As mentioned previously, additional buses will also result in a greater geographic coverage for the City's transit system. The purchase of radios will enable a higher degree of communication between the various buses in the system. This will also result in a higher level of transit service in that problems relating to street conditions or vehicle breakdown can be made readily known and remedial steps can be initiated more quickly. B. Construction Impact Final determinations have not been made nor have final designs been drafted for the bus shelters and bus stop signs as of this time. Additional information will be gathered prior to the sub- mission of the final Capital Grant Application. This additional information will be included as a part of the final application. Exhibit A, attached, provides information on the monthly revenue passengers since the time of the City take-over of the transit system in September of 1971. This data also depicts both increases and decreases in ridership beginning with the second full year of operation in September, 1972. Exhibit B, attached, is a route map depicting the proposed system for the Iowa City urban area, provided that the requested capital needs are funded. • or CIVIC CENTER, Ito E. WASHINGTON ST. IOWA CITY, IOWA 62240 319.36 -ISM RAYS WEIIS. CITY MANAGIR MAYOR EDGAR CjARNECBI COUNCIIM(MBERS C I T. BRAND) PENNY DAVIDSEN CAROL d.PROSSf 1 PAIRCKWHITE March 12, 19 7,4 Mr. Frank C. Herringer, Administrator Urban Mass Transportation Administration Department of Transportation Washington, D. C. 20590 Dear Mr. Herringer: Attached please find a preliminary application for a Capital Grant under the provisions of the Urban Mass Transportation Act of 1964, as amended. The purpose of this grant will be to enable the City of Iowa City to both improve and expand the level of mass transit service it is providing to residents of the City and to the adjacent city of. University Heights. Subsequent to a review of this preliminary application, we would welcome the opportunity to meet with members of your staff for the purpose of expediting the prepar- ation of a final Capital Grant Application. If you have any questions on any parts of the application, please do not hesitate to contact me. Very truly ours? Ed ar arnecki Mayor EC:sc Proposed Facilities and Equipment to be Purchased Three 45 -passenger diesel -powered transit coaches $141,000 equipped with air conditioning, radios, and other essential equipment. One central business district bus shelter: this 98,000 will include the necessary architectural design work as well as site preparation for the construction of a 11600 square foot shelter to be located at the focal point of all of the City's transit routes. Four medium bus shelters: to include the design 12,000 and construction of shelters with an approximate area of 100 square feet and with a maximum design capacity of 25 persons. Fifteen minor shelters: to include an area of 30,000 approximately 50 square feet and a maximum capacity of 10 to 12 persons. Communications equipment: to include 16 mobile 16,000 radio units and one base station transmitting facility. Bus garage: to be constructed as a part of a $390,000 proposed central maintenance service facility for the City of Iowa City. It is estimated that approximately 12,900 square feet of area in this proposed facility will be utilized for the City's transit operation. Covered space at $30 per square foot Maintenance space Outside storage Total cost Route signage: 500 signs at $50 per sign installed. 90,000 20,000 500,000 25,000 • -2- Hoist equipment 50,000 Bus washer. 501000 Equipment for existing 45 -passenger buses to include: 12 sun visors 600 Type C injectors for more efficient exhaust emission control_ 10,000 Total cost 932,600 80% federal share 746,080 20% local share 186,520 The Transportation System The above mentioned facilities and equipment will be for the purpose of both improving and expanding the Iowa City transit operation. The additional vehicles will make it possible to add two additional routes and to thereby provide better coverage for the community. This will also enable the City to alleviate the overcrowding conditions that exist during peak hours on some of the routes at the present time. The existing transit system provides a radial pattern of service to all parts of the community. All routes focus on the central business district of Iowa City in an area which is immediately adjacent to the University of Iowa main campus. The University's campus shuttle bus system and the City of Coralville's transit route also provide service at this same location. There is a Transit Advisory Committee, which is a part of the Johnson County Regional Planning Commission. This Committee is specifically charged with the responsibility of coordinating the operation of all the transit systems serving the area. The proposed bus washing facility will enable the fleet to be maintained in a more efficient manner than is now done. This will appreciably reduce the labor costs involved in cleaning the buses, and will subsequently result in a reduction of the deficit the City presently experiences in operating the system. The City of Iowa City is proposing to put the transit mainte- nance facility into the City's Central Service Facility in 0 order to provide the most efficient utilization of maintenance personnel. Under present conditions, whereby the bus facility is located somewhat more than one mile from the City's maintenance facility, a considerable amount of time is spent moving equipment back and forth from the bus facility to the City's maintenance shop. Benefits of the Proposed Facilities and Equipment The above mentioned facilities and equipment will enable the City to provide a higher level of transit service. This will both enhance the level of service being provided and will also reduce the amount of overcrowding which is presently experienced on some routes during peak hours of operation. In light of the present problems surrounding the availability of gasoline, this will also assist in providing a suitable alternative means of travel for those persons not wanting to utilize private automobiles. Estimated Project Cost Transit coaches. Bus washing facilities. New maintenance facility. Bus stop shelters. Bus stop signs. Hoist and other equipment. Potential for Revenue Financi $141,000 50,000 S00 ,000 140,000 2S,000 76,600 TOTAL � In that the Iowa City transit system is a deficit operation, the City has provided an operating subsidy from the general fund for the purpose of financing this deficit. Therefore, there is no means of utilizing a revenue -based financing method for the increased capitalization of the system. Source of Local Share for Federal Grant As mentioned above, there are no surplus revenues available for the purpose of financing any of the proposed capital expenditure. The local twenty percent of the above mentioned costs will most likely come from general tax sources of the City of Iowa City. The City Council will take the necessary measures to provide this local share. The amount will be allocated in the City's operating budget. Efforts to Obtain Private Revenue Financing In that the revenues generated by the system are not adequate to meet operating expenses, no form of private revenue financing is feasible. Area -wide Planning Agency Johnson County Regional Planning Commission 22;j S. Dubuque Street Iowa City, Iowa 52240 Director: Mr. Robert Hilgenberg Telephone (319) 351-8556 This Commission presently functions as the area -wide planning organization for the Johnson County -Iowa City area, and has also been designated as the (A-95) area -wide clearing house. A copy of this preliminary application will be forwarded to the Regional Planning Commission for their review and comment. The Regional Planning Commission will take the necessary subsequent actions in order to meet other OMB Circular A-95 review procedures. Transit Development Program (Area -wide) A transit development program was submitted in February, 1973, to the Urban Mass Transportation Administration by the Johnson County Regional Planning Commission. This document, which provided commentary for the three transit systems operating in this area, described the incremental expansion steps which were considered feasible as of that time. This transit development program is now being updated. The up- dating includes: A. Ridership trends and new transportation priorities have resulted in a potential change in the transit needs for the area. Therefore, the level of service provided, including headways, hours of operation, days of operation, and geographic area of coverage are being evaluated. B. A long-range mass transit study, which has received UMTA financial support, is presently being conducted by the Johnson County Regional Planning Commission and its transit consultant. When completed, this study will provide the means to develop a fully integrated transit program. This will be based upon a thorough analysis of many feasible alter- native transit possibilities. C. The original transit development program is presently being updated. This is being done in light of current ridership and economic data for the above mentioned systems. It is anticipated that these revisions will be completed within the next nine months. At that time the area -wide program will be transmitted to the various local transit agencies for their review, comment, and subsequent action. The proposed capital improvements, which are included as a part of this preliminary application, are consistent with both the existing and the transit development program which is presently underway. Standardized equipment specifications are being utilized, where possible, in order to facilitate the highest degree of compatibility for future possible inter- system cooperation. Arrangements for Continuing Public Control A Transit Coordinating Committee, which has representation from all of the local transit agencies, has been formed for the purpose of providing a continuing high level of coordination between the operation of all of -the -area transit systems. All of the systems are publicly owned and operated. Long- range planning is being provided by the Johnson County Regional Planning Commission. This Planning Commission receives advice from several advisory groups. Each transit agency has member- ship on the Regional Planning Commission as well as on the Transit Advisory Committee. These coordinating procedures have been previously documented to UMTA. Adverse Impact on Transit Employees, or Relocation Impact The proposed improvements will not adversely affect any current employment conditions. They may well result in an increase in the number of employees of the transit system. The proposed improvements will not result in the relocation of any families, individuals, businesses, or non-profit organizations. If there is any change in the above, this will be mentioned in the final application. Draft Environmental Analysis A. Operational Impact The environmental impact of the expansion of the Iowa City transit system will be a positive one. The operation of additional buses will most likely result in a reduction in private automobile usage in the urban area. This should also result in the reduction in the amount of energy consumed. As mentioned previously, additional buses will also -6- result in a greater geographic coverage for the City's transit system. The purchase of radios will enable a higher degree of communication between the various buses in the system. This will also result in a higher level of transit service in that problems relating to street conditions or vehicle breakdown can be made readily known and remedial steps can be initiated more quickly. B. Construction Impact Final determinations have not been made nor have final designs been drafted for the bus shelters and bus stop signs as of this time. Additional information will be gathered prior to the sub- mission of the final Capital Grant Application. This additional information will be included as a part of the final application. Exhibit Al attached, provides information on the monthly revenue passengers since the time of the City take-over of the transit system in September of 1971. This data also depicts both increases and decreases in ridership beginning with the second full year of operation in September, 1972. Exhibit B, attached, is a route map depicting the proposed system for the Iowa City urban area, provided that the requested capital needs are funded. f_ -cn �A -Lo Ln N OD Ol r f. N O A co • - O N N %D OD kD w v7 co O O O J vi to w Ln A vt r O On J r W -U). An -cn Ln r w r r vi r I.D - co N r N - - - 01 kD w v7 co O A W - vi to w D0 . r O A A W O r 00 -U). An -cn Ln N W r r r J I.D - W o to w - - • O J O vt W ON rn rn - O w 00 W N O J 00 N 00 dP ro r r r r r r r r N N N O C1 J J 00 O N W N r ,p Iv J tD r J 0) N r a% Ol tai] 00 r r O %D A A �D v, Ln Ln Ou z 0\ r J W to J m %D N N 00 Ut G: N O A w %D O W Ln N N N r `JOU In J dp N + + + + n r r r N r w Ul Ch O t*1 ro r r r r r r r r N N N r J W 00 co r r N N m W J N l0 W v1 d1 O a 1D W U] 00 %D r CO W N J U7 lD Ol Ln 00 z J J N W W Ul W O OD r Ln a G1 vl r A r Ul N W O vl co Ql tD J dp W + 1 + + + + + + + 1 I I x H r r A O .P A W 01 O O 00 ON ll7 N W O n a C) F, r a Ln ro P O %D A N 00 O OD %D W v1 O Ln OD 00 N O A Ln O Ln W W Z r J ro r r r r r r r r N N N O C1 J J 00 O N W N r ,p Iv J tD r J 0) N r a% Ol tai] 00 r r O %D A A �D v, Ln Ln Ou z 0\ r J W to J m %D N N 00 Ut G: N O A w %D O W Ln N N N r `JOU In J dp N + + + + n r r r N r w Ul Ch O t*1 ro r r r r r r r r N N N r J W 00 co r r N N m W J N l0 W v1 d1 O a 1D W U] 00 %D r CO W N J U7 lD Ol Ln 00 z J J N W W Ul W O OD r Ln a G1 vl r A r Ul N W O vl co Ql tD J dp W + 1 + + + + + + + 1 I I x H r r A O .P A W 01 O O 00 ON ll7 N W O n a C) F, r a Ln m P 00 0 lt� w 0 4.0 ro In td z c� t7i r J dP a C) t7 t7l .=--- -.-. TO: CITY COUNCIL FROM: CITY MANAGER The attached information was prepared to assist in the Council's discussion of the Mass Transportation System at its informal meeting of February 26, 1974. In anticipation of some discussion on the immediate expansion of the system to include the proposed Rundell -Mark IV route pair, a statement of expenditure com- parison is included which reflects this expansion using buses that are currently being leased from Ottumwa Transit Lines for the annual twenty -minute peak head- way service. Some relevant assumptions are as follows: 1. The projection reflects the lease and/or purchase of four (4) transit coaches for both a nine-month period ending December 31, 1974, as well as an annual cost comparison. 2. The annual cost comparison has been adjusted to reflect a revision in the equipment replacement schedule made necessary by the substantial increases for new equipment. Further revisions in the replacement schedule will be made with the preparation of the 1975 budget. This comparison also reflects a per mile operating cost adjustment that considers the one-time purchase of the two (2) new coaches reflected in Capital Outlay in 1974. 3. The additional deficit that will be incurred with this expansion will have to be funded out of working balances and is identified as Other Resources for the remainder of 1974. No identification for funding has been made beyond the current year. �Q b ti„ N ti � t N N W tp w �; n n n N n W t - W N _ O, V Vt N � W O N Co y N tD c N m � N w w to � 0 0 0 O 0 N cn O L V/NJ Y � O M r N ,-• �I h H O la � r J M W N r.lcn y W ti•',... V IJ L fD p yn A ~ t_ ^p1 • a-_ 1 y fpnH b 4l �Q b N ti„ N lH W � t N N W tp w �; n n n N n W t - W N _ O, V Vt N � W O N Co y N tD c N m � N w w to � 0 0 0 O 0 N cn O L V/NJ Y � O M r N ,-• �I h H C H m M W N r.lcn y W ti•',... 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Oo O• T Oo L r O mrA.o m O r •O F T 1 1 V 1 1 V Y m y C N Z n O m m w w w w 0 0 0 1 T _ - - - p r w N o m w 0 1 v o O o O O O L r O O O O A m. G-( .O Y Y rZ N N O O O O O O O N O 0 O O O 70 fq Y m Y W A Y Y p H FJ+ IYO b r O O V O O V f10 m� D O O V O O V r U Y U (A 1 1 H O 0 J > Y 0 o O Y vl Y vl a o Y o Y Y A o m m qo 0 0 Ga a tr A v o may-] D '� OI � 0% O b 10 O H r to cn O o ac Z m Y Y N n ip o T jz. w �n �O .. •-� N W VI O• O. O „ y W W O V V OO v v O V v v v i + I + + + + + + + I 1 1 (D in to r r N .P O .P .P a N 00 m 00 Ol Ul N r N O p 00 ►+ r r A : p in :,i rn w o a R. dP Co 0 Co 0 00 W N N %D 00 ko OD Ul .A rf w O J N O O o -11 4p lD OD Ul Ul N w OD O U1 r O 00 Ul N N W 01 J r En (D a G to {n to o w r r � � 0o N H N r r r r r r r r Ol N N N O 01 J J 00 O N w N N w Ul OD r .A N J w r J m N r m m C> .P w Ul Ul W 00 00 r r o %D .A .p Ln U7 Ul Ul co Di H C1 r J w Ul J m k.D N N m Ul N CD .P .P w N O .P. W lD O w Ul N N N r O r 00 (D k ro (D + + + + F•• H (D r r r N r w Ul ON (D p a J V) {n to N W r r r J l0 w o Ul w r r r r r r r r O N N I V r J 00 00 00 r r N N J O U7 w O% w J N lD w Ul m O .A w w m m rn O w OD 00 OD to r O W N J Ul lD of Ul 00 • N J J N w w Ul w O OD r Ul .P O w %D .P. Ul r .A r cn N w o Ul co ON CD J 00 + + I + + + + + + + I 1 1 H r r N .P O .P .P W Ol o O 00 Ol Ul N 00 r r A : p in :,i rn w o a a dP r r X�- Ul 0 Cl C) w O lD r ar I ro U2 t1i z G) tri r J dv -t� C) x z G) tr1 ROUTE % ROCHESTER 6.0 MALL 12.3 HAWKEYE 16.8 N. DUBUQUE 4.6 MANVILLE 9.0 E. COLLEGE 12.4 W. BENTON 9.4 TOWNCREST 12.0 N. DODGE 6.7 LAKESIDE 10.9 ANNUAL TOTAL: DAILY AVERAGE: 1,303,824 4,250 RIDERSHIP DAILY' AVERAGE _78,200 255 160,300 522 219,000 713 59,900 195 117,300 382 161,700 527 122,500 399 156,400 510 87,300 285 142,100 463 MEMORANDUM DATE: January 21, 1974 TO: Ray S. Wells FROM: Dennis R. Kraft, 4Director, Department of Community Devel and Steve Morris, Acting Transit Superintendent RE. Comments on letter written to the City Council by Della Grizel and filed with the City Clerk on January 15, 1974 In the cover letter it is stated that "some of the newer Council members may wonder why so many citizens have been unhappy with the operation of the bus system". I would initially dispute this point, in that a majority of the citizens of Iowa City do not appear to be unhappy with the City's operation of the bus system. From past observations, there appeared to be a much, greater degree of disenchantment when the bus system was under private operation than under City operation. This opinion is substantiated in part on the assumption that there is a positive correlation between bus ridership and satisfaction with the transit system. One general comment relating to the letter is that there appears to be a dichotomy in the interest between elderly riders and working and student riders. Apparently the elderly riders are most concerned about close geographic proximity between their places of residence and the bus route and are less concerned about time, whereas persons going either to work or to school are more concerned about time and are less concerned about having to walk an extra block or two in order to ride the bus. In that Ms. Grizel is an elderly rider, her frequent comments about route location becomes more understandable. This is also a criticism the Staff has heard many times in the past. This is illustrated in this letter where Ms. Grizel states that Mr. Pappas "favored giving a part of the people double service and part of them 'nothing'". She also states that some of the iniquities were promptly corrected by the Council and that some -of -these corrections stay corrected whereas -some were not corrected at all. I believe this reflects somewhat of an unfair bias against the City Staff in that virtually all substantive changes which have occurred in the transit operation were done with the knowledge, if not the consent, of the City Council. The following responses are prefaced with page numbers and specific points which are mentioned in Ms. Grizel's letter. 7 Page 1, #1. North Dodge route. The major reason that this route is a loop route is that both Dodge and Governor Streets are one-way streets. Also, the street system in that part of Iowa City is characterized by -a fair _number of discontinuities in terms of the street system itself. Another reason for the scheduled layover at the end of the North Dodge route is that the other end of this route (the Lakeside route) is a very long route. The reason for scheduling layovers is that during peak travel times and times of inclement weather, this allows the bus to once again get back on schedule instead of consistently getting further and further behind. A point which is mentioned here will be periodically applicable to various points mentioned in this letter: i.e. at the time the initial routes were established in 1971, it was recognized that quite possibly some adjustments would have to be made based upon the experience that thesystemencountered. There- fore, merely because persons contacted the Council and voiced either disapproval (or approval), as was sometimes the case,) does not mean that mistakes were made in laying out the bus routes. Obviously, when the City got into the bus business, established three new routes, and made other route re -alignments, it was realized that certain individual travel patterns would be affected and that some of these people would in turn make comments to the City. It is indicated here that under private ownership, the bus traveled on two sides of the Towncrest Medical Center and that once the City took the system over, there was no bus on either side. At the time the Towncrest route was established, the bus ran along Muscatine Avenue (American Legion Road) within one block of the Towncrest Medical Center. At this time the City also expanded service to the growing residential area which is in and around Village Green. This route decision was based upon the opinion that it was more important to serve the residential area east of Towncrest than it was to run buses through the Towncrest Medical Center in both northerly and southerly directions. it is true that subsequently the bus was rerouted to once again run through the Towncrest Medical Center. Page 2, #3. Once again, as was pointed out earlier, if a loop route were to be initiated (as is referred to as a "short-cut" route) this would in turn double the travel time for some persons who would be living on the route. This once again gets into the question of persons riding the bus in order to save time vs. persons most interested in close geographic proximity of routes to their places of residence. Statistics which were gathered on this route both during the time the private operator was running the system and during last year yield interesting information. During the month of October, 1969 the Rundell route carried 7,536 passengers. During October, 1973 the Towncrest route (the new name for the Rundell route) carried approximately 13,100 persons on what Ms. Grizel describes as the "crazy time schedule". It would appear from these statistics that although there are some persons who are not happy with the new routing, nevertheless the ridership on this route has nearly doubled. This would seem to indicate that many more people are happier with the new alignment rather than, as is stated in the letter, disenchanted with the new routing. Page 4. It is stated that on May 2, 1972, without the consent or apparently previous knowledge of the Council, the Town - crest bus was once again routed to travel outbound and inbound over the same route. It is my understanding that at the time the "experiment" was initiated in November, 1971, it was decided that this would be done for a trial period of time (approximately six months, I believe) and that within that time an analysis would be prepared, and a determination made as to the most desirable route alignment. After the data was analyzed, it was decided that the original routing which was in effect prior to November, 1971 was more desirable in that it served a greater number of people in a more efficient manner. Page 4. Comments relative to the Towncrest bus not being on schedule during the winter of 1972-1973 -- there are no definitive records indicating the number of times the bus was or was not on schedule. Obviously, in some instances, the bus was running behind schedule. The major factor responsible for this was the great amount of construction activity which occurred in and around the University medical complex. This activity included the closing of various streets and the rerouting of traffic as well as the normal congestion that typically accompanies construction projects. The Towncrest bus is connected with the West Benton route and the latter mentioned route traverses the medical campus. Page 4. It is alleged that on April 2, 1973 that, without the consent of the Council, the buses were once again scheduled to run on "crazy time". The major reason for this was that, as of this date, the twenty -minute peak time headway was eliminated on all routes and the normal April through December time schedules were once again adhered to. Another comment on "crazy time"; the thirty-five minute headways which were initiated were done so in order to allow the bus to run on schedule. During the thirty-five minute headways, the Town - crest bus left downtown at 5:10. This was a convenient time • for those persons who ended work at 5:00. In response to the comment that "Mr. Pappas had to change the spacing from thirty to thirty-five minutes in order to 'make it legal'", I believe Mr. Ray S. Wells January 21, 1974 • Page 4 it is recognized that there is no question of legality or illegality in any of the routings or headways that are discussed in this letter. Page 4. Point #5 on this page indicates that with bus trips running at a thirty-five minute headway during the rush hour, there is one less trip each weekday. This is true, however, in that it was not possible for the buses to remain on schedule at thirty minutes, it seems much more realistic to provide a reliable thirty-five minute service than to provide an unreliable and unpredictable thirty -minute service. Page 6. It is indicated on this page that the people of Muscatine Avenue once again petitioned the Council to run the bus over the "short-cut route" after the opening of the new bridge on Ralston Creek as it had been done the previous 33 years. It must be understood that during the past 33 years there has been a very significant amount of residential growth in this area, and that the shape of Iowa City and the borders of urbanization were much closer to the central business district 33 years ago than they are now. As the City grows it will dictate necessary changes in transit routings in order to accommodate this growth. Page 6. In response to the comments as to whether many bus drivers tried their "level best" to persuade Mr. Pappas to permit them to change the bus routes, it is conceivable that some drivers would have spoken to the Transit Superintendent on this subject. In many instances probably, drivers prefer to drive routes that are easier than other routes, however, the prime objective of the transit system is to serve the greatest number of residents of Iowa City, not to provide the easiest route for the drivers to drive. Page 6, point #4. This comment relates to the routing of the Mall route. It is stated that the bus route initially went south on Keokuk Street and then eastward on Highland Avenue, then circled through the Sycamore Mall and then went back along the same route. The major reason for not running the bus on Kirkwood and Lower Muscatine Avenue is that this is near the edge of the service area for this bus. The Rock Island Railroad tracks are within a block of Lower Muscatine along much of this alignment and provide a definitive "edge" to the service area for this bus. By running the bus down Highland Avenue, it provides a much better level of service for this particular area. The commentary on page 7 relative to this once again is another indication of an attempt made • to determine whether the routing along Lower Muscatine would, in fact, be more desirable. After having done this for a period of time and after having analyzed the results, it was 0 • Mr. Ray S. .Wells. January 21, 1974 Page 5 decided that the routing along Highland was more desirable, _ and that it served a greater number of people in a more efficient manner. Page 7. In response to the comments on bus service to the Bon Aire Trailer Court, as of this time no definite route alignment has been determined. The letter also speaks to the point that there was a promise made relative to the specific routing for the bus which will serve this area. As of this time, I am aware of no final decision having been made as to a route alignment to serve the Bon Aire Trailer Court. During the past three years, many different route alignments were drafted on maps and discussed with the City Council and with various members of the City Staff. Also, during many of these Council discussions, many of the possible route alignments were made known to the public. Quite possibly, there has been some misunderstanding which has arisen from these discussions. Page 8, point #5. It is alleged that the private operator provided a high level of service ontheWest Benton route and that once the City took over the service, the level of service was depreciated. This statement appears to be inaccurate. In conversations with the operator of the Iowa City Coach Company, he indicated that the West Benton route was not a "good route" for transit in Iowa City. After experimenting with this on a "full-day" basis, Mr. Negus decided to provide only morning and afternoon service, and to eliminate service during the middle of the day because of low ridership figures. During October of 1969, the West Benton route carried approximately 4,475 passengers. That same route during October, 1973 carried approximately 13,000 passengers. This route, which was one of Mr. Negus' most marginal routes, is now a well patronized route. In this particular instance, I believe the response of the patrons on this route speak for their acceptance of its present alignment. Page 8. Detailed comments relative to the ability of Mr. Pappas vs. the Negus family in laying out and operating a bus system will not be made. Obviously, there is a great difference between running a profit motivated bus system and running a not-for-profit bus system which is designed to provide the highest level of service to the greatest number of residents in Iowa City. I believe the dramatic increase in the ridership figures speak quite adequately on this subject. There can be no valid analogy made between Iowa City and San Francisco relative to transit. 0 0 Mr. Ray S. Wells January 21, 1974 Page 6 While it is realized that some residents of Iowa City do have some criticism of the bus system as it is now beinq operated, we are of the opinion that the overwhelming number of City residents prefer the present system to that system which was in operation immediately previous to the City assuming control. This can be most ably demonstrated by the dramatic increase in ridership since the system has been operated under public control. For example, there was a 265% increase in transit ridership in 1973 over the last year of service provided by the private operator in 1970. These statistics appear to indicate a much higher level of support for the transit sytem, not a greater degree of dissatisfaction. DRK:sc TRANSPORTATION: Where the billions for buses and trains should really go Making mass transit work 74 BUSINESS NECK. F ro "y IG, 191 0 1 U F t1 Ai For years, environmentalists, muni ci- ways, and commuter rail lines have been losing at a 4% to 6% pal officials, and urban experts have ar- passengers since 1950, the final tabulation for gued that improved mass transit is one -associated rate 1973 shows a modest 1.4% gain—the answer to the automobile ills that have been plaguing our first increase in ridership in recent Helped by federal financing, society: congestion, pollution, resource decay of the central city. memory. hefty fare reductions in a number of depletion, and Now, rather suddenly, the energy crisis cities, new services, and fear about has added new force to their argu- gasoline shortages, many transit sys- have been able to hang onto old ments. As President Nixon told the na- tems and attract new ones. (The tion last week, "We have become in- conscious of the effect of our passengers cost has been high -operating deficits I creasingly transportation systems on the environ- jumped more than 5070 between 1971 to $680 a ment. We must now give equal atten- and 1973, -million year. Despite this relatively favorable tion to the need for energy conserva- showing (mass transit is still dropping tion." Backing Nixon's words, the Adminis- as a percent of total trips), many econ- tration this week sent to Congress a omists and transportation experts are dubious that soaring energy costs and new Unified Transportation Assistanee It will some $16-bit- greater federal transit financing will Program. provide lion over the next six years, including produce any substantial shift to public $2.5 -billion in the coming year. About transportation in the foreseeable fu - "Those who expect Americans to $12 -billion of this money will come ture. break dramatically with their lifestyles from reshuffling existing programs, but UTAH does include some significant are whistling in the dark," says John increase for public transit. In fiscal Meyer, president of the National_ Bu - Economic Research. Martin 1975, for example, the government's for reau of Wold, professor of transportation sys- capital assistance program mass transit will jump 40%, from $1 -billion, tem planning at Carnegie-Mellon Uni- "There it will climb another $100 -million versity, is even more emphatic: and in each of the two following years. In will be a lot of sound and fury, but addition, the program will seek to in- very, very little change." Extrapolating from studies of consu- crease the amount of highway money local can elect to mer behavior, a number of experts que- that communities spend instead on mass transit improve- ried by BUSINESS WEEK make the fol- from $800 -million to $1.1 -billion. lowing points: ments UTAr will work like this: Federal ■ Higher gasoline prices by themselves funds will go to states and cities on the are unlikely to spur many drivers to basis of population. For the first time, switch to mass transit for work trips. the localities can use up to half of what ■ While an absolute shortage of gaso- they get for operating subsidies to line and the imposition of rationing in struggling transit systems. They can may result in a noticeable rise the demand for transportation (as also choose to use it for subways, buses, public has already occurred in some shortage - or even highways. As the flow of federal funds quick- plagued areas), most riders would prob- ens, communities that have been ably return to their autos once the queasy about financing the expansion shortage has eased. a Two the major trends in public of mass transit are likely to approve bond issues and tax measures that they of transportation -the construction of formerly turned down. "The pend- new rail systems and the movement free transit or drastically re - ulum," declares Albert Engelken, direc- toward information at the American duced fares—may be of dubious eco - tor of Transit Assn., "is finally beginning to nomic wisdom in terms of costs and benefits secured. Instead, the stress swing in the right direction." Engelken's enthusiasm seems borne should be on more extensive bus sys- out by mass transit's performance last tems and on improved mass transit year. Although the nation's buses, sub- service in terms of travel times, fre- 74 BUSINESS NECK. F ro "y IG, 191 0 1 U F t1 Ai • uene c of service, and more convenient the apparently unshakable grip of I Y collection and distribution points.;; the automobile on Americans' tmagina- ■ The optimal strategy for promoting tions and pocketbooks.'One measure of mass transit patronage (and more ra this stranglehold is the extent to which tional use of the auto) is a multifaceted changes in the cost of auto usage in - approach: the application of a range of fluence demand. Economists call this economic incentives and disincentives the price elasticity of demand. And a (tolls, parking fees, etc.) to influence number of studies regarding the effect auto use, combined with the develop- of price hikes on car travel all point to meat of public transportation that can the same conclusion: Automotive de - compete with the service character- mand is relatively inelastic; it takes a istics of the automobile. very large increase in price to produce Behind the experts' skepticism re- a meaningful drop in demand. gardint; a major shift to mass transit e unassailable auto w colkre or less constant. Moreover, problems such as pollution and conges- tion are likely to he mitigated." Although many social critics regard Americans' passion for cars as an irra- tional affair, economists point out that consumers know exactly what they are doing. Given the dispersion of resi- dences, shopping centers, and job loca- tions, there is no feasible alternative for many auto trips. Even where public transportation exists, the automobile offers unique service characteristics. These include not merely speed and economy but comfort, privacy, schedule frequency, flexibility, and such in - Economists estimate the short-term tangible qualities as status, a feeling; mand elasticity for gasoline, for ex- of power, and sheer pleasure (a Univer- tple, at roughly -.2, which means sity of Michigan Research Center Sur- at a 10% rise in the gas pump price vey some years ago turned up the not spires a mere 2% drop in consump- surprising finding that most car own - in. To be sure, auto travel in recent ers actually enjoy driving). "Choosing onths has been down more than to travel by car rather than public ight be expected if one applies this transit is not much different than rmula to recent price hikes. But this choosing to cat in a restaurant rather spears to be the result of several than a cafeteria," observes Wohl. her factors: 55 -mph speed limits, gas- The choice is even more clear-cut if as Sundays, actual shortages in many cafeteria service has been getting eas, and public attention focused on worse. For the past 20 years, the na- e energy crisis. tion's public transportation system has Auto usage seems similarly unres- been caught in a vicious cycle of rising msive to parking charges. In 1970, for costs, fare hikes, declining ridership, :ample, San Francisco imposed a 25% and service cutbacks. And though this tx on all nonmetered commercial process has been halted or reversed in irking in the city (the tax was low some cities in recent years with the -ed to 10% in 1972). According to help of federal funds and greater local amian Kulash, an expert at the Ur - an Institute, the hefty tax caused a hitt from long-term parking to reaper short-term parking and cut ga- ige revenues but had no noticeable npact on traffic flows. One reason that gasoline prices and arking charges have such a small im- act is that they represent only a small art of a car owner's expenses. The iggest bite comes from such fixed osts as depreciation and insurance. 2oreover, the average commuter -trip sixorseven miles, requiring only a Tallon of gasoline for a round trip. You could double gasoline prices with- out significantly affecting commu- ,ation patterns," says Wohl. Nhat are the choices? Over the long run, of course, the de - nand elasticities for gasoline are prob- ibly considerably higher. But John Meyer points out that this doesn't ne =essarily mean a change in travel pat- terns. "The obvious answer is smaller .ars with greater mileage," he says. "By shifting to small cars, people will be able to retain most of the conve- nience of auto travel while keeping Spacial rush-hour lanes for buses, like this one heading Into Manhattan from New Jersey, are one mass -transit Ides that's working In many cities. support, mass transit remains to a sorry state in most areas. Indeed, one of the ironies of the present situation is that the specter of shortages and gasoline rationing is en- couraging people to use mass transit at a time when its amenities and capacity to absorb them are limited. The Ad- ministration has indicated that gaso- line rationing, if it comes, will vary ac- cording to the level of public transit in a given area, with people in cities like New York, Boston and Chicago getting 20`6 less gas for coupons than those in Los Angeles, Dallas and Detroit. Yet the American Transit Assn. estimates that the nation's public transit systems on average can now accommodate 15% more passengers during the peak hours, which is equivalent to just 5% of those who travel to work by car. More- over, in many cases the extra patron- age will mean more crowding, stand- ing, and general discomfort than transportation experts deem wise. "A lot of people will discover just how lousy public transportation can be," predicts one observer, "and once the shortages ease, they will be only too happy to climb back into their cars and pay higher gasoline prices." Loosening the auto's grip All this does not mean that mass transit is a lost cause. Rather, it sug- aeCINESSWEEV. tn1,1Ud PV 11, I414 rs - Looking for the mfoo la a is fola that.wlll attract people. out of tv automobiles _ • ....., gests that its expansion is a far more cate around them, experts are dubious. 15¢, a 621h% cut. Michael Kemp of the difficult task than most people imagine. "Since World War II," says Martin Urban Institute's Transportation Stud - The automobile is not likely to lose its dominant role in American life, though it will undoubtedly evolve into a smaller, less commodious vehicle than the gleaming gas -guzzling behemoths of today.The best that can be hoped for, say many observers, is to lessen Americans' dependence on their cars, to achieve a modest but significant shift to public transportation, and at the same time to reduce the social costs associated with automobile use. But this cannot happen overnight, and it will require more than just the massive infusion of federal funds. "The an- .9wer," says Wohl;' is to offer people the kind of service they need and want." What that service should be is under debate. In his book, Ride Free, Drive Free, W. H. O'Connell points out that transit engineers consider population density a basic yardstick in justifying a rail transit system. Using an arbi- trary figure of 8,000 people a square mile, he concludes that there are 26 cities in the U. S "whose population density may be sufficient to warrant serious contemplation of an off-street rapid transit system." Of these 26, eight already have such systems, and three more—Atlanta, Bal- timore and Washington are digging them or have plans approved. More than a dozen other cities—including Honolulu, Denver, Baltimore and Roch- ester—are considering similar net- works. It is not difficult to understand the attraction of new rail systems.- They Wohl, "Boston has increased its transit rail mileage by 40%, but ridership has dropped over 30% and is still falling." One reason for cities' new love affair with rail systems is the fact that the billion -dollar -a -year federal largesse for mass transit has thus far been available only for capital improve- ments. And building a new rail system can soak up a lot more federal money than adding new buses. "By providing money only for capital improvements," says Columbia Univer- sity_economist William Vickrey, "the government has run the risk of encour- aging a misallocation of resources, of stimulating the construction of rail fa- cilities that turn out to be white ele- phants." In fact, economist John Kain of Harvard University has calculated that the annual interest costs on the rail system that Atlanta is building could cover the cost of boosting bus ser- vice in the city by 50% and cutting the bus fare to zero. Thus, rather than construct huge ex- pensive new rail lines, many experts opt for expanded bus service. "It is cheaper, more quickly instituted, more flexible, and probably less polluting and more energy conserving," says John Meyer. Perhaps most important, bus routes can be easily modified to an- swer the shifting travel needs of the population. Less than one-fifth of the work trips in the 10 largest metropoli- tan areas outside New York City, for example, are currently made from the suburbs to the central business district. not only have the highest potential passenger capacity—between 40,000 The reduced fare and 70,000 riders an hour—but their bil- lion -dollar construction (paid mainly Another popular idea that draws fire out of federal funds) can bolster a local from economists is the gambit of slash - economy and create a focus for civic ing fares or providing free transit to pride. attract riders. Several cities such as Many observers, like Wohl, question, Seattle and Birmingham are experi- however, whether there are more than menting with free public transit in a few areas that have the high residen- downtown areas, and others such as tial and workplace densities to justify Atlanta have cut fares substantially. the expense, particularly where new While some officials argue that dras- rights-of-way have to be established tically reduced fares will pull people and union pressures bar cost-cutting out of automobiles, the evidence is automation. Los Angeles, for example, hardly conclusive. Numerous studies which will vote on a subway proposal indicate that transit fare elasticities this year, ranks a lowly 21st among are fairly small -that it takes a very U. S. cities in population density. In- large fare cut to stimulate any signifi- deed, only two mass transit systems in cant rise in demand. Moreover, the new the country, those of New York and riders are not all refugees from the au - Chicago, carry peak loads that ap- tomobile. When the city of Rome ex- proach the much -vaunted capacity of perimented with free transit in 1972, rail transit. for example, it found that ridership While some observers claim that jumped but that most of the new pas - rapid transit lines will eventually sengers were former pedestrians. Traf- create the densities and demand that fic congestion was unaffected. would justify their construction—by Atlanta is another case in point. In inducing people and companies to relo- 1972 the city rolled back bus fares to 76 BUSINESS WEEK_ FoMumy 16, 1974 _ - tes Group reports that passenger traf- fic jumped about 20%as a result of the cut, and research suggests that per- haps 40% of the added bus riders would formerly have used cars. The cost to Atlanta in terms of transit income for- gone, says Kemp, was at least $3 for each car trip removed from the road. What particularly galls many econo- mists about the low -fare strategy is that virtually every study of transit fare and service changes indicates that demand elasticities are significantly greater for service improvements—that is, ridership is more sensitive to changes in levels of service than to changes in fare. Riders appear partic- ularly responsive to reductions in door- to-door travel times. Thus, a study by Charles River Associates, a Cambridge (Mass.) consulting firm, suggests that the reduction in auto trips that free transit would be expected to produce in Boston could be achieved at a fraction of the cost simply by offering more ex- tensive and convenient routes. Although most economists are dubious about wholesale fare cuts, many do advocate fare reductions in off-peak hours. For one thing, price elasticities during these periods appear greater than during rush hours. For another, as many as 20% of the riders in the rush hours are on shopping trips or errands that could be diverted to other times with some price incentives. Because the equipment and personnel needs of a transit system are geared to its peak usage, a smoothing of the peaks could result in tangible savings to the system. Moreover, since the cost of carrying additional riders during the non -peak hours is very low, fares could be set at rather modest levels. A number of cities have experimented with reduced fares in off-peak hours, including Louisville and Boston. Economist William Vickrey also ad- vocates using incentive pricing to pro- mote efficient use of highways and divert some drivers to public trans- portation. Since the social costs of auto traffic, such as pollution and conges- tion, are very high during rush hours, he would impose higher tolls during these periods. At present, he notes, the bridges and tunnels running into Man- hattan actually work in the opposite di- rection. By providing suburbanites with lower-cost commuter tickets, they encourage the very congestion that ur- banologists lament. Service is the key Pricing is clearly one strategy that can influence travel habits, promoting iRAHSPOfn A710N efficient use of both highways . and The subway is _operated by the city's years' service. Many of the most skilled transit modes and stimulating a shift Transit :Authority, which; in turn is a people, including key maintenance per - to public transportation. But econo- wing of the monster of all public trans- sonnet, took advantage of this option, mists warn that such a strategy will be portation agencies: the New York Met- leaving the TA with extraordinary costs •most effective when public transit pro- ropolitan Transportation Authority. for training their replacements in the vides a viable alternative to auto The MTA also runs the problem -ridden next few years. Still earlier, before the travel. "You can raise highway tolls, Long Island RR, a fistful of publicly MTA took over and began plowing huge but good service—comfortable, owned bus systems, and commuter ser- sums of capital into the subway ays- frequent, and fast—is what will get vice on several railroads. On an aver- tem, management had tried to hold people out of their cars and into buses age weekday, the MTA carries more fares down by curtailing maintenance. and trains," says Ronald Kirby of the than 7.8 -million riders on nearly 9,000 These factors combined to undermine a Urban Institute. trains and 81,000 bus trips. But its la- good record of operational safety and As the following six case histories bor costs for its approximately 60,E °nToda ptheesutway service is slowly suggest, achieving that goal is a formi- employees are equally staggering. i y dable but not impossible task. While The Transit Authority alone, run- improving, though it is hard to see the older cities such as New York and Chi- ning the subways and elevated and shiny new cars under the graffiti. A cago face substantial obstacles in ex- many bus lines laid out $602.4 -million new subway line on Second Avenue has panding and upgrading mass transit, for wages and benefits in 1972. Total finally been started to relieve the pres- and the success of San Francisco's new revenues that year came to only $525.3- sure on the city's oldest and least ex - Bay Area Rapid Transit system re- million. The situation is not improving. pandable line, the one under Lexington mains uncertain, the examples of In the current fiscal year, ending in Avenue. And a new tunnel is being dug Philadelphia, Denver, and Toronto in- June, the TA is budgeting salaries and under the East River to bring com- dicate what can be accomplished when wages alone at 96.8% of total estimated touters from Queens and Nassau transportation provides high- revenues. When fringe benefits are Counties into Manhattan by both sub - public quality service. ■ thrown in, labor costs come to 126.29'0 of way and Long Island RR. estimated revenues. New York: A mountain Fares have been increased time after Chicago: Getting down of staggering deficits time, always with a loss of passengers to Coordinated planning gg g if not total revenue. Obviously, there is t i In the cold light of statistics, the New York City subway performs a hercu- lean task. Each day, the country's larg- est subway system hauls 3.9 -million passengers around 232 mi. of routes. But few subway riders look at it sta- tistically. Instead they see only the ris- ing fares, declining service, filthy sta- tions, and they worry about the all too common assaults and robberies in the trains and stations. In sum, New York's subway is the country's con- spicuous example of the crushing diffi- culties of providing quality public transportation in a socially and finan- cially plagued metropolitan area. i Data: New York City Transit TRANSPOAIAT1oN a limit to fare increases it the sys em s to serve the poorer people. Yet the TA has an accumulated deficit of $519 -mil- lion on the books, a loss of $152 -million for fiscal 1972 before a special credit, and worse losses inevitable for fiscal 1973 and 1974. So the present 35¢ fare is in deep trouble without federal help, on the order of $200 -million a year. Meanwhile, the MTA aifd its TA are fighting a prolonged battle to improve service and perhaps recapture their lost customers. The transit system suffered a great blow in 1966 when, after a brief strike in Mayor John V. Lindsay's first weeks in office, workers won the right to retire at a high pension after 20 Chicago's public transportation, de- spite some of the most ancient equip- ment in the country, has long been re- garded as among the country's best. The subways, elevated trains, and buses of the Chicago Transit Author- ity, plus six private commuter rail lines and 16 suburban bus lines, transport one million passengers around the area daily. About 45% of the workers pour- ing into the downtown Loop area ar- rive and depart on public trans- portation. Users, despite grumbling, generally give the system high marks. The buses are usually too crowded." says a secretary climbing off one at the John Hancock Center, "but they run every three minutes and that's terrific. I have lived in Los Angeles and Hous- ton, and believe me, transportation here is fantastic." i Still, the system's commuter rail- roads show an annual deficit of about $6 -million. And the transit authority is in worse shape. A Regional Trans- portation Authority is up for vote on Mar. 19. But even if the RTA is ap- proved and takes over mass trans- portation, the CTA will need $58 -million in federal funding to make up its loss. The system got into this mess be- cause the area has suffered from a serious lack of coordinated transit planning. The state has been notor- iously slow on rate increases needed to meet higher costs. And the city has spent millions on expressways to make car travel more appealing. Also, the CTA has had to pay its own way ever since its founding in 1947. Until 1970, revenues from fareboxes paid for operating expenses and pro - BUSINESS WEEK February 16. 1974 77 • re Denver'so ular.buss stem'< P P y vided $200 -million to buy new capital equipment. And the CTA was able to substantially retire long-term debt. But beginning in 1971, the authority got caught in a squeeze caused by higher labor costs and fewer riders, even with city and state subsidies of $80 -million since 1971. To meet a budget that will creep past $245 -million this year, the CTA has raised fares. From 1956 through 1964, the base fare stayed at 25¢. But the fare went up, to 45¢ in mid -1970, and higher zone fares were inaugurated in the suburbs, ranging up to 85t. But this chased riders, and between 1964 and 1973, their numbers declined nearly 20% (although they have gone up 5% since the gas shortages hit in January). The six rail commuter lines are in a somewhat better condition. Formation of mass transit districts has paved the way for their obtaining funds to im- prove and modernize equipment. They are largely shut off from operating sub- sidies. But riders have increased 7% to 10% in the past four months. ■ Denver: Buses are back in style "A conveyor belt for losers" was how one Denver Metro Transit official de- scribed the privately owned city bus system before voters in 1970 approved a public takeover. Schedules were met haphazardly, buses were dull and dirty, and the bus company had reduced runs and raised fares to make up for an ex- odus of riders, who were deserting the buses at an alarming rate of 15% a year. Nov all that has changed. Passen- gers are sped from suburb to office on new white, blue, and green express buses and whisked around the down- town area on minibuses called Darts (fare:10t). There are specialrates for the elderly and for students, and buses meet more frequent schedules with easy regularity. Denverites are discov- ering that riding the bus is not only the socially conscious thing to do, in view of pollution and the energy crisis, but the fastest way to get around. After voters approved a $4 -million bond issue to buy the bus system with the help of federal funding, the city hired Cincinnati-based ATE -Manage- ment & Service Co., which operates 16 other bus lines, to run the Denver sys- tem. ATE dropped the fare a nickel, to 35¢, changed the name to Denver Metro Transit, jazzed up its image, and launched a campaign asking riders to "tell us where to go." It received 10,000 responses, answered every one, and put many of the suggestions into effect. With a promotional budget of BUSINESS WEEK Foxy y 16..1974 Toronto's , integrated transit BA•'s technical bu _9 $100,000 a'year, I)MT advertising plugged mass transit with such slogans as: "Our riders left their cars home to- day. We can all breathe a little easier." It printed easy -to -read bus schedules and encouraged the public to phone DMT for information regarding routes and services. (The private tramway company, fed up with irate calls about service, had dropped its phone number from schedules.) The results have been dramatic. With bus ridership in the nation rising at a mere 2% annual rate, the Denver system has grown about 15% a year since 1971. And this year, with the energy crisis, usage is up 22%. The improved bus service, DMT offi- cials believe, helped persuade voters last September to tax themselves to form a Regional Transportation Dis- trict (RTD), which will allow the Denver system to swallow six suburban bus lines and form a single area -wide sys- tem. (Denver also hopes to eventually build a $1.56 -billion personal rapid transit system.) Denver's bus system, of course, does not pay for itself. DMT will lose & to 84 per passenger, or a projected $2.5 -mil- lion this year. The deficit is made up by the city and RTD through the increased sales tax. But better schedules and ex- press buses are attracting the Denver suburbanites who traditionally es- chewed mass transit for long, solitary automobile rides. ■ Toronto: `The GO•Traln Is the only way to go' Few if any urban travelers in the U. S. today have a choice between efficient mass transit and good roads plus plenty of gasoline. But this option is available in neighboring Canada's sec- ond largest city—Toronto, with 2.2 -mil- lion population—and a large number of travelers choose mass transit. "Despite its problems," says an executive who lives in affluent Oakville, 21 mi. west of the city, "the GO -Train is the only way U-) travel to work." Go stands for "Gov- ernment of Ontario," which put the 42 - mi. rail system into service in 1967 on existing Canadian National Ry. tracks. The biggest of the problems the executive refers to is the acute lack of adequate parking facilities for those who want to commute by G0. The sys- tem carries 22,000 passengers on an av- erage business day, feeding into down- town Toronto where the Toronto Transit Commission operates North America's most highly integrated ur- ban transit network. In this system, north -south and east - west subway routes totaling 23 mi. run together at two downtown transfer points. Street routes using electric buses, trolleys, and motor buses cover another 660 mi. of routes that feed the subways from outlying areas and at some points are physically integrated with them. Transfers are free. So, for 25¢, a rider can go anywhere within the 240 sq. mi. metropolitan area. Last year, the TTC carried 330 -million riders, up 36 -million from 1972. Look- ing for the same kind of sharp increase in coming years, a TTC official notes: "Since about 1962, we've had an up- ward trend of riding here that is to- tally the reverse of the trend in most North American cities." The subway, opened in 1954 and since extended, runs on three-minute headways during rush hours and five- minute headways at other times. Sub- way cars are often packed, but all cars and stations are immaculate, in sharp contrast to the dirty, graffiti -defaced rolling stock and stations in such U. S. cities as New York and Philadelphia. (The TTC offers a $100 reward for turn- ing in scribblers.) The last 3 -mi. extension of the north - south subway will open this spring, bringing the line almost to the north- ern boundary of Toronto's Metro gov- ernment. New bus routes are fre- quently added, and a long -debated 61h - mi. subway spur to northwest Toronto has finally been approved. The effectiveness of Toronto's public transportation can be traced directly to policy of the province of Ontario, which is firmly committed to low-cost, high quality, mass transport. That support translates into subsidies that compared to those in New York and Chicago are modest. In 1972, the TTC lost $6.2 -mil- lion; GO's losses run about $2 -million a year. Nonetheless, the province's com- mitment to low-cost mobility for all has not wavered. ■ San Francisco: A brainy system with big headaches One of the few transit operations de- signed to offer the kind of modern ser- vice that might lure riders out of their automobiles is San Francisco's much - touted Bay Area Rapid Transit system. It is also, unfortunately, a sobering ex- ample of the problems such transit runs into. Any evaluation of its success or failure must wait until some road- blocks are cleared away. BART'S cars and stations are comfort- able, clean, and attractive. Its trains can achieve high speeds. But even though it started running in Septem- ber, 1972, it is not yet operating over its entire route. Problems in the auto- matic train control system have de- layed opening of the tunnel under San TRA SPOWATION are collections are automated at New Jersey station on the Lindenwold line n very day on its buses; street cars, and 0 cable cars. The city has held Muni ares at 25¢. And Muni estimates it bill run up a deficit of $33 -million this seal year. ■ Philadelphia: Profits rom farebox receipts ince 1969, one of the most highly auto- mated transit lines in the world has been carrying passengers 14.5 mi. be - ween Philadelphia and its New Jersey uburbs. This advanced technology en- bles the Lindenwold line, named for s New Jersey terminus, to pay its op - rating expenses entirely from farebox eceipts paid by up to 42,000 riders ally. And a recent survey showed that me 40% of these riders had switched rom automobiles, encouraged by such eatures as feeder buses that collect people and bring them to stations and Is station parking lots for those who prefer to drive that part of their rip. The Lindenwold line, built on exist - g subway, bridge, and railroad ghts-of-way, currently serves 12 sta- ons with 75 cars. It cost its owners, he Delaware River Port Authority, 88 -million (today it would probably cost two to three times as much) of hich $25 -million came from surpluses rom bridge tolls. The ridership has sen modestly but steadily, and the de- gn capacity of present equipment could take 52,000 riders a day. "We're xperiencing no strain handling the ad up to now," a spokesman says. He Ids that the line could carry as many 60,000 riders daily, "but that's pack - ng them to the gills." Long-range plans for the Lind- wold line include a 17 -mi. extension serving 10 additional stations. This would require 70 new cars and would cost $216 -million, about 80% of which, it is expected, would be financed by the Urban Mass Transportation Adminis- tration. Approved two months ago by the DRPA, the extension could be oper- ational by 1978, the DRPA says. The au- thority has also given tentative ap- proval to a 6 -mi. extension of the present line at an estimated cost of $62 -million. The fact that Lindenwold manages to meet its operating expenses out of its farebox makes it unusual. The line's net operating income was $697,000 on revenues of $6.1 -million in 1972 and $207,000 on revenues of $5.8 -million in 1973. (The results for 1973 were af- fected by a wildcat strike over work rules between July 25 and Aug. 10. But the line has also been affected by higher labor and material costs while holding fares the same.) Automation explains Lindenwold's black figures. It has fewer than 250 em- ployees. Fare collection is by automatic machines at virtually unmanned sta- tions protected by closed-circuit Tv monitored from a central command post. The cars, which have a top speed of 75 mph and average 40 mph on the 14.5 -mi. run, were designed for auto- matic operation and are manned by a single attendant. There are loud- speakers on trains and station plat- forms to keep patrons informed when delays occur. From the beginning, the Lindenwold line was planned to get as many driv- ers as possible out of automobiles for at least part of their trip. Parking lots (many of them free) were provided at stations. And in an unprecedented move of cooperation, the Federal High- way Administration has agreed to pay TFiVdSPpR7AT1pN . - BUSINESS WEEK- February 16, 1974 70 Francisco Bay, depriving BART of the• essential link between its two sections in San Francisco and the • outlying counties. The Bay Area, including San Francisco and . Oakland, bass, popu- lation of 3 -million. At'present, BART carries an average daily patronage of 68,000 riders, although during the Christmas rush the number rose to 110,000. The tunnel is due to open this September and by 1975, it is hoped, the system will carry 200,000 riders a day. The 75 -mi. BART system was built new from the ground up. It has been a long, slow, and expensive process that began in 1953 with the appointment of a commission to make transit recom- mendations. In 1962, voters in three counties eventually approved by a nar- row margin a $792 -million system to be financed by local taxes. (Later surveys showed that the margin for passage came from automobilists who did not intend to use the system but hoped that enough other people would to clear F up highway congestion.) By the time the first section of BART e opened 10 years later, inflation had al- 4 most doubled the cost of the system, to f about $1.4 -billion. BART was originally w intended to e self-supporting once its fi capital costs had been met. But as BART's board of directors recognized last month in formally petitioning the f state and federal governments for op- erating aid, experience with actual op- erations has shown that present fares S are inadequate to cover costs, espe- cially wages. Wages at BART were partly deter- t mined by the political decision to take s on workers from other area transit a lines with high seniority and salaries. it "It is not practical and clearly not de- e sirable," the board said, "to raise fares r sufficiently to cover all BART costs." To d encourage ridership, the board said, so "BART fares should not be increased, f and if possible should be reduced." f Without operating subsidies, the board said, the system would be forced to 1 close in about a year. Specifically, BART anticipates a deficit—based on current t fares and no new sources of funds -of $1.3 -million in fiscal 1975, growing to in $28 -million in fiscal 1978. And these ri figures will be increased by at least ti $1.7 -million for every month of delay in t opening the trans -bay service beyond $ the scheduled September startup date. But even if BART does boost ridership w to 200,000 per day by 1975, it will still f only be carrying as many riders as Ao ri Transit, the bus operation that links si Alameda and Contra Costa counties and operates over the bay bridge into • e San Francisco, does now. Ac Transit, to expects to operate at a deficit of $13- a million in fiscal 1974. But the biggest as transit operator in the region is the i city -owned San Francisco Municipal Ry. (Muni), which carries 550,000 riders e are collections are automated at New Jersey station on the Lindenwold line n very day on its buses; street cars, and 0 cable cars. The city has held Muni ares at 25¢. And Muni estimates it bill run up a deficit of $33 -million this seal year. ■ Philadelphia: Profits rom farebox receipts ince 1969, one of the most highly auto- mated transit lines in the world has been carrying passengers 14.5 mi. be - ween Philadelphia and its New Jersey uburbs. This advanced technology en- bles the Lindenwold line, named for s New Jersey terminus, to pay its op - rating expenses entirely from farebox eceipts paid by up to 42,000 riders ally. And a recent survey showed that me 40% of these riders had switched rom automobiles, encouraged by such eatures as feeder buses that collect people and bring them to stations and Is station parking lots for those who prefer to drive that part of their rip. The Lindenwold line, built on exist - g subway, bridge, and railroad ghts-of-way, currently serves 12 sta- ons with 75 cars. It cost its owners, he Delaware River Port Authority, 88 -million (today it would probably cost two to three times as much) of hich $25 -million came from surpluses rom bridge tolls. The ridership has sen modestly but steadily, and the de- gn capacity of present equipment could take 52,000 riders a day. "We're xperiencing no strain handling the ad up to now," a spokesman says. He Ids that the line could carry as many 60,000 riders daily, "but that's pack - ng them to the gills." Long-range plans for the Lind- wold line include a 17 -mi. extension serving 10 additional stations. This would require 70 new cars and would cost $216 -million, about 80% of which, it is expected, would be financed by the Urban Mass Transportation Adminis- tration. Approved two months ago by the DRPA, the extension could be oper- ational by 1978, the DRPA says. The au- thority has also given tentative ap- proval to a 6 -mi. extension of the present line at an estimated cost of $62 -million. The fact that Lindenwold manages to meet its operating expenses out of its farebox makes it unusual. The line's net operating income was $697,000 on revenues of $6.1 -million in 1972 and $207,000 on revenues of $5.8 -million in 1973. (The results for 1973 were af- fected by a wildcat strike over work rules between July 25 and Aug. 10. But the line has also been affected by higher labor and material costs while holding fares the same.) Automation explains Lindenwold's black figures. It has fewer than 250 em- ployees. Fare collection is by automatic machines at virtually unmanned sta- tions protected by closed-circuit Tv monitored from a central command post. The cars, which have a top speed of 75 mph and average 40 mph on the 14.5 -mi. run, were designed for auto- matic operation and are manned by a single attendant. There are loud- speakers on trains and station plat- forms to keep patrons informed when delays occur. From the beginning, the Lindenwold line was planned to get as many driv- ers as possible out of automobiles for at least part of their trip. Parking lots (many of them free) were provided at stations. And in an unprecedented move of cooperation, the Federal High- way Administration has agreed to pay TFiVdSPpR7AT1pN . - BUSINESS WEEK- February 16, 1974 70 0 • 90% of the cost of an intetstatiitgh- million for the new int erchange and way connection and parking.area fora 2,600 -space parking lot along with ima new station. FHA funds"will be com-- provements- to=existingstations and bined with UMTA funds to provide $9.4- the purchase of 48 new cars. Where mass transit Is headed As the city -by -city case histories sug- gest, public transportation is currently in flux. The shining example of Toronto suggests the potentialities of mass transit when various modes of trans- portation are meshed in a carefully planned areawide system. But there are no cities in the U. S. that appear to possess all of the factors responsible for Toronto's success. Both Chicago and New York, for example, have older systems historically plagued by ineffi- ciencies and the lack of integration of bus, rapid transit, and commuter rail services. Overcoming these hurdles is a slow, laborious, and costly, process -par- ticularly when huge subsidies are re - bine the low capital cost, flexibility, and mobility that can cater to the com- plex living and working patterns of present-day Americans. To enhance bus service, communities around the country are implementing such techniques as reserved lanes for buses, special nonstop express bus ser- vice from outlying areas to the central city, priority access to highways and tunnels, and bus -actuated traffic sig- nals that allow buses to move swiftly in city traffic. Many experts also believe that para - transit modes of travel -services that require low capital investment and lie somewhere in between the private auto Doorstep transit in the Rochester (N.'Y.) area uses 25 -passenger Dial-A=Buses. quired merely to maintain present ser- vice levels. Fortunately, a start in these and other cities has been made. While the future success of San Francisco's mul- tibillion -dollar BART system is still a question mark, the example of Phila- delphia's Lindenwold line shows that new high-quality rail service can be a viable alternative to automobile travel in some areas. And Denver's expand- ing bus system suggests what a con- cerned citizenry and creative manage- ment can do to revitalize that mode of Public transportation. Meanwhile, although they acknowl- edge that each urban area has its own unique problems and solutions, trans- portation experts and economists do spy several over-all trends: For the foreseeable future, many People contend that bus travel is likely to be the chief form of public trans- portation. Only the bus appears to com- b al6UWSS WEEK' Fab Y 16. t974.. and regular public transportation—will find increasing favor. These include jit- neys (cabs or small buses that follow a fixed route and are hailed by passen- gers); dial -a -ride vehicles, that carry several passengers who call them by phone; shared taxis; and shopper mini- buses. A number of demonstration projects funded by the federal government are currently testing the feasibility of such services in cities around the nation. One function of such services in the fu- ture may well be to act as feeder and collection systems for express bus and rail transit stops. "The competition for public trans- portation," sums up Gerald Kraft, pres- ident of Charles River Associates, "is the automobile, and the closer mass transit can come to matching the automobile's high -service character- istics, the more willing car riders will be to switch." a Gliftand MR SPORTAT"4 ■ ■ I