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HomeMy WebLinkAbout2019-06-06 Info PacketI k L tF � 4 Ilk {CITY 01 10VVA CITY ww.icgev.org City Council Information Packet June 6, 2019 IP1. Council Tentative Meeting Schedule Miscellaneous IP2. Information from Mayor Throgmorton - Articles: Combatting a Nationwide Shortage of Affordable Housing and In Grand Rapids, Neighborhoods are the Cornerstone of Racial Equity IP3. Information from City Manager: Iowa City Automated Vehicles Adaption and Equity Plan, U. of I. Office of Outreach and Engagement IP4. Iowa City 2018-2019 Strategic Plan Report IPS. Memo from City Clerk: Joint Meeting Agenda Items for July 15 IP6. Memo from City Clerk: KXIC Radio Show IP7. Memo from Sustainability Coordinator: Update on Climate Action Grant Awards IP8. Civil Service Entrance Examination: Maintenance Worker II -Wastewater Treatment IP9. Email from Nancy Carlson: Newsletter for College Hill Neighborhood IP10. East Central Iowa Council of Governments: ECICOG Area grant opportunities Draft Minutes IP11. Historic Preservation Commission: May 9, 2019 IP12. Historic Preservation Commission: May 23 IP13. Human Rights Commission: May 21 IP14. Parks and Recreation Commission: May 8 June 6, 2019 City of Iowa City Page 1 Item Number: 1. Awl Q- CITY OE IOWA CITY www.icgov.org June 6, 2019 Council Tentative Meeting Schedule ATTACHMENTS: Description Council Tentative Meeting Schedule I b 1 City Council Tentative Meeting Schedule r Subject to change CITY OF IOWA CITY June 6, 2019 Date Time Meeting Location Tuesday, June 18, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, July 2, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Monday, July 15, 2019 4:00 PM Reception City of Coralville 4:30 PM Joint Entities Meeting TBA Tuesday, July 16, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Wednesday, July 24, 2019 5:00 PM Joint meeting with Planning & Zoning Emma J. Harvat Hall Tuesday, August 6, 2019 4:00 PM Special Formal Meeting Emma J. Harvat Hall 5:00 PM Work Session 7:00 PM Formal Meeting Tuesday, August 20, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, September 3, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, September 17, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tueday, October 1, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tueday, October 15, 2019 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Item Number: 2. +r p- W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 Information from Mayor Throgmorton - Articles: Combatting a Nationwide Shortage of Affordable Housing and In Grand Rapids, Neighborhoods are the Cornerstone of Racial Equity ATTACHMENTS: Description Information from Mayor Throgmorton -Articles: Combatting a Nationwide Shortage of Affordable Housing and In Grand Rapids, Neighborhoods are the Cornerstone of Racial Equity Kellie Fruehling From: Jim Throgmorton Sent: Saturday, June 01, 2019 12:59 PM To: Kellie Fruehling Subject: FW: Combatting a Nationwide Shortage of Affordable Housing Kellie, Please share the link shown below with the Council as a whole. Putting it in the June 6 Info Packet would be good. The two short articles that I am most interested in sharing with them are the ones about affordable housing and racial equity. Mayor Jim Throgmorton Iowa City City Council, At -Large Combatting A Nationwide Shortage of Affordable, Healthy Housing — CitiesSpeak CitiesSpea k EQUITY POLICY HOUSING ENVIRONMENT FINANCE HEALTH LOVE MY CITY YOUTH Page 1 of 4 6 Combatting A Nationwide Shortage of Affordable, Healthy Housing (a By NLC Staff on May 31, 2019 Communities nationwide experience a critical shortfall of healthy, affordable housing. As people pay a greater portion of their paycheck to housing, there are more children in https:Hcitiesspeak. org/2019/05/3 l /combatting -a -nationwide -shortfall -of -affordable -healthy-... 6/3/2019 Combatting A Nationwide Shortage of Affordable, Healthy Housing — CitiesSpeak Page 2 of 4 poverty, more people who don't know where their next meal will come from, and more people in poor health. Data from the 2019 County Health Rankings & Roadmaps found more than one -in -ten households live with the burden of severe housing costs and spend more than half of what they earn on rent or mortgage payments. And there are significant disparities by race and ethnic groups. Almost one -in -four black households spend more than half their income on housing, compared to one -in -ten white households. To close the gap, the National League of Cities partners with NeighborWorks America on a Mayors' Institute on Affordable Housing and Health. A year-long initiative to support solutions in six cities, the Institute launched in Detroit on April 2 and 3. As participating mayors and community development organizations unpacked challenges, three insights emerged: 1. Affordable housing must be developed and preserved: Mayors are leveraging diverse assets to develop and preserve affordable housing, including affordable housing trust funds, streamlined permitting processes, zoning updates, and the transfer of land and buildings for affordable housing. In Vancouver, the city passed a $42 million, property tax -funded Affordable Housing Fund in 2016, which serves households earning up to 50 percent of area median income. And in Lawrence, the city has implemented flexible zoning laws that encourage mixed use developments and offer expedited permitting process for affordable housing. 2. Bolster homeownership by focusing strategies on encouraging more homeowners of color: Over the past 15 years, black homeownership has decreased to rates not seen since the 196os, when race -based discrimination was legal. In response, cities are developing homeownership strategies tailored to their local markets. The City of Providence supports down -payment and closing cost assistance programs and bilingual homebuyer education to reduce barriers to homeownership and address https:Hcitiesspeak.orgl2019/05/31 /combatting -a -nationwide -shortfall -of -affordable -healthy-... 6/3/2019 Combatting A Nationwide Shortage of Affordable, Healthy Housing — CitiesSpeak Page 3 of 4 lending inequalities that persist in the market—including loan denial rates that are twice as high for black and Latinx households in Rhode Island. In Baton Rouge, Mayor Broom challenged business leaders to find creative new ways to invest in homeownership in underinvested neighborhoods. Heeding this call, Investar Bank broke ground in 2019 on a historically underserved neighborhood to increase homeownership there. 3. Strategies must be comprehensive and holistic: Many cities conclude that brick and mortar are only one facet of an effective housing strategy. As a result, both government and community development organizations are prioritizing comprehensive strategies that address multiple social determinants of health. In Providence, the NeighborWorks organization ONE Neighborhood Builders (ONE I NB) serves as the backbone agency for the Olneyville Health Equity Zone. This Health Equity Zone convenes a diverse group of stakeholders to address health disparities in a neighborhood with a history of disinvestment. ONE I NB and its partners place properties in its community land bank to protect their affordability, employ community health workers who engage residents affected by either high cost or low -quality housing, and collaborate to increase economic opportunity through homeownership and workforce development. To advance the field's knowledge on solutions for housing and health, NLC plans to expand its Cities of Opportunity effort to on -board additional cities interested in working at the intersection of housing and health. To join the discussion and share solutions, register for the "Closing the Life Expectancy Gap: Connecting Health, Home and Community national symposium hosted by NeighborWorks America in New Orleans on August 21. About the Authors: /n► https://citiesspeak.org/2019/05/31 /combatting -a -nationwide -shortfall -of -affordable -healthy-... 6/3/2019 Combatting A Nationwide Shortage of Affordable, Healthy Housing — CitiesSpeak Page 4 of 4 �- -, Kitty Hsu Dana is the senior health policy advisor in the NLC Institute for Youth, Education, and Families. Share this: Tweet SHARE Sarah Norman is the director of healthy homes and communities at NeighborWorks, an organization that recognizes the important role that homes and neighborhoods play in determining health and promoting health through community development. Cities Advancing Affordable Housing to Improve Health Outcomes How Affordable Housing Efforts Can Make Cities Healthier Mtepni- owls. i•"i a..«f. i.a l.e�e•...� . ti. ,�Me�Melehborhopd Fr... Neehhy linin= V Y . it �. }l W-.:Syy MHeriels 4Nc¢ar faaE�nvatka Why City Governments Should Adopt the 2015 Enterprise Green Communities Criteria https://citiesspeak.org/2019/05/31 /combatting -a -nationwide -shortfall -of -affordable -healthy-... 6/3/2019 In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity — CitiesSpeak Page 1 of 5 CitiesSpeak Q EQUITY POLICY HOUSING ENVIRONMENT FINANCE HEALTH LOVE MY CITY YOUTH In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity By Aliza R. Wasserman on May 31, 2019 In 2015, Grand Rapids was home to about 4O,000 African-Americans, who made up between 20 percent and 21 percent of the population. That same year, Forbes magazine https://citiesspeak.org/2019/05/31 /in-grand-rapids-neighborhoods-are-the-cornerstone-of-ra... 6/3/2019 In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity — CitiesSpeak Page 2 of 5 listed Grand Rapids, Mich. as one of the worst places for African-Americans economically in the United States. But after the Michigan Department of Civil Rights released a report on the economic impacts of racial disparities in the city, Grand Rapids launched a citywide effort to improve racial equity and identify systemic barriers that exclude residents of color. Addressing Systemic Racism By supporting and developing initiatives focused on shifting power to residents, increasing resources and improving organizational skills for communities of color, the city of Grand Rapids worked to ensure that racial equity efforts were community -led and grounded in a community's specific needs. Mayor Rosalynn Bliss started Grand Rapids' racial equity work during her first year in office in 2016. The first two years of the city's efforts included a focus on community power building and the development of racial equity tools. "I was honest when campaigning that I didn't have all the answers to addressing the racial disparities in our city," said Mayor Bliss, who has been Grand Rapids' Mayor since 2016. "I also emphasized that it was about systemic racism, which would need structural change—a challenging but doable task." In one of her first actions, Mayor Bliss led Grand Rapids to apply to be part of a Racial Equity Here cohort established by the Government Alliance on Race & Equity (GARS) and Living Cities, to help cities operationalize racial equity. She also used her first State of the City speech to highlight the city's new commitment to advancing racial equity. https://citiesspeak.org/2019/05/31 /in-grand-rapids-neighborhoods-are-the-cornerstone-of-ra... 6/3/2019 In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity CitiesSpeak Page 3 of 5 "The important thing for me—and what I have heard from the community—is that if we are going to eliminate racial disparities, we have to come together to collectively have a community -wide impact," Mayor Bliss said. Neighborhood Summits: A Power Shifting Tool Building power in communities of color is a key aspect of the city's racial equity values. Through initiatives such as the Grand Rapids Neighborhood Summit, its Neighborhood Match Fund, and its Neighborhood Leadership Academy, the city strives to expand the narrative of racial equity beyond city hall. The city's annual Neighborhood Summit elevates resident voices and provides meaningful support for community members to understand their own power and build power collectively. Involving several hundred community members, the event seeks to advance racial equity and shift power within the city throughout its planning and execution. Grand Rapids solicits proposals from the community to develop practical, skills -based workshops. During the summit, residents learn how to develop powerful organizations that engage in civic life and create opportunities for community -driven solutions. In March, summit attendees practiced learning how to intervene when they witness or experience an instance of racist or oppressive behavior, also known as a micro - aggression. Using Accountability and Root Causes to Create More Equitable Economic Development The vision for Grand Rapids in 20 to 30 years is a city designed through a lens of racial equity. Grand Rapids City Manager Mark Washington took on his role in October 2018 after being a leader for racial equity in the city of Austin, Texas. He believes Grand https:Hcitiesspeak.org/2019/05/31 /in-grand-rapids-neighborhoods-are-the-cornerstone-of-ra... 6/3/2019 In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity — CitiesSpeak Page 4 of 5 Rapids needs to create a culture that values equity, includes shared language, and understands the racial-ized impact of history in Grand Rapids and the United States as a whole. The city manager's office is currently developing accountability measures to build on the city's racial equity toolkit and embed racial equity as a lens throughout the city's continuous improvement processes. Grand Rapids plans to develop metrics that are disaggregated by race or ZIP code, and then publicly report those metrics and embed them in the city's strategic plan. For more information about the efforts to advance racial equity in Grand Rapids and elsewhere, see NLC's Racial Equity and Leadership city profiles here. The series of city profiles is made possible through the generous contributions of the W. K. Kellogg Foundation. Share this: Tweet SHARE About the Author: Aliza R. Wasserman is the senior associate with NLC's Race, Equity, And Leadership (REAL) Initiative. State of the Cities: Leading the How Austin, Texas is From Ferguson to Charleston, Way in Racial Equity Through Addressing Racial Equity a Renewed Focus on Race, Speech And Action Equity and Leadership https://citiesspeak.org/2019/05/31 /in-grand-rapids-neighborhoods-are-the-cornerstone-of-ra... 6/3/2019 In Grand Rapids, Neighborhoods Are the Cornerstone of Racial Equity — CitiesSpeak Page 5 of 5 https://citiesspeak.org/2019/05/31 /in-grand-rapids-neighborhoods-are-the-cornerstone-of-ra... 6/3/2019 +r V ,l CITY O� IOWA CITY www.icgov.org June 6, 2019 Information from City Manager: Iowa City Automated Vehicles Adaption and Equity Plan, U. of I. Office of Outreach and Engagement ATTACHMENTS: Description Information from City Manager: Iowa City Automated Vehicles Adaption and Equity Plan, U. of I. Office of Outreach and Engagement THE fi Office of Outreach UNIVERSITY I of IowA and Engagement FINAL DELIVERABLE rte, - � Title Completed By Date Completed UI Department Course Name Instructor Community Partners From City Manager Fruin Iowa City Automated Vehicles Adaptation & Equity Plan Chanel Jelovchan, Bogdan Kapatsila, Hossain Mohiuddin, Jeremy Williams May 2019 School of Urban & Regional Planning Field Problems in Planning URP:6209:0001 Jerry Anthony, Steve Spears City of Iowa City, National Advanced Driving Simulator M 4 111 This project was supported by the Provost's Office of Outreach and Engagement at the University of Iowa. The Office of Outreach and Engagement partners with rural and urban communities across the state to develop projects that university students and faculty complete through research and coursework. Through supporting these projects, the Office of Outreach and Engagement pursues a dual mission of enhancing quality of life in Iowa while transforming teaching and learning at the University of Iowa. Research conducted by faculty, staff, and students of The University of Iowa exists in the public domain. When referencing, implementing, or otherwise making use of the contents in this report, the following citation style is recommended: [Student names], led by [Professor's name]. [Year]. [Title of report]. Research report produced through the Office of Outreach and Engagement at the University of Iowa. This publication may be available in alternative formats upon request. Provost's Office of Outreach and Engagement The University of Iowa 111 Jessup Hall Iowa City, IA, 52241 Phone: 319.335.0684 Email: outreach-engagement@uiowa.edu Website: http://outreach.uiowa.edu/ The University of Iowa prohibits discrimination in employment, educational programs, and activities on the basis of race, creed, color, religion, national origin, age, sex, pregnancy, disability, genetic information, status as a U.S. veteran, service in the U.S. military, sexual orientation, gender identity, associational preferences, or any other classification that deprives the person of consideration as an individual. The University also affirms its commitment to providing equal opportunities and equal access to University facilities. For additional information contact the Office of Equal Opportunity and Diversity, (319) 335-0705. P, low 0 INA 1 ♦' on �4t# ..mM �..... .MMM► ..�•', ■ ADAPTATION '&EQUITY PLA • ► This project was supported by the Provost's Office of Outreach and Engagement at the University of Iowa. The Office of Outreach and Engagement partners with rural and urban communities across the state to develop proj- ects that university students and faculty complete through research and coursework. Through supporting these projects, the Office of Outreach and Engagement pursues a dual mission of enhancing quality of life in Iowa while transforming teaching and learning at the University of Iowa. Research conducted by faculty, staff, and students of The University of Iowa exists in the public domain. When referencing, implementing, or otherwise making use of the contents in this report, the following citation style is recommended: Chanel Jelovchan, Bogdan Kapatsila, Hossain Mohiuddin, Jeremy Williams, led by Dr. Jerry Anthony, Dr. Steven Spears. 2019. Iowa City Automated Vehicles Adaptation & Equity plan. Research report produced through the Office of Outreach and Engagement at the University of Iowa. This publication may be available in alternative for- mats upon request. Provost's Office of Outreach and Engagement The University of Iowa 111 Jessup Hall Iowa City, IA, 52241 Phone: 319.335.0684 Email: outreach-engagement@uiowa.edu Website: http://outreach.uiowa.edu/ The University of Iowa prohibits discrimination in em- ployment, educational programs, and activities on the ba- sis of race, creed,color, religion, national origin, age, sex, pregnancy, disability, genetic information, status as a U.S. veteran, service in the U.S. military, sexual orientation, gender identity, associational preferences, or any other classification that deprives the person of consideration as an individual. The University also affirms its commit- ment to providing equal opportunities and equal access to University facilities. For additional information contact the Office of Equal Opportunity and Diversity, (319) 335-0705. IOWA CITY AUTOMATED VEHICLES ADAPTATION & EQUITY PLAN MAY 2019 REPORT Completed by: Chanel Jelovchan Bogdan Kapatsila Hossain Mohiuddin Jeremy Williams Faculty Advisers: Dr. Jerry Anthony Dr. Steven Spears UI Department: School of Urban & Regional Planning Course: Field Problems in Planning Community Partners: City of Iowa City The National Advanced Driving Simulator ACKNOWLEDGEMENTS TABLE OF CONTENTS GLOSSARY 7 EXECUTIVE SUMMARY 8 Why plan for AV? 12 Overview of AV 12 Benefits & challenges of AV 13 Leveraging opportunities 14 Project scope & aims 15 Project methodology 15 Transportation in Iowa City planning documents 18 Adapting to challenges 20 Transportation equity & AV 20 Previous research on public perceptions of AV 22 Stakeholder interviews 22 Stakeholders on challenges 22 Stakeholders on needs 23 SHARED MOBILITY lW 2AL Shared mobility options 24 Shared mobility landscape of Iowa City 25 Ensured safety 26 Safety of loading zones 31 Shared mobility & AV integration 32 Encourage shared mobility 32 Policy interventions scenarios 33 AV POLICY PROPOSAL: INTERVENTIONS FOR SHARED MOBILITY MODES 34 Policy intervention #1: Pick -Up & Drop -Off Management Plan for Downtown Iowa City 34 Policy intervention #2: Create public-private partnerships 36 STRENGTHENED TRANSIT 3' Scope of the transit study 38 Transit system in Iowa City Transit ridership Transit service & use Transit accessibility Transit use in working trips Existing cost of transit AV POLICY PROPOSAL: INTEGRATION OF TRANSIT & AV AV expands transit service AV considerations for Iowa City AV shuttle pilot Interim measure: voucher program EFFICIENT ASSET MANAGEMENT 44 Parking inventory 54 A.7 Economic impact of AV on trucking in Iowa City Neighborhood on -street parking 57 A.8 Iowa City demographics Parking demand scenarios 59 A.9 Vehicle ownership & use AV POLICY PROPOSAL: NON -CAPITAL A.10 Iowa City travel patterns ADAPTATION OF PARKING & LAND -USE 60 Interim measure: residential & commuter parking A.11 Iowa City land use permit 61 A.12 Stakeholder questionnaire Permit cost & financial feasibility 62 A.13 Stakeholder list Reduction of parking requirements AV considerations for new developments The need to adapt Decreasing emissions Transit scenarios Scenario 1: No change Scenario 2: Automated transit fleet Translating a scenario into the vision Vision component 1: Fixed route and door-to- door automated public transit Vision component 2: Integrated Shared Mobility & Active Transportation Vision component 3: Transportation Network Companies & the Community Vision component 4: Land Reclaimed for New Public & Private Development Conclusions on vision 39 Where to adapt 41 IC2030: Comprehensive Plan Update 41 District plans Climate Action Plan 43 Johnson County Long Range Transportation Plan r,A V. 70 70 70 71 72 72 73 73 74 75 76 AM 80 90 90 90 91 91 93 93 95 95 95 97 98 99 APPENDICES A 1 Transit study study methodology 47 A.2 Voucher program calculation 49 A.3 Transit service area calculation 49 A.4 Parking study methodology 52 A.5 Public input methodology A.6 Federal law for AV Parking inventory 54 A.7 Economic impact of AV on trucking in Iowa City Neighborhood on -street parking 57 A.8 Iowa City demographics Parking demand scenarios 59 A.9 Vehicle ownership & use AV POLICY PROPOSAL: NON -CAPITAL A.10 Iowa City travel patterns ADAPTATION OF PARKING & LAND -USE 60 Interim measure: residential & commuter parking A.11 Iowa City land use permit 61 A.12 Stakeholder questionnaire Permit cost & financial feasibility 62 A.13 Stakeholder list Reduction of parking requirements AV considerations for new developments The need to adapt Decreasing emissions Transit scenarios Scenario 1: No change Scenario 2: Automated transit fleet Translating a scenario into the vision Vision component 1: Fixed route and door-to- door automated public transit Vision component 2: Integrated Shared Mobility & Active Transportation Vision component 3: Transportation Network Companies & the Community Vision component 4: Land Reclaimed for New Public & Private Development Conclusions on vision 39 Where to adapt 41 IC2030: Comprehensive Plan Update 41 District plans Climate Action Plan 43 Johnson County Long Range Transportation Plan r,A V. 70 70 70 71 72 72 73 73 74 75 76 AM 80 90 90 90 91 91 93 93 95 95 95 97 98 99 FIGURES TABLES GLOSSARY Figure 1: Plan summary Figure 2: Recommendations timeline Figure 3: 6 levels of automation Figure 4: Project stakeholders Figure 5: Research topics Figure 6: Project methodology Figure 7: Iowa City Climate Action Plan transportation goals Figure 8: Equity matrix Figure 9: Project meeting Figure 10: Shared -use mobility modes Figure 11: Current landscape of shared mobility options in Iowa City Figure 12: Traffic accidents on transit routes downtown 2010-2018 Figure 13: Pedestrian, bicycle, and wheelchair accidents with injury (major & minor) 2010-2018 Figure 14: Human -caused accidents with injury reported (fatal, major, & minor) 2010-2018 Figure 15: Frequent TNC stops downtown Figure 16: Loading zones and accidents Figure 17: Proposed Flex Zones and Alternate PUDO Zones for Downtown Iowa City Figure 18: Shared mobility recommendations timeline Figure 19: Per capita ridership on Iowa City Transit, 1994-2017 Figure 20: Annual ridership on Iowa City Transit, 1994-2017 Figure 21: Operational Transit Routes Figure 22: Transit boarding at different stops of Iowa City Figure 23: Transit frequency at different stops Figure 24: Transit Service and low-income population Figure 25: Iowa City Transit service area using 0.25 miles radius around stops Figure 26: Percentage of workers using bus in their work trips by block group Figure 27: Transit operational costs Figure 28: A scenario of AV deployment Figure 29: Current Iowa City Transit service area with/without AV 8 Figure 30: A large automated bus Table 1: Shared mobility in the US cities 26 ACS - American Community Survey 10 by Volvo in Singapore 48 Table 2: Regulatory approaches 9 rY pp 32 ADS -Advanced Driving System 13 Figure 31: A small automated shuttle by NAVYA in Neuhausen am Rheinfall 49 Table 3: PUDO Zones in Other U.S. Communities 36 Al - Artificial Intelligence 15 Figure 32: AV downtown shuttle pilot potential routes 50 Table 4: Data Sharing Agreements for Shared Mobility Service Providers in Other U.S. APTA - American Public Transportation Association 16 Figure 33: Examples of AV shuttle signage 51 Communities 37 AV - Automated Vehicles 16 Figure 34: AV district shuttle pilot potential routes 51 Table 5: City routes cost of operation 45 BLS -Bureau of Labor Statistics 18 Figure 35: Cost of voucher for off -time workers Table 6: Percentage of downtown land area CBD - Central Business District provision by block group 53 devoted to parking 55 21 Figure 36: Transit recommendations timeline 53 Table 7: Parking study for the Eastside Sample 57 CIP - Capital Improvement Plan 21 Figure 37: CBD land uses 54 Table 8: Parking study for the Northside Sample 57 FHWA - Federal Highway Administration 26 Figure 38: Controlled -access parking spaces Table 9: City -owned parking ramps 59 FTA - Federal Transit Authority 26 by ownership and type 54 Table 10: RPP in Iowan cities 61 GHG -Greenhouse Gases Figure 39: Population to metered on -street parking ratio 55 Table 11: Residential parking permits in the U.S. 62 HOV - High Occupancy Vehicle 29 Figure 40: Iowa City downtown all parking spaces by Table 12: Residential parking permit program scenarios for Iowa City 62 MPO - Metropolitan Planning Organization ownership and type 55 30 Figure 41: Downtown parking density - stalls per acre 56 Table 13: Parking requirement adjustment 64 MSA - Metropolitan Statistical Area Figure 42: Neighborhood parking study samples 58 factors NACTO - National Association of City Transportation 30 Table 14: Zoning and subdivision regulations for Officials 31 Figure 43: Iowa City MSA employment projection 59 shared modes in other U.S. communities 66 NHTSA -National Highway and Traffic Safety Association 31 Figure 44: Proposed RPPP area 63 Table 15: Comparison of outcomes for the Figure 45: Layout for neighborhood main street 66 scenarios 71 NMVCCS - National Motor Vehicle Crash Causation Survey 35 Figure 46: Layout for neighborhood residential street 67 Table A.1: AV legislation summary 92 PUDO - Pick -Up and Drop -Off Figure 47: Land use recommendations timeline 67 Table A.2: Trucking industry total economic effect 94 RPPP - Residential Parking Permit Program 37 Figure 48: Fixed route and door-to-door Table A.3: Vehicle ownership 2000-2016 95 SAV - Shared Automated Vehicle 39 automated public transit component 73 Table A.4: Student vehicle permits 2006-2015 96 SNAP -Supplemental Nutrition Assistance Program Figure 49: Integrated shared mobility Table A.S: Land uses of Iowa City 97 and active transportation component 74 TNC - Transportation Network Company 39 Figure 50: Transportation network companies U.S. DOT - United States Department of Transportation 40 and the community component 75 Figure 51: Land reclaimed for new public 40 and private development component 76 42 Figure 52: Open house attendants 77 Figure 53: Open house attendants 77 42 Figure A.1: Iowa City MSA employment 94 43 Figure A.2: Population and transit timing mismatch 96 Figure A.3: Existing land use map of Iowa City 97 44 45 46 47 EXECUTIVE SUMMARY The Iowa City Automated Vehicles Adaptation and Equity Plan is designed as a policy guidebook for City leaders to consider and apply in future planning activities. It addresses the current mobility challenges facing resi- dents while setting the stage for a seamless integration of automated vehicles (AVs) in the future. Based on literature review, data analysis, and public engagement in the form of interviews with key stakeholders and a public open house, this document contains a series of policy interven- tions that leverage Iowa City's key transportation assets to preserve its walkable, pedestrian -oriented community in light of recent developments in automated vehicle tech- nologies. Furthermore, the Iowa City Automated Vehicle Adaptation and Equity Plan identifies the current aspects of the local transportation system that can be improved upon to assist the City in realizing the vision and goals set forth in the guiding planning documents, such as the IC2030 Comprehensive Plan and the Climate Action Plan, while mitigating the potential adverse impacts associated with AVs. Beginning with an overview of automated vehicles and the current status of this technology, the plan then presents the prospective benefits and challenges related to AVs and the general framework for Iowa City to fol- low in anticipating this technology. Next is an overview of the methodology that guided the plan's creation and a discussion of recent transportation planning activities conducted by the City. The plan then describes the chal- lenges and needs of the local transportation system that were articulated by key stakeholders in interviews held with the planning team. Based on literature review and the input obtained in the stakeholder interview sessions, three main focus areas were delineated - shared mobility, Iowa City transit, and parking and land use. The current landscape of the three focus areas within the context of Iowa City are described to illustrate how they relate to AVs as well as how they can be leveraged to address the existing mobility challenges faced by res- idents at the downtown, city, and regional level while incorporating a timeline for implementing the associat- ed policy interventions presented in the plan. Below is a summary of the policy interventions for each focus area: Shared Mobility • Implement a Pick -Up and Drop -Off (PUDO) manage- ment plan in downtown Iowa City for regulating public right of way in the context of transportation network com- panies (TNCs), paratransit operations, commercial opera- tions in the short-term and pave the way for the manage- ment of automated vehicles operation in the future. Trend Goal Level of Shared III Mobility OptionsSTEADY INCREASE Percentage of Active Transportation Infrastructure UNKNOWN INCREASE Proximity to 4-1 III Public Transit -ADV INCREASE Tiffin Allocation of CIP Funds for Different Road Users UNKNOWN INCREASE See page 27 II �� NN'n ^� Advancement of regional `1 • ', connectivity and access using the Figure 7: Plan summary (Source: Authors) \'A r -_ l� .�zr._ ,N .WIN FA : '��a���aa� :.cam! '�I�l! s�`�■!`��Zy: -- =E. ;"��`�'- i • • • Improvements of downtown land use and right of way management, that are conducive to shared modes of transportation, including shared automated vehicles No 111■ ME = IMI ME NE OMEN °IIs -1116M IIIIII jr ■■11 !1111111! !11111 Noe ME E J■ ■ , '� �IIIIII� ■ - '� - i,l'�,� i�1i 1 2 J m O 2 M W ry a 2 V) W V7 D Z a J H V) Z a H i►��y�� ��Y� il411411 Figure 2: Recommendations timeline (Source: Authors) • Create public-private partnerships to allow shared mobility modes to complement Iowa City transit. First of all, integrate the BONGO app with shared mobility service providers to establish a data repository that assists in un- derstanding residential travel patterns. Secondly, encour- age shared mobility operators to enter into data -sharing agreements. Finally, encourage Transportation Network Companies to offer a mandated level of service in Iowa City's mobility -challenged areas. Iowa City Transit • Redesign the future Iowa City Transit system as a trunk and feeder system that utilizes neighborhood door- to-door AV shuttles that feed dedicated trunk lines mov- ing a high volume of passengers across the City. • Implement an AV shuttle pilot in the downtown area to allow residents an opportunity to explore AV technology. • Implement a rideshare voucher program to offer mo- bility services for disadvantaged residents when transit is not in service. Parking and Land Use • Implement a Residential Parking Permit Program to address spillover parking challenges in neighborhoods with close proximity to the downtown area. • Reduce parking requirements to increase the qual- ity of Iowa City's built environment and improve housing affordability. • Revise zoning and subdivision regulations to encour- age active and shared mobility infrastructure in future residential and commercial developments. Included in the plan is a value proposition that pres- ents two scenarios for future transit usage and compares the ridership, service areas, vehicle miles traveled, green- house gas, and public health implications associated with a "Business as Usual" approach in which Iowa City Transit maintains its current system versus transitioning into the "Automated Transit Fleet" scenario that sees a fixed - route trunk system fed by neighborhood AV shuttles. These scenarios are translated into a vision for the future that was presented to the public in an open house event so that their input could be incorporated into the plan's policy interventions. The plan concludes with a discus- sion of how the policy interventions connect to the City's Comprehensive Plan, Climate Action Plan, District Plans, and the Johnson County Long Range Transportation Plan. Transportation technologies, especially those related to automated vehicles, will continue to develop rapidly. The City of Iowa City is in a position to be a leader among mid-sized communities in planning for the potential im- pacts associated with AVs; through leveraging existing assets and addressing the current mobility challenges of residents, Iowa City can foster a more efficient transpor- tation system that offers mobility options that allow all residents access to the myriad economic opportunities and amenities the City has to offer. e7 1 t OVERVIEW OF AV Driver assistance technology has existed in vehicles since the 1950s. (NHTSA, 2018). From 1950 to 2000, these technologies included safety and convenience fea- tures like cruise control, seat belts, and antilock brakes. The next decade (2000-2010) added advanced safety fea- tures such as electronic stability control, blind spot de- tection, forward collision warning, and lane departure warning. From 2010 to 2016, advanced driver assistance features were added. These features included rearview video systems, automatic emergency braking, pedestrian automatic emergency braking, rear automatic emergency braking, rear cross traffic alerts, and lane centering as- sistance. Our technology now (2016-2025) is evolving to include partially automated safety features that include lane keeping assistance, adaptive cruise control, traffic jam assistance, and self -parking capabilities. Expected evolutionary technologies beyond year 2025 include fully automated safety features that include the highway auto- pilot (NHTSA, 2018). Nomenclature is critical for cohesion and consistency; however, the industry is still formulating terminology for universal compatibility. Meanwhile, the U.S. Department of Transportation (US DOT) has devised a variety of terms and generalized language. This report shall follow suit with current trends in federal language. Clear and consistent definition and use of terminology is critical to advancing the discussion around automation. To date, a variety of terms (e.g., self -driving, autonomous, driverless, highly automated) have been used by industry, government, and observers to describe various forms of automation in surface transportation. While no terminol- ogy is correct or incorrect, this document uses "automa- tion" and "automated vehicles" as general terms to broad- ly describe the topic, with more specific language, such as "Automated Driving System" or "ADS" used when ap- propriate. See page 7 for a full glossary of terms ("USDOT Automated Vehicles 3.0 Activities" 2018). One day the evolution of ADS will be able to handle the task of driving when it is not possible or desired for in- dividuals to drive. Today's ADS uses hardware (sensors, radar, and cameras) and software to help the vehicle iden- tify safety risks and avoid traffic collisions by alerting the driver when a potential risk is identified by the system. ADS helps drivers to avoid unsafe lane changes and avoid drifting out of their current travel lane. ADS also warns drivers of vehicles of obstacles behind them while travel- ing in reverse. Vehicles are now able to brake automati- cally when a vehicle ahead has stopped or slowed down suddenly. There are six levels of ADS, according to the Society of Automotive Engineers (SAE). Level 0 has zero auton- omy, and the driver performs all driving tasks. In Level 1, the vehicle is controlled by the driver at all times while some driving assistance features may be included, such as cruise control. Level 2 ADS includes partial automation where the vehicle has a combination of automated capa- bilities, either longitudinally or latitudinally, but not both simultaneously. These include acceleration and steering assistance, and like Level 1, the driver must be in control and engaged at all times to monitor environmental condi- tions. Level 3 is regarded as conditional automation. The driver's attention is still a necessity at this level, but only for vehicle takeover when notified by the system. Level 4 is considered high automation. This vehicle is capable of performing all driving tasks under specific conditions, but the driver may have to take control of the vehicle at any moment. Level 5 is full automation where the vehicle is capable of performing all driving tasks in any condition. At this level there is an option for the driver to take control, however, the human occupants are simply passengers and need not be involved in driving. Currently we are in a transition phase between level 2 and 3, most notably with the availability of ADS technology in Tesla vehicles. The benefits of automation include safety, econom- ic and societal efficiency and convenience, and improved mobility. Safety is regarded as the main benefit associat- ed with AVs and these vehicles have the potential to save lives and reduce injuries. In 2017, the U.S. economy lost $242 billion in activity and $57.6 billion in lost workplace productivity, as well as $594 billion due to loss of life and decreased quality of life due to injuries. Additionally, Americans spent an estimated 6.9 billion hours in traffic delays in 2014. A recent study suggests that when auto - 409M%. -0*0__ mated vehicles become popular (beyond 2030), they are estimated at possibly freeing up as much as 50 minutes per day in travel efficiency (Bertoncello & Wee, 2015). This could increase family time and reduce vehicle emissions and fuel costs. Automated vehicles could also extend mo- bility options for the 53 million disabled people as well as 49 million Americans who are over the age of 65. This technology could also have the potential to create em- ployment opportunities for nearly two million disabled people (NHTSA, 2018). BENEFITS & CHALLENGES OF AV While improved safety is touted as the major benefit associated with the deployment of automated vehicles, there exist a range of other benefits and challenges. The team performed a comprehensive literature review of dif- ferent scholarly articles to identify the potential impacts of automated vehicles on future urban landscapes. It was found that AVs can provide myriad benefits to future com- munities, however, these benefits are not without various challenges that will rely on sound planning practices to resolve. The bulk of the academic literature reviewed by the team posits safety improvements as the most import- ant benefit that AVs will provide. AV technologies, espe- cially those related to safety, are improved upon annu- ally which will lead to the eventual availability of level 5 technology—otherwise known as completely self -driving automobiles. This scenario may provide an overall safer transportation network as less vehicles operating on pub- lic roadways will reduce the chance of collisions; addition- ally, researchers have demonstrated that the majority of Figure 3: 6 levels of automation (Source: SAE) automobile accidents occur due to human error (Bagloee, Tavana, Asadi & Oliver, 2016). By removing the human er- ror element, self -learning AVs could be able to provide a social benefit of $2,000 (in 2015 dollars) per AV in terms of crash savings, travel time reduction, improved fuel ef- ficiency, and parking benefits (Fagnant and Kockelman, 2015). AVs can aid cities in achieving lower greenhouse gas (GHG) emissions goals as all AVs are anticipated to be electric vehicles with vehicle to vehicle communica- tion systems on board that will result in higher efficiency in driving and therefore lower emissions. The increasing number of shared AVs (SAV) can provide municipalities with the opportunity to revise their land use control mea- sures to allow for less parking requirements in the down- town areas, which will then give the city authority addi- tional opportunities to convert on -street parking facilities into greenspaces or other land uses. Supplementing the benefits of reduced parking demand provided by SAVs, re- search suggests that a higher number of SAVs deployed in urban transportation networks can help US house- holds reduce their vehicle ownership needs; research- ers estimate that households can reduce the number of vehicles owned from 2.1 to 1.2 vehicles per household (Brandon & Michael, 2017). Vehicle to vehicle communi- cation technology will assist municipalities in managing their transportation network by facilitating more efficient management of intersections, utilizing road space more effectively, and reducing road congestion. Many research findings suggest AVs may help transit agencies minimize their operational costs and allow transit to be more ac- cessible for residents by incorporating AV shuttles into the transit system. Deploying AV shuttles in transit sys- tems may help both transit agencies and TNCs to achieve cost minimization in their operations and make future transportation options more affordable. Therefore, great- er equity in municipal transit systems may be achieved with the deployment of AVs in future transit systems. While the deployment of AVs in urban transportation networks will offer many benefits to municipalities, AVs can also bring about challenges that planners must be prepared to address. The main challenge municipalities will face relates to planning capital improvements - ma- jor infrastructure investments will be required to accom- modate AVs in the road system, which will pose a sig- nificant challenge to municipal and state Department of Transportations' budgets (Governing, 2018). AV technolo- gy development is highly dependent on the development of Artificial Intelligence (AI) systems. At the nascent level of the technology, it will be difficult for AVs to cope with adverse environmental conditions such as snow, rain, landslides, etc. Furthermore, driverless technology may cause economic challenges as many industries, especial- ly in transportation, will experience labor market disrup- tions as the need for commercial highway freight drivers and transit operators will decline drastically. Other con- cerns include cybersecurity and personal privacy issues due to continuous data collection of riders and surround- ing environments (Litman, 2018). Therefore, ensuring se- curity of those large data sets will be a contentious is- sue as AVs are integrated into transportation networks. Ethical problems may arise with AVs in scenarios involv- ing encounters between other road users and AVs, as the determination of liability in traffic collisions is not clear. Lastly, research finds that the future deployment of AVs may result in a future with increased numbers of cars in the roads and create a new form of congestion termed 'automated congestion" (Descant, 2018). LEVERAGING OPPORTUNITIES In creating this adaptation and equity plan, the team assessed the trends in Iowa City's mobility systems to identify the existing challenges, explored the impacts re- lated to automated vehicles, and used those findings to guide Iowa City's sustainable development strategies. Our focus was guided by the understanding that tech- nological progress is imminent and the deployment of automated vehicles will sooner or later take place in Iowa City, thus it is our role as planners to ensure that this process does not diminish the livelihood of the resi- dents, but rather it enhances their goals and aspirations towards accessibility, sustainability and equity expressed in the City's visioning and planning documents. For years Iowa City has led the U.S. livability charts among cities of a similar size (Wheelwright, 2018), yet it is not free from the prevalence of common transportation challenges fac- ing other U.S. cities like inefficient public transit systems, untamed disruption caused by ride -hailing services and other TNCs, predominance of parking in the urban core and injuries on the roads. On the other hand, general technological change, such as automation, electrification and connectivity already disrupt our society and will po- tentially influence human lives even more in the years to come. We consider their deployment as a unique pivot to alter the prevailing car -dependent pattern of U.S. urban development that can facilitate improved living conditions and access to opportunities for the people of Iowa City. Nevertheless, there is no concrete understanding of a timeline and scale for automated vehicles' introduction to local transportation systems, as there is still a gap be- tween existing pilot projects, and assumed potential and actual deployment of operationally sound and safe prod- ucts. In leveraging the existing knowledge pertaining to AVs we aim to create a flexible framework that lays out the understanding of the benefits and challenges of the new technology, foresees the changes, adapts current planning methods to the expected requirements and avoids unnecessary public expenditures. PROJECT SCOPE & AIMS Despite working in the uncharted territory of auto- mated vehicles planning, the team has the support of University faculty, and the Provost's Office of Outreach and Engagement, as well as the guidance of two expe- rienced project partners — the City of Iowa City and the National Advanced Driving Simulator (NADS), a leading transportation research center. Under their guidance, our aims with this plan are to: • Understand the multimodal accessibility needs of Iowa City residents and identify how AV technology can help meet these needs for all. • Analyze the benefits of emerging shared mobility technologies, their relations to AV adoption, and their prospective impact on Iowa City. Intercity Bus Service • Assess the impact of AV and associated mobility technologies on future land use and propose changes de- signed to improve land use efficiency. • Evaluate the role AV technology can play in Iowa City's transportation network and assess how it can benefit the community. PROJECT METHODOLOGY Through literature review, field work, data analysis, discussions with stakeholders, and a public open house event, the team identifiied and researched the topics of transit, land use, shared mobility and safety as well as as- sessed stakeholders' perspectives towards autonomous technology to inform the baseline for scenario planning and provide short- and long-term recommendations for the city. This part of the report aims to describe the overall ap- proach to the plan's creation, while the methodology for concrete steps, whether through research, analysis, or public input, is discussed in the corresponding sections. Despite the vigorous discussion in academic and pro - OUT OF SCOPE MPOJC Bicycle Commitee City Hospitals EXTERNAL CBD Businesses CORE Iowa City NADS IISC UI Parking & Transit IC Transit Coralville Transit ICAD Freight Figure 4: Project stakeholders (Source: Authors) Ecohawks Neighborhood Associations TNC Surrounding Student Jurisdictions Government fessional circles as well as numerous media publications and public events, to the project's team best knowledge, there is no comprehensive methodology or existing best practices that can be replicated in our attempt to plan for automated vehicles in Iowa City. Researchers across in- stitutions assess the perception of and propensity to use AVs through focus groups and surveys (Nielsen, 2018) or model the impact of expected benefits and externalities on the built environment (Zhanga, 2015) while practi- tioners suggest engaging communities in the discussion and thinking on the topic through the process of scenario planning (Nisenson, 2018). Following suggestions from the latter, the team's approach to the project stems from the Federal Highway Administration (FHWA) Scenario Planning Guidebook, which establishes the framework for providing support for transportation agencies in planning for population and land -use changes, climate change, and transportation network resiliency. The pro- posed six -phase framework raises pertinent questions, advises actions and strategies, and outlines the potential outcomes for each of the steps discussed (FHWA, 2011). It should be noted, that although the team doesn't employ the FHWA methodology in full, it agrees that this tech - Society & Safety Figure 6: Project methodology (Source: Authors) J nique is instrumental when planning for the uncertainty of the future. Ne Qac` +Q Once aligned with the aims and expectations outlined by the project partners, the team transformed the meth- odology from the FHWA Scenario Planning Guidebook into a five-step process that structures the existing re- search attempts and planning techniques to create a com- prehensive framework that measures the effectiveness of Public Transit the existing transportation network, adjusts to the equity challenges, assesses the public sentiment towards auto - Land Use mated vehicles, and guides the decision-making process Shared Mobility that can then be applied by the City of Iowa City both in a Society short- and long-term perspective. Safety At the first stage we reviewed Iowa City planning doc- uments and the existing body of AV -related literature that incorporated professional planning knowledge to allow . . . for the identification of the four topics that required fur- ther field research and data analysis for the project. These four topics are: public transit and land use challenges, shared mobility trends, societal knowledge and expecta- tions, and safety challenges. Fiqure 5: Research topics (Source: Authors) The third step of the process synthesizes the conclu- sions of the first two stages and informs the development of a 5 -year Short-term Mobility Improvement Plan that is aimed to improve the current transportation network of Iowa City while providing solutions to the current mo- bility challenges facing Iowa City residents. These very conclusions provide a basis for the scenario planning ac- tivities conducted in accordance with the FHWA Scenario Planning Guidebook recommendations. The no change and vision scenarios created by the planning team were presented to the general public for a round of comments to again verify the relevance of the team's proposals to the residents' aspirations and once altered to that input, these scenarios completed the fourth stage of our project. The ultimate goal at this point was to explore the future uncertainty in order to prepare the re- silient answers to the numerous challenges of the years to come (Schwartz, 1996) and set a foundation for the long-term recommendations, summarized in the Future shared mobility plan developed during the fifth step. O`a� O�� OK\ r J�� O .C`'Q a�� Q�� Pia 1 1 1 Can Iowa City benefit from AV? • How can AV ' • • Vision be deployed I equitably and • - efficiently? I I I I I 1 TRANSPORTATION IN IOWA CITY PLANNING DOCUMENTS The team reviewed the most current Iowa City planning documents to establish a baseline for understanding both the main mobility challenges and desires that residents face and share. Transit and parking are the topics that re- quire further research for the purpose of this adaptation plan. The transportation section of the current comprehen- sive plan of Iowa City, IC 2030, provides an exemplary list of goals that express the community's desire to have a multimodal transportation system that does not compro- mise the social and natural environment of the city (Iowa City, 2013). The Complete Streets Policy, adopted in 2015, guides the coordination of development and roadway im- provements in a manner that complements all modes of transportation, including motorized vehicles, transit, pe- destrians, and bicyclists (Iowa City, 2015). Furthermore, the desire for walkable and bicycle -friendly streets is not only communicated in IC 2030, but it is outlined exten- sively in the Metropolitan Bicycle Master Plan (Johnson County Council of Governments, 2009). While IC 2030 discusses opportunities to increase pub- lic transit ridership and better integration with the transit systems of neighboring jurisdictions (Iowa City, 2013), the newly presented Climate Action and Adaptation Plan emphasizes the importance of concrete actions in this di- rection if the city wishes to reduce its footprint (Iowa City, 2018). The Climate Action and Adaptation Plan highlights the necessity for effective management and planning for the parking options, while District Plans further this sen - Actions timent through the identification of the streets that face pressure from the parking spillover of the central business district and thus require policy intervention (Department of Planning and Community Development, 2008). IC 2030 articulates goals related to compact develop- ment and an accessible, pedestrian -oriented downtown in its land use section while acknowledging the potential economic effects from thoughtful and innovative invest- ment in transportation and associated land use decisions (Iowa City, 2013). However, it's the Climate Action and Adaptation plan that vocalizes community's commitment towards sustainable modes of transportation, change of travel patterns, use of electric vehicles and streets acces- sible for everyone (Iowa City, 2018). Though this research doesn't focus on the regional scale due to time and resource constraints, the team reviewed Johnson County MPO's Long Range Transportation Plan to better accommodate the topics that are important not only for Iowa City itself but have a significant impact on neighboring jurisdictions. The analysis conducted found no contradictions with the planning documents men- tioned above, but rather reiterations of the goals already discussed, like the development of a multimodal trans- portation system, integration of neighboring transit net- works, enhancement of the quality of life and attention to safety and equity in the area (Johnson County MPO, 2012). All these documents comprise the result of a long and extensive participatory process, which ensures that the aforementioned findings represent both the challenges and aspirations of the community, and thus served as a starting point for the team's further research and planning for the adaptation of automated vehicles in Iowa City. w 2.1 Increase Use of Public 2.2 Embrace Electric Vehicles, Alternative Fuel © 2.3 Increase Bicycle and Transit Systems Vehicles, and Other Emerging Technologies Pedestrian Transportation 0 Ali ra ��rmI My&' 1 ?1rM 1� 2.4 Increase Compact and2.5 Increase Employee 2.6 Manage Parking Options Contiguous Development Commuter Options UUP ... ::: •• ....... ....... ... ��� •• UI1� ....... ....... Figure 7: Iowa City Climate Action Plan transportation qoals (Source: Iowa City) TRANSPORTATION EQUITY & AV One major benefit associated with emerging trans- portation technologies, such as AVs, is that they can be leveraged to provide more equitable outcomes for disad- vantaged households through providing more inexpen- sive mobility options that increase residential access to economic opportunities and other amenities within com- munities. However, if not properly planned for, these tech- nologies could serve to exacerbate existing inequality in transportation systems. Unregulated AVs could encour- age sprawl and increase transportation costs which could burden low-income households. A greater proliferation of shared mobility modes could lead to unequal service areas as disadvantaged residents who lack access to the technology required to use them are unable to utilize these mobility options. An additional concern with shared mo- bility is that emerging shared modes, such as bikeshar- ing and TNCs could replace transit trips in communities, resulting in declining transit service and further impact- ing low-income households who rely on public transit as their main means of transportation. Finally, research sug- gests that disadvantaged communities see higher rates of pedestrian and bicycle collisions so integrating AVs into local transportation systems without making safer infra- structure improvements could pose significant risks to safety in these areas. To address these equity concerns, planners and the communities they serve should begin to plan for AVs and associated technologies by ensuring that disadvantaged residents are involved in the planning pro- cess from the very beginning and these individuals have a say in deciding what role AVs will play in their urban landscape. Equity is a major concern in any planning project and addressing equity concerns is a challenge communities face as measures of equity vary across spatial contexts and project purposes. In transportation planning, equity can be broadly viewed as access to quality services that increase individual's economic and social opportuni- ties, management of externalities related to transporta- tion, the allocation of public resources for transportation networks, and the outcomes of land use decisions that shape residential development patterns (Litman, 2002). While equity is not limited to just these factors, this plan outlines how Iowa City can address its current mobility challenges while paying due consideration to facilitating equitable outcomes related to existing and future trans- portation planning decisions. Within the scope of this project, the planning team de- fines equity in Iowa City's transportation system as the provision of quality transportation services that increase residents' access to economic and social opportunities, especially for residents who face difficulty in access- ing mobility options during peak and off-peak hours. To assess equity outcomes for the policy interventions set forth in this project, the team created an equity matrix. The first metric looks at the accessibility to shared modes by Iowa City residents; the specific measure is the level of shared mobility options (including transit) accessible to Iowa City residents throughout the city. To ensure eq- uity with regard to safety, the team delineated a second metric that measures the percentage of active transpor- tation infrastructure that provides greater safety to all road users (i.e. protected bicycle lanes) located in low- er-income areas. Currently, there is no data to analyze the City's progress of the bicycle plan implementation, though it's expected that with its execution, the percent- age of active infrastructure in the City will increase. The third metric of the equity matrix looks at the City's public Capital Improvement Plan to provide equitable outcomes in infrastructure decisions. While the team didn't assess how the city allocates funds to different segments of road users, based on the historical trends in the U.S., it is ex- pected that they are skewed towards automobiles, thus it is hoped that moving forward, a more balanced approach will be executed. The final metric of the equity matrix is linked to transit access for Iowa City residents, specifi- cally, the proximity of Iowa City residents to transit stops located in their neighborhoods. Through maximizing the number of residents within a 5 -minute walk to the near - I Trend Goal Level of Shared III • Mobility Options 171 STEADY INCREASE Percentage of Active ? Transportation Infrastructure • UNKNOWN INCREASE Proximity to III • Public Transit STEADY INCREASE Allocation of CIP Funds for Different Road Users • UNKNOWN INCREASE Figure 8: Equity matrix (Source: Authors) est transit stop, the City of Iowa City can further ensure that all residents have access to a transportation option without depending on a private vehicle for travel. The incorporation of automated vehicles in the tran- sit system and value the proposition for transit are ex- pected to significantly increase the level of access to shared mobility in the City. Additionally, the proximity to transit services will increase due to the expansion of the transit service areas and door-to-door feeder ser- vices. Also, the distributional equity of the CIP funds will improve due to this value proposition. More peo- ple will be likely to use transit and therefore, more in- vestment in the transit development will be equitable. Figure 9: Project meeting (Source: UI Office of Outreach and Engagement) PREVIOUS RESEARCH ON PUBLIC PERCEPTIONS OF AV The team studied numerous research papers, opinion columns and books, attended a number of professional conferences, and interviewed community leaders, trans- portation officials and automotive experts. Altogether, this research contributed to the understanding of the in- evitable deployment of AVs in public roadways, yet, there is much debate amongst researchers regarding when AVs will be fully deployed. This section of the report aims to discuss some of the previous findings on public opinion regarding autonomous vehicles in the U.S., and to present the qualitative input the team received from various city stakeholders over the course of the study. A number of the most recent studies are consistent in their conclusions on the positive public opinion surround- ing fully automated vehicles. A 2012 survey of 17,400 U.S. drivers revealed that more than a third of respondents were eager to purchase "a feature that allows the vehicle to take control of acceleration, braking and steering, with- out any human interaction," which was reduced to only 20% once the estimated cost of an additional $3,000 per vehicle was announced (Power, 2012). The two studies that followed the initial one surveyed more than 15,000 users each and achieved similar results (Power, J. D., 2013; Youngs, 2014). Ten focus -groups consisting of 32 people over 21 years old from three U.S. states — California, Illinois and New Jersey - revealed that women were more apt to use to driverless vehicles compared to men, while Californians were twice as willing to use it as Illinoisans. Most impor- tantly, the study concluded on the shift of focus from car design, engine and driving performance to the issues of safety, trust and technological advancement during the discussion of self -driving vehicles (KPMG, 2013). Safety was also an important factor in determining propen- sity to use self -driving vehicles among 467 students of Worcester Polytechnic Institute. Two thirds of the respon- dents expressed no desire to spend more than $4,999 ex- tra for an automated car, and men prevailed in that share (Casley, 2013). Finally, even with the negative coverage that flooded the media after a number of crashes involving driverless pilot test vehicles as well as vehicles equipped with Level 2 ADS, the public sentiment towards driverless vehicles remains positive, as Cox Automotive reports. Research shows that more than a half of respondents agree that existing ADS advances people's driving skills, however, only 16% percent would be willing to give up the option of manual driving. Safety is still a top concern for 1,250 participants from the U.S. who took part in online survey that emphasized the importance of real-world testing, but more than half of respondents would prefer those experi- ments to be conducted outside the areas in which they live (Cox Automotive, 2018). STAKEHOLDER INTERVIEWS Being informed by the conclusions of these U.S. stud- ies, and due to the time and resource limits that impeded the conduction of a random -sampled survey, the team focused on carrying out a series of structured interviews with city officials, industry representatives and commu- nity leaders to expand on the quantitative findings of this report, as well as to understand the impacts of driverless vehicles on the city in general, and its most vulnerable population in particular. The objective of conducting stakeholder interviews was to better understand the insights of community leaders and industry experts regarding the mobility chal- lenges of Iowa City residents as well as their perceptions surrounding the potential role automated vehicles could play in the local transportation system. In meeting this objective, the team was able to better inform the plan- ning process and create the basis for a community -wide vision that was presented in a public open house. It was the goal of the planning team to incorporate stakeholder feedback into the plan so that it may serve as a guide for Iowa City in moving toward a predictable, equitable and safe transportation system for residents now and in the future. 14 key stakeholders were identified as represen- tatives who hold a unique and knowledgeable insight into the community and the transportation challenges facing residents. The stakeholders represent the following cat- egories (see Appendices for full list of stakeholder par- ticipants): transit -challenged individuals, residents and travelers with disabilities, students, bicyclists, neighbor- hood representatives, the county's metropolitan planning organization, the chamber of commerce, automated vehi- cle development and testing, and local freight operators. We summarized the results of the interviews to ten topics that fall into two main categories: challenges and needs. STAKEHOLDERS ON CHALLENGES 1. Without alternative transportation options and reg- ulations on automated vehicles, private ownership will increase. • More vehicles on the roadways may lead to more risk of injury to vulnerable road users, such as pedestri- ans and bicyclists. • Increased vehicle miles traveled (VMT) may lead to increased cost in the City's operations and maintenance of the roads. • A potential for increased public health risk via air pollution related to transportation emissions. 2. Transit challenges may be exacerbated as TNC ser- vices become more prevalent. • Transit ridership may see further declines as the first- and last -mile problem with transit is solved through door-to-door TNC service. • A lack of shared alternative modes may lead to in- creased transit challenges. 3. Mobility challenged individuals may become further disadvantaged, especially in low -service areas. • The first- and last -mile gap in transit options fur- ther exacerbates the problem experienced by mobility challenged populations who are out of the transit service area. • Transit service areas are costly to expand and de- creasing ridership levels due to competition with TNCs could allow this challenge to persist. 4. Participants believed the transit system costs too much in terms of time savings. • Time-consuming commutes and inefficient routes reduce the desirability of choice riders and increase hard- ship on captive riders. • Iowa City's transit routes are centralized-- all routes go to a hub downtown and then to the outer regions of the city. • Transit routes are indirect and funnel through down- town. Many riders simply wish to go from work to home, without rerouting to downtown. • Long commute times with limited transit and an increasing population may further exacerbate these hard- ships and undesirable conditions. 5. Iowa City's transit system is fragmented and travel- ing outside the City is a difficult process. • The fare system requires riders to purchase a sep- arate ticket for each transit service. For example, a res- ident that lives in Iowa City and works in Coralville, ap- proximately two to five miles away, must purchase two separate tickets for both operators (Iowa City transit and Coralville transit) each way. STAKEHOLDERS ON NEEDS 1. Preserve and nurture Iowa City's walking and biking lifestyle. • Iowa City is bicycle and pedestrian friendly. The city's pedestrian -friendly environment is a major asset and should be maintained in future planning projects. • The City's residents and stakeholders take pride in the active lifestyle that is embedded in the culture, and they want it to remain so. 2. Expanded transportation options are needed for res- idents, especially off -time and weekend workers. • Provide alternative transportation options for pri- vate vehicle owners to be comfortable opting out of driving. • Provide transportation options for residents and travelers who are transportation disadvantaged or living in low -service areas. • Currently, public transport operates during the day- time into the evening Monday through Saturday. Routes should be served on Sundays or for third shift employees. 3. Expand the range of transit access and provide resi- dents a viable option to travel to employment. • An increased service in low -service areas will in- crease the ability of residents to get to and from a place of work, which is vital for steady employment and, therein, well-being. 4. Direct routes for faster commutes. • Direct routes may increase time savings for rid- ers. This will lead to an increase in desirability for choice riders and reduce the hardship for riders who have no alternatives. 5. Regional and local collaboration in transit services. • Online options for purchasing tickets, and/ or hav- ing tickets which are transferrable could boost transit rid- ership within Iowa City and the surrounding region. SHARED MOBILITY OPTIONS Shared mobility, defined as transportation resourc- es that are shared among users, either concurrently or one after another (Shared Use Mobility Center, 2018), is revolutionizing how mobility concerns of urban areas are addressed. The advent of smart phone technologies is fostering a connected system of mobility options that is capable of connecting residents to transit or other modal options, reduce traffic congestion, mitigate transporta- tion -related pollution, reduce transportation costs, im- prove the efficiency of urban transportation networks, and create more equitable mobility outcomes (Parzen, 2015). Currently, there exist a variety of shared mobility modes that are being integrated in large and midsized cities with- in the United States. These modes include: • Bike sharing - Public and private programs that pro- vide bicycles and bicycle facilities that are available for the public to rent for a short period of time. • Carsharing - Private service that offers members ac- cess to an automobile for a short period of time. - Traditional carsharing—Members borrow a vehicle from a specified location and return the vehicle to the same location once their travel needs are satisfied. - One-way carsharing—Members borrow a vehicle from one location and are free to return the vehicle to any location designated to receive it. - Peer -to -Peer carsharing—Automobile owners share their vehicle with other members of the service for a specified period of time. - Niche carsharing—Closed network carsharing pro- grams that serve specific communities. • Ridesourcing - Transportation Network Companies that utilize mobile or online platforms to link private, non-commercial vehicles with passengers to fulfill travel needs. • Ridesharing - Network or service of public or private vehicle owners who focus on adding additional passen- gers in their vehicles to serve travel needs. - Carpooling - Connects travelers, typically for com- muting purposes, to reduce automobile operating costs. - Vanpooling - Public service that connects commut- ers to share rides; similar to carpooling but focused on a larger scale. - Real-time ridesharing—Connects automobile drivers with passengers based on common destinations; connec- tions made through mobile or online platforms. • Public transit - Publicly owned bus, train, ferries, fa- cilities, and rights of way that provide fixed -route service. • Scooter sharing - Privately owned fleets of motorized scooters that are available to users for a short period of time. • Shuttles - Public or private vehicles that serve limited routes; often for employee first- and last -mile needs. • Microtransit - Similar to transit service, but focused on a smaller scale; utilizes dynamic routes to provide us- ers with a higher willingness to pay for transit. • Mobility Aggregators - Private companies that offer a bundle of mobility services to users; utilizes a mobile or online platform. • Courier Network Services- For -hire delivery services of food, packages, etc. Users connect with delivery ser- vices via smart phone or online applications. The majority of research regarding shared mobility identifies several common benefits of these transporta- tion resources. The availability of several shared mobility modes can benefit urban areas by reducing the number of private automobiles in public rights of way, reduce over- all vehicle miles traveled on urban transportation net- works, provide great accessibility and transportation cost savings to residents, increase catchment areas of public transit operations, and resolve first- and last -mile issues related to public transit (Shaheen and Chan, 2015). The current status of shared mobility options that ex- ist in Iowa City are presented in Table 1. Table 1 also in- cludes the shared mobility landscape found in other mid- sized college towns in the United States as well as two major metropolitan areas in the state of Iowa. Iowa City compares reasonably well to the other midsized college towns (Ann Arbor, Austin, Boulder, and Columbus) who are on the leading edge of shared mobility services in the United States. A benefit to the deployment of shared mo- bility modes in these college towns is that the university systems located within them provide a source of research and innovation that can effectively evaluate the success of these modes in providing additional mobility options in a cost-effective manner for localities; an example of this col- laboration is found in Columbus, Ohio, where the city was awarded a grant through the United States Department of Transportation Smart City competition. With the funding awarded by the US DOT, the city of Columbus partnered with the Ohio State University to create Smart Columbus, a data -driven mobility ecosystem that wields innovations in transportation to establish a model for the connected cities of the future (Smart Columbus, 2018). SHARED MOBILITY LANDSCAPE OF IOWA CITY • Transit- The Iowa City Transit System, along with Coralville Transit and the University of Iowa CAMBUS sys- tem, provides public transit services to residents of Iowa City. • Carsharing- Zipcar is the only carsharing program currently operating in Iowa City. The program is mainly focused on the student population and three pick-up and return locations exist near campus facilities on both the west and east side of the campus. • Bikesharing- There is not a bikeshare program cur- rently operating in Iowa City but city officials expect it to start in the Spring of 2019. • Alternative transportation services - Johnson County S.E.A.T.S. operates within Iowa City and offers paratransit services to residents. • Shuttles- Iowa City Transit offers free shuttle service from residential areas near the downtown area to the transit hub located in the center of the CBD. • Ridesourcing/TNCs - Uber and Lyft currently operate in Iowa City. • E -Hail services- Yellow Cab of Iowa City maintains a smart phone application that allows users to hail taxis and track the location of taxis in real time. • Courier network services - CHOMP and Grubhub are the two courier network services operating in Iowa City. • Mobility aggregators - Waze is a route planning and aggregation service available in Iowa City. While improving upon the shared mobility landscape in Iowa City can realize a number of benefits for residents of the community, the integration of these transportation modes is not suited for every city in the United States. The nature of Iowa City as a midsized college town limits the effectiveness of taxi and one-way carsharing programs as these rely on large cities with major transportation hubs (rail, air, transit) and strong parking management—Iowa City does not meet these requirements. Bikeshare and traditional rideshare programs are feasible within the City as these two shared mobility modes are optimal for con- necting residents to transit or other modal options, espe- cially in dense, mixed-use neighborhoods with high pe- destrian traffic (Parzen, 2015). Recent research on shared mobility suggests that a shared mobility system is depen- dent upon five factors in order to sustain itself—popula- tion, residential density, mix of uses, proportion of transit users, and walkability (Parzen, 2015). Currently, Iowa City W 0 2 Figure 10: Shared -use mobility modes (Source: SUMC) meets the minimum for these indicators regarding car - sharing and bikesharing. Planning for shared mobility is a recent activity being undertaken in communities across the United States. Several cities - Los Angeles, Santa Monica, Seattle, and the Twin Cities region of Minnesota - have all adopt- ed shared mobility plans and/or programs. These plans are the first of their kind to be adopted in U.S. cities and highlight the innovative ways some communities are ad- dressing the mobility concerns of their residents. These plans all present the current landscape of shared mobility in their respective cities and present strategies that har- ness the advantages each city has to offer as they foster a more integrated transportation network that meets the needs of all residents. The City of Iowa City can benefit from emulating these progressive planning activities and adopting their own shared mobility plan that delineates the goals and vision for the community's shared mobility landscape in order to identify the appropriate strategies for improving the current shared mobility options and planning for the future integration of new shared modes, such as bikesharing and scootersharing, in order to pro- vide residents access to the maximum number of shared mobility modes so that current mobility challenges can be addressed and linkages to public transit and future AVs can be established, especially as the new transit study is conducted and the bikeshare program rolls out in 2019. ENSURED SAFETY The U.S. Department of Transportation released 2015 data that revealed 35,092 of recorded auto accidents re- sulted in fatalities, an increase of 7.2% from 2014 (U.S. Department of Transportation, 2016). Driver assistance technologies are already helping drivers to avoid colli- sions. Current technologies that are improving safety for Table 1: Shared mobility in the US cities (Source: Authors) Ann Arbor, MI Austin, TX Boulder, CO Cedar Rapids, IA Columbus, OH Des Moines, IA Iowa City, IA Carsharing x x x x x x x Roundtrip carsharing x x x x x x x One-way carsharing x x x M®■■■■■ x Peer-to-peer carsharing x x x x x ■■fin Bike sharing x x x x x x Scooter sharing x I x Alternative Transit Services x x x x x x x Shuttles x x x Microtransit x x x MWENIMii■■■iiWIN Ridesourcing/TNCs x x x x x x x e -Hail Services x x x x x x Courier Network Services x x x x x x x Mobility Aggregators x x x x x x x Table 1: Shared mobility in the US cities (Source: Authors) Zipcar City Bike Facilities CAMBUS Stops • Iowa City Transit Stops 0 0.125 0.25 0.5 0.75 1 Miles Figure 11: Current landscape of shared mobility options in Iowa City (Source: Authors) drivers and bystanders include lane centering and vehicle warnings that signal the driver when making an unsafe lane change. There are also technologies currently em- ployed in new automobiles that signal when a driver has an obstacle in the vehicle's reverse trajectory via camer- as, sensors, and radar. Another safety feature of auto- mated vehicle technology is software that helps vehicles to identify potential safety risks that may assist the driver in avoiding a collision. A study by the National Motor Vehicle Crash Causation Survey (NMVCCS) collected information on 5,470 crashes between the years 2005 and 2007. The amount of the crash- es in this study that were caused by driver error account- ed for 94% of total crashes (NHTSA, 2015). Additionally, in American Public Transportation Association (APTA) news, commuters are assumed to reduce their crash risk by 90% when taking public transit over driving (APTA, 2016). This report observes a study from the authors of The Hidden Traffic Safety Solution: Public Transportation, which shows a decline of auto death and injury rates in communities that have an increase in public transit ridership. These reports have prompted our safety study of the Iowa City CBD and adjacent areas. The defined area is one �,�■�■ ■ r��#■■s■M■■■■■ ■!i ■ ■liii�Ji - M®■■■■■ ��■��ilNo ■■fin ��►■ r■ft■m.■�■■� �►■■■■W■■ ■■■■■■i ME MWENIMii■■■iiWIN MEMMINEEME.■® ■!■■�■tip ■iiWHIMMIN ■ENWNi■■�a�� I 41 m I• 01■WIi,■�■�i�: �A■lid _■■■"� IN W-0 Zipcar City Bike Facilities CAMBUS Stops • Iowa City Transit Stops 0 0.125 0.25 0.5 0.75 1 Miles Figure 11: Current landscape of shared mobility options in Iowa City (Source: Authors) drivers and bystanders include lane centering and vehicle warnings that signal the driver when making an unsafe lane change. There are also technologies currently em- ployed in new automobiles that signal when a driver has an obstacle in the vehicle's reverse trajectory via camer- as, sensors, and radar. Another safety feature of auto- mated vehicle technology is software that helps vehicles to identify potential safety risks that may assist the driver in avoiding a collision. A study by the National Motor Vehicle Crash Causation Survey (NMVCCS) collected information on 5,470 crashes between the years 2005 and 2007. The amount of the crash- es in this study that were caused by driver error account- ed for 94% of total crashes (NHTSA, 2015). Additionally, in American Public Transportation Association (APTA) news, commuters are assumed to reduce their crash risk by 90% when taking public transit over driving (APTA, 2016). This report observes a study from the authors of The Hidden Traffic Safety Solution: Public Transportation, which shows a decline of auto death and injury rates in communities that have an increase in public transit ridership. These reports have prompted our safety study of the Iowa City CBD and adjacent areas. The defined area is one that would be most suitable for automated vehicle opera- tions as the technology advances. The northern boundary of this study is E Market Street, then eastward to N Dodge Street, down to the southern boundary of Bowery Street westward joining with E Prentiss Street, and finally the western boundary closes the study area with S Madison Street. Overall, the area is just under a square mile. Due to limited time for analysis, the study area was minimized in order to fully consider as many parameters as possible. The time frame for the analysis spans 2010 until 2018. The baseline year chosen is 2010 because the road infrastruc- ture was updated after the flood of 2008. In this consider- ation, accidents caused by misperception and changes in habitual travel were not accounted for. The reported and defined accidents available were filtered by major caus- es, which were filtered again by identifying human error as the major cause. Examples of these variables include: distracted driving, failure to yield to right of way, and fail- ure to obey traffic signals (among many more). The goal of this analysis was to understand how auto- mated vehicles may enhance safety mechanisms and im- prove public health and safety. General welfare is another important aspect as time lost due to traffic jams caused by accidents that have resulted from human error in this study area may be reduced. Parameters included are hu- man -caused traffic accidents, pedestrian and bicycle col- lisions with vehicular traffic, traffic accidents on transit routes, as well as changes in how the road is used. Since 2010, of the reported accidents in the study area that were defined with a major cause, nearly 2,100 acci- dents were human -caused. This accounts for more than half of the accidents in the study area. During this time, 179 of the human -caused accidents resulted in one fatal- ity and injuries of major and minor severity. Bicycle and pedestrian accidents amounted to 120 crashes with ma- jor and minor injury severity ("Iowa DOT Saver", 2018). Trends and changes in driving behaviors have be- come a relevant topic for discussion. Distracted drivers accounted for at least 56 of the reported traffic accidents in the study area since 2010 (Iowa DOT Saver, 2018). Automated Vehicles are designed to increase safety and reduce accidents caused by driver distraction and other human errors. The increase in automation in vehicles may reduce time lost from traffic jams due to these prevent- able mishaps. TNCs such as Uber and Lyft have altered road usage in a way that has become observably dan- gerous. This analysis was intended to understand where and at what degree accidents have occurred before Uber and Lyft were allowed to operate. This study also analyzes the occurrences of accidents after their market release. Where accidents occur after the TNCs have been in oper- ation is important since the degree of pick-ups and drop- offs have increased. As travel behavior has changed in the study area, the pick-up and drop -oft locations have become an increasing concern. It is important to understand that drivers are le- gally allowed to double park to drop passengers off, and to pick up passengers when two lanes are operating in the same direction. This loophole poses a threat to public safety. The allowance may potentially lead to a reduction of efficient traffic flow and increased safety concerns. The team conducted field research during high traffic hours and observed these dangerous activities concerning pick-ups and drop-offs with TNCs, commercial vehicles, personal vehicles, and paratransit services. The obser- vational study pinpointed at least four locations where pick-up and drop-offs occurred regularly. The locations for this observed activity mostly coincided with the traf- fic crash analysis locations of crash activity. The locations observed to have pick-up and drop-off activity were Iowa Avenue between N Dubuque Street and N Gilbert Street, at the intersection of S Clinton Street and E College Street, another on S Clinton Street between E Washington Street and Iowa Avenue, and on South Dubuque Street at the en- trance for the Dubuque Street Parking Ramp. Areas where traffic accidents have increased are on Iowa Avenue be- tween S Linn Street and S Gilbert Street, as well as along many intersections of Burlington Street from E Madison Street to S Dodge Street, especially at S Clinton Street, S Dubuque Street, and S Gilbert Street. The location of traffic accidents in relation to transit lines for the years 2010-2018 is shown in Figure 12. This is important because of the change in right-of-way use, double parking, and pick-up and drop-off behaviors. The data for Figure 12 was sourced from the City of Iowa City for transit lines and Iowa DOT for the crash data. Transit operations depend on efficient flow and safe road condi- tions, as do all road users. The transit line data was sourced from the City of Iowa City and the traffic crash data was retrieved from the Iowa Department of Transportation. The joined data shows traffic accidents that occurred on downtown streets and were reported to have been caused predominately by human error. Most accidents downtown occured on roads with access to transit. In the last eight years, at least 2,099 of traffic accidents were reported. From these 1,631 were classified as human -error and on transit routes (see Figure 21). Transit routes are important for reliable and safe public transportation. As mentioned above, an APTA study showed that commuters are likely to reduce their chance of a traffic accident by 90% when taking public transit. It is important as road use chang- es to adapt appropriate measures for safety, such as a pick-up and drop-off practices with TNCs. It is believe that ma Z Z Z ° E Bloomington. St E Bloomin Me rcq vi o Z tspital V ti C lip Mark ]:!a W.10 ISO NA0 -Lov I F-'_„ # d Iof �r,loikt tti'cr ('.Irking Ram dhh '. w ct y� Chau is y i� Swa n Ra r ��k I : , Nibin - Librar� 1 ,.. 1o,vc3 F'; rh. pkjtblj= i1, 4u E CC 14ge Si AM ei, Gibion it a Square. gton 5RW d�L v Court SI 4bE C t 5 l 0 r w e s f u a Wright St u7 Human caused accidents Transit lines downtown 0 0.05 0.1 0.2 0.3 Average city block size Miles Figure 12: Traffic accidents on transit routes downtown 2010-2018 (Source: Authors) �'r F�larls�l Sty P. Pr..E■.irke[ ,I ■ ■ John liuw—mv Buildurg LJ �I� Z ,■ ■ ■ ■ E Jeffwn St ■ rrl.,�.ull,t. I III Old Ca Pirol SchaeRer ■ Cloc ktomer Flall Parking Ramp C ity ■ ■ l■ ■ . 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Cay Mtwe, u Vub kv A Ree Falk• C�n.lar ■ ■ ■ ::�to�t. ge rm. ■ ■ r low if, l ■ ■h SI E CQ Lir[ 51 u. ■ m C ■ . r ' rr,on Sr - _ r� ■ ■ Figure 14: Human -caused accidents with injury reported (fatal, major, & minor) 2010-2018 (Source: Authors) these communications with both TNCs and commercial drivers may serve a dual purpose; both TNCs for pick-up and drop-off areas as well as commercial vehicles with reliable loading zones. The short term plan for curb man- agement policies will have a focus on safety for pick-up and drop-off locations for all vehicles including commer- cial, public transit, and TNCs. This analysis serves as a baseline study for future comparisons of traffic crash analyses that may guide Iowa City's planning and safety actions. The intent of automat- ed vehicles is to increase the safety of travel by drasti- cally reducing the prevalence of traffic accidents that are classified as human -error. It may be many decades before fully -automated driverless vehicles are deployed. One five-year recommendation is to revisit the legal frame- work regarding double parking for two lanes in the same direction. Another recommendation is to incorporate a pick-up and drop-off management plan for the down- town. This plan defines safe pick-up and drop-off behav- ior, which includes set locations for temporary three- to five-minute parking for TNCs and 10-15 for commercial unloading. The intent is to adapt to the changes in travel Old Capitol I wa Ave Al JoWa City UN Down town U, l4 t modwmmpm I_ I h r.-iry - - U Cr Paul Hell Frank i Printing House cri Old Capitol Talmo enter L" * Pedestrian I Colleges( E Cal College Block Bu Opera House Block The Mill behaviors to promote better health, safety and welfare for individuals who must pass through or who wish to enjoy the downtown area. As vehicles become more technolog- ically advanced, it is anticipated that traffic crashes will be reduced due to sensing technologies and collision avoid- ance mechanisms. Until then, it is recommended to make small and feasible changes that may be useful in future advances in vehicle technologies. SAFETY OF LOADING ZONES Iowa City has had a number of loading zones and pas- senger loading zones marked by signs since 1994. They either prohibit parking to everyone except for commercial deliveries on some of the metered spaces from 2 AM to b AM, or allows certain time for free unloading from 8 AM to 5 PM, or both (Iowa City, 1994). Moreover, the City Code grants commercial vehicles to "stop, stand or park in a traveled lane while engaging in the loading or unloading of property" for 15 minutes both on one- and two-way streets in retail districts, given that enough space is left for the movement of traffic (Iowa City, 1994). The team conducted multiple site observations, all suggesting that the peak for freight distribution occurs over the first half of the day. This coincides with the re- search on the topic, concluding that overnight deliveries require additional costs both for carriers and receivers, as it needs additional staff who work out of regular business hours, and thus can occur only if companies are offered Figure 15: Frequent TNCstops downtown (Source: Authors) Figure 16: Loading zones and accidents (Source: Authors) additional incentives for such effort (Labelle, 2016). Since multiple parking spaces that can accommodate a delivery truck are usually occupied during the day time, using the provisions in the City Code mentioned above, truck driv- ers are forced to double-park, often creating a whole ad- ditional lane of traffic. This creates a potentially danger- ous situation, as loading zones are not only located on the busy streets with multimodal users, but also these are the places where numerous vehicular crashes take place. On the other hand, we also observed the cases when commercial vehicles were parked next to the loading zones even if it was fully available. This ineffective use of loading zones adds to the finding of numerous parking vi- olations in the areas of "Odd/Even parking" or "No park- ing" signs, that indicates a general lack of enforcement in the City. SHARED MOBILITY & AV INTEGRATION One of the strengths of Iowa City's transportation net- work is its conduciveness for the integration of shared mobility services. Supplementing the community's vision for a dense, walkable urban landscape with strong active transportation and transit linkages, the City's Complete Streets policy and long-range transportation plan pro- vide the appropriate mechanisms for realizing this vision while the Climate Action Plan asserts several actionable transportation goals that can be achieved in the context of shared mobility modes. The existing shared mobility modes and the anticipation of the City's first bikeshare program serve as a critical starting point for identifying policy interventions the City can implement in order to ad- dress the current mobility challenges of residents while setting the appropriate stage for integrating AVs into the future transportation system. However, untamed shared mobility modes could serve to exacerbate the current mobility challenges of Iowa City residents and create obstacles to the City's land use, transportation network, equity, and climate change goals. Specifically, expanded operations of transportation network companies, such as Uber and Lyft, could pose safety concerns, increase congestion and vehicle miles traveled, increase transportation emissions, and reduce transit usage. As such, Iowa City is urged to examine the impacts that shared modes exert on the transportation network and the effects these transportation options have on residents. While Iowa City can be a leader in fostering shared mo- bility among smaller communities, several larger metro- politan areas in the U.S. have adopted policy measures and guides for developing shared mobility systems in their own transportation networks. For example, the City of Seattle adopted a New Mobility Playbook in 2017, while the Twin Cities and Los Angeles County have partnered with the Shared Use Mobility Center to develop the ap- propriate regulatory framework and policy interventions needed to formalize the consideration of shared modes in their respective transportation systems. ENCOURAGE SHARED MOBILITY The first step to encouraging shared mobility is to es- tablish an appropriate regulatory framework for each shared mode. Existing literature has delineated three regulatory frameworks that can be used to guide policy interventions aimed at shared modes (Cohen & Shaheen, 2016). The approach of these regulatory frameworks ranges from maximum policy intervention to minimal pol- icy intervention, and the selected approach should align with the policy goals of the City. Public engagement may provide additional insight toward an appropriate strategy. Public engagement throughout this process is important to develop an understanding about community sentiment Shared Modes Benefit the Shared Modes are a Sustainable Shared Modes are a Business Environment Business /maximum policy intervention/ /moderate policy intervention/ /minimal policy intervention/ Views shared modes as a public good Views shared modes as services that Views shared modes as profit - offer social and environmental benefits generating businesses Shared modes play strategic role in Shared modes generate revenue and Allocation of public resources reducing public costs of single occupant exert public costs and support is formalized vehicles Shared modes should be allocated Shared modes should receive limited public resources and public support public resources and public support Table 2: Regulatory approaches (Source: Authors) regarding the regulatory strategies and implementations. Table 2 below presents the frameworks. Based on the regulatory framework Iowa City choos- es to adopt in addressing shared mobility modes, the City can then tailor specific policy recommendations consis- tent with the selected regulatory framework. The section below illustrates examples of policy interventions. POLICY INTERVENTION SCENARIOS For "Shared Modes Benefit the Environment" 1. Allocation of Public right of way: Iowa City should work with relevant stakeholders and the general public with re- gard to decision-making for formalizing the allocation of public right of way to shared mode operators: a. Formal allocation of right of way: Require shared mode operators to apply for variances and/or special use permits for using public right of way; and b. Informal allocation of right of way: Iowa City can adopt curb management policies that allocate public parking spaces and/or commercial loading zones on a case-by-case or non-binding resolution basis to shared mode operators. 2. Fees and Permitting for Shared Modes: Iowa City al- locates public right of way at no charge to shared mode operators. 3. Signage and Installation: Iowa City pays for the cost of installing signage and right of way markings for shared mode operators. 4. Social and Environmental Impact Studies: Iowa City re- quires shared mode operators to author annual social and environmental impact studies related to their operations. For "Shared Modes are a Sustainable Business": 1. Allocation of public right of way: Iowa City formalizes the allocation of public right of way by requiring shared mode operators to apply for right of way usage. 2. Fees and Permitting for Shared Modes: Iowa City as- sess fees and/or requires shared mode operators to obtain permits for operating in public right of way: a. Fees assessed for on -street parking privileges and/or a fee per vehicle in operation; and b. Iowa City can reduce fees for shared mode operators who operate in areas where residents have inadequate ac- cess to public transportation. 3. Signage and Installation: Iowa City requires shared mode operators to pay for required signage and markings; the city pays the cost of installation. 4. Social and Environmental Impact Studies: Iowa City re- quires shared mode operators to author annual social and environmental impact studies related to their operations. For "Shared Modes are a Business": 1. Allocation of Public Right of Way: Iowa City codifies process for allocating public right of way to shared mode operators. 2. Fees and Permitting for Shared Modes: Shared mode operators must apply for permits to operate to offset fore- gone parking revenues and to defray administrative costs. 3. Signage and Installation: Iowa City requires all shared mode operators to pay for signage and markings, as well as the costs of installation. 4. Social and Environmental Impact Studies: Iowa City does not require social and environmental impact studies. AV POLICY PROPOSAL: INTERVENTIONS FOR SHARED MOBILITY MODES 1. Implement a PUDO management plan in downtown Iowa City for regulating public right of way in the context of transportation network companies, paratransit opera- tions, commercial operations in the short-term, and pave the ground for the management of automated vehicles operation in the future. 2. Create public-private partnerships to allow shared mobility modes to complement Iowa City transit: a. Investigate the integration the BONGO app with shared mobility service providers to establish data re- pository that assists in understanding residential travel patterns. b. Encourage shared mobility operators to enter into data -sharing agreements. c. Encourage Transportation Network Companies to offer a mandated level of service in Iowa City's mobili- ty -challenged areas. POLICY INTERVENTION #1: PICK-UP & DROP-OFF MANAGEMENT PLAN FOR DOWNTOWN IOWA CITY The development of private TNCs, such as Uber and Lyft, have revolutionized how people travel. With low- cost, on -demand service, and the proliferation of smart phones, TNCs allow residents to increase their mobility within Iowa City. Despite the benefits of TNC operations, there are certain challenges to these services. TNCs are not currently regulated in Iowa City and are free to operate anywhere in the City. This free reign can compromise the safety and efficiency of Iowa City's transportation network as TNC operators have no specific right of way for pick- ing up or dropping off passengers, which frequently leads to double-parking and unsafe pick-ups and drop-offs. Furthermore, local traffic law allows for double-parking while on a road with two lanes traveling in the same direc- tion. This in turn can pose safety risks to TNC operators and their passengers as well as increases in congestion. Once AVs are introduced in Iowa City roadways, these issues could be exacerbated as TNC vehicles with lower occupancy may be frequenting popular downtown desti- nations as they pick up and drop off passengers. Should these activities continue to be conducted without regula- tion, the adverse safety and efficiency concerns could be exacerbated. Iowa City should therefore implement a strategy for regulating the operations of TNCs in the area most likely to experience the challenges brought forth by them—the downtown. With approximately 150 business owners and the core of the University of Iowa's facilities, the down- town is a popular site for dining, entertainment, and shopping. As such, there is a high level of demand for ac- cessing these destinations. Collaboration with TNC oper- ators should encourage the City of Iowa City to designate certain zones in the downtown area as dedicated pick-up and drop-off zones. Actions for Implementing the TNC PUDO Plan: • Flex Zones: Revise city code regulations for commer- cial loading zones that establishes these road spaces as Flex Zones that provide exclusive access for commercial loading and unloading during specified times and TNC passenger pick-ups and drop-offs during non-commer- cial load times. For example: commercial deliveries are allowed between the hours of 3 AM and 12 PM and TNC pick-up and drop-offs are permitted between the hours of 5 PM and 2 AM. Considerations: Implementing Flex Zones will require city -led education among employees with diligent en- forcement to ensure compliance; minimal public invest- ment will be required for signage/markings; site shared mobility modes (i.e. bike share, scooter share, transit) within a 5 -minute walk of Flex Zones; revise parking reg- ulations after 6 PM in the downtown area to reflect pick- up/drop-off zones and limit non-TNC parking in them. • Alternate PUDO Zones: Designate areas within a 5 -minute walk of downtown area as PUDO zones where TNCs may pick up and drop off passengers at either all times of day or during mandated hours. Considerations: Implement Alternate PUDO Zones on streets with less traffic; diligent enforcement to ensure compliance; minimal public investment required (signage/ markings); site shared mobility modes within a 5 -minute walk of Alternate PUDO Zones. Enforcement: Enforcement of Flex Zones and Alternate PUDO Zones by the City is critical to their effectiveness. Iowa City is advised to enforce these zones through either the use of parking enforcement officers or utilizing traffic cameras that record violations of these zones. The asso- ciated costs of enforcement could be offset by requiring TNCs to pay fees and/or permits to operate in the City. Outcomes of Implementing the PUDO Plan • Orderly and efficient use of downtown right of way; and Alternate PUDO Zones Flex Zones 0 0.1 0.25 Figure 17: Proposed Flex Zones and Alternate PUDO Zones for Downtown Iowa City (Source: Authors) .5 Miles -bloorninuton StE T Z a W Market SCE Market St E Market St 0 Z Z W Jefferson St E Jefferson St Hubbard Birk c t G W Iowa Ave Iowa Ave Z II� ^ i.IGCiirCXi'�E'r arkrng Ramr, .. C W Washington St -�iJshin4rort 5t - 10 C hauneey IkL�rrr + Swan FbrR > Colle9R Lihr.:rry u50bCApJ4,'i :: VS GsE?ro Town a�. �r. Lrt;,. Park V) r Cenkir ,-_..il n• -,r '- r=vViega V1 St a0 cm F4i re IM fl Gibmn Z!9 veho I I Q Square Old Ca�rttol U7 Parking Z)lW "buque si 4'V u Burlington St —. (} — -�1 ��1-- _. I. II'irking Ramp _ F' Rr��irY��i�r.n S� I'(3 �4�rr�i (.,i it v5 W Court st�, r Z Cr n E Court St f Cr,r_r.! St 5 o C C �_ V _ V9 J V! V 0 W Harrison St F Harrison St Alternate PUDO Zones Flex Zones 0 0.1 0.25 Figure 17: Proposed Flex Zones and Alternate PUDO Zones for Downtown Iowa City (Source: Authors) .5 Miles • Improved safety for TNC operators, passengers, and other road users. Measures of Success in Implementing the PUDO Plan • Establish a baseline for analyzing safety benefits of the PUDO Plan by utilizing TNC and city crash data for a baseline time period prior to implementation of PUDO for comparison of future time periods. POLICY INTERVENTION #2: CREATE PUBLIC-PRIVATE PARTNERSHIPS Public-private partnerships (P3) have recently gained the attention of various state and local governmental en- tities as federal funding for transportation projects has seen a declining trend due to various reasons (Maltin, 2019). These partnerships leverage the innovative na- ture of the private market to assist in funding projects that have mutual benefits for both the private and public stakeholders involved. As Iowa City advances toward a future in which shared modes, and potentially, AVs, could play a greater role in addressing the mobility challenges of residents, City officials could look toward public-private partnerships to assist in the funding and monitoring of the programs that aim to guide Iowa City toward a more effi- cient and equitable transportation system. Within the context of the Iowa City transportation sys- tem, shared mobility service providers could enter into data -sharing agreements with the City government so that City leaders and shared mobility service providers can better understand residential usage of these transporta- tion options, ensure equitable access for all residents, and improve the safety of residents through the identi- fication of specific areas in the city where infrastructure improvements are necessary. As of now, several options exist for Iowa City to pursue in creating a data repository that has the ability to track data related to the following: parking verification, fares for using the service, utiliza- tion of shared mobility fleet vehicles, and trip start and end data, i.e. the time and location of trips taken in Iowa City. Currently, Uber maintains Uber Movement, which is a data repository that the company uses to help plan- ners and policy makers develop data -informed decisions related to transportation planning projects (Gilbertson, 2017). Additionally, the Los Angeles Department of Transportation has developed a data repository to man- age shared mobility service providers through the Github platform, which is a public data repository that allows for the LA DOT to track, in real time, data related to shared mobility usage amongst residents. Actions for Implementing Shared Mobility Public - Private Partnerships in Iowa City: • Leverage the Bus -on -the -Go (BONGO) app: Create a digital platform that links transit users with shared modes by encouraging shared mobility service providers to establish a data repository that can assist City leaders in understanding residential travel patterns and inform residents of alternative transportation modes. • Encourage shared mobility operators to enter into data -sharing agreements: Allow the City to formalize and regulate the operations of shared mobility service provid- ers in the City's transportation system so the impacts of these providers can be better managed through data -in- formed analysis as TNCs currently do not share data with local governments due to protections of proprietary infor- mation. Through creating a regulatory environment that encourages data -sharing with the City, TNCs could be in- centivized to share data, such as trip origin/destination, average length of trips, average number of fleet vehicles in service, etc., that can be used by the City to analyze and Community Policy Description Fort Lauderdale, FL Passenger Loading Zones for A city-wide ordinance that established "Passenger Loading 0 TNCs/Taxis Zones" for specified hours during the day; authorizes 0OC Q TNCs and taxis to park in these zones for a maximum of New York, NY Licensing and Regulation 5 -minutes while picking up passengers Washington D.C. Nightlife Parking A pilot program located in the DuPont Circle neighborhood Demonstration that delineates 4 street segments dedicated to passenger loading for TNCs and taxis during the hours of 10 PM on Oakland, CA Equity Carshare Policies and Thursday night through 7 AM on Sunday mornings San Francisco, CA Color Curbs Program An update to the local loading zones regulations that allocated colored curbs for commuter shuttle loading purposes, and identifies the potential for these colored curbs to be used by TNCs in the future Table 3: PUDO Zones in Other U.S. Communities (Source: Authors) City Regulation Description Boston, MA Uber Data Sharing Agreement Uber will provide the city of Boston with data related to 0 the date and time, area of origin, distance traveled, and 0OC Q duration of each trip taken via the operator New York, NY Licensing and Regulation The city of New York passed legislation that requires for - of For -Hire Transportation hire transportation services to share data related to date Services and time, total mileage, and fare for each trip taken as well as the amount of time each vehicle is in service per day Oakland, CA Equity Carshare Policies and The city of Oakland requires carsharing service providers Practice to share data related to VMT, vehicle GHG emissions per mile, safety records, average customer fares, and number of users and vehicles with the city. Table 4: Data Sharing Agreements for Shared Mobility Service Providers in Other U.S. Communities (Source: Authors) regulate TNC operations. • Encourage Transportation Network Companies to offer a mandated level of service in Iowa City's mobili- ty -challenged areas: As part of the data -sharing agree- ment, Iowa City could require TNCs to offer a mandated level of service for the communities disadvantaged res- idents by utilizing geo-fencing technologies that create a virtual boundary in which TNC service is prohibited out- side of and to ensure an adequate number of vehicles are located in the areas of the City that could benefit from them the most. • TNC service providers can opt out of fees and/or be granted an expedited permitting process for voluntarily entering a data -sharing agreement. Outcomes of Implementing Shared Mobility Public - Private Partnerships in Iowa City: • City officials and decision -makers can make data -in- formed decisions regarding the regulation of shared mo- bility service providers and management of public rights of way. • Increase equitable access to alternative transpor- tation modes for all residents through identifying "need areas" in which mobility -challenged residents reside and targeting shared mobility services in these areas. • Identify street and infrastructure design improve- ments in specific areas of Iowa City to increase pedestrian and automobile user safety in the public right of way. • Increase mobility options for mobility -challenged residents by ensuring access to TNCs in disadvantaged neighborhoods. Measures of Success in Implementing Shared Mobility Data -Sharing Agreements: • The Bus -on -the -Go (BONGO) app is expanded to in- clude locations of shared mobility modes for transit users. • Regulation of shared mobility service providers is formalized in the Iowa City code. • All existing shared mobility service providers have entered data -sharing agreements with the Iowa City, and all prospective service providers are permitted to oper- ate contingent upon their entrance into a data -sharing agreement. • A data repository is created that the City and shared mobility service providers may utilize it to monitor travel conducted via shared modes. • Integration of geo-fencing technologies to ensure consistent service to mobility -challenged neighborhoods. AV HOV Zone J 2020 2025 2030 2035 2040 Figure 18: Shared mobility recommendations timeline (Source: Authors) TN CA m Collaboration 0 2 0OC Q PUDO Pilot U) ments in specific areas of Iowa City to increase pedestrian and automobile user safety in the public right of way. • Increase mobility options for mobility -challenged residents by ensuring access to TNCs in disadvantaged neighborhoods. Measures of Success in Implementing Shared Mobility Data -Sharing Agreements: • The Bus -on -the -Go (BONGO) app is expanded to in- clude locations of shared mobility modes for transit users. • Regulation of shared mobility service providers is formalized in the Iowa City code. • All existing shared mobility service providers have entered data -sharing agreements with the Iowa City, and all prospective service providers are permitted to oper- ate contingent upon their entrance into a data -sharing agreement. • A data repository is created that the City and shared mobility service providers may utilize it to monitor travel conducted via shared modes. • Integration of geo-fencing technologies to ensure consistent service to mobility -challenged neighborhoods. AV HOV Zone J 2020 2025 2030 2035 2040 Figure 18: Shared mobility recommendations timeline (Source: Authors) SCOPE OF THE TRANSIT STUDY The focus of this segment of the study was to assess alternative public transit service opportunities that can betterserve low-income neighborhoods, night shiftwork- ers, and high-income neighborhoods as to help them eliminate the need for a second or third car. The detailed methodology of the analysis is described in the appendi- ces section (A.1 Transit study methodology). An automated mid-size van option with door-to-door transit capabilities will be evaluated in the long-term plan for the transit system. Additionally, an analysis of a shared voucher program for accessing private ride hailing services was evaluated in the short-term transit improve- ment plan for the City. Furthermore, the determination of the impact of these options on achieving transportation equity was performed in both the short- and in long-term recommendations. The outcomes from this analysis will be helpful for Iowa City's future transit improvement study and may serve as a guideline for other cities interested in the prospect of automated vehicle technology in supple- menting their transit systems. TRANSIT SYSTEM IN IOWA CITY The Iowa City Transit system developed in the 1910s when the first electric railway was built in Iowa City. By the early 1970s, Iowa City had developed a bus transit sys- tem whose routes were planned with the consideration of equal service between all geographical areas of the City. Since the initial transit route study was conducted, the city has expanded and the population has increased. Iowa City Transit Authority has adapted to the dynamic landscape of the city by modifying their route system to provide tran- sit accessibility to all residents. Due to these actions by the City, difficulty exists regarding the equitable access of the transit system across the City. Currently, 23 city bus routes are in operation, as displayed in Figure 21. The population of the City is increasing, and the City is expand- ing by annexing land from the periphery for both single and multifamily housing developments; this expansion has prompted the city to plan transit expansions to serve these new developments. The current transit system op- erates from 6:30 AM to 10:00 PM on weekdays, with low- er frequency of services after 6:30 PM. While some lower frequency routes operate on Saturdays, there is no Sunday service available. Iowa City transit also provides services to supermarkets such as Walmart and Aldi during both weekdays and Saturdays. The City transit service is com- plimented by the University of Iowa CAMBUS service, es- tablished in 1972 by the students at the university. 35.W x.00 Z5 go 2%.00 10.00 5.00 i� 1J5 2000 201c, 2015 2020 Figure 19: Per capita ridership on Iowa City Transit, 1994-2017 (Source: Authors) TRANSIT RIDERSHIP Iowa City's transit system currently provides an aver- age of 15,068 trips per day while ACS 2016 data estimates that nearly 10% of Iowa City residents use transit for their work commutes. Compared to other similar -sized com- munities in Iowa and across the U.S., Iowa City ranks high on transit usage. However, recent data on transit rider- ship for the Iowa City transit system shows that annual ridership has been declining. This data, collected from the Johnson County Metropolitan Planning Organization Transit Performance Report, looks at ridership levels from the years 1994 to 2017 and offers insight into transit usage patterns for the City. Figure 19 and Figure 20 illus- trate these trends graphically. As Figures 19 & 20 illustrate, ridership on Iowa City Transit systems was roughly steady from 1994 to 2005; however, after 2005, it experienced a rapid increase in their 2500000 0L 2000000 s V) v 1500000 ?' 1000000 500000 0 1990 1995 2000 ridership until 2009. In 2010, it experienced a decrease in ridership compared to the previous year. Interestingly after 2010, ridership on Iowa City transit experienced a steady increase until 2012, where the transit system saw ridership levels begin to plummet. After 2015, the transit system experienced another drastic decline in ridership compared to previous years. Also, the decline is notable in that the 2017 ridership level is actually back down to the 1994 ridership level despite an increase in population. Should ridership levels on Iowa City transit see further declines, the implications for mobility challenged resi- dents could persist, and even increase. Declining revenues collected by the transit authority could result in reduced service levels and the discontinuation of certain routes, again impacting riders who have limited alternatives for commuting and traveling in the City. With the introduction of automated vehicles and greater proliferation of shared mobility services and TNCs, Iowa City transit may no lon- 2005 2010 2015 2020 Figure 20: Annual ridership on Iowa City Transit, 1994-2017 (Source: Authors) Figure 21: Operational Transit Routes (Source: Authors) CO C ® QQ)o G a 00 co O s ()� 8 '60000 0 -, 0OQ 000C 000 0 C�S Q�9(T�O C Q00OC70©00 00 C� J Q 00 p O C7 p C `"C'C3 �Cj OQ 6 c a j C6 C� C) © i Q C 0 0 00 C � �j 00 9 � 0 © CO �O 0 pC� -Q, �� 0 �o 0d Average Day Boarding 8 - © 0Q)o 0 1900( Q 1-28 Q 29-54 55-142 143-945 C Iowa City Boundary 0 0.45 0.5 m Figure 22: Transit boarding at different stops of Iowa City (Source: Authors) 2, � N':IIP. ger be able to compete with these transportation options. As such, the planning team envisions a future transit system in which Iowa City transit integrates automated vehicle technology into the system through small, neigh- borhood AV shuttles that offer door-to-door service for residents; these neighborhood shuttles then connect us- ers with fixed -route trunk lines that efficiently move resi- dents across the City to their destinations. Not only could this future transit system allow Iowa City to operate an ef- ficient and equitable transit operation that serves all res- idents, it could serve connections to shared mobility ser- vices and other alternative transportation options while discouraging the use of private vehicles and aid Iowa City in maintaining its pedestrian -friendly environment. I1:7_1�641111&1 :1:iyjM*M-Pool0 The City has previously conducted a two-week long transit boarding count for all the stops served by Iowa City transit. The study found significantly lower demand at a large number of stops. In this section the average daily transit boarding data were mapped to illustrate the level of transit usage in the different areas of Iowa City. Figure 22 shows the average daily boarding at all stops served by the City, which were calculated from the two-week sam- ple counts. It can be observed that a significant portion of the stops showed zero boarding throughout the survey period; these stops are represented by red dots in Figure 22. Additionally, it is also necessary to analyze the fre- quency of the transit system with reference to this board- ing data. The analysis of the transit frequency was done using the per day stop frequency of each bus, measured by the number of times in a day a bus serves that specific stop. This analysis illustrates that some of the areas of Iowa City are underserved by the transit system (Figure 23). It can be clearly seen that transit service is highly concentrated in the central part of Iowa City and is very limited outside the core area of the City. It should be taken into consideration that the City's population is increasing, and a significant portion of the student population and low-income households reside in those neighborhoods outside the City core. The planning team observed significantly low boarding in the periphery area of the City. To better understand the relationship between transit boarding and transit frequen- cy for each stop, the team performed a correlation analy- sis. A correlation value of 0.54 was calculated; this value assesses the relationship between demand, as measured by the average number of weekday ridership per stop, and supply, as measured by the daily service frequency to that stop. A correlation value of 0.54 indicates a mod- erate association between transit usage and provision of service. As this demand data was collected from the two- week survey of the City Transit Service, the variation in the observation is high. Therefore, a longer period rider- ship data is necessary to validate this point and reveal the actual relationship between transit demand and supply. The analysis also found low service frequency in the low-income areas of the City. This was found by overlay- ing the stop wise transit service frequency data into the block group data showing the population living below the poverty line. It was observed that outside of the central area of the City, outlying block groups are not adequately served by transit, especially in locations where significant proportions of low-income households reside. This is il- lustrated in Figure 24. TRANSIT ACCESSIBILITY The analysis of accessibility is an important concern in any transit study and several methodologies exist for performing these types of analysis. This study used tran- sit stop location data to assess transit service area and accessibility. For calculating the transit service area, a 0.25 -mile buffer was applied to each individual transit stop. The rationale behind the use of this buffer is root- ed in the consensus among researchers that an individ- ual will walk a maximum of 0.25 miles to access tran- sit service. However, barriers to accessibility may exist if people within the 0.25 -mile radius are not able to access that transit stop due to a lack of pedestrian infrastructure in the associated service area. To evaluate resident ac- cessibility to Iowa City transit stops, the planning team, with the help of the ArcGIS Network analyst tool, built a road dataset for the City of Iowa City and performed a ser- vice area analysis for the transit system as presented in Figure 25 (for detailed methodology see A.1 Transit study methodology). The calculated initial service area was 8.53 square miles. It can be seen from the map that a signif- icant portion of the City's roads are not accessed by the current transit system in consideration of the 0.25 -mile walking distance to the stops. Also, overlapping the transit service area with the res- idential area of the Iowa City shows 75% of the residential area is accessed by the transit system. Additionally, 79% of the business and commercial area, 57% of the institu- tional, and 69% of the industrial land uses are currently covered by the transit service area. Q °moo �� CP O❑ ° jo- p 0 0 J ° ° ° ° ° O ❑ o �8 P] Q L� p ❑ O v p p 0 a a o 6 0 ithco o C ° 0' � 0 OO CEJ O© O ° ° 00 8 00 r'p"O'Do °c a 0 0 0 �0 0 9,0 0 Daily Frequency of Transit Service 00 0 00 Qa 0 ou�6Cu) O Q }�• 0 o d- o mo @ v $ o o o a o G: 00� O 0 op �} y�y o ❑ CJ OO Q n. j -J O a ° 0 0 00 000 O a 0 4-20 O 21-32 38-172 33 -58 F_ Iowa City Boundary 59-87 Urban Roads of Iowa City Figure 23: Transit frequency at different stops (Source: Authors) Proportion of Low Wage Workers 019-022 0.29- 0.33 0.23 - 0.25 = 0.34 - 0.50 026-028 a ss* 00 Q 0 0 0 0 0 CJ 0 Stop Boarding • 0 * 1-26 0 27-54 0 55-142 G) 143-945 0 !a 00 0Z 015 d o 0 c7 so o 0 C) 8 C) 0 © e Q e 0 � C o Co cqSa30 © o © 0o9 0 ((�� Q p� o a 0 6 � o 0 CZ) ? o Cdi 0 o" c�� �o coo O 0 0 0�° DC7 00 0 0 ()0 083 0 0 0 Q ® 00 0 �° � b 0 coo O ®08000 �C��J 0 0 0 0 X6 0 0 00 0 coo 0% 0 0 °� 0 CbO (9 O s o Q 0 0 0 0 0 0 00 C) 0() ° o 00 000 0{�� 0D0 24: Transit Service and low-income population (Source: Authors) 0 0.45 0.9 1.8 2.7 00 ❑ a O Al - 0 0a O a TRANSIT USE IN WORKING TRIPS Work commutes are an important set of trips made on the Iowa City road network and these trips are facilitat- ed using a variety of modes. There are certain benefits of utilizing the transit system for commuting purposes such as reduced parking demand and fewer vehicle emissions. Therefore, data on the portion of commuting trips made by workers may supplement future transit planning ef- forts. For this reason, a map showing the percentage of residents using the transit system for their commuting trips was prepared by the planning team. Block group lev- el ACS data was used to show the transit usage in differ- ent areas of Iowa City. Figure 26 shows the percentage of commute trips made using transit in each block group. One concern is that this data does not correlate well with the boarding data of the City, shown in Figure 22. The boarding data shows significantly low levels of boarding in neighborhoods outside the downtown area. One of the reasons for this can be attributed to the low population ! Transit Stops density seen in the outlying neighborhoods of Iowa City, which could mean that boarding is significantly low due to the lower concentration of residents in these areas. On the other hand, boarding levels for the central area of the City could be inflated due the high population density paired with a small portion of the population that uses transit and thus result in an artificially high boarding level for the area. One limitation to this map is that it only accounts for the working trips of residents while other types of trips are not considered. It can be seen from Figure 26 that workers from sev- eral outlying block groups of Iowa City use transit service frequently for their work trips. It was also observed that when comparing this map with the low-income population distribution of the City, most of those block groups have a higher percentage of low-income people. Therefore, it is implied that a significant portion of low-income use tran- sit service for their work trips. • a • a t • � a X11 ' •a ? ! as �- = a a a #• • # a a • 40 _ •' • a'es . arm T� i]T t � _ "� • a _ � _ a • # Service Area on 0.25 Mile Buffer = Iowa City Boundary 0 0.45 0.9 S Figure 25: Iowa City Transit service area using 0.25 miles radius around stops (Source: Authors) 27 3.6 -1-I r" i I e s 2-4 i 0 5-19 11 -16 - 17-22 - 23 - 34 0 0.45 0.9 m Figure 26: Percentage of workers using bus in their work trips by block group (Source: Authors) EXISTING COST OF TRANSIT The cost of providing transit service in Iowa City is relatively low compared to other midsized communities in the U.S. Based on data from both the City of Iowa City and Johnson County Metropolitan Planning Organization Transit Performance Report, the revenue per vehicle mile was calculated. For the calculation of the cost of pro- viding transit service for each route, the length of each bus route was calculated using ArcMap and then multi- plied across the estimated cost of providing one trip. Data from Johnson County Metropolitan Planning Organization Transit Performance Report found that in Iowa City, the operational cost of transit service per revenue vehicle mile is $6.93. However, the riders per revenue vehicle mile was recorded as $2.2, which is very low relative to other midsized communities in the U.S. (Johnson County MPO, 2018). It was found that the City provides a tran- sit subsidy of $4.73 for each mile of operation, which is a significant expenditure for the City to incur but a substan- tial portion of this subsidy is funded by grants from the 2 3.n �NiI:=; Federal Transit Administration (FTA). Table 5 displays the current lengths and operating costs of each of Iowa City's transit routes. The estimated cost per passenger trip was calculated by dividing the estimated cost per route trip by the average number of passengers the route served in a trip. This average number of passengers served per route trip was calculated by the 2 weeks boarding sample data set of the City. Figure 27 illustrates the cost to boarding ratios for the different Iowa City transit routes. It should be noted that some of the routes serve a significant number of stops that record low boarding levels, which leads to addition- al operating costs per trip incurred by the transit service. However, it was observed that service in lower-income neighborhoods, such as Oakcrest, Westwinds, and Plaen View, has been very efficient due to low per trip costs. Furthermore, it was found that night services are high- ly efficient on these routes, indicating a high demand for daytime transit service on these specified routes. Transit efficiency is a growing concern for any city. As Routes Route length (miles) Cost of a route trip ($) Cost per trip ($) Oakcrest 5.11 35.4 1.20 Oakcrest Night 6.26 43.36 1.42 Westwinds 6.4 44.37 1.73 Plaen View 6.46 44.78 1.88 Town Crest 5.84 40.45 2.16 Westwinds Night 6.7 46.42 2.30 Court Hill 5.87 40.71 2.59 Broadway 5.94 41.15 2.72 7th Avenue 5.11 35.42 2.77 Lakeside 8.47 58.71 2.92 Mall 9.09 63.03 3.11 Table 5: City routes cost of operation (Source: Authors) Routes Route length (miles) Cost of a route trip ($) Cost per trip ($) Rochester 7.02 48.65 3.28 Westport Plaza 7.59 52.57 3.42 Towncrest Night 6.2 42.94 3.51 Cross Park 5.27 36.5 3.65 Westside Hospital 11.86 82.19 3.78 North Dodge 7.71 53.45 5.16 Manville Heights 10.47 72.53 5.97 Broadway Night 10.12 70.14 5.97 Eastside Express 9.61 66.63 6.61 Melrose Express 8.26 57.22 7.15 North Dodge Night 10.83 75.07 7.77 Cost To Boarding Ratio 1.24-1.88 M3.79-5.97 1.89 - 2.92 X5.98 - 7.77 2.93 - 3.78 Transit Routes 7th Avenue Broadway Broadway Night Court Hill Cress Park Eastside Express -F Lakeside OM1 all - Manville Heights - Melrose Express - North Dodge - North Dodge Night Oakcrest - Oakcrest Night - Plaen View Rochester - Town C rest Town cre st N ig ht Westport Plaza - Westside Hospital -Westwinds -Westwinds Night Figure 27: Transit operational costs (Source: Authors) 0 0.45 0.9 1.8 27 3.6 V i I=s can be seen from the previous analysis, transit demand is significantly lower in certain areas of Iowa City. The im- plication here is that the proper reconsideration of those area's service frequency is critical for improving transit efficiency. However, the consideration of the efficiency of the transit system must also incorporate equity measures to improve residential access to the transit operations in Iowa City. Simple options to pursue the maximization of the efficiency of the transit system include a reduc- tion of frequency or a completely halting of services in these low -demand areas. However, this decision will not be without substantial political and equity implications. Nevertheless, the introduction of AVs can offer potential cost-effective alternatives to the current transit services. ,149 11IltVd;i Figure 28: A scenario of AV deployment (Source: Bosch) AV POLICY PROPOSAL: INTEGRATION OF TRANSIT & AV In order to make transit competitive in the era of au- tomated transportation and emerging ride -hailing ser vices, the long-term vision of this plan incorporates a value proposition for the Iowa City transit system so as to illustrate the potential benefits that could accrue to transit users. This value proposition summarizes why an individual is incentivized to use transit in the event of wide availability of private AVs and inexpensive ride -hail- ing services. These incentives for transit users will help the transit authority develop a competitive service relative to other competing modes of transportation. The value proposition proposes a basic system framework for Iowa City Transit to consider in the near term. The essence of this framework is captured in the following statement: "Iowa City Transit provides high frequency transit ser- vices through the use of automated shuttles, which are integrated with bike sharing and other active transporta- tion infrastructure, and includes door-to-door, on demand transit services all day and every day, while emphasizing service to employment centers, commercial centers, and supermarket locations". Offering door-to-door, on demand service would re- quire a significant increase in the service area of Iowa City transit. In order to achieve this significant expansion while addressing the first and last mile issue of transit, auto- mated driverless community shuttles could be incorpo- rated into the current transit system. These AV shuttles could provide Iowa City with more reliable service at low- er operating costs and provide an opportunity to revive declining transit ridership levels. AV EXPANDS TRANSIT SERVICE To inform the design of the AV shuttle program in Iowa City, a literature review was done to identify the critical as- pects owing to a successful AV shuttle system. One study that looked at the incorporation of automated vehicles into a public transit system found that these vehicles can expand transit service areas from 0.25 miles to 2 miles (Lu, Du, Jones, Park, & Crittenden, 2017). An additional study explored the use of an automated community tran- sit network that was integrated with the existing transit system to resolve transit accessibility gaps within within that transit system (Levine, Zellner, Shiftan, Alarcon, & Diffenderfer, 2013). Based on the considerations high- lighted by these two studies and the use of a 2 -mile buffer around transit stops, a future service area for Iowa City Transit was determined. In this new scenario, the transit service area expanded to 15.68 square miles. It was also found that the fixed route buses were serving approxi- mately 167 miles; with the introduction of the automated community transit vehicles, the potential service length • Transit Stops expands to 243 miles of both major thoroughfares and minor roads not currently served by the transit system. These lengths were calculated using the select by location tool of the ArcMap and data sourced from the urban road database. In conclusion, this analysis has found that sig- nificant improvements are possible through the incorpo- ration of automated vehicles in the City transit system and these improvements can bring service to the doorstep of residents. Therefore, the introduction of low -speed auto- mated shuttles can provide ample service to all of Iowa City's neighborhoods. The vision crafted by the planning team consists of a future transit system that offers all residents a flexible, on -demand service that efficiently moves transit riders to their destinations. Leveraging evolving transportation technologies, such as AV, could assist Iowa City transit in realizing significant cost savings, and in turn, allow the transit authority to expand the current service area and provide an inexpensive transportation option for all resi- dents regardless of where they live in the City. r No 0 ■ •ft• • • � *f • • ••i! ••! • i r ii i • • • • • : • • • ft• r• • • • • •• ■ • i• • • ! ■ s • i ! * •� ■ e r ••■ • • • • • • • • + • ••!4 • s • • • • ■ • • •i •• ■ an i• •• * ! ! • * �r • i •• i •401, • • r r • • ■ • •r0000000141,* •• rA� R ■ • ■ • • i • • Service Area on 0.25 Mile Buffer without Automated Shuttles Service Area on 2 Miles Buffer with Automated Shuttles Iowa City Boundary Urban Roads of Iowa City _- Iowa City Transit Line -6� • •r % • 0 0.45 0.9 1.8 2.7 Figure 29: Current Iowa City Transit service area with/without AV (Source: Authors) 3.6 ■ M les The service proposed by the planning team consists of two components: 1. Several large AV buses serving as trunk lines, mov- ing larger volumes of riders across the City along fixed - routes with fewer stops. 2. A series of smaller AV shuttles, offering on demand, door-to-door and door -to -trunk line service in Iowa City neighborhoods. General Characteristics of the Fixed -Route AV Transit Service: • Larger AV buses with capacities comparable to tradi- tional transit buses. • "Trunk -line system" connecting neighborhood shut- tles to key employment and commercial hubs. • Limited stops along routes. • Headways of no greater than 15 minutes. • Higher priorities given for routes serving low-income neighborhoods and neighborhoods which have a high number of zero -car families to increase service for mobil- ity challenged households. General Characteristics of the Neighborhood AV Shuttles: • Small AV shuttles with capacities of 10-12 passengers. • "Feeder system" collecting passengers in Iowa City neighborhoods and connecting them with the fixed -route AV lines. • Door-to-door service with transit users ordering shuttle pickups on -demand. • Services offered 24 hours a day, 7 days a week. • Shuttle service to supermarkets and food retail destinations. • Shuttle services connect to shared mobility services to offer residents alternative transportation options for completing trips. Outcomes of the Future Transit System: Through envisioning a future transit system that in- tegrates AVs to offer residents an on -demand, door-to- door mobility service that connects them to fixed -route lines serving employment and commercial hubs, Iowa City could see a future in which transit ridership increases while trips made in private vehicles decrease. Below are the main potential outcomes of the transit system envi- sioned by the planning team: • Door-to-door, on -demand AV shuttle service could replace the short-term voucher services run by the City (See voucher section of the short-term plan). • 24-hour door-to-door services could offer residents, especially those with mobility challenges, increased op- portunities to travel to grocery stores and other destina- tions for daily goods while reducing dependence on pri- vate automobiles. • New transit stops sited adjacent to shared mobility services, offering residents a wider variety of transporta- tion options. • 24-hour high frequency service could help the City meet the commuting demands of residents while helping the transit system attract new users and potentially en- courage further declines in private vehicle usage. Figure 30: A large automated bus bV Volvo in Singapore (Source: Dezeen) Figure 31: A small automated shuttle by NAVYA in Neuhausen am Rheinfall (Source: Swisstransitlab) AV CONSIDERATIONS FOR IOWA CITY While the potential benefits afforded by this future tran- sit system are numerous, there are several considerations that Iowa City Transit are advised to address. First, this on -demand service will serve residents door-to-door and will operate on neighborhood roads. Due to the potential for increased road usage in Iowa City neighborhoods, the capacity of the neighborhood roads should be evaluated to accommodate the safe movement of the small transit shuttles. A second consideration related to this is the need for Iowa City leaders to take a role in engaging community members about the potential operation of AV shuttles in their neighborhoods. Recent media publications exten- sively detail the current climate around residential approv- al of AV pilot programs operating in various communities across the U.S. and overall, the operations of AVs are not well received as indicated by these poor vehicles being the target of rock throwing and attempts made to run them off the roads by other road users. Through maintaining an open and transparent channel of communication with residents regarding their desire for the role AVs could play in Iowa City's transportation system, City leaders can be in a better position to effectively plan for this technolo- gy and deliver outcomes that benefit all residents. A final consideration for the future transit system is the employ- ment losses related to the operations of AV shuttles. This unfortunate circumstance that is likely to occur with the proposed integration of AV technology in the transit sys- tem would almost certainly result in the Iowa City transit authority no longer needing transit operators. However, these AV shuttles will still require on -board attendants and individuals to maintain the fleets, so the employment losses are not entirely absolute. The implications of this final consideration mean that City leaders and transit of- ficials should prepare for a frank conversation regarding the future need of transit operators and to begin planning for this circumstance. AV SHUTTLE PILOT As time moves forward, information about AVs tests and pilots becomes less surprising, and rather ubiqui- tous, the better understanding of potential implications of its deployment emerges. Rigorous models and anal- ysis take the place of anecdotal evidence and advertising campaigns, bringing a better understanding of the critical power public policy holds over the scenario that will take place, and whether AV technology will become a boon or the bane of our cities. Given that, a sound course toward shared automated vehicles should be established by the City of Iowa City, to ensure the increase in access, equity and sustainability with the deployment of new technology. Integration of shared automated shuttles into the Iowa City transit system should be gradual, leaving room for UI Campus Route (1.1 mi) Pentacrest - UI Hospitals Route (1.5 mi) Transit Center - Downtown Route (1.0 mi) 0 0.1 0.25 0.5 Miles Figure 32: AV downtown shuttle pilot potential routes (Source: Authors) technology to ripen and become cheaper, while the City adapts through trial and error on a small scale. The first pilot should be deployed in the highest transit ridership area — downtown Iowa City (see Figure 22), to allow the maximum public exposure to shared AVs, test riders' perceptions, behavior, actual propensity to use and to incorporate their feedback in the next phases. The team recommends the next step of new service tests address- es the low transit frequency in areas with a larger share of low-income residents (See Figure 24). After the analy- sis of the two pilots and incorporation of lessons learned through their operation, there should be fewer technical and public impediments for initiation of a full-scale net- work of shared on -demand AVs. Both the existing research discussed in previous sec- tions and stakeholders' interviews conducted by the team suggest there is a general propensity toward fast adop- tion of private AVs once they prove to be reliable enough. However, models developed for larger U.S. urban areas bring evidence that the rapid increase in the number of vehicles (even though they will be automated) can only exacerbate the congestion and from b to 12 times de- crease accessibility to jobs for low-income residents. On the other hand, the rise of trip pooling and improvements of transit systems due to the integration of new technol- ogies more than doubles the access to opportunities in the region (Ezike et at., 2019). While the level of service on Iowa City's roads creates very little impediment to the flow of traffic now, it is expected that by 2045 congestion might reach levels that require expansion of existing in- frastructure (Johnson County MPO, 2012), even without private AVs roaming the streets. Currently, mass media and the public pay very lit- tle attention to shared and mass transit AVs (McMahon, 2018), though there are communities that explore such opportunities through pilot projects, like Rochester, MN, Ann Arbor, MI and Chamblee, GA, with the first two being actual tests, and the last one highlighting a community effort to prepare for the deployment of a shared AV shut- tle. Each case had its own specific goals, focusing either on vehicle operation in specific conditions of the region and infrastructure measures that are to be developed, in- tegration of automated technology and transit to improve service, establishment of collaboration between the pub- lic and private sector, education of public and its feedback (WSB & Associates, Inc. and AECOM, 2018), research of human interaction and confidence in new technology (Mcity Headquarters, 2018), or contribution to the com- munity's vision, economic, transportation and environ- mental goals (Stantec, 2018). Since the proposed pilot project can not satisfy all the criteria mentioned above in one effort, the team rec- ommends the city to focus on the following in the initial phase of the pilot: P Hrphland Ar 53�r VV Jellip., ...... r.'x x Luig� bw, E..Jleift�r of , iM1fyrile Aye 4 _ .. ® ° z x v' Hubbard Park Y o> 7orrer Ci YYnntl eltlx�° �a't' � .:IMM h .fc�t Az Oilk rrey 9V Itif r;Ro r•.,.:, eel . G E E"'. 'on s' ti W B.enlan fit :=liar Morten 3+ when W° a Iia[f arM a e W Iowa Aire r.}, Harly — VY Dr C %nr Rm:l�pincg Sim In Pevk Tvi,.nynwe elrn4ry WWt: F st .� ec E Vj .. 'Elr• ':P rkNl�lb, n,lk Wekhorby Pr �G�[ e14vc - v wo X a feta i n ,. _ � d — I Lib Library 19 Old C-�lpi: lona pity §h -a Or 2 1 rrf Siy T Town Public Librax Wh, ^P,rIny Mnadvy," Ol =� c Dick.ensnn Ln- Centei T Colleges 51 CIO.... � ':J Fi='tel (� n Gibson sn 'retro -:4rv9enr'°rn P"'` 1}s11 01—r,i141ar6 fiquare Old Capitol Parking Ram 1-kibuque Si Parking Ram - - — rti - UI t„olkge L t Cr 7 of Law � } P LL VV Court Stk, UI Campus Route (1.1 mi) Pentacrest - UI Hospitals Route (1.5 mi) Transit Center - Downtown Route (1.0 mi) 0 0.1 0.25 0.5 Miles Figure 32: AV downtown shuttle pilot potential routes (Source: Authors) technology to ripen and become cheaper, while the City adapts through trial and error on a small scale. The first pilot should be deployed in the highest transit ridership area — downtown Iowa City (see Figure 22), to allow the maximum public exposure to shared AVs, test riders' perceptions, behavior, actual propensity to use and to incorporate their feedback in the next phases. The team recommends the next step of new service tests address- es the low transit frequency in areas with a larger share of low-income residents (See Figure 24). After the analy- sis of the two pilots and incorporation of lessons learned through their operation, there should be fewer technical and public impediments for initiation of a full-scale net- work of shared on -demand AVs. Both the existing research discussed in previous sec- tions and stakeholders' interviews conducted by the team suggest there is a general propensity toward fast adop- tion of private AVs once they prove to be reliable enough. However, models developed for larger U.S. urban areas bring evidence that the rapid increase in the number of vehicles (even though they will be automated) can only exacerbate the congestion and from b to 12 times de- crease accessibility to jobs for low-income residents. On the other hand, the rise of trip pooling and improvements of transit systems due to the integration of new technol- ogies more than doubles the access to opportunities in the region (Ezike et at., 2019). While the level of service on Iowa City's roads creates very little impediment to the flow of traffic now, it is expected that by 2045 congestion might reach levels that require expansion of existing in- frastructure (Johnson County MPO, 2012), even without private AVs roaming the streets. Currently, mass media and the public pay very lit- tle attention to shared and mass transit AVs (McMahon, 2018), though there are communities that explore such opportunities through pilot projects, like Rochester, MN, Ann Arbor, MI and Chamblee, GA, with the first two being actual tests, and the last one highlighting a community effort to prepare for the deployment of a shared AV shut- tle. Each case had its own specific goals, focusing either on vehicle operation in specific conditions of the region and infrastructure measures that are to be developed, in- tegration of automated technology and transit to improve service, establishment of collaboration between the pub- lic and private sector, education of public and its feedback (WSB & Associates, Inc. and AECOM, 2018), research of human interaction and confidence in new technology (Mcity Headquarters, 2018), or contribution to the com- munity's vision, economic, transportation and environ- mental goals (Stantec, 2018). Since the proposed pilot project can not satisfy all the criteria mentioned above in one effort, the team rec- ommends the city to focus on the following in the initial phase of the pilot: P Hrphland Ar 53�r x Luig� bw, s 4A iM1fyrile Aye 4 _ .. ® ° ld an�rta ve A x v' w Y o> 7orrer Ci YYnntl eltlx�° �a't' � .:IMM h .fc�t Az Oilk rrey 9V Itif r;Ro r•.,.:, eel . G E E"'. 'on s' ti W B.enlan fit :=liar Morten 3+ when W° a Iia[f arM a e D' r.}, Harly — VY Dr C %nr Rm:l�pincg Sim In Pevk Tvi,.nynwe I�u3n.wnad L. r3 Wal CfWely ®I le• Mlnar al Point Ln n� Dav IRMO. Dr e ® West Side Route (3.9 mi) South Side Route (2.8 mi) I DRIVERLESS VEHICLE ROUTE Figure 33: Examples of AV shuttle signage (Source: Mcity) v w = cyHlDhl.'ntl AVP � Ds1.r t Ave far! .. emnl P.1 Tt—k W ood D r 1WHYwnod 131vd Teas Ln r. H St v, �' i 1St ? My- Avc �5t 31.dfo,d Dr 151Li I..i>I W� 53�r x Luig� bw, s 4A L7r i' 3 Cl vef'^r � CMfN Aon Y AveAveD° � .:IMM � tlsl,yp4 SI yr E u s' ti 41nrel rlsn Au'v £ g � t1` o' 4 ,fnimury rrs'". a r. E 3, In Pevk Tvi,.nynwe elrn4ry arm,` F st .� ec .. 'Elr• a' rt rkNl�lb, n,lk Wekhorby Pr �G�[ e14vc - v wo v w = cyHlDhl.'ntl AVP � Ds1.r t Ave far! .. emnl P.1 Tt—k W ood D r 1WHYwnod 131vd Teas Ln r. H St v, �' i 1St ? My- Avc �5t 31.dfo,d Dr 151Li I..i>I W� .7r 34: AV district shuttle pilot potential routes (Source: Authors) 0.5 M � 3Miles 53�r _ CroaUY to `�clwao c °ry V Y AveAveD° L ¢ r. nlllrvr nta A'ae Tvi,.nynwe ^if [L-nnw - Fr6,r .. 'Elr• �D rkNl�lb, n,lk Wekhorby Pr fig. - s w .Aad,mt_r 4 Ycsn b, � d — 1—min Llf §h -a Or 1 rrf Siy Wh, ^P,rIny Mnadvy," Ol =� Dick.ensnn Ln- � 1+tiy'� Bann es.5r ue. c;aetnes -:4rv9enr'°rn P"'` 1}s11 01—r,i141ar6 Frr i., o`r' :I, N S; .7r 34: AV district shuttle pilot potential routes (Source: Authors) 0.5 M � 3Miles • Education of the public on the benefits of shared AVs and an assessment of perception. • Development of a public-private collaboration model in the provision of transportation services. • Identification of necessary infrastructural improve- ments that allow safe operation of shared automated vehicles. The prevailing approach to AV shuttle tests in U.S. cit- ies is the collaboration between either state departments of transportation or major research institutions with a pri- vate company that leases a small fleet of 11 -seat vehicles for a period ranging from a month to a year. Examples of such partnerships can also be found in Gainesville, FL, Columbus, OH, Las Vegas, NV, Detroit, MI, San Ramon, CA, and Arlington, TX, and they also provide guidance to- wards the provisions that test routes should have: • Route length is generally limited to approximately 1 mile, depending on the specificity of the built environment, on roads with a mix of various modes of transportation, but without heavy traffic and with no more than 10% of road incline. • Specific signage must be provided along the route and on stops. • Advanced mapping of the road and training of drivers who can take over the operation in unconventional cases should precede the actual deployment of vehicles. • Vehicle storage and charging facility must be close to the route. Since the technology at its current stage cannot be left without human supervision, all AV shuttles used for pub- lic testing require the presence of an operator, who can take over the control in cases of unpredicted events. In the University of Michigan pilot that role is extended to ensur- ing the safety and quality of user experience, and with the title of safety conductors, those people encourage riders to participate in surveys and are an onboard source of in- formation about the shuttle. (Mcity Headquarters, 2018). This also contributes to the positive image of a shared AV, as such position is a potential employment for bus drivers in the future. With the objective of public exposure to the benefits of shared AV shuttles, the team developed three routes for the potential first stage of the pilot (Figure 32). The prem- ise of the green route is to connect the downtown campus of the University of Iowa with the University Hospitals. The yellow route connects facilities with high pedestrian traffic like the University of Iowa Recreational Center, the University of Iowa Main Library, Iowa Memorial Union and Iowa City downtown. The blue route aims to connect the regional 380 Express bus with Iowa City's downtown. The second stage route proposals are aimed to bridge the gap in frequency of transit service for low-income neighborhoods next to Iowa City Municipal airport or the Southeast Side of the City and effectively utilize automat- ed vehicle technology to address the equity concerns in the community. Given the state of knowledge and best practices an- alyzed by the team, it is believed such pilot tests are a proactive and timely measure toward the improvement of the City transportation system and such experience is es- sential for the continuous competitiveness of public tran- sit. Nevertheless, this recommendation is envisioned as a first step toward such activity, as consultations with the public, officials and stakeholders on the finalized routes, time and aspects of operation are yet to be conducted. INTERIM MEASURE: VOUCHER PROGRAM Automated shuttles with 24-hour services is one of the key options to address the current deficiency of the transit system. Nevertheless, the immediate wide -scale use of this technology is not possible due to the technological barrier. Therefore, a voucher program is proposed to serve people's mobility needs who currently are not served by the limited schedule of the transit services (6:30 AM to 10:00 PM). The voucher service will address the transpor- tation equity issue and reduce the cost burden of the mo- bility disadvantaged population. Due to the current state of AVs, it will be difficult to introduce automated transit within the next five years. Because of this limitation, the planning team designed a voucher program to serve res- idents who are not currently served by the transit sys- tem. The team conducted a cost estimation for providing low-income residents with ride vouchers for local TNCs, such as Uber and Lyft, with the goal of specifically serving those residents who work off -hours and weekends. This voucher option can help those residents who face mo- bility challenges and assist disadvantaged households in lowering their transportation expenditures; a successful voucher program can assist the City in achieving its goal of transportation equity. Residents eligible for the voucher program will be able to use them between the hours of 9:00 PM to 6:30 AM, which is the period when the transit service is not in op- eration. Another criteria of the voucher program is that residents are able to use them a maximum of five times per week. After performing the calculation based on the specified metrics, it was found that number of residents eligible for the voucher program in Iowa City is 1,067, with a cost to the city of $26,675 per week in providing Estimated annual cost of voucher service ($) 0-10338 10339 - 24150 L 24151 - 41224 - 41225 - 84202 _ 84203 - 167783 0 0.45 0.9 1.8 2.7 3.6 Miles Figure 35: Cost of voucher for off -time workers provision by block group (Source: Authors) the vouchers. In terms of annual cost of the provision of the voucher program, the city can expect to pay $1.39 mil- lion (See A2. Voucher program calculation appendix sec- tion for more detail calculations). Figure 35 breaks down the annual cost per block group of providing the voucher. Nevertheless, this value is an estimation; for an accurate calculation of the true cost of providing the voucher pro- gram to residents, a detailed origin -destination survey U0 Z Q Voucher Program DowntownHAV District AV Pilot Pilot will need to be conducted by the City to better understand the demand for a program like this. The voucher program can help the City to achieve its goal of providing trans- portation accessibility for all segments of the population, with special consideration of people with fewer mobility options. Figure 36 outlines the timelines of all the possi- ble measures regarding incorporation of AVs in the public transit of Iowa City. Integrated Transit & AV 2020 2025 2030 Figure 36: Transit recommendations timeline (Source: Authors) 2035 2040 CCC1t`ICAIT A CCCT kA A Al A Ir•_CdICA1T "dL liIIIIIIIS LLLE 10.71 j �L M b_;_i 1 —L, C01 _ —T BLOOD, 1 �P1JMARKET 11111 iR' col it, gm M- 11 14I JEFFERSON ":10711 IOWA An _® =�i �RWMW� O M COLLEGE P1 P1 1I �1 BURLINGTON �v - P2 ■ 11 li ��� -� �_ P22 Figure 37: CBD land use (Source: City of Iowa City) PARKING INVENTORY Iowa City currently holds approximately 20,285 controlled -access parking spaces throughout the City that vary by type, size, and ownership. Among these spac- es, 68% are owned by the University of Iowa with 24% of these spaces managed by the City of Iowa City. 51.5% of spaces are located in off-street surface lots, while 42.7% of stalls are put in the structured facilities. sous 8659 ■ Municipal E UI ■ Hospitals County/Federal ■ nn -street ■ 5trurlurprl ';urfarp Figure 38: Controlled -access parking spaces by owner- ship and type (Source: Authors) 100 97 90 so 70 60 50 40 30 20 10 0 New York - Manhattan °,,4 64 51 43 33 Boston, AVIA Iowa City, IA Seattle, WA Por land, OR San Francisco, CA Figure 39: Population to metered on -street parking ratio (Source: Authors) and 24% lower compared to Boston, MA. When it comes to the downtown district, data shows that the share of university -owned parking drops more than 6.5 times compared to the citywide number, while the municipal stalls account for largest share in the down- town district (47.6%). Finally, private and residential park- ing accounts for 28% of total downtown parking. With more than a half of downtown parking concen- trated in multi -story garages, Iowa City still devotes roughly 19% of its downtown area exclusively to car storage. While it's in the same range with cities of sim- ■ Municipal County/Federal ■ On -street ■ Structured Surface U1 R Private/Residential Figure 40: Iowa City downtown all parking spaces by own- ership and type (Source: Authors) City's current land use policies. Such cities as Berkeley, CA and Cambridge, MA have only 6% and 3% of total CBD land devoted to parking respectively. Converting that data into density, we see that there are only a few areas in Iowa City's downtown where there is no parking at all, predom- inantly near the Pentacrest and next to the Iowa River. The City Year Land % Population' 2ils 20102 22% 76,716 Portland, ME wa City, IA Hartford, CT 342 66,882 75,798 123,400 ■ Municipal County/Federal ■ On -street ■ Structured Surface U1 R Private/Residential Figure 40: Iowa City downtown all parking spaces by own- ership and type (Source: Authors) City's current land use policies. Such cities as Berkeley, CA and Cambridge, MA have only 6% and 3% of total CBD land devoted to parking respectively. Converting that data into density, we see that there are only a few areas in Iowa City's downtown where there is no parking at all, predom- inantly near the Pentacrest and next to the Iowa River. The City Year Land % Population' Silver Springs, MD 20102 22% 76,716 Portland, ME wa City, IA Hartford, CT 20173 22% 20184 18.9% 20006 18% 66,882 75,798 123,400 New Haven, CT 20002 16% 131,014 Berkeley, CA 20002 6% 122,324 Cambridge, MA 20002 3% 113,630 Sources: I ACS 2017 2 Johnson, Matt, "Parking Takes Up Space", Greater Greater Washington. July 23, 2010 3 Fort Hill Infrastructure. "City of Portland Parking Study for Downtown, The Old Port, and The Eastern Waterfront". September 2017 a Authors s McCahil, Chris et. al. "Visualizing Urban Parking Supply Ratios". Congress for New Urbanism 22nd Annual Meeting, Buffalo, NY June 4-7, 2014. Table 6: Percentage of downtown land area devoted to parking On -street metered parking accounts for only 5.8% of ilar population like Silver Springs, MD and Portland, ME, prevailing density for parking is below 50 spaces per acre, the total controlled -access spaces, which illustrates a de- the comparison to the other U.S. college towns with sig- however it significantly increases in the southern part of mand of 64 residents per space. While it looks high from nificantly higher number of residents brings a whole new the downtown district and reaches its maximum in the ar- first glance, it's still 34% lower compared to New York, NY perspective to the understanding of effectiveness of Iowa eas where structured parking is located. n Church St - Neave tv§nn K uJ [ lomenlar y r,6rph E rairchod si '^ r,HrM1rrl E Davenport St )--r' a /z 4 ` F BErr..: F i3 Ington SS .- Ii. ..IA 0 q .�J 1P W I da+'ho L ytaftSCC St Z \ N i Ave + LP men ca i / c /1 i e Iowa City E Court 5l ' ;•< � w c r t •' i a \I wct — ', Ly St aue,c, a -- 1 Myrtle Ave '��ri r�C ' 51 �_ �•�' Lafayette St Oak Grave M b s Park ti Padl" G m , St eras Sources: Esri, HERE, DeLorme, USGS, Intermap, INCREMENT P, NRCan, a 4r�A.aro, L_;. *' ,Esri Japan, METI, Esri China(Hong Kong), Esri Korea, Esri (Thailand), n S Mapmylndia, NGCC, © OpenStreetMap contributors', and the GIS User W Bents Community 0 E 50-100 Less than 25 101-200 25-50 More than 200 0 0.125 0.25 0.5 Miles NEIGHBORHOOD ON -STREET PARKING The long-term expectation of AVs to be parked only in remote areas, as well as the creation of pick-up and drop - oft zones discussed in the previous sections can allow for the elimination of downtown parking in the future, mean- ing that adjacent neighborhoods can fall victim of parking spillover. To effectively tackle this, better management of neighborhood ROW should be explored. The team performed a parking study, aimed at discov- ering the effect of parking spillover associated with the downtown district. It was conducted over the course of one week, in the evening of October 10 and morning of October 11 for the Eastside sample and in the evening of October 14 and morning of October 15 for the Northside sample, between 10-11 AM for the day, and 10-11 PM for the night. Before going into the results, it's important to note the limitations to the approach. First of all, it is subject to sample size, and since the conditions were examined only once and not during multiple counts over various seasons and weather conditions that could be averaged, it should be perceived as a snapshot of on -street parking usage. Though it improves the understanding of neighborhood occupancy, it still can't be treated as a full representation of the area but rather as first step for a more deliberate study conducted by the City. For the purpose of the analysis, each sample is di- vided into 5 sections, starting from the downtown. Table 7 presents the samples' averages. For the Eastside Sample, the average night occupancy was 84% and increased to 94% during the daytime. 61% of cars from the evening count remained in place during the business hours of the next morning, however, once examining each part sepa- rately, it is possible to observe that the share of perma- nently parked cars in the first three sections is larger. The Northside Sample had a slightly lower occupancy in the evening, averaging 62%, however, the occupancy rate rose to 97% the following morning, which is likely ex- plained by the presence of a number of medical facilities in close proximity. The share of permanently parked cars is also lower (48%), compared to the Eastside Sample, however the drop from the first to last section was more than four times greater. Overall, both samples show a normal or below normal occupancy rate (which according to the industry standard is 85% (Shoup, 2005) during the night hours, and almost full usage of curb space during the day which means that neighborhood residents who prefer to leave their vehicles in the public right-of-way should be able to find a vacant spot on the block when they come from work. On the other hand, the study reveals an above average presence of permanently parked vehicles in the first three sections of each sample. Accounting for the university impact area and dominance of student multifamily hous- Section Total Occupied Night Occupied Day Long-term % Night % Day % Long-term 1 38 36 38 27 95% 100% 71% 2 26 21 26 20 81% 100% 77% 3 491 36 48 29 73% 98% 59% 4 33 25 33 13 76% 100% 39% 5 52 48 41 31 92% 79% 60% Sample Total 198 166 186 120 84% 94% 61% Table 7: Parking study for the Eastside Sample (Source: Authors) Section Total Occupied Night Occupied Day Long-term % Night % Day % Long-term 1 11 11 11 10 100% 100% 91% 2 49 39 49 29 80% 100% 59% 3 32 21 30 18 66% 94% 56% 4 38 20 37 13 53% 97% 34% 5 30 8 28 6 27% 93% 20% Sample Total 160 99 155 76 62% 97% 48% Figure 41: Downtown parking density - stalls per acre (Source: Authors) Table 8: Parking study for the Northside Sample (Source: Authors) Downtown border COn -street parking zone Selected Samples 0 Section 0 0.125 0.25 1 2_0 000 115000 1110000 105000 1.00000' 9.5000 90000 W M 0 r-1 N M' r .n lD ll`� 0 M 0 r-1 N M 'tet _n 1.37 � W M 0 —1 N M 'st M lD I� W CDC , i r-1 ,--I I I I r i ,—I =i +--I N N NN NNN NNN MMM MMM MMM a 0 0 a 0 0 a O O 10 O 0 0 0 a 0 O o 0 O Q 0 O 0 0 0 0 0 0 0 0 N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N Values—F-orecast Lo,�%;er Confidence Bound - Upper confidence Bound Figure 43: Iowa City MSA employment projection (Source: BLS) ing, it can be implied that a lot of them utilize driveways for the storage of private cars, which they don't use on a daily basis. PARKING DEMAND SCENARIOS According to the Bureau of Labor Statistics (BLS), Iowa City has displayed a steady growth in terms of popu- lation and employment over the last decade, with a lower unemployment rate than that of the state of Iowa. If this trend is maintained into the future, the 98,023 jobs in the metro area will reach 115,669 by 2038 — an 18% increase over the 20 -year period. With the prevalence of current commute patterns, the same increase in parking demand can also be expected. Of course, it is impossible to predict whether this in- crease will take place downtown or in other areas of the City. However, given that two major employers - the University of Iowa and the University Hospitals - are lo- cated centrally, as well as numerous new high-rise de- velopments that pop up, one could anticipate growth to occur in downtown employment too. The implication here is that if the current travel pattern prevails and 56.7% of commuters drive in a single -occupant vehicle (SOV), the demand from those 17,646 new jobs will require a sup- ply of approximately 10,000 new parking stalls, if one assumes that existing parking stalls are 100% occupied. Given that in current conditions Iowa City uses its existing parking lots for new residential developments (Schmidt, 2015) it is unlikely that the additional supply can take the form of surface lots and will thus require the construction of additional parking ramps. The average size of a ramp in Iowa City is 600 stalls with a footprint of approximately 35,900 sq. feet; to satisfy the projected demand for park- ing, Iowa City will have to provide 17 new parking struc- Name Places Church Sl _ __ - chutch 51 Automated Tower Place and Parking 510 hlomce ktnnn u+ Y N Dubuque Street Ramp Ciagna roE�,y $1 Y N 7 875 $1 Y Woh y Chauncey Swan Ramp 475 $0.75 Ma.eket E Talrctlrid Y Court Street Transportation Center Northside Sample P P Y Y Harrison Street Parking Ramp ttpoll St $0.75 N tiro nin4}1on S, £ Blc*aminQfnn SI .. c W Mfalrkot Si E Marker Si Mttrkcl St a --E lAawket.Sl [ r Z a m w t .leffefcon St W Jellerton St _ C J C Hrlt.,b;wd Park ` Q i Iawa Ave 1awa.0 or E 3 W Washington St , E watilmylon Se E Wfash n Son St c tlalumu y Sample o 13 Shin F-r'k Eastside r,h1n —.41 c s7 t. Ltau, u r.,.v,i-n•. U ° r collrglo sr E Gallego St 1>i 11:1, I ,b tr5r- I{ W BurlrnQtan St I_, L Burlingto _ W court 91, = a E court Sk. _ E Court Si _ N C A C b O V W flarrlren 51 E Harrison St 0 L Ln W Prentlas Sl E Prentiss St g.wary SI Bumery St Bowefq � a L7 WrlOhl 51 Ln 0 c - .,te Cl 0 L7. Q N Latayeitr. St Vl <!ak Gww u Q fmrk 6 a DaNe S1 uo s ae n ca St 3 � `� pe "j I ® Sources: Esri, HERE, DeLorme, USGS, Intermap, IN_CREMENT,P; NRCan, M10rs s 0 ® Esri Japan, METI, Esri China (Hong Kong), Esri Korea, Esri (Thailand), {�13 °"eun Mapmylndia, NGCC, © OpenStreetMap contributors;''and the GIS User Community Downtown border COn -street parking zone Selected Samples 0 Section 0 0.125 0.25 1 2_0 000 115000 1110000 105000 1.00000' 9.5000 90000 W M 0 r-1 N M' r .n lD ll`� 0 M 0 r-1 N M 'tet _n 1.37 � W M 0 —1 N M 'st M lD I� W CDC , i r-1 ,--I I I I r i ,—I =i +--I N N NN NNN NNN MMM MMM MMM a 0 0 a 0 0 a O O 10 O 0 0 0 a 0 O o 0 O Q 0 O 0 0 0 0 0 0 0 0 N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N Values—F-orecast Lo,�%;er Confidence Bound - Upper confidence Bound Figure 43: Iowa City MSA employment projection (Source: BLS) ing, it can be implied that a lot of them utilize driveways for the storage of private cars, which they don't use on a daily basis. PARKING DEMAND SCENARIOS According to the Bureau of Labor Statistics (BLS), Iowa City has displayed a steady growth in terms of popu- lation and employment over the last decade, with a lower unemployment rate than that of the state of Iowa. If this trend is maintained into the future, the 98,023 jobs in the metro area will reach 115,669 by 2038 — an 18% increase over the 20 -year period. With the prevalence of current commute patterns, the same increase in parking demand can also be expected. Of course, it is impossible to predict whether this in- crease will take place downtown or in other areas of the City. However, given that two major employers - the University of Iowa and the University Hospitals - are lo- cated centrally, as well as numerous new high-rise de- velopments that pop up, one could anticipate growth to occur in downtown employment too. The implication here is that if the current travel pattern prevails and 56.7% of commuters drive in a single -occupant vehicle (SOV), the demand from those 17,646 new jobs will require a sup- ply of approximately 10,000 new parking stalls, if one assumes that existing parking stalls are 100% occupied. Given that in current conditions Iowa City uses its existing parking lots for new residential developments (Schmidt, 2015) it is unlikely that the additional supply can take the form of surface lots and will thus require the construction of additional parking ramps. The average size of a ramp in Iowa City is 600 stalls with a footprint of approximately 35,900 sq. feet; to satisfy the projected demand for park- ing, Iowa City will have to provide 17 new parking struc- Name Places Price/Hour First hour free Automated Tower Place and Parking 510 $1 Y N Dubuque Street Ramp 625 $1 Y N Capitol Street Ramp 875 $1 Y N Chauncey Swan Ramp 475 $0.75 N Y Court Street Transportation Center 600 $1 Y Y Harrison Street Parking Ramp 550 $0.75 N N Figure 42: Neighborhood parking study samples (Source: Authors) Table 9: City -owned parking ramps (Source: Authors) tures, which will require over 610,300 sq. feet of land with 5 -story complexes and equal almost 4 new blocks on the city map. Moreover, with the estimated cost averaging between $35,000 to $45,000 for construction, maintenance and op- eration of each structured parking space (SRF Consulting, 2018), such infrastructure expenditures may require as much as $350-$450 million of funding to accommodate the same trend of car usage over the next 20 years. On the other hand, the reduction of SOV level to 45%, as it is stated in the City's climate goals (Iowa City, 2018), effectively reduces the projected demand for new spaces by approximately half (assuming that the use of existing stalls also falls), requiring the provision of 5 thousand new parking spaces in the next 20 years, holding everything else constant. As the team's outreach efforts suggest, the increase in service area and frequency of public transit may further decrease the demand for parking spaces in Iowa City, as respondents mentioned their willingness to forgo daily car usage if City bus system becomes more reliable and better connected. AV POLICY PROPOSAL NON -CAPITAL ADAPTATION 0 PARKING & LAND -US At this stage, it is too early to rely on the promise that automated vehicles can reduce the use of parking, as there is no real-world evidence outside the models that assume such possibility. However, the speed of techno- logical development also requires additional vigilance of the local government, should the predictions indeed prove to be true, and the demand for parking will be significantly lower due to AVs in the future, the repay of a parking ramp may be significantly longer than the usual 20 -year period, if it happens at all. Given this, it is recommended that the City focuses on non -capital solutions for its parking deci- sions, like a residential parking permit program (RPPP), before more evidence becomes available. On the other hand, the City already has an established practice of off-street parking maximums for its central business district, and the team suggests expanding it to the areas where alternative means of transportation like transit, carsharing or active modes are equally available (0.25 -mile radius around high -frequency transit lines). Furthermore, this may effectively support the deployment of shared automated vehicles, discouraging the use and ownership of private cars. Finally, a set of considerations for new developments are discussed in this section. Those recommendations intend to preserve multimodal and pedestrian landscape of the City, as well as allow a safe deployment of shared automated vehicles. INTERIM MEASURE: RESIDENTIAL & COMMUTER PARKING PERMIT Parking regulation and management is a complicated topic, as it involves numerous interests, and can influence both positively and negatively travel behavior, retail activ- ity and level of emissions in any community, depending on the type of policy executed (Shoup, 2005). That is why it is extremely important that any changes in and improve- ments of parking are supported with robust quantitative data and sound analysis. Given that, this part of the short- term mobility plan focuses mainly on the recommenda- tions based on the conclusions of neighborhood parking occupancy study. In the short term, this can expand the availability of parking options in the City by reducing the occupancy level to the industry -accepted standard of 85%, while in the long run it will ensure the availability of curb space for the pick-up and drop-off of passengers of automated vehicles. Given the full daytime occupancy of on -street park- ing in the studied neighborhoods, the introduction of res- idential parking permit program is a solution that allows for limited the use of driveways for parking only to the residents of that neighborhood (FHWA, 2017). However, given the case of Iowa City, this measure can become a successful extension of publicly available parking in the downtown area, better management of student -owned cars as well as an additional source of revenue for the community. Out of the 12 largest urban areas in the State of Iowa, only 3 of them have a parking permit program in place. This is a signal of a low general awareness of the benefits of parking management among Iowans. The team suggests the program to be implemented as a staged process, starting from the two areas studied for this report, and later expanded when the City obtains new requests for permit zones and evaluates the necessity us- ing the methodology described in the research part of this study. Moreover, given the aforementioned inquiry for the parking permit program from the residents in those ar- eas, it is expected that the public perception is conducive enough for a pilot implementation. The primary goal of the parking permit program is to increase the availability of parking in the public right of way of the neighborhoods next to the downtown metered zone during regular business hours. In order to succeed, the endeavor should be finetuned to local conditions and goals: • Effective time periods. As a starting point, a resi- City RPP Permit Price Population' Des Moines Yes $25-$50/ month 217.521 Cedar Rapids No X 132,228 Davenport Yes $40/ month (Ramp) $150/month (On -street) 102,320 Sioux City No X 82,514 Iowa City No X 75,798 Waterloo No X 67,587 Ames No X 66,498 West Des Moines No X 65,608 Ankeny No X 62,416 Council Bluffs No X 62,316 Dubuque Yes $15/year 58,276 Urbandale I Nol X1 43,592 Source:' ACS 2017 Table 10: RPP in Iowan cities (Source: Authors) dential parking permit can be enforced during the same hours as the City's on -street parking — from 8 AM to 6 PM, Monday through Saturday, as a preventive measure from the downtown parking spillover effect. However, the exact timing can be further refined through discussions with residents, who might be well -aware of the occu- pancy peak hours, and thus prevent the expenditures on the parking counts and enforcement. This is the lesson learned from San Luis Obispo, CA, in which this approach allowed the community to mitigate the challenge of com- muters (mainly students and teachers) parking in resi- dential neighborhoods (RSG, 2016). • Demand and Supply Balance. Due to the limited sup- ply of on -street parking spaces, it is important to ensure that the amount of issued residential permits does not exceed the number of stalls, in order to prevent the hunt- ing for free spaces, cruising and thus increased pollution. For this reason, it is crucial to identify the exact quantity of parking in the public right of way and constantly keep a record of the number of permits issued. Various U.S. cities provide different quantities of residential and guest permits per households, and a summary that is similar to Iowa City communities is provided in Table 11. However, it is the practice of Fort Collins, CO that deserves a partic- ular attention, with its tiered approach for pricing, where the first permit for a household is free, while the fifth costs $200 in order to ensure the issuance of permits that are in actual need only (Fort Collins, 2018). City Residential per- Price (annual) Guest permits Price Commuter Population' $14,730 mits per HH 100% - residents per HH $120,000 Permit 40% - commuters, 60% - residents Ann Arbor, MI 5 $50 5 $50/year X 121,477 Boulder, CO 2 $17 2 Free $100/quarter 107,125 Charlottesville, VA 4 $25 2 $25/year X 48,019 Fort Collins, CO 5 1 st - free No limit Free/24 h X 165,080 2nd - $15 3rd - $40 x $10/15 days — 4th - $100 Irlier3prr St W Jet'letron St 5th - $200 W Hol,tard Park Rochester, MN No limit $20 No limit $10/30 days X 115,733 San Luis Obispo, 2 $15 Can use X X 47,541 CA residential Source: I ACS 2017 Table 11: Residential parking permits in the U.S. (Source: Authors) • Multi -family and student housing. Given the case of Iowa City, where a large amount of housing in the next - to -downtown neighborhoods is occupied by students, it is important to effectively limit the total number of residen- tial and guest permits per apartment building. Otherwise, if the City has uniform rules both for single and multifam- ily homes, a hypothetical spillover effect occurs, since a complex of 20 units, where each dwelling unit has a right for one residential and one guest permit, may easily oc- cupy all on -street parking places on a typical block (RSG, 2016). • Commuter permit. In order to increase the supply of parking spaces next to downtown, the City might consider allocating a certain amount of spaces for commuter spac- es. Such practice exists in Boulder, CO, where 4 spaces per block are allocated to commuters, at a price of $100 per quarter. However, if a block faces a high demand of residential permits, the number of commuter permits can be decreased or totally repealed (Boulder, 2018). PERMIT COST & FINANCIAL FEASIBILITY In Iowa City, parking revenues and fees amounted to $5,910,725 in 2017 (Iowa Department of Management, 2019), which is 2.4% of total city revenues for that year. Since the introduction of a residential parking permit pro- gram will lead to an increase in public expenditures for administrative and enforcement services, the permit price will be able to pay for the program. Given that the pri- mary objective of the policy is to efficiently manage the scarcity of public space, it is important the program is at least "cost -neutral" for the municipality, meaning that the RPPP application and annual fees recoup the full cost of administration, enforcement and monitoring of the pro- gram. Moreover, it can be expected that the policy might become a disincentive to park on the streets for residents, encourage efficient use of off-street spaces, and promote car -sharing and alternative modes as a measure that re- veals the true cost of driving. To calculate the tentative pricing scenarios for RPPP in Iowa City, the team used publicly available data on the $120,000 annual budget for the similar program costs for the City of Boulder, CO (RSG, 2016). Using preliminary re - Scenario Name Permit allocation Permit Price Total Revenue Scenario 1 100% - residents $15/year - residents $14,730 Scenario 2 100% - residents $122.2/year - residents $120,000 Scenario 3 40% - commuters, 60% - residents $25/month - commuters, $15/year - residents $126,450 Table 12: Residential parking permit program scenarios for Iowa City (Source: Authors) Downtown border On -street parking zone Proposed RPPP zone Figure 44: Proposed RPPP area (Source: Authors) 0 0.05 0.1 0.2 Church St Chur�.lr St L Fairchild runolr.,li SI u I °nW Market S17L Markot St F Market St rket5l f V h x — Irlier3prr St W Jet'letron St W Hol,tard Park Iowa Ave Iowa + G W Washinglun S€ r, E Waah€nglon St to _ c, inaurlctry q o a, $min Fhr4 > ri-, - •-",,. m F cellrgM $t E Cvlltge St },,_I L, ,i1piP 1, N r skin'- r'.,n,l W tlrlrlington 51 _ n h r. n.,.aimnrr � E t3ur11e,,tlptl ; n W court sl F Grua St ,r, G' W Hi)rr%.,nn S1 n E Marmon W Prentiss $1 E Prtno Z tt,_w: erw ST lS Wright 51 ti wrsirte ct c -+ D n v _ _ Lalayet.le St y co Pmrk 'S page papa 3t rn fn c n 0 r r Benton St in 1 S'n Sources: Esri, HERE, DeLorme, USGS, Intermal lNCREME•NT,Pt NRCan, 54 o Esri Japan, METI, Esri China (Hong Kong), Esri Korea, Esri (Thailand), W B+t°^ rn Mapmylndia, NGCC, © OpenStreetMap contributors, and the GIS User Community Downtown border On -street parking zone Proposed RPPP zone Figure 44: Proposed RPPP area (Source: Authors) 0 0.05 0.1 0.2 search, the team assumed that over time, the program might stretch over a 3 to 4 block buffer around Iowa City's downtown on -street enforced parking, encompassing as many as 982 parking spaces in the public right of way (see Figure 44). Following the logic that the number of permits should not exceed the number of available spaces (to pre- vent the space hunting and cruising) we used this number for our scenarios. Obviously, at the initial stage it is hard to expect that separate zones will be able to yield $120,000 in Iowa City at a reasonable price per household, however, it is high- ly probable that it can be self-sufficient once in full oper- ation. The different scenarios are presented in Table 12. As it shows, the introduction of the lowest price that the cities studied use of $15 per permit will require a signif- icant public subsidy in order to allow the program oper- ation. On the other hand, the $122.2 price tag will allow the program to break even in terms of cost and expendi- ture, however, it will be one of the highest prices among the cities of a similar size studied. Finally, following the experience of the City of Boulder and allocating 40% of spaces to commuter permits for a monthly price of $25 allows Iowa City to keep the price for residential permits at the $15 level while producing enough revenue to cover the expected cost of the program. REDUCTION OF PARKING REQUIREMENTS As numerous authors suggest, parking provision is extremely costly, and is often subsidized indirectly through taxes and higher prices of other products, effec- tively lowering the cost of car usage and requiring zero or fewer than average vehicle households to also pay for the space they do not use (Litman, 2017). This rises signifi- cant equity concerns and effectively drives up the cost of new housing construction (Shoup, 2005), thus a reduction of parking requirements should be of interest for the lo- cal government. Given that the establishment of parking maximums, or even elimination of parking requirements in Iowa City requires additional research and improvement of public transit and active transportation infrastructure, a gradual decrease of parking minimums is recommended based on the factors provided in Table 13. Areas that satisfy the requirements of multiple factors require additional attention, as research suggests that adjustments in those cases are not additive but should be applied to the base level reduced by previous factors. For example, land use mix may reduce requirements by 20%, carsharing to 90% of the base level, and specific Factor Description Typical Adjustments Geographic Location Vehicle ownership and use Adjust parking requirements to reflect variations identified rates in an area in census and travel survey data. 40-60% reductions are often justified in Smart Growth neighborhoods Residential Density Number of residents or Reduce requirements 1 % for each resident per acre (e.g. housing units per acre/ 15% where at 15 residents per acre and 30% at 30 res. per hectare acre) Employment Density Number of employees per Reduce requirements 10-15% in areas with 50 or more acre employees per gross acre Land Use Mix Land use mix located Reduce requirements 5-15% in mixed-use developments. within convenient walking Additional reductions with shared parking distance Transit Accessibility Nearby transit service Reduce requirements 10% within 1/4 mile of fr quent bus frequency and quality service, and 20-50% within 1/4 mile of a rail transit station Carsharing Whether carsharing ser- Reduce residential requirements 10-20% if carshare ser- vices are located within or vices are located onsite, or 5-10% if located nearby near a residential building Walkability and bikeability Walking environment Reduce requirements 5-15% in very walkable and bike - quality able areas, and substitute bike parking for up to 10% of car parking Demographics Age and physical ability of Reduce requirements 20-40% for housing occupied by residents or commuters young (under 30), elderly (over 65) or disabled people Table 13: Parking requirement adjustment factors (Source: ITE, 2016) demographics to 60%, which, if applied jointly lead to a 80% x 90% x 60%=43% required level, or 57% reduction, that is lower than the rate obtained from mere adding — 20%+10%+40%=70%. On the other hand, some require- ments may have a higher effect if applied together and should be always evaluated using professional judgement and through understanding of a specific location (Litman, 2017). With this approach, Iowa City can join several pro- gressive U.S. municipalities in the process of rethinking parking requirements as a means to increase the qual- ity of the built environment and affordability of housing. Buffalo, NY eliminated its minimum off-street parking re- quirement in 2016, and is still the only U.S. community to do so citywide, while Rochester, MN has done so only for its downtown area (Steuteville, 2016). With its new comprehensive plan, Minneapolis, MN has also declared an intention to follow Buffalo's approach to parking policy (Schmitt, 2018). Finally, San Diego, CA has just recently passed a parking reform package, replacing parking min- imums with maximums for transit -adjacent areas and the downtown (Nguyen, 2019). AV CONSIDERATIONS FOR NEW DEVELOPMENTS While the pace of and direction of technological devel- opment of autonomous technology allows for a gradual adaptation to the existing urban environment, it is the planning and development of new neighborhoods that creates a distinctive set of challenges for the local govern- ment. Following the paradigm unveiled in this report that argues for the opportunity and necessity to increase the equity, sustainability and affordability of life in Iowa City, the team recommends the City to consider the update of planning policies that can allow future neighborhoods to be conducive to active modes of transportation, pub- lic transit and other shared modes, including automated vehicles. • Transit -Supportive Incentives At present, Iowa City does not have a city-wide policy that facilitates the development of a transit -oriented envi- ronment. The only existing provision is a part of Riverfront Crossings and Eastside Mixed Use District Form -Based Development Standards, that allows height bonuses to those developments that dedicate some of its land for public rights of way necessary to realize the vision of the area (City of Iowa City, 2016). While this policy should be extended for other areas of high density, it is highly un- likely that it may result in any change for the traditional neighborhood setting. That is why for new developments that support a transit -oriented layout and planning the City should consider incentives like density bonuses, flexibility in development regulations, fee waivers or re- ductions, and permitting priority. These approaches are often referred to as incentive zoning, and their usage can be an effective means for establishing the consideration of shared mobility in residential and commercial devel- opments (Cohen & Shaheen, 2016). By utilizing incentive zoning, the City of Iowa City could continue to maintain the pedestrian friendly environment envisioned in the Comprehensive Plan and other pertinent planning doc- uments while further addressing the mobility needs of current and future residents. Such practice already takes place in Los Angeles County, where bonuses are designed to increase the financial feasibility of developments that align with community goals and support the use public transportation (LA Metro, 2019a). • Reduction of Parking The argument for off-street parking reduction has been developed in the previous sections of this report, however, the growing competition for the curb space now, as well as anticipated demand from automated vehicles, suggests that cities should eliminate on -street parking for the future residential neighborhoods (NACTO, 2017). The safety benefits of parking -free streets were docu- mented long ago (Humphreys et al., 1977), though it is only recently that cities have systematically approached the matter as a reason to remove parked vehicles from the roads (Dawid, 2019). Importantly, the common solu- tion to protect bicycle lanes from the moving vehicles with parked cars does not provide ubiquitous access to curbs that current ride -hailing services and future AVs require, and thus should not be considered for new subdivisions. On the other hand, there is a chance for reluctance that developers might express toward elimination of parking minimums suggested above, as older city neighborhoods still offer the same amount of parking spaces, and thus might be valued more by certain populations. To effective- ly tackle this, it is suggested that the City allows park- ing and housing to be unbundled and priced separately for new developments, effectively decreasing the price of homeownership (Shoup, 2005) while still providing an op- tion for those who are willing to pay. However, it is recom- mended that parking is located outside the primary street frontage and consolidated in districts or shared areas, so in case of low demand it can be redeveloped for other ef- fective uses (LA Metro, 2019b). The first step towards that direction can be in devel- oping a "parking substitution" regulation for existing and proposed residential and commercial developments that Figure 45: Layout for neighborhood main street (Adapted from NACTO) allows developers and property owners to convert a pro- portion of existing/proposed parking spaces to be used for shared modes (i.e. bikeshare facilities, TNC parking spaces) in the downtown area and other higher density residential areas. • ROW Layout In terms of space allocation in the right of way the team recommends following the approach developed by NACTO, that prioritizes the safety and quality of the built environment in planning new subdivisions. The speed limit of 20 mph creates the environment where all of the modes can seamlessly operate at the same velocity in its reserved lane, with the median being a flush lane. Residential streets should be the spaces where resi- dents are prioritized, and their safety and possible scenar- ios of use are considered in the layout. The speed should City Regulation Description Seattle, WA Revised Parking Requirements Municipal code allows reduction of up to 5% of total required parking spaces for developments that include infrastructure for carsharing programs. For commercial developments, the number of required parking spaces may be reduced by either 3 spaces or 15% of total required parking spaces for carsharing programs Vancouver, WA Transportation Impact Fees Developments that encourage alternative transportation (TIF) modes receive reduced Transportation Impact Fees and residential density bonuses Indianapolis, IN Parking Reductions for Shared Developers may reduce the amount of parking spaces Mobility Infrastructure constructed by up to 35% for constructing: shared vehicle spaces, electric vehicle charging stations, bicycle parking, developments in close proximity to transit stops Table 14: Zoning and subdivision regulations for shared modes in other U.S. communities (Source: Authors) Figure 46: Layout for neighborhood residential street (Adapted from NACTO) be limited to 10 mph, with most of the traffic being either local or deliveries. Outcomes of Revised Zoning and Subdivision Regulations: • Increased usage of shared modes, leading to reduc- tions in the number of single -occupant vehicle trips made in the City's transportation system; • Reduced demand for parking facilities in existing and proposed residential and commercial developments; and • Increased residential density in the Downtown and Riverfront Crossings areas, leading to increased support for transit and other shared modes. w I(Reduced Parking — Requirements 0 Q RPP J Program Measures of Success in Implementing the Revised Zoning and Subdivision Regulations: • Define a baseline trend for the usage of shared modes in Iowa City and monitor shared mobility usage annually to assess changes in the residential use of these trans- portation modes. • Develop goals for percentage of parking spaces in proposed residential and commercial developments allo- cated to shared modes. • Develop a goal for desired residential densities in the Downtown and Riverfront Crossings areas and monitor the annual changes for this goal to ensure higher density development is occurring in these areas. Shared AV - supportive Layout 2020 2025 2030 2035 2040 Figure 47: Land use recommendations timeline (Source: Authors) ENVISIONING THE AUTOMATED FUTURE DECREASING EMISSIONS Iowa City's Climate Action and Adaptation Plan ar- ticulates the City's the goal to divert 55 percent of trips taken in private vehicles to sustainable and active modes of travel such as transit, bikes, and walking by the year 2050 in order to reduce greenhouse gas emissions asso- ciated with transportation. However, with the current de- clining trend of transit ridership, this goal will be difficult to achieve. Furthermore, research suggests that transit trips taken with low ridership levels contribute to higher per capita GHG emissions compared to trips taken in pri- vate vehicles. According to APTA (2008), the National Transit Database, and FTA (2010), the average bus occupancy in the United States is nine passengers. In Iowa City, transit buses serve 28.4 rides per revenue hour and 14.2 rides per transit route (most Iowa City transit routes were designed to complete a loop within 30 minutes). Nonetheless, these 14.2 passengers do not continuously occupy a spot on a bus. Considering the average transit travel time of Iowa City residents (assuming a 15 -minute average trav- el time per passenger), it can be found that transit buses carry an average of 7.1 passengers at a time. A traditional bus, fueled by diesel, must carry a minimum of seven pas- sengers at all times to outweigh the per capita emissions compared to those emitted by a personal vehicle carrying one passenger (FTA, 2010). Thus, it can be estimated that per capita emissions from Iowa City transit is very close those of a private vehicle with a single occupant due to the low transit ridership levels. Additionally, considering Iowa City transit operations during off-peak hours, it can be es- timated that emissions from a transit buses are higher than those of a personal car due to low ridership levels during those periods. Therefore, continuing to operate on the current schedule and service of Iowa City's transit system will likely increase GHG emissions in the City in the long -run when coupled with an increased number of private automobile trips. TRANSIT SCENARIOS Two scenarios were considered to analyze the condi- tions of Iowa City with automated technology integrated into the transit system. The first scenario was a business as usual scenario, in which the current trends in Iowa City's transportation system were extrapolated out to 20 years in order to visualize what may likely happen if the City continues its current measures without any changes to the transit system. In the second scenario, the planning team explored the potential implications for Iowa City af- ter a 20 -year period in which the transit system has tran- sitioned to an automated fleet. SCENARIO 1: NO CHANGE In the business as usual scenario, the planning team identified a series of potential implications resulting from the perpetuation of the current transit operations in the areas of transit service and ridership, vehicle miles trav- eled and GHG emissions, and intermodal competition. Implications on Transit service and ridership: • If the frequency of transit service does not increase and if innovation is not introduced into the transit system, then it will lead to a continuous decline in transit ridership. • The current service area of the Iowa City transit is 8.53 square miles which will continue with little or no change (detail of service analysis is described in the appendix). This service area does not adequately cover Iowa City. • The mode share for public transit is currently less than 10%, and a continuation of business as usual could see this modal share decrease in the future. • Lower ridership levels may compel the City to cut services in low ridership areas, which could lead to a fur- ther decline in ridership. • The fare box ratio of the current transit system is 0.25, which would likely lead to a further decline in future years under this scenario. Implications for Vehicle Miles Traveled and GHG Emissions: • An increase in Iowa City's population and economic activities could shift commuting to private vehicles and lead to increased VMT and GHG emissions. • Iowa City's current rate of increase for VMT is 3% per year, meaning a doubling in annual VMT from the current total of 322 million miles traveled to 688 million miles traveled in 2040 (Iowa DOT, 2015). • A doubling of VMT by 2040 is predicted to result in 64 million kg of GHG emissions • These added emissions could have substantial public health consequences such as rises in chronic diseases as well as failure to achieve the goal of reducing transporta- tion emissions set forth in the Climate Action Plan. • Increased VMT would likely lead to a decrease in the level of service of the current road infrastructure, result- ing in the building of more road infrastructure to meet the demands of increasing traffic and thus, greater public expenditures. Implications for Intermodal Competition • The increase of economical ride -hailing options could cause residents to shift to these emerging services, result- ing in a further decline in transit ridership (Graehler,Mucci, and Erhardt, 2018). • Increased reliance on private vehicles could denigrate the pedestrian -friendly environment of Iowa City and fur- ther exacerbate the mobility challenges of residents. SCENARIO 2: AUTOMATED TRANSIT FLEET The 20 -year vision scenario sees a future transit sys- tem with a high frequency, door-to-door, on -demand service. Should Iowa City's transit system integrate au- tomated vehicle technology into its fleet, there are range of potential benefits for transit ridership and service, VMT and GHG emissions, and public expenditures. Scenario 1: Business as Usual Scenario 2: Automated Transit Fleet Ridership continuously declines Ridership substantially increases Higher investment in road infrastructure needed Less investment in road infrastructure needed Service Area: 8.53 square miles Service Area: 15.68 square miles VMT significantly increases VMT remains constant or decreases Difficulty achieving the Climate Action and Adaptation goals for the transportation sector Assist Iowa City in achieving Climate Action and Adaptation goals for the transportation sectors Higher GHG emissions Lower GHG emissions Poor value proposition as transit becomes costly to operate and cannot compete with TNCs Attractive transit value proposition and competitive with inexpensive TNC operations Consequences for public health from higher GHG emissions Benefits for public health from lower GHG emissions Table 15: Comparison of outcomes for the scenarios (Source: Authors) Potential Benefits for Transit Ridership and Service: • With the integration of AVs in the public transit sys- tem, Iowa City could see a substantial increase in rider- ship levels throughout the City due to increased reliability of the system. • As transit ridership in most areas follows an expo- nential pattern, providing higher frequency service in these areas, can attract new transit users and further boost ridership. • With two different types of automated vehicle shuttle service systems, the service area of the transit could in- crease to 15.68 square miles which is double the current service area of Iowa City transit (detail of service analysis is described in the appendix). This increased service area could offer additional transportation opportunities for Iowa City residents. Potential Benefits for VMT and GHG Emissions • Increases in service frequency and service area are shown to have positive impacts on transit ridership as the elasticity of transit use to service expansion is typically in the range of 0.6 to 1.0, meaning that each 1 percent of additional transit vehicle -miles or vehicle -hours increas- es ridership by 0.6 percent to 1.0 percent (Litman, 2004). • The elasticity of transit use with respect to transit service frequency (a headway elasticity) averages 0.5, with greater effects where service is infrequent (Litman, 2004). • Together, these elasticities imply that it is possible for a significant modal shift from private vehicles to tran- sit to occur, leading to decreased annual VMT. • Decreased VMT is shown to result in lower trans- portation GHG emissions, meaning Iowa City could stay on track to meeting its Climate Action goals related to transportation. • Less VMT means fewer private vehicles will travel in public roadways relative to the business as usual scenario. Potential Benefits for Public Expenditures: • Decreases in the use Iowa City's roads by private vehicles could result in the City needing to allocate less resources for maintaining and improving vehicle -oriented infrastructure. • Potential monetary savings related to road infra- structure expenditures can be invested in the implemen- tation of different strategies of the Automated Vehicles Adaptation Plan for the City. TRANSLATING A SCENARIO INTO THE VISION Using the promises of the second scenario, as well as the aims and goals of existing planning documents of Iowa City, the team crafted a vision for the City's transpor- tation system which focuses on a transit system of a fixed route, high -frequency automated transit service capable of providing door-to-door service to Iowa City residents. Complementing future mobility modes, such as bicycles, ride -sharing, and ride -hailing, this fixed -route automated service can guide Iowa City toward the goal of connecting all Iowa City residents to the various opportunities and amenities the City has to offer. The improvement of the City's transit system by means of automated technology significantly benefits the other aspects of the built envi- ronment and for this matter are broken down into sepa- rate components of the vision. The project team understands the importance of pub- lic participation and, therefore, has conducted a public open house to solicit input in order to receive feedback on the community -wide vision set forth in the plan as well as facilitate an opportunity for residents to discuss the outcomes they desire to see in Iowa City's future trans- portation system. These efforts were done so that there was no influence of a pre -determined outcome for public buy -in. The purpose of this initial open house was to be- gin understanding where the general public stands on the topic of innovative solutions to transportation challenges, as well as to draw a nexus to the stakeholder interviews conducted prior to the event. The team used the stake- holder feedback and literature research to craft visual de- pictions of what future scenarios may look like. The event allowed for flexibility with in-person interaction among the attendees. The project goal for this initial public engagement pro- cess was to assess how the stakeholder opinions align with the opinions from the attendees of the general pub- lic. In doing so, focus areas within the scope of the proj- ect could be identified or emphasized, further guide the recommendation and visioning process. However, in the recommendation portion, it was found that the concept of driverless vehicle technology is still quite a nebulous topic for many of the participants of both the open house and the stakeholder meetings. Therefore, this open house event is recommended to be the first of a variety of public engagement efforts to be conducted in the realm of inno- vations in transportation and the role evolving technolo- gies can play in the urban landscape. Furthermore, a pub- lic education program on transportation innovations may prove to be very helpful for all levels of Iowa City's public officials in future decision-making and the prioritization of planning projects. The details for each vision component is discussed below. The responses are from both the open house and an online survey participants. The cumulative number of respondents for both sessions is 27, 18 from the open house and 9 from the online survey. The demographics of participants include a range of age, ethnicity, disability status, and gender. VISION COMPONENT 1: FIXED ROUTE AND DOOR-TO-DOOR AUTOMATED PUBLIC TRANSIT Iowa City's current transit system serves approximate- ly 15,068 trips per day on a fixed -route network with high and medium frequency. Experts predict transit authorities can integrate automated vehicles into their fleets as these vehicles will be able to provide high -frequency services at much lower operating costs. The public's feedback regarding the fixed route and door-to-door automated public transit was: 1. Assuming the price for using the transit system is the same, more than half of the respondents would con- tinue to use their current mode of transportation, while slightly less than half of the respondents would choose a shared, door-to-door transportation service that runs on 15 -minute intervals. 2. Comparing the current price of a trip on Iowa City transit of $1, more than half of respondents would not pay more than $1 for a shared, door-to-door transportation service that runs on a 15 -minute interval. 3. The respondents' level of knowledge regarding AV technology is mainly gained through news coverage and media publications, and therefore, respondents have a basic understanding of AVs and related technologies. VISION COMPONENT 2: INTEGRATED SHARED MOBILITY & ACTIVE TRANSPORTATION Iowa City strives to maintain a pedestrian and bike friendly community that balances the feel of a big city with small town charm. Through extensive planning for bikes and pedestrians, Iowa City has developed dense, walk- able neighborhoods that encourage residents to utilize all modes of travel while considering the needs and safety of all road users. The integration of automated vehicles in Iowa City roads could have the potential to compromise the pedestrian -oriented nature of the city, further exacer- bating the mobility challenges of residents. Figure 48: Fixed route and door-to-door automated public transit component (Source: Authors) The 20 -year vision for Iowa City's shared mobility and active transportation infrastructure ensures that Iowa City residents will not be stressed in accessing mobility modes as access to the transportation network will be, at most, a 5 -minute walk. Additionally, the integration of automated vehicles will improve road safety to the point that traffic collisions are a relic of the past. The summary of public's comments on the component: 1. More than half of the respondents have experience using shared transportation modes (Uber, Lyft, Iowa City transit, vanpool, etc.) in Iowa City. One respondent noted that they were unable to use most shared mobility due to their disability and the lack of wheelchair access. 2. Nearly all of the respondents would use a shared mode in lieu of a personal vehicle for daily trips if it took 5 -minutes or less to access. The wheelchair access posed a barrier for one respondent. 3. In terms of receiving public investment, respondents were asked to rate which mode of transportation need- ed the most and the least attention from a ranking of 1-4 (one being the most important and 4 being the least im- portant). 61 % of respondents believed public transit was the most important to receive funding out of the four op- tions, and 27% believed it to be second most important. 22% of the respondents ranked public investment in bicycle and pedestrian infrastructure (i.e. protected bike lanes) as most important and 55% believed it to be sec- ond most important. 72% of the respondents believed shared mobility should be the 3rd most important mode in receiving pub- lic funding. The fourth option (write-in) found another vote for more wheelchair access and a vote for better roads. VISION COMPONENT 3: TRANSPORTATION NETWORK COMPANIES & THE COMMUNITY Transportation Network Companies, or TNCs, such as Uber, Lyft, and ZipCar, have shifted the way people trav- el today. While inexpensive, on -demand ride -hailing and ride -sharing have revolutionized urban travel, the oper- ations of Transportation Network Companies can also negatively impact communities through competition with transit systems and increased congestion owing to addi- tional trips made by low -occupancy automobiles. The 20 -year vision for TNCs operations in Iowa City could see the city partnering with companies like Uber and Lyft in order to better understand the impact these TNCs have on Iowa City roads. Through data -sharing and local regulations, Iowa City could collaborate with TNCs to ensure equitable access to the City's transportation Figure 49: Integrated shared mobility and active transportation component (Source: Authors) network for all residents while potentially mitigating the adverse impacts these companies may exert. The public's reaction to this component is provided below: 1. The main concern for residents regarding the current use of Iowa City roads is the lack of pedestrian and bicycle infrastructure. One attendee even wrote in the desire for continuous sidewalks. Residents were least concerned with a lack of parking facilities. 2. Residents believed that the most appropriate reg- ulations enacted by Iowa City for TNCs would be to for- malize a permitting process for TNC operations and an agreement for TNCs to share data with the city. 3. Residential perception of AVs and their potential ben- efits and impacts on Iowa City's urban landscape showed no trend. While some attendees were excited for AVs and their prospective benefits, some did not know enough about AV technology to answer. 4. On a perceived comfort level from 1-5, with 5 mean- ing that the respondent would be perfectly comfortable riding as a passenger in a driverless vehicle, showed that the majority of respondents did not know enough about the technology to answer confidently. VISION COMPONENT 4: LAND RECLAIMED FOR NEW PUBLIC & PRIVATE DEVELOPMENT Iowa City currently allocates 12.9% (3.27 sq. mi) of its land to public roadways. While the allocation of this amount of space for transportation is necessary to main- tain a safe, efficient road network, additional opportuni- ties for public, economic and residential development are foregone. As Iowa City continues to grow and attract new residents, the pressures felt from growth will likely re- quire significant public and private investments in open spaces, housing and a need to increase economic devel- opment opportunities. The integration of automated ve- hicles in Iowa City roadways could decrease demand for public right-of-way as these vehicles will likely require less space for operation and parking, opening up the door for new uses in former roadways. The 20 -year vision for Iowa City could envision a fu- ture downtown district that reserves automobile travel exclusively for high -occupancy vehicles, with full-service transit and shared mobility modes within a 5 -minute or less walk. The reduction in public roadway and parking space could allow Iowa City to pursue infill development for residential uses, create new common areas for civic interaction and allow Iowa City business owners to ex- plore creative ways to utilize downtown space for eco - Figure 50: Transportation network companies and the community component (Source: Authors) nomic activity. The open house's feedback and questionnaire summa- ry highlight the following: 1. Respondents felt that the parts of Iowa City that would be best reimagined for new commercial and res- idential development were neighborhoods next to the university and retail malls. Several respondents wrote in answers for a reimagining of surface parking lots and parking ramps for new residential or commercial development. 2. For the respondents to forgo the day-to-day use of a private automobile, they would first require expanded transit service and next, require expanded frequency and hours for public transit. 3. Less than half of the respondents would consid- er completely giving up a private automobile. Some of the hesitation recorded was due to the lack of regional connectivity. CONCLUSIONS ON VISION The planning team highly recommends that Iowa City engages in an ongoing public education and engagement campaign for residents and those living in surrounding areas. This can be done via the implementation of a lo- cal AV commission that also corresponds with regional and state commissions on AVs. By maintaining an open and clear channel of communication, Iowa City officials could lead the discussion about what a desirable future for all residents may entail in the context of current mo- bility challenges with evolving transportation technolo- gies. Objective -based learning environments and regular educational programs are recommended for gaining a community -wide understanding of this technology as the potential for AVs becomes more apparent and increasing- ly relevant in the City's decision-making processes. The feedback from the open house revealed that residents of Iowa City and the surrounding areas are interested in how the Iowa City community is shaped through the transpor- tation system. Also revealed during the open house is how mobility challenges for many of the City's disadvantaged households may be addressed with advancing technolo- gy, as well as shared AVs' potential to reduce congestion associated with private automobile use. Commonality was found between the desires of stake- holders interviewed and the desires of the general public who attended the open house. One such commonality was Ca Figure 57: Land reclaimed for new public and private development component (Source: Authors) the belief that public expenditures associated with trans- portation improvements should be allocated first for pub- lic transit and next for bicycle and pedestrian safety. An interest in permitting TNCs to operate in the public road- ways was established in the open house but was not dis- cussed in the stakeholder interviews. A concern over the lack of parking was expressed in stakeholder interviews, yet the general public open house responses did not seem to think there was an issue with parking availability, as it was of least concern in terms of public infrastructure in- vestments. Lastly, most stakeholders interviewed would have paid slightly more for a service for day-to-day trips via the use of an automated driverless transit system, while many of the general open house respondents stat- ed they would not pay more than the current fare for Iowa City transit services of $1 per trip. Overall, this is the first public engagement opportunity conducted in Iowa City to gather interested parties in order to assess the public stance on mobility issues in a rapidly advancing transportation environment. This meeting was broadcast on every media outlet in the region and received interest from Mayor Jim Throgmorton and City Manager "_4 . .:V —710 Figure 53: Open house attendants (Source: Authors) Geoff Fruin. The environment supported an unbiased and objective conversation with all who participated. Due to this, it is believed future meetings such as this would be greatly conducive toward encouraging community partic- ipation. Community meetings may also reinforce a strong sense of civic pride among all residents by opening a clear and transparent channel of communication that address- es current mobility challenges and identify strategies that mitigate future mobility issues. Figure 52: Open house attendants (Source: UI Office of Outreach and Engagement) A CALL TO ACTION IC2030: COMPREHENSIVE PLAN UPDATE Community Vision statement: "Iowa City is an energetic and friendly community, re- nowned for its arts and culture, healthcare and education, and distinctive local businesses. The small-town charac- ter of our neighborhoods combined with the big -city vi- tality of our Downtown and university campus make Iowa City a unique and appealing place for people of all ages. These assets define our sense of place and are the foun- dation of our stable economy." Relevant Objectives: 1. Growth and Land Use: • Encourage compact, efficient development that is contiguous and connected to existing neighborhoods to reduce the cost of extending infrastructure and services and to preserve farmland and open space at the edge of the city. • Maintain a strong and accessible Downtown that is pedestrian -oriented with a strong and distinctive cultural, commercial, and residential character. 2. Transportation: • Providing safe and efficient modes of travel for all in order to ensure the opportunity for full participation in community life and efficient use of resources. • Accommodate all modes of transportation on the street system. • Encourage walking and bicycling. • Promote use of public transit. • Maximize the safety and efficiency of the transporta- tion network. • Encourage economic vitality through transportation innovation and investment. Policy Interventions to assist in meeting these objectives: 1. Growth and Land Use: • Residential Parking Permit Program for neighbor- hoods near the Downtown district. • Revise zoning and subdivision regulations for resi- dential and commercial developments to encourage the integration of shared mobility modes and related infra- structure in existing and proposed developments. • Planning considerations for new developments— transit-supportive development, parking reductions, right of way (ROW) layout. 2. Transportation • Implement a Pick Up and Drop Off (PUDO) manage- ment plan in downtown Iowa City for regulating pub- lic right of way in the context of transportation network companies (TNCs), paratransit operations, and commer- cial operations. • Create public-private partnerships to allow shared mobility modes to complement Iowa City transit. • Mandate levels of service for Transportation Network Companies in mobility challenged areas of Iowa City • Rideshare Voucher Program • Fixed -Route and Neighborhood door-to-door AV Shuttle Transit System For Iowa City's Consideration: • As Iowa City prepares to update its Comprehensive Plan in the near future, the planning team advises City officials to consider these elements of the plan to assist the City in achieving the goals set forth in the IC2030 Comprehensive Plan as well as formulating new goals and objectives related to future land uses and transporta- tion improvements. DISTRICT PLANS The City of Iowa City has 8 completed District Plans and is planning to complete two additional District Plans in the future. The planning team recommends that City leaders and decision -makers consider the policy interventions discussed in the Iowa City Automated Vehicle Adaptation and Equity Plan in addressing the strategies contained within each district plan, especially for the Downtown and Riverfront Crossings District Plan. For Iowa City's Consideration: • Consider the policy interventions associated with the Growth and Land Use and Transportation sections of the IC2030 Comprehensive Plan Update in addressing the challenges specific to each district within the City. • Engage with residents of each district to delineate the role they would like to see automated vehicles and related technologies to play in their neighborhoods. • Apply the zoning and subdivision regulations dis- cussed in the Iowa City Automated Vehicle Adaptation and Equity Plan to the Riverfront Crossings Form -based Zoning Code. CLIMATE ACTION PLAN Iowa City is a progressive and forward -thinking com- munity that values sustainability and resiliency in plan- ning projects. In 2016, the City authored a Climate Action Plan that seeks to reduce 2005 -level greenhouse gas emissions by 26 to 28 percent by the year 2025 and 80 percent by the year 2050. The Climate Action Plan aims to achieve these goals by focusing on five areas: Buildings, Transportation, Waste, Adaptation, and Sustainable Lifestyle. The planning team feels that the Iowa City Automated Vehicle Adaptation and Equity Plan serves as an effective guide for aiding in the reduction of transportation -related greenhouse gas emissions and helping the City reach its transportation -related greenhouse gas emissions reduc- tion goal of 80 percent by the year 2050. Relevant Transportation Objectives: • By 2050, replace 55 percent of vehicle trips with sus- tainable transportation options, such as public transpor- tation, bicycle, pedestrian, or clean vehicles. Policy Interventions to meet this objective: • Revise zoning and subdivision regulations for resi- dential and commercial developments to encourage the integration of shared mobility modes and related infra- structure in existing and proposed developments. • Implement a PUDO management plan in downtown Iowa City for regulating public ROW in the context of transportation network companies, paratransit opera- tions, and commercial operations. • Create public-private partnerships to allow shared mobility modes to complement Iowa City transit. • Mandate levels of service for Transportation Network Companies in mobility challenged areas of Iowa City • Rideshare Voucher Program • Fixed -Route and Neighborhood door-to-door AV Shuttle Transit System. For Iowa City's Consideration: • Consider the policy interventions discussed above in future planning projects and any updates to the Climate Action Plan to ensure Iowa City is on the right track to meeting its greenhouse gas emission reduction goals re- lated to transportation. JOHNSON COUNTY LONG RANGE TRANSPORTATION PLAN The Metropolitan Planning Organization of Johnson County completed its 2017-2045 Long Range Transportation Plan in 2015. This plan is in the context of the regional transportation system of Johnson County and articulates the vision and goals of relevant stakehold- ers and residents for the future transportation network of all communities within the county. 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Exploring the impact of shared autonomous vehicles on urban parking demand: Anagent- based simulation approach. Sustainable Cities and Society Volume 19, 34-45. WSB & Associates, Inc. and AECOM. (2018). MnDOT Autonomous Bus Pilot Project Testing and Demonstration Summary. Report. Minnesota Department of Transportation Research Services & Library A.1 TRANSIT STUDY METHODOLOGY The transit study used a locational analysis method based on data collected from several sources. For the locational analysis and map creation, the transit study used the Geographic Information System (GIS) platform, ArcMap. The first step of the locational analysis was to obtain the necessary demographic, socio-economic, and travel pattern data at the block group level, which was collected from the ACS 2012-2016 of the U.S. Census Bureau. Next, this data was entered into ArcMap to create several maps of Iowa City and illustrate the block group level demographic, socio-economic, and travel pattern information. The specific socio-economic data used were percentage of low wage workers per block group and per- centage of households owning zero cars, one car and two or more cars. For the travel pattern analysis, the transit study used percentage of people who use public transit for work trips and percentage of people not served by the current transit schedule. Additionally, the transit ser- vice frequency data for each stop was collected from the City of Iowa City. The transit boarding data was compiled from a 2 -week survey conducted during April 2018. This 2 -week boarding data was converted into a measure of daily boarding rates by summing and averaging the data for that period. Also, for the transit service frequency, the authors calculated the frequency with which Iowa City transit buses recorded stops at each transit stop location for each day of the City of Iowa City data. Finally, with the use of ArcMap, the boarding and service frequency data were assigned to each stop and then displayed in relation to the specified demographic data. After the analysis was conducted, it was found that 418 transit stops are served by the City buses in different block groups of Iowa City. For the transit accessibility study, the stop location data of the Iowa City transit system was collected from the City of Iowa City; applying the 0.25 -mile buffer around each stop, the service area of the Iowa City transit system was delineated. This service area determination was done using the ArcGIS Network Analyst toolset. The rationale for using the network analyst tool is that it uses the links and nodes associated with the City street network data to create the road network used in the analysis. The road network then becomes the travel path individuals take when accessing the stops, which are then overlaid on the road network created by the network analyst tool. This road network dataset was prepared over several steps and used road length as an impendence value as the study was mainly concerned with the distance from the tran- sit stops; the impedance value serves as cut-off point, at which any distance traveled beyond the impedance value people will go to that bus stop. Next, using the service area option of the network analyst tool and the 418 stops currently served by Iowa City Transit as well as the 0.25 radius surrounding each stop, the initial service area of the Iowa City Transit System was determined. A.2 VOUCHER PROGRAM CALCULATION For the voucher program design, the first step was to calculate the total cost of providing vouchers to Iowa City residents. The calculation of the total cost was done in two steps. At the initial step, the total number of peo- ple in each block group not served by the current tran- sit schedule was calculated using block group level data collected from the ACS 2012-2016. A second dataset for the percentage of Iowa City households who did not own a personal vehicle was collected from the Environmental Protection Agency (EPA) smart dataset. This percentage value was used as a proxy for people who do not have any options for commuting to work. Then this percentage value was multiplied with the total number of off -time workers to estimate the total number of people who are eligible for the voucher in a block group. For example, if a block group has 100 people with off -time jobs and 10 percent of people have zero cars, the estimated eligible number of people on that block group will be 10. In this process, 1067 eligible person for the voucher from differ- ent block group of Iowa City was calculated. It was as- sumed that the maximum voucher for each trip will be $5, and a person will be eligible for taking 5 trips in a week. Therefore, the maximum per person voucher amount per week will be $25. Based on this $25 per person cost and 1067 eligible persons voucher, a total yearly cost of $1.39 million was calculated for the voucher program. However, the City can adjust these criteria based on their budget for the voucher program. A.3 TRANSIT SERVICE AREA CALCULATION While building the second scenario with automated shuttles integrated into the transit system, some rel- evant literature review was conducted. One research publication on the incorporation of the automated vehi- cle into the transit system found that it can expand the transit stop service area from 0.25 miles to 2 miles (Lu, Du, Jones, Park, and Crittenden, 2017). A second study explored the use of automated driverless transit vehicles integrated with the existing transit vehicles of the system in their analysis to solve the first and last mile problems of the transit system (Levine, Zellner, Shiftan, Alarcon, Diffenderfer, 2013). Based on the results of these stud- ies and the consideration of both of these issues at the next level, the future transit area of the Iowa City Transit was determined. In this new scenario, the transit service area becomes 15.68 square miles. It was also found that previously fixed -routes buses were operating on different fixed -routes, totaling 167 miles. With the introduction of the new automated driverless transit shuttles, the po- tential service area expands to 243 miles of road and in- cludes both the main arterial roads and the neighborhood roads currently not served by transit. These lengths were calculated using the select by location tool in ArcGIS and used data from the urban road database, transit fixed - route data prepared by the author, and the two calculated service areas. In conclusion, this analysis has found that significant improvement is possible with the incorpora- tion of automated vehicles in the transit system of the city and these improvements can bring transit services to the doorstep of residents. A.4 PARKING STUDY METHODOLOGY For the purpose of this report, the team supplement- ed the data on parking spaces provided by Iowa City with additional mapping activities that utilized ArcGIS soft- ware, Google Street View and targeted site visits in order to develop a full understanding of the existing supply of controlled -access parking (metered or requiring a special permit) citywide and total parking supply in the downtown district of Iowa City. This understanding covered all types of ownership — municipal, university, commercial and residential. The planning team also conducted an occu- pancy study for the identified neighborhoods that bear the pressure of spillover parking from the downtown district to evaluate the feasibility of a residential parking permit program as pursuant to the Iowa City planning documents reviewed above. Finally, we discuss the areas of the city that experience transportation challenges due to the high intensity of commercial and recreational activities identi- fied while conducting the inventory and parking studies. Once the data was gathered, the planning team calcu- lated the density of parking spaces in the Iowa City down- town district using the methodology of a report published in summer of 2018 that supports the development of an enormous amount of space dedicated to parking in five American cities: New York, Seattle, Des Moines, Jackson and Philadelphia (Scharnhorst, 2018). Following this ap- proach, the team created a hexagonal grid that covers all of the downtown district. The team choose hexagons due to their ability to be tessellated edge -to -edge over the area. This sampling technique is often used in environ- mental studies to define sampling locations for the area. To produce the hexagonal grid, the team used a script that creates a mesh of point spaced in a way that allows ArcGIS's Create Thiessen Polygons tool to generate equal side length hexagons (side length of each hexagon is 128 foot, to get the area equal to 1 acre). At the next step, the mesh is intersected with the study area (which is the border of Iowa City downtown district) to create the final hexagon grid. The data is visualized as average parking density per hexagon to illustrate the overall density of parking spaces per acre. For the occupancy study the team selected a sample from two neighborhoods that abut metered parking zones of Iowa City's downtown district, borrowing an approach to a residential parking permit area extension study em- ployed in San Francisco (San Francisco Transportation Board, 2009). Each sample comprises 10 blocks, for which an estimate of existing parking supply in the pub- lic right-of-way is calculated, subtracting the spaces that are metered, and retaining the side of the road that has an odd/even parking sign on display. Cars were counted and plate numbers were recorded twice for each area, with the initial time being between 10 PM and 1 1 PM in the evening to capture the assumed residential demand for on -street parking. The second car count occurred the next day, between 10 AM and 1 1 AM, to evaluate parking occupancies and estimate the number of cars that park in these neighborhoods permanently by referring to the recorded car plates from the day before. The exercise was conducted during week days, with consideration of Iowa City's celebrations and holidays, in order to omit the po- tential impact of such events. The recorded counts were later analyzed for each two -block section and averaged for each sample. A.5 PUBLIC INPUT METHODOLOGY According to the Institute of Local Government, the im- portance of public engagement can be seen in the result- ing civic pride and community trust -building that follows public engagement activities that are done inclusively and effectively. One potential aspect of inclusive public partici- pation is that it can identify the diverse values of residents and uncover valuable ideas from within the community. Residents may become more informed about challenges through an educational and public engagement process and, thereby, offer recommendations that can guide the City toward shaping a more desirable environment in which to live. This process can lead to better decision making and lead to positive impacts and better outcomes. The actions of City leaders may also be met with more support and buy -in from the residents. This kind of sup- port could lead to faster implementation of projects with less pushback. Greater participation from the community has been studied to encourage greater trust in a city's de- cision-making activities. Inclusive participation also leads to greater trust in each other as neighbors (Institute for Local Government, 2015). The team identified stakeholders who represented a population group or a special expertise sensitive to emerging transportation technologies. The stakeholders are representatives of a variety of fields including the met- ropolitan planning organization, freight operators, bicycle advocates, students, individuals with disabilities or lan- guage barriers dependent on transit, the business com- munity, transit users, neighborhood outreach, parking and transportation for the University of Iowa, individuals experiencing homelessness, and more. The team has met with individual stakeholders with the expectation they are an expert in their field. An unbi- ased and uninfluenced conversation takes place with two topics and four sections. The topics are about the current state of the transportation networks as well as the indi- vidual stakeholder's knowledge and opinions pertaining to automated and driverless vehicles. The stakeholder discussion involved four topic sections each including five to six questions. The sections covered are: current habits and challenges, familiarity with automated vehicles, pros and cons of automated vehicles, and the propensity to use automated vehicles (see Appendix A.11). Conversations with stakeholders involved four top- ics. Each topic consisted of four to five opinion -based questions, while no supplemental information regarding automated vehicles was provided before or during the interview. The planning team's intent in not providing sup- plemental information was to reduce the chance of biases in stakeholder responses and encourage the interview- ees to speak on the topics to the best of their knowledge. The first series of questions was on the topic of current habits and challenges related to residential travel in Iowa City. These questions sought to understand the partici- pants' opinion of travel habits of commuter and leisure passengers, including private, rideshare, and transit trips. The participant was also asked about overall concerns with mobility and accessibility in Iowa City's transporta- tion system. The second series of questions sought to re- veal the participants' familiarity with automated vehicles, specifically, if the individual was familiar with automated vehicle technology and what their general opinion was on automated and driverless vehicles. This was important in gauging the stakeholder's initial understanding of the prevalence of this technology and their perception of tech- nological advancements in automated vehicles given the time of the discussion. Following this series of questions were several questions regarding the potential impacts and benefits of driverless automated vehicles; specifical- ly, what concerns with driverless vehicles did each par- ticipant have, and what concerns about different possible implementations of driverless vehicles in public roadways (i.e. private versus publicly owned fleets) could the par- ticipant foresee. The final series of questions sought to understand the participant's propensity to use a driver- less automated vehicle, their interest in owning and auto- mated vehicle, and their willingness to pay for driverless vehicle technology. The first automated vehicle public open house was held in the public library in the downtown district of Iowa City from 4:30 in the afternoon until 8:30. The City, the university, and other groups aided the planning team in marketing the event to their constituents. Displayed at the open house were four possible scenarios of which the project team drew from extensive research and literature review in conjunction with the input from community ex- perts. These four scenarios coalesce to form a long-term vision for a future with enhanced vehicle technology and served as a contrast to the baseline scenarios of "busi- Name H.R. 3416 H.R. 3388 S1885 Date Introduced 7/26/2017 7/25/2017 9/28/2017 Purpose Establish NHTSA Rural Establishes role of federal Establishes role of federal govern - and Mountainous Advisory government in regulating ment in regulating safety of AVs; Council for guiding testing safety of AVs; preempts preempts states from creating of AVs in rural and remote states from regulating legislation governing AVs; asserts areas; defines "highly auto- design, construction, or conditions for testing AVs in inter - mated vehicle" performance of AVs state commerce Status Referred to Subcommittee Passed House of Reported to Senate with amend - on Health (7/28/2017) Representatives (9/6/2017) ments (11/28/2017) Table A.1: AV legislation summary ness as usual" based on current technologies and trends in Iowa City's transportation system. Paired with each scenario was a print survey that sought attendee feed- back through questions related to each scenario and the policy interventions residents desire to see to realize the vision presented to them. Each survey submission was anonymously recorded. The surveys represent a broad range of interests which may be important to the com- munity; for the full questionnaire, see the appendix. After the public open house, the surveys and posters were digitized and circulated online for another round of feedback for the interested parties who were unable to make the in-person meeting. This online survey was open to the public for two weeks. The open house attracted approximately 40 attendees from varying demographics and locations in and out of the City, and roughly half of the attendees submitted surveys. Each survey represented a specific scenario with gener- alized questions that delved into major topic areas of the plan: TNCs and the community; reclaimed land for pub- lic or private use; shared mobility and active transporta- tion; and fixed route door-to-door automated transit. The respondents were asked about a variety of preferences, perceptions, habits, and potential to alter current habits. A.6 FEDERAL LAW FOR AV While localities around the nation are beginning to consider the role automated vehicles will play in their fu- ture urban landscape, the federal government has been proactive in drafting legislation aimed at increasing the development of this technology. Several different bodies have authored policy framework relating to AVs, including the United States Congress and the NHTSA. Two separate pieces of legislation are being consid- ered in Congress, with the bill HR 3388 SELF DRIVE Act having passed the House in September 2017 and the S 1885 AV Start Act that was introduced to the Senate in November of 2017. Both of these pieces of legislation are concerned with regulating safety matters associated with AVs, including performance, testing, and cybersecurity. A second major implication of both pieces of legislation is that they preempt states from regulating the design, construction, or performance of automated vehicles; the purpose of this preemption is to prevent states from es- tablishing their own standards for AVs that could conflict with federal or other states' legislation and thus slow the development and deployment of this technology. NHTSA, in conjunction with the US DOT, first drafted policy pertaining to AVs in September 2016 with the issu- ance of the Federal Automated Vehicle Policy guide. This publication was focused predominately on the safety is- sues related to AVs but also incorporated guidance for the deployment of AVs and state regulations for the technolo- gy; an update to the policy, A Vision for Safety 2.0, was re- leased in September 2017. A bill introduced in the House of Representatives in July 2017, H.R. 3416 To establish in the National Highway Traffic Safety Administration a Rural and Mountainous Advisory Council, makes recommen- dations regarding the testing and deployment of highly automated vehicles and automated driving systems in areas that are rural, remote, mountainous, insular, or un- mapped" (H.R.3416 — 115th Congress (2017-2018). This bill defines a "highly automated vehicle" as "a motor vehi- cle (excluding a commercial motor vehicle) equipped with an automated driving system". In this piece of legislation, NTHSA is directed to establish the Highly Automated Vehicle Advisory, which would be charged with the re- sponsibility of evaluating the impacts of the AV on em- ployment, the environment, cybersecurity, the mobility access of senior citizen and persons with disabilities. A.7 ECONOMIC IMPACT OF AV ON TRUCKING IN IOWA CITY Becoming a hot topic over the past two years, autono- mous vehicles provoke a lot of creative and, occasionally, educated thinking in terms of the potential benefits and impacts. Though the full deployment of the technology will not be seen for decades, one particular industry is closer to it than the rest - freight operations (Crute, 2018). The potential gains to the industry are likely to be seen with regard to more efficient operations; a reduction in oper- ational expenditures can enable capital investments that will shift the technological state of AVs from prototypes to market -ready vehicles. However, the loss of employment within the industry has been a subject of unsubstantiated statements that lack data driven analysis. The purpose of this section is to assess the economic impact of the loss of half of all trucking jobs in the Iowa City metro area in 2040, which is the year researchers anticipate on seeing 50% of vehicles on the road being AV. The analysis was conducted using industry data from the Bureau of Labor Statistics (BLS) and multipliers from the Input -Output model (Johnson County 2018 RIMS II Multipliers) and all dollar amounts are indexed to 2017 values. Figure A.1 summarizes industry data from the American Community Survey (ACS) 2016 5 -year Estimates; Transportation & Warehousing account for only 2.7% of total employment in the Iowa City metro. Getting Healthcare & Educational Retail trade iP4wuwles`��`� rinan Social Services 10 Assistance-- 3. Accommdatioii. rrpgpgnalanj l I I 1 n s 1 1 Waielxasil.g lic• Manufacturing Figure A. 1: Iowa City MSA employment (Source: datausa.io) down to the trucking industry, BLS recorded 3410 Heavy and Tractor -Trailer Truck Drivers employed in the area in 2017, with a mean annual wage of $43,680. Surprisingly, this wage was 9.6% lower than the area's mean annual wage across all industries. According to BEA, the truck transportation industry produced $290 million of area's GDP, which was around 2.85% of total Iowa City metro GDP ($10,192 million) for the year 2017. To better understand the importance of trucking in- dustry for the Iowa City metropolitan statistical area (MSA), an Input -Output analysis was performed. This economic technique quantitively represents the intercon- nections between different sectors of the regional econ- omy. It allows for the estimations of the total economic contributions of a specific enterprise or industry in terms of its direct contribution, meaning the economic values obtained from the survey and operational output; indirect activities that account for all the supplies that it consumes regionally in its production process, like banking, whole- sale goods, etc.; and induced activities, those that include spending of earnings by workers employed in the trucking industry and in the regional supply sector. The results are displayed in the form of a table, where total industrial out- put represents the full value of the industries; value add- ed includes workers' income, income from properties and investments as well as indirect tax payments (value add- ed is synonymous with regional Gross Domestic Product); labor income is the sum of wages paid to workers as well as proprietors' incomes and lastly, the number of jobs that the model estimates as an annualized value based on Table A.2: Truckina industry total economic effect the industrial output even if the activity happened over a short period of time. As table A.2 shows, the method assumes that 3410 drivers account for $590.03 million of annual output in the regional economy and these drivers received $207.35 million in labor income. The industry requires $150.35 million in regionally supplied inputs, yielding another 1,046.4 jobs with the income of $51.98 million to support the linkages between these industries. When all the driv- ers and supply workers start spending their paychecks, they induce another $120.32 million in regional output, supporting 1,015.72 more jobs earning $34.93 million. Overall, this means that apart from direct jobs, $590.03 million of output in trucking transportation generates an additional $270.67 million of output in the economy and supports 2,062.12 additional jobs earning $86.91 million. This also means that the total output of the industry is $860.71 million. Researchers predict that 50% of the vehicles on the road will be driverless by the year 2040, resulting in sig- nificant impacts on the trucking industry. Based on BLS numbers and employment data, a reduction of 1,705 driv- ers would result in a loss of $103.67 million in direct in- come. Since the industry will still require energy, mainte- nance and other new production inputs, it is expected that the indirect sector and thus indirect output will remain robust. Moreover, since all those potential drivers facing layoffs are full time employees, they may be eligible for governmental assistance in the form of unemployment benefits and supplemental nutrition assistance programs (SNAP Food Benefits) once they are out of work. For the purpose of this exercise, it is assumed that all of these job holders are eligible to receive up to one third of their pre- vious income for one year, $14,560 annually plus $353 per month in SNAP benefits (the maximum for a two -person household) based on the average size of a household in Johnson County being 2.2 people. Altogether, the result is an additional $32.1 million that can be added to induced output for the trucking industry that has lost 50% of its employment to an autonomous fleet. This means that the total output (at least for the first year, when governmental relief may be available) might fall by only $71.57 million in lost income plus the decrease in induced effects due to lower spending by former drivers. As the analysis shows, despite accounting onlyfor 2.8% of the Iowa City metro's GDP, the trucking industry yields almost 1.5 times larger total output, once we include all the inputs it requires from the region and the spending that its employees, as well as suppliers' workers, engage in. Since the industry will still need all the regional inputs, the layoff of half of the drivers will have an economic im- pact limited to the loss of trucking jobs and their income. One must also include governmental assistance in the es- timates, as during the year that it will be available, some people will be able to complete additional training and find other jobs or gain employment elsewhere, which means it is highly unlikely that the regional economy will bear the full result of that unemployment at any time. On the other hand, this does not imply that policy makers should neglect implementing any preventive measures since the exponential rate of technological progress may lead to re- ductions in employment starting earlier than 2040. Once the replacement of traditional highway freight trucks be- gins, it probably will not stop until the whole industry is operated without the need of human drivers. A.8 IOWA CITY DEMOGRAPHICS According to the ACS, the estimated population of Iowa City is 75,798. The median household income is $42,720 (2016 dollars) which is lower than the average median household income of United States of $55,322. Regarding socioeconomic conditions, 28% of the Iowa City resi- dents live in poverty. The density of population is 2,713 person per square mile. About 78.8% Iowa City residents are white, 8.2% are Asian, 7% are Black, and 5.9 % are Hispanic. The current number of employments in Iowa City is 40,582, which grew from 2015 employment of 40,247. The unemployment rate 4.2%, however, 94.9% of the City resident with more than 25 years of age at least holds a high school degree. Also, 59.9% of the City residents with more than 25 years of age holds at least a bachelor's degree. A.9 VEHICLE OWNERSHIP & USE Vehicle ownership trends between 2000 and 2016 in Iowa City are significantly different from the nation's as the vehicle ownership rates declined in Iowa City by I% compared to a 5% growth in the nation as a whole over this 16 -year period. However, Johnson County saw an in- crease in vehicle ownership by 1 %, aligning closer to the State of Iowa's growth of 3%. Being a vibrant college town, any analysis of Iowa City would be incomplete without the consideration of its stu- dent population. As data shows, despite the 6% increase in student enrollment at the University of Iowa between 2006-2015, there was a 45% decline in the issuance of student car permits which are necessary for the vehicles to be parked on campus. During this same period the number of permits for mopeds and motorcycles more than doubled. A.10 IOWA CITY TRAVEL PATTERNS Travel patterns in Iowa City revolve predominately around automobile travel. According to ACS 2012-2016 5 -year estimates, the most common transportation mode utilized for commuting was driving a single occupant pri- vate automobile, of which 56.7% of Iowa City commut- ers relied on. Other modes of commuting were walking Jobs Income Output Direct Effects 3,410.00 207.35 590.03 Indirect Effects 1,046.40 51.98 150.35 Induced Effects Total Effects Multiplier (Type II) 1,015.72 34.93 5,472.11 294.26 1.6047 1.4192 120.32 1 860.7. 1.4587 Table A.2: Truckina industry total economic effect the industrial output even if the activity happened over a short period of time. As table A.2 shows, the method assumes that 3410 drivers account for $590.03 million of annual output in the regional economy and these drivers received $207.35 million in labor income. The industry requires $150.35 million in regionally supplied inputs, yielding another 1,046.4 jobs with the income of $51.98 million to support the linkages between these industries. When all the driv- ers and supply workers start spending their paychecks, they induce another $120.32 million in regional output, supporting 1,015.72 more jobs earning $34.93 million. Overall, this means that apart from direct jobs, $590.03 million of output in trucking transportation generates an additional $270.67 million of output in the economy and supports 2,062.12 additional jobs earning $86.91 million. This also means that the total output of the industry is $860.71 million. Researchers predict that 50% of the vehicles on the road will be driverless by the year 2040, resulting in sig- nificant impacts on the trucking industry. Based on BLS numbers and employment data, a reduction of 1,705 driv- ers would result in a loss of $103.67 million in direct in- come. Since the industry will still require energy, mainte- nance and other new production inputs, it is expected that the indirect sector and thus indirect output will remain robust. Moreover, since all those potential drivers facing layoffs are full time employees, they may be eligible for governmental assistance in the form of unemployment benefits and supplemental nutrition assistance programs (SNAP Food Benefits) once they are out of work. For the purpose of this exercise, it is assumed that all of these job holders are eligible to receive up to one third of their pre- vious income for one year, $14,560 annually plus $353 per month in SNAP benefits (the maximum for a two -person household) based on the average size of a household in Johnson County being 2.2 people. Altogether, the result is an additional $32.1 million that can be added to induced output for the trucking industry that has lost 50% of its employment to an autonomous fleet. This means that the total output (at least for the first year, when governmental relief may be available) might fall by only $71.57 million in lost income plus the decrease in induced effects due to lower spending by former drivers. As the analysis shows, despite accounting onlyfor 2.8% of the Iowa City metro's GDP, the trucking industry yields almost 1.5 times larger total output, once we include all the inputs it requires from the region and the spending that its employees, as well as suppliers' workers, engage in. Since the industry will still need all the regional inputs, the layoff of half of the drivers will have an economic im- pact limited to the loss of trucking jobs and their income. One must also include governmental assistance in the es- timates, as during the year that it will be available, some people will be able to complete additional training and find other jobs or gain employment elsewhere, which means it is highly unlikely that the regional economy will bear the full result of that unemployment at any time. On the other hand, this does not imply that policy makers should neglect implementing any preventive measures since the exponential rate of technological progress may lead to re- ductions in employment starting earlier than 2040. Once the replacement of traditional highway freight trucks be- gins, it probably will not stop until the whole industry is operated without the need of human drivers. A.8 IOWA CITY DEMOGRAPHICS According to the ACS, the estimated population of Iowa City is 75,798. The median household income is $42,720 (2016 dollars) which is lower than the average median household income of United States of $55,322. Regarding socioeconomic conditions, 28% of the Iowa City resi- dents live in poverty. The density of population is 2,713 person per square mile. About 78.8% Iowa City residents are white, 8.2% are Asian, 7% are Black, and 5.9 % are Hispanic. The current number of employments in Iowa City is 40,582, which grew from 2015 employment of 40,247. The unemployment rate 4.2%, however, 94.9% of the City resident with more than 25 years of age at least holds a high school degree. Also, 59.9% of the City residents with more than 25 years of age holds at least a bachelor's degree. A.9 VEHICLE OWNERSHIP & USE Vehicle ownership trends between 2000 and 2016 in Iowa City are significantly different from the nation's as the vehicle ownership rates declined in Iowa City by I% compared to a 5% growth in the nation as a whole over this 16 -year period. However, Johnson County saw an in- crease in vehicle ownership by 1 %, aligning closer to the State of Iowa's growth of 3%. Being a vibrant college town, any analysis of Iowa City would be incomplete without the consideration of its stu- dent population. As data shows, despite the 6% increase in student enrollment at the University of Iowa between 2006-2015, there was a 45% decline in the issuance of student car permits which are necessary for the vehicles to be parked on campus. During this same period the number of permits for mopeds and motorcycles more than doubled. A.10 IOWA CITY TRAVEL PATTERNS Travel patterns in Iowa City revolve predominately around automobile travel. According to ACS 2012-2016 5 -year estimates, the most common transportation mode utilized for commuting was driving a single occupant pri- vate automobile, of which 56.7% of Iowa City commut- ers relied on. Other modes of commuting were walking VSources: 2000 Census, 2015 ACS 5 -Year Estimate. U.S. Census Bureau. Table A.3: Vehicle ownership 2000-2016 Home Location Vehicles Occupied Households Vehicles/Households �0 Total U.S. 208,41 1,805 117,716,237 1.77 CD 1" State of Iowa 2,424,993 1,242,641 1.95 Johnson County 99,750 56,543 1.76 o Iowa City Total U.S. 46,095 178,344,236 29,571 105,480,101 1.56 1.69 0 N State of Iowa 2,179,269 1,149,276 1.90 Johnson County 77,051 44,080 1.75 �2 Iowa City Total U.S. 39,838 17% 25,202 12% 1.58 5% o State of Iowa 11 % 8% 3% Ly Johnson County 29% 28% 1 % LD ? Iowa City 16% 17% _1% VSources: 2000 Census, 2015 ACS 5 -Year Estimate. U.S. Census Bureau. Table A.3: Vehicle ownership 2000-2016 TV TV �0 0 U Type of Permit Quantity UI Enrollment Quantity/Students UI Permits for student cars 3350 31387 0.11 UI Permits for Mopeds & Motorcycles 827 X X City Permits for Mopeds & Motorcycles UI Permits for student cars 683 5800 X 29642 X 0.2 UI Permits for Mopeds & Motorcycles 400 X X City Permits for Mopeds & Motorcycles UI Permits for student cars X -42% X 6% X -45% UI Permits for Mopeds & Motorcycles 107% X X Total U.S. 17% 12% 5% Sources: UI Department of Parking and Transportation, the Parking Division of the Iowa City Transportation Services Department Table A.4: Student vehicle permits 2006-2015 (16.3%), use of public transit (9.4%), carpooling (8.6%), bicycling (3.3%), and use of a motorcycle (0.6%). The av- erage commute time was 15.9 minutes, which is lower than the average commute time for U.S. workers overall. However, 0.78% of Iowa City residents experienced a su- per commute time which is defined as a commute tak- ing more than 90 minutes. The largest share of Iowa City Proportion of OfFtime Working Population 0.25 - 0.36 - 0.37 - 0.54 households (40.9%) owned 2 cars, followed by 31.7% of households owning 1 car, and 16.1 % of households own- ing 3 cars. However, 5.3% of households did not own a car. Due to Iowa City's nature as a college town, a signif- icant portion of the city's population are students whom depend on the transit system for their daily commute. 0-18 - 0.24 0 0.45 0.9 1-8 A.2: Population and transit timing mismatch (Source: Authors) Two transit systems currently operate in Iowa City - the Iowa City Transit system, and the CAMBUS transit system, operated by the University of Iowa Parking and Transportation Department. According to a survey con- ducted in 2013, Iowa City ranks 11 th in the nation with respect to per capita transit usage; Iowa City transit users made an average of 66 trips in 2013. Despite the high us- age of transit compared to other cities in the nation, Iowa City has been experiencing a constant decline in public transit ridership. During 2016-2017, Iowa City's transit system experienced a 7.9% decline in ridership compared to the previous year. 79% of resident's employment desti- nations are located within the city limits, whereas 21 % of the residents work outside the city limits. A significant portion of the population in different ar- eas of Iowa City work second and third shifts and are not served by the current transit system schedule. Figure A.2 shows the distribution of population in different block groups whose work timing are not matched by the tran- sit schedule. Therefore, options for improvement in the transportation services of Iowa City to match the travel needs of its residents should be explored. Business and Commercial Industrial Institutional Mixed Use Overl ay Miles Residential C� Land use Category Area, acres Percentage Business & Commerce 1435.06 3.43 Industrial 718.10 1.72 Institutional 4851.10 11.60 Mixed Use 8.90 0.02 Overlay 20279.15 48.51 Residential 14510.74 34.71 Table A.5: Land uses of Iowa City (Source: Authors) A. I I IOWA CITY LAND USE Most of Iowa City's land is zoned for residential pur- poses. Regarding residential zoning, several categories exist for classifying this land use. Table A.5 presents the amount of land each zoning classification has in Iowa City. An important observation is that different types of residential land uses comprise the largest amount of land use (in terms of acreage) in Iowa City while institutional land uses comprise the second largest land use in the city. However, a significant portion of the land is devoted to dif- Figure A.3: Existing land use map of Iowa City (Source: Authors) 0 0.45 0.9 1.8 2 i 3.6 A,'.I FS ferent types of overlay zoning categories (48.51 %). Figure A.3 shows the existing land use map of Iowa City. Iowa City has been annexing land in its periphery for new hous- ing development which is anticipated to be a combination of both single and multi -family housing. This observation highlights the dynamic nature of land use in Iowa City and the incremental expansion beyond its current limits. A.12 STAKEHOLDER QUESTIONNAIRE OBJECTIVE The University of Iowa's School of Urban and Regional Planning is working to understand the potential impacts of automated vehicle technology on the City of Iowa City. Our purpose for this meeting is to understand key stake- holders' opinions. It is our goal to incorporate stakehold- ers' feedback into a plan that may serve as a guide for the city in moving toward a predictable, equitable and safe future. CURRENT HABITS AND CHALLENGES Travel habits of commuter and leisure passengers (Private/Transit/Rideshare) and concerns about mobility and accessibility in Iowa City. 1. What are the main transportation challenges in Iowa City? 2. In your opinion, what is the most efficient mode of transportation for Iowa City? 3. Have you thought about the way the transportation network is structured and does it meet the needs for people at different times of day? 4. Broadly, if you were to envision Iowa City, what would the transportation services look like? 5. Are there areas in the city with an inadequate trans- portation service? (Low -Income Neighborhoods) 6. What would a well -served public transportation operation in Iowa City look like to you? FAMILIARITY WITH AV Familiarity with and general opinion about automat- ed and self -driving vehicles. 7. What do you know about automated -vehicle technology? 8. What do you think about it? 9. What is your opinion of self -driving vehicles? 10. When do you think self -driving vehicles will be operating in cities? In Iowa City? Familiarity with current automated -vehicle technolo- gy on their own vehicle(s). 11. Are you aware of the automated functions avail- able in your vehicle? 12. Do you know anyone with a vehicle equipped with automated -vehicle technology? If yes, what is your opinion of it? PROS AND CONS OF AV Expected benefits of self -driving vehicles 13. How do you see self -driving vehicles impacting Iowa City? 14. Can you think of any benefits of automated vehi- cles for your professional field? Concerns about using self -driving vehicles 15. What are your concerns about the safety of cur- rent generation of automobiles? 16. What are your concerns about the safety of auto- mated vehicles? Concerns about different possible implementa- tions of self -driving vehicles 17. Do you expect negative impacts of automated vehicles for your professional field? 18. What ways could you foresee self -driving vehicles being deployed? (privately owned, shared (such as a shuttle), or both) ? PROPENSITY TO USE AV Overall interest in owning and willing- ness to pay for self -driving -vehicle technology 19. Are you interested in using automated vehicles to advance your work, operations? 21. If you have the means, would you prefer to own a self -driving vehicle in the future or would you prefer to subscribe to a service that allows access to a self -driving vehicle? Why? 22. Would you agree to pay a premium for an auto- mated vehicle relative to the current price of a standard automobile? 23. If automated -vehicles are introduced, do you see an increase in access for all? 24. Do you agree that cities should invest in ADS infrastructure beforehand? Why? Thank you so much for your valuable feedback and ex- pert opinion! We may use the opinions you have provid- ed as guidance moving forward with our adaptation plan. You are appreciated! A.13 STAKEHOLDER LIST Kelly Schneider, Mobility Coordinator for Johnson County Tom Banta, Chamber of Commerce/Iowa City Area Development Jeremy Endsley, Shelter House Jim Sayer, UI Parking and Transportation Charter Committee Marcia Bollinger, Iowa City Neighborhood Associations Liaison Kent Ralston, City of Iowa City Neighborhood Services & Exec Dir Johnson Co MPO Gustave Stewart, Student Government Scott Cochran, Freight Community Dan McGehee, NADS Director Brad Neumann, Iowa City Assistant Transportation Planner Jay Geison, Bicycle Advisory Committee Dyllan Mullenix, Des Moines MPO Brent Pritchard, Real Estate Professor/Agent Brock Grenis, ECICOG East Central Iowa COGS, Transportation Admin/Planner School of Urban & Regional Planning, The University of Iowa, 347 Jessup Hall, Iowa City, IA Item Number: 4. +r p- W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 Iowa City 2018-2019 Strategic Plan Report ATTACHMENTS: Description Iowa City 2018-2019 Strategic Plan Report Iowa City 2018-2019 Strategic Plan Report June 2019 View of Washington Street in full bloom. Table of Contents Strategic Plan Goals N Vibrant Urban C re 9 Economy -- Hea F, G ict�in�hilil�i Social justice & Racial Equity f� 2 7 SEVEN GOALS for a more Inclusive, Just and � Sustainable Iowa City: Advance Social Justice and Racial 7 Equity 3 Promote a Strong and Resilient Economy III = = Encourage a Vibrant and Walkable Urban Core Foster Healthy Neighborhoods � throughout the City s ss Maintain a Solid Financial 4 $ $ $ s s ss Foundation 5 Enhance Community Engagement and Intergovernmental Relations Promote Environmental 6 Sustainability Advance Social Justice and Racial 7 Equity 3 City of Iowa City Organizational Profile a 11� City Council Iowa City is governed by an elected City Council of seven members: four Council members at -large - .< and three District members. The Council is responsible for appointing the City Manager, City''law Attorney, and City Clerk. City Manager The City Manager serves as the chief administrative officer for the organization. The City Manager implements the policy decisions of the City Council, enforces City ordinances, and appoints City officials, as well as supervises the directors of the City's operating departments. City Staff Iowa City employs approximately 600 full-time staff members to execute the City Council's policies and provide public services to over 75,000 residents. These include water, sewer, stormwater, garbage and recycling utilities, as well as public services like police, fire, building and housing inspections, parks and recreation, street maintenance, engineering, development services, transportation, communication, and senior services. F551111Y Greater irchasing i FINANCIAL FACTS SUSTAINABILITY 4 ii'U` OROO: Electric vehicles 3 *q(- Electric hybrids 1 Electric utility vehicle/truck*'. +2 more ordered qM rj Charging station*10 HISTORIC PRESERVATION 14 Matching 0 grants 4Local Issued for exterior home 5 preservation in historic landmarks neighborhoods ................................................. :...................................... ... 1'000'000 Contribution to Englert Theatre and Film Scene For historic building upkeep capital campaign f ) LIVE 1500 Trees$759000 p lanted since 2016 in Climate .............................................................. Action Grants 45 attendees at 3 Household Awarded over three Hazardous Materials collection fiscal years events (fall 2018 & spring 2019) 9— In 2018, Iowa City introduced 11 new buses, replacing part of its fleet for the first time in 20 years. Promote a Strong and Resilient Local Econ( a. Undertake a comprehensive assessment of the current and implement changes to assure that the service best entire community b. Effectively market and grow the local food economy c. Through cooperation with the Iowa City School District, Iowa Wor7We OMC Development, Kirkwood Community College, Iowa Works, and others, increase opportunities for marginalized populations and low-income individuals to obtain access to skills training and good jobs d. Work with Procter & Gamble and impacted supply chain companies, local economic development organizations, and labor unions to respond effectively to the company's decision to terminate its local production of beauty care products 6 Accomplishment Updates What's Next 1a After determining that Coralville and the University of Iowa were interested in pursuing a coordinated study, the City issued a Request for Qualifications for an experienced transit consultant. Responses were reviewed and two firms selected for inter- views. A contract for services is in negotiation. The City Council has budgeted $200,000 for conduct- ing this analysis. 1b Approximately 202 garden plots were leased for the 2018 growing season throughout four com- munity gardens. In spring 2019, all 212 plots were rented for the growing season. A series of public meetings were held with Back- yard Abundance in summer 2018 to gather input on a new configuration for garden plots at Chadek Green. Final designs are complete for improve- ments in fall 2019, including additional paths, a gathering space, and varied garden plot sizes. In early 2019, the Senior Center introduced a small food pantry for food -insecure participants and community members. The pantry is steadily used and replenished by the public and has quickly become a small investment with clear benefits. 1c Economic Development staff has generated an inventory of local and regional efforts to identify gaps in services and potential collaborations. Staff has continued to work with private businesses to ► City Council has budgeted $50,000 towards ex- panding the local food economy. ► Walden Green will have 20 new plots added in 2020. In late 2019 and spring 2020, an orchard with at least 6 fruit trees and approximately 20 fruit and nut bearing shrubs is planned at Creekside Park. No. Sustainability staff sought project requests from organizations promoting and serving the regional local foods system. Of the four proposals received, the City chose to fund $45,000 in start up costs for a local food hub run by Field to Family. The food hub is expected to start operations in mid-June 2019. Council approved funding at the June 4, 2019 meeting. ► In earlyJune, Council provided direction for the Senior Center to explore community use of the commercial -grade kitchen. Some equipment and the kitchen condition needs to be repaired prior to use, rental and use policies need review, and po- tential programming and community partners will be explored. The local foods budget has approxi- mately $34,000 reserved for this project. identify workforce needs and barriers to employ- ment. ICAD and Kirkwood Community College are involved in this effort to better connect minority and immigrant populations with small business and general employment resources. 1d Staff has engaged with Procter & Gamble officials and connected them with local and state re- sources to assist with any employees that may be displaced. Staff has worked with ICAD to express strong support for growing Procter & Gamble's remaining operations and to position the commu- nity for attracting new lines of business within the company. Collectively, these groups are also work- ing to aid supply chain companies, which includes helping to determine if new business partnerships can be established to help overcome the anticipat- ed loss in Procter & Gamble business. Staff nominated and the State and Federal gov- ernment approved two Opportunity Zone desig- nations, which provide federal tax advantages for property investments, were approved by the State and Federal government. These Census tracts en- compass most of the physical locations of Procter and Gamble, their suppliers, and the Towncrest area. The Chamber of Commerce, ICAD, and ICR have assembled promotional information about these areas to spur investment interest. ► Continue to offer support to employees by engag- ing with Procter & Gamble to better understand employee needs ► Continually work with Procter & Gamble and sup- ply chain companies to determine how best the City can assist in growing their operations here in Iowa City. JR I I I � lip, The UniverCity property at 522 N. Dodge St was recently sold. Renovation of 520 N. Dodge St continues nextdoor. Encourage a Vibrant a Walkable Urban. Co�� pt h a. Collaborate with the University of Iowa on its redevelopment ofr owned property located in the Riverfront Crossings Distrrhii prov the quality, accessibility, and use of the Iowa River Corridor b. Preserve important parts of Iowa City's history by considering the design on of additional buildings as historic landmarks, and, by considering the creation of an historic preservation district for part of the downtown after consulting with stakeholders c. Evaluate existing strategies and consider additional actions to address the need for reinvestment in the city's existing private housing stock 9 2a 2b Accomplishment Updates Staff meets regularly with University of Iowa per- sonnel to discuss planning topics, including the RFC campus and the river corridor. Staff from Iowa City and Coralville are working with the University of Iowa to align current master plans along the rivers and identify ways to strengthen existing plans or fill in missing gaps between the three entities. City staff is also heavily involved in the planning of the Big Splash event along the Iowa River in 2020 that will serve as pivotal point in time for the community to come together to celebrate and care for the river. Iowa City currently has 54 individual local land- marks including seven that were designated since January 2018. In FY2018 and FY2019, the Historic Preservation Fund grant program has awarded 15 matching grants and no -interest loans up to $5,000. Of the 15, the City has given 13 grants and 2 loans. The continuation of this popular new program is included in the FY2020 budget. The Downtown Historic Survey was completed and made available to the public in October 2018. The Historic Preservation Commission invited public comment on the survey that October, and presented its recommendations to Council on October 23, 2018. Council decided to pursue a landmark designation of the downtown. The City retained AKAY Consulting, a historic preservation consultant, to apply for National Register designa- tion for a historic downtown district. The applica- tion submission is expected in fall 2019. The Historic Preservation Commission designated the City Park Cabins and the Senior Center (28 S. Linn St.) as local landmarks. Overlay zoning re- quests were brought to City Council and approved in spring 2019. Council approved a $1 million contribution to the Englert Theater and Film Scene capital campaign that will in large part enable the historic renova- tion of the Englert building and also make key investments in the Packing and Provisions Building that currently houses Film Scene. 10 What's Next ► City Park cabin restorations were competed in 2018. Historic Preservation and Parks and Recre- ation will work together to showcase the restored cabins. ► Historic Preservation is preparing to consider land- mark designation for 225 and 229 N. Gilbert. The City plans to sell these two properties to Public Space One, providing down payment assistance. to, Staff will continue to work with the University of Iowa to understand their timeline for the pro- posed demolition of the Sanxay-Gilmore House. Council will need to determine if it wants to pay for its relocation in upcoming budget deliberations. ► Economic Development staff reviewed five and approved three applications (total of $121,000) for the Building Change Loan Program. Building Change is a cooperative effort between the City and local banks to allow commercial building own- ers to update facades and improve underutilized interior space to allow for residential or office use. The awarded properties (111-115 E. Washington, 119-123 E. Washington, and 16 S. Clinton) are considered 'contributing' properties to the down- town historic district, therefore requiring historic preservation review. The buildings were examined and ultimately due to the condition of the original historic facade, designs for the buildings on E. Washington were altered to preserve historic ele- ments. Planning staff is waiting for plans to review. 2c Staff made changes to the UniverCity program to allow for the purchase of duplex properties. 522 N. Dodge St, the City's 69th UniverCity project, was recently sold. 520 N. Dodge St remains under renovation, expected to list for sale by the end of summer. Council directed staff to identify rented duplexes on Taylor and Davis Streets and approach prop- erty owners and current tenants who may have interest in homeownership. Neighborhood and Development Services staff have approached all possible properties in this specific geographic area but no one demonstrated interest. Council supports finding a project or program to encour- age homeownership by current District residents and requested that the Housing and Community Development Commission generate recommen- dations to support this effort without involuntary displacement of renting tenants. 11 **440 2 Redevelopment of Creekside Park is underway and expected to be completed in 2019. Foster Healthy Neig] Throughout the Cit a. Modify the existing Affordable Housing Action Plan tc improve the availability and affordability of housing i b. Embed the "Missing Middle" concept into the City's land development practices by adopting a Form Based Code for at least one (preferably two) of our neighborhoods c. Ensure the next two budgets contain sufficient funds to make meaningful progress toward achieving the goals of the Bicycle Master Plan and Parks Master Plan d. Complete an analysis of traffic accident data and identify actions to improve the safety of our roadways for motorists, bicyclists, and pedestrians 12 Accomplishment Updates 3a Council increased the affordable housing commit- ment from $750,000 to $1,000,000 in FY2019, and from $650,000 to $1,000,000 in FY2020. Council adopted an Affordable Housing compo- nent to the City's annexation policy in July 2018. Also in duly, Council approved a development agreement for the Foster Road extension and de- velopment area that leverages an estimated $2-3 million dollars in affordable housing funds over the next ten years. Construction on part of this project and Foster Road has begun. Staff has begun preliminary research on new ap- proaches to expand affordable housing efforts in the coming years. 3b A form -based code for the South District is under development with Opticos. The project is estimat- ed for completion in spring 2020. 3c Numerous projects contained in the Bicycle Master Plan and Parks Master Plan are being addressed with each construction season. In 2018, Cardigan Park was outfitted with a new playground, shelter, and the first fire ring in a City park. Phases 1 and 2 of Riverfront Crossings Park are complete and Phase 3 of the project, which includes a restroom installation, is underway but coming to a close. Accessibility improvements are finished at Highland, Pheasant Hill, Tower Court, and Mercer Parks. Villa Park's new playground is nearing completion. A full redevelopment of Creekside Park began in fall 2018 and is expected to be complete in 2019. The 2018 construction season initiated projects that include several new bicycle facilities, including Governor and Dodge, Clinton, Mormon Trek, Myr- tle and Greenwood, and Camp Cardinal. 13 What's Next ► Council directed staff to pursue as part of an agreement with Opticos for the development of a South District form -based code, to conduct a "visioning" for the Northside Marketplace, along with a parking study for the Northside neighbor- hood. The agreement is still in negotiation but work is anticipated to begin later this year. Camp Cardinal Blvd lanes were completed in 2018. Clinton transitioned from four vehicle lanes to three lanes with bicycle lanes in spring 2019. Bike lanes on Governor and Dodge are being installed. 3d Staff presented traffic accident data analysis find- ings and preliminary recommendations at the April 23, 2019 Work Session. At this session, Professor Jodi Plummert, of the University of Iowa also gave a presentation on traffic and child pedestrians. 14 ► Staff will follow up with further analysis and work plans for problem areas. ._—in"din9 A A(M 4'k KA Despite relatively steady levels of debt issued over the last decade, the City's total valuation has risen and tax dollars going towards repaying debt have decreased considerably. Maintain a Solid FinanciO Foundation 00 a. Continue to monitor the impact of the 2013 property tax o alternative revenue sources as determined necessary b. Continue to build the City's Emergency Fund c. Monitor potential changes to Moody's rating criteria and maintain the City's Aaa bond rating d. Continue to reduce the City's property tax levy e. Maintain healthy fund balances throughout the City's diverse operations 15 Accomplishment Updates 4a Property tax reform is consistently monitored as the 2013 changes impact the City tax base. What's Next 4b Since January 2018, the expenditures from the ► The City will replace funds spent on property pur- Emergency Fund total approximately $511,000 for chases with the FY2020 budget, returning the total the purchase of three properties in the flood plain Emergency Fund balance to $5 million. The City will adjacent to Lower City Park. continue to monitor use of the Emergency Fund. 4c The City experienced a third -party bond rating call in spring 2018 and 2019 with Moody's rating ser- vice. From that call, Moody's maintained the City's Aaa rating. A new element of the Moody's review includes how communities are addressing climate adaptation. Therefore, Iowa City's climate mitiga- tion and adaptation strategies were included in the ratings presentation for the first time this year. The City also increased its capital contributions, result- ing in a positive recommendation from Moody's. 4d The City reduced the property tax levy in FY2019 and again in FY2020 by decreasing the City's debt service levy. Responsible borrowing and early re- payment of debt, along with strong taxable growth, has permitted decreases in the debt levy. This is the eighth consecutive year of City debt service levy reduction, resulting in a $0.15 decrease in FY2019 and $0.35 decrease in the FY2020 property tax levy. 4e FY2018 and FY2019 year-end fund balances were fairly positive and FY2020 outlook also looks healthy for most funds. In FY2019, the City imple- mented a 5% increase in water rates to preserve a balance that will allow for capital infrastructure maintenance. In FY2020, another 5% increase in water rates was approved, along with a $0.50 monthly storm water increase. 16 No. A spike in property assessments and further debt service adjustments will allow for possible debt service levy reductions again in the upcoming budget year. Communications staff and local transportation experts record the third "Iowa City Matters" podcast episo Enhance Communit Engagement and Intergovernmental a. Experiment with innovative ways of engaging with dig. and on social media b. Improve collaborative problem -solving with governmental entities in the region on topics of shared interest c. Improve relationships with the executive branch and legislature by reaching out to legislators and other elected officials and working with City lobbyists 17 Accomplishment Updates What's Next 5a In early 2018, Communications introduced the use of Facebook Live for streaming City Council meetings and a variety of other programs. This effort provides an additional way for folks to stay informed of the topics they are interested in, even if they can't make it to City Hall. Beginning in early 2019, City Communications developed a new podcast series called "Iowa City Matters." The new medium is available 24/7 on major podcast platforms. In its first three episodes, Iowa City Matters has featured local experts in focused discussions on issues specific to the Coun- cil's Strategic Plan, including historic preservation, crisis intervention, and transportation. Since January 2018, staff elevated transparency in City budget planning and education by holding events called, "Breakfast on a Budget," "Budget 101"(a Facebook Livestream Q&A), and "Chip In." The three new engagement concepts encouraged residents to learn about the budget process, en- gage actively in question and answer with staff, and share their priorities, ideas, and suggestions for community improvements and spending. Several City grants have been made to foster coordinated community wellness and connections. Neighborhood PIN Grants have been issued for programs like Friendsgiving in fall 2018, where neighborhoods in the South District gathered for a potluck meal and Invest Health grants allowed for a small cultural music festival at the Southgate Mall in April 2018. The addition of a Sustainability Communications intern is helping to provide Climate Action promo- tional content and educational pieces. 5b In 2018, a Council -initiated regional discussion on 1-380 planning, leading to a meeting held on August 2. Iowa City and Coralville elected officials and lead- ership agreed at the meeting to cooperate further on future corridor public transportation efforts. Council continues to be active participants in the 18 No. The City's Revenue Division will begin billing for University Heights residential refuse service July 1, 2019. Iowa City already provides University Heights utility billing for water and sewer, and due to a change in services provided by their refuse hauler, it was agreed that Iowa City could facilitate quarterlyjoint government meetings. Council held a joint meeting with the Johnson County Board of Supervisors in late 2018. A regional economic development protocol agree- ment was approved by City Council in late 2018. the Cities of Iowa City, Coralville, and North Liberty agreed to communicate with each other and avoid incentives encouraging developers and businesses to relocate from one of the three cities to another. Sc During the 2018 and 2019 state legislative ses- sions, Iowa City worked with lobbying firm Carney and Associates to monitor and advocate the Coun- cil's legislative priorities in Des Moines. At the end of the 2018 session, most major concerns, such as preserving the backfill had positive or neutral out- comes for the City. By the end of the 2019 session, the legislature had taken away the City's ability to use rental permit caps and modified property tax laws which will impact the way Iowa municipalities budget. Staff is working to find potential solutions to navigate these new challenges. Relationships with local legislators remain produc- tive and several contacts were made with current legislators as well as with district candidates during the 2018 campaigns. In 2018 and 2019, staff participated in Iowa League of Cities and Corri- dor Chamber Day events at the Capitol. The City continues to build relationships with newly elected legislators at state and federal levels, visiting with them in town, Des Moines, and Washington DC. 19 the addition of refuse billing to approximately 360 existing customer accounts. ► Council plans to hold a joint meeting with the Uni- versity of Iowa Student Government in fall 2019. No. Although a 28E fire mutual aid agreement has been in-place and exercised regularly for decades, a new automatic aid agreement was approved early in 2019 and implemented April 1 between Iowa City, Coralville, and North Liberty. The auto- matic aid agreement between the three commu- nities allows the Joint Emergency Communications Center QECC) to automatically and simultaneously dispatch partnered agencies to building fire inci- dents. It was acknowledged by the leadership of all three agencies that the departments could rein- force one another in challenging response areas, resulting ultimately in improved safety for respond- ing firefighters and more effective service to those requiring emergency aid. ► Council should identify any additional topic areas that they wish to address. On Sept. 7, 2018, staff conducted an Iowa City tour with area legislators and Council members. The tour shared the latest improvements to parks, fa- cilities, and notable development projects, related to State financial support and local needs. 20 fA5 Three of the City's four electric cars are shown in the Chauncey Swan Parking Ramp. Promote Environmental*mt Sustainability a. Adopt an effective Climate Action and Adaptation Plan ande n 1t;W [0 budgets contain sufficient funds to facilitate achieving its go b. Support efforts to increase the reach of the Parks and Recreat 21 Accomplishment Updates 6a The City Council adopted the Iowa City Climate Action and Adaptation Plan in September 2018 which includes 35 actions for the community and municipality to undertake to reduce greenhouse gas emissions. These high impact actions were identified and quantified so when implemented, Iowa City can achieve the 2025 and 2050 green- house gas reduction targets set by City Council. 6b Staff has been meeting with local foundations, attending training, and consulting with the City Attorney's Office to ensure all aspects of the exist- ing Parks Foundation are in place prior to a large public campaign. An initial "brand" concept has been developed in preparation for communicating Foundation goals. P What's Next ► Parks and Recreation staff will be consulting with the Parks and Recreation Commission, following confirmation that the Foundation is close to re -in- troduction to the community. wo6 Implementation of the Iowa City Climate Action and Adaptation Plan is underway. Here are progress highlights from the first eight months after adoption: General Updates ► The City will update the community annually on the progress of the Climate Action Plan, beginning this fall, a year after the Plan's adoption. The update will include an annual community -wide greenhouse gas inventory, progress on all thirty-five actions in the Plan, and annual materials will be generated for public awareness. ► The City awarded ten new Community Climate Action Grants in spring 2019. Organizations will be provided up to $5,000 for projects addressing a spectrum of Climate Plan objectives. This program, started in 2018, has been a positive way to engage the community, support climate work, and fund worthwhile projects in Iowa City that will reduce our emissions. Details about projects supporting specific Climate Action Plan objectives are included below. No. A group of 22 City staff representing all departments meets every other month to capture ideas and improve daily operations to reduce municipal emissions. In April, the group prioritized actions into a workable plan for the upcoming year and this plan will be shared in summer 2019. No. Staff has been in contact with event planning faculty at the University of Iowa and other stakeholders to assist in planning for a Climate Festival planned for September 2020. Plan Progress As of February 1, 2019, participants in the City's owner -occupied housing rehabilitation program receive an energy audit by the City's affiliated Green Iowa AmeriCorps (GIA). Participant homes also receive weatherization to improve energy efficiency and lower energy. The City's partnership with Green Iowa AmeriCorps performed 52 energy audits since January 2018 (over 228 total, since 2016). The newly formed Johnson County Clean Energy District organization was awarded a 2019 City Climate Action Grant for launching the planning phase of an initiative to increase residential energy efficiency audits and retrofits in Iowa City over the next five years. A Climate Action Grant was awarded to non-profit Old Brick for installation of digital, programable thermostats and installing solar lighting in the parking lot. The projects are expected to yield a 20% energy savings and be an example for commercial spaces. A Climate Action Grant was awarded to Iowa Valley Habitat for Humanity for providing high efficiency, low emissions air source heat pumps for three newly constructed homes. One house will also receive solar panels. This effort is a pilot to reduce emissions while improving energy efficiency affordability for low-income homeowners. Resulting from the solar feasibility study and direction from Council, staff is pursuing two solar array projects. The Public Works facility under construction will have a rooftop solar installation and the Terry Trueblood Recreation Area will also see a smaller solar installation project later this year. 23 On a related note, the City Manager's Office and Sustainability staff have met with both MiclAmerican Energy and Eastern Iowa Light and Power, to talk about partnering on poten- tial opportunities for solar or other energy saving projects. Discussions are still underway. Improvements implemented in City facilities include a Building Automation System (BAS) at Robert A. Lee and Mercer Recreation Centers along with a new boiler system and HVAC work. A BAS, now in ten of our facilities, allows staff to monitor and optimally operate the building HVAC systems with the intent of lowering energy use and costs. A comprehensive BAS and efficiency boiler at City Hall is the next planned installation. Over 2,300 bulbs at City facilities have been converted to LED lights since September 2018. These projects include parking ramp stairwells and office areas, Transit building, household hazardous waste room at the Landfill, Cable TV offices, an IT server room, the MPO offices and exterior lighting at City Hall, Equipment shop, Parks shop, Napoleon baseball fields, and the Refuse building. Outdoor lighting conversion is planned at Mercer Recreation Center. City staff have been tracking municipal natural gas and electricity utility data for the past 10 years, but a more effective software program was purchased in 2018 to analyze facility data with the intent of prioritizing energy efficiency improvements. The City will be bringing on an Assistant Facility Manager in the new fiscal year to more actively monitor and manage our utility usage also more quickly implementing energy efficiency projects at City facilities. An agreement for a community -wide Transportation study is in negotiation with the selected consultant. The study will incorporate community engagement in determining routes, services, and other factors that can lead to greater use of the City's transit services The City vehicle fleet now has four electric cars, three electric utility vehicles, and three hybrid vehicles. Two additional hybrid SUVs are budgeted. Public charging stations for elec- tric vehicles were recently added in the Capitol St, Dubuque St. and Chauncey Swan parking ramps. These are in addition to the public charging station at Harrison St. ramp and fleet charging station in Chauncey Swan ramp. Staff is cooperating with other communities and planning agencies in Eastern Iowa to secure funds from The Iowa Economic Development Authority to create a local readiness plan for electric vehicles. The project includes the recommendation of practices cities can undertake to promote the integration of electric vehicles in our community, including policy and code changes and incentives. One bike lane on 1 st Ave. (Bradford to Hwy 6) was added in 2018, but more lanes have been or will be striped. Dodge and Governor Streets (Burlington to Summit), Mormon Trek Blvd. (Hwy 6 to Melrose), and Clinton (Benton to Church) were completed in spring 2019. Lanes on Dodge (Governor to Kirkwood) and Foster Rd. (Dubuque to Prairie Du Chien) will be com- plete later this year. McCollister Rd. (Gilbert to Sycamore) will be finished in 2020, and due to significant University of Iowa construction, Madison St. (Burlington to Market) is likely to be added in 2021. 24 Refuse and Engineering staff used GIS to revise routing of recycling, solid waste, and or- ganics trucks in early 2019. Standard routes have been in place for years, adding streets as neighborhoods were built throughout Iowa City. All routes rebalanced the number of stops while keeping resident pickups on the same day of the week and sharply reducing excess vehicle miles traveled. Impacts of this recent change are still being monitored. Additionally, an idling reduction policy for non -emergency City fleet cars has been drafted and should be in effect soon. Most of the City's 16,000 curbside customers now have 65 -gallon recycling carts. About I % of households declined the larger carts and continue to use 18 -gallon bins. Participation rates were tracked this spring to determine increases in participation from 2018. Set -out rates are steady at about 59% but the tons of recyclables collected has consistently in- creased each month by 40-50 tons more than 2018. Approximately 7,000 organics carts have been delivered. More 95 gallon carts will be ordered early in FY20 to fulfill a current wait list of about 800 households. A continued high demand for these carts is anticipated and staff will purchase as budget permits. Weekly setout rates for organics collecting is cur- rently about 32%. A City Climate Action Grant was awarded to Houses into Homes for diversion of communi- ty -donated household items from the landfill to furnish homes of families and individuals in need and/or transitioning out of homelessness in Iowa City and nearby communities. Work on an education campaign for diversion of construction materials is in progress. Recycling and reuse workshops headed by the Resource Management Division were held in early in 2019. Staff rolled out compost programs at five City facilities and the program is popular. More facilities will be added later this year. Staff is examining needed compost pad improvements and preparing for a methane - capture study for the Landfill and Waste Water Treatment Facility. An RFP for consultant study on the Landfill and Waste Water Facility is anticipated in summer 2019 with a completion goal by the end of the year. The Urban Sustainability Directors Network (USDN) awarded grant funding to hire a full-time fellow over the summer to further equity and sustainability work and Iowa City was one of seven communities nationally chosen to host an Equity and Diversity Fellow. The scope of work in Iowa City will focus on outreach and getting a better sense of the needs of underserved and under -represented communities who may be disproportionally impacted by climate change. The City approved the adoption of the Johnson County Emergency Management Agency Hazard Mitigation Plan in May 2019. Staff worked with the County and their consultant as the Plan was developed to ensure inclusion of climate -sensitive issues. The City will continue 25 to cooperate with other agencies and communicate this through the planned climate communications plan. The FY2020 budget includes a new Stormwater Technician position for hire as early as summer 2019. This person will assist the Stormwater Engineer facilitate neighborhood stormwater projects and residential Stormwater management assistant programs. Addition- ally, the City added an Assistant Parks Superintendent to support management of natural areas maintenance. City -owned natural areas, like Riverfront Crossings Park, sequester carbon, reduce runoff, and help control flooding. We have made and will continue to make progress in maintaining these areas with help from the position changes. In addition to the 1,500 trees that have been planted in the past three years, approximately 75 trees will be planted this year to buffer the railroad along 420th St. By expanding our tree canopy, these trees will assist in eliminating CO2 from the air, reducing stormwater runoff, removing air pollutants and providing shade for years to come. Backyard Abundance was awarded a Climate Action Grant to fund "garden gurus" at the Edible Classroom, Wetherby Park Edible Forest, and Chadek Green Community Garden. Gardening experts will be available at regularly scheduled hours to will assist gardeners and answer any gardening questions while educating about the benefits on climate -friendly gardens. In 2019, the City rented 221 community garden plots in varying sizes. Next year, Creekside Park will add a community orchard of approximately 26 fruit -bearing plantings (6 trees; 20 bushes), Walden Pond will add 10-15 plots, and Chadek Green will be reconfigured to include varying garden sizes and additional pathways. In addition to increasing community gardens and gardening programs, the City issued a $45,000 grant to Field to Family in support of starting a local food hub. The City awarded Climate Action Grants to the Women, Food & Agriculture Network to match aspiring women farmers with seasoned farm mentors in the Iowa City area and to Iowa Valley Resource Conservation and Development for a "Community Food Sovereignty Initiative". The projects support local farmers in the Iowa City area and identify food preferences of immigrant and low-income community members finding it challenging to access familiar and affordable produce. Willowwind School has been awarded a Climate Action Grant for their "Children -to -Children Climate Actions: Composting, Gardening, Infiltrating, and Growing Healthy' project. The year- long program will further integrate environmental education. Kids at the school will have learning experiences in the classroom and also create materials, productions, and presenta- tions to be shared with the public - primarily other children - in community spaces. The City will be introducing its first "Green Recognition Program" for businesses and organizations in Iowa City. More information will be released by fall 2019. 26 . - 1A Lmhow- This summer, the Iowa City Public Library got rid of late fines from books in their children and young adult collections. That means young readers like those shown above can checkout books without fear of incurring a late fee. Advance Socialjustice and Racial Equity a. Support organizations and efforts that provide services to p lecin and recovering from trauma and crisis related to mental health an e abuse b. Consider a policy to limit city business to vendors that pay all employees a wage of $10.10 or higher c. Explore expanded use of a racial equity toolkit within City government, embedding it within city department and Council levels d. Consider elevating hourly staff wages to $15/hour or more within two years Accomplishment Updates 7a The Council has budgeted sufficient funds to be active partners in the Countywide Behavioral Ac- cess Center planning. The County has purchased land for the project. Ajoint agreement is still being finalized. Cross Park Place, the FUSE housing first initiative opened its doors to 24 low -barrier apartments in early 2019. The project, backed with data from the Police Department's Data Driven Justice Initiative has provided stable housing for a population with challenges often addressed through emergency services or detention. Continued use of the Police Department's crisis intervention training paired with health, counseling, and housing services at Cross Park Place have led to a significant decrease in related calls for service. City Council responded to a request from the Housing and Community Development Commis- sion to increase the FY2020 budget allocation to the Aid to Agencies grant program. Council approved for a single year, $625,000, to fully fund requests made by Legacy local service agencies. 7b Staff provided an introductory memo to Council in May 2019, regarding options for a vendor wage policy. Council concluded at the May 21 Work Session that the City should develop a wage pref- erence policy that gives additional credit to local vendors paying an hourly wage of $10.10 or more. 7c The current implementation phase for the eq- uity toolkit kicked off in early summer 2018. A summary of currently participating department accomplishments and takeaways will be provided later in 2019. The Equity Office notes that many departments have been integrating practices into daily operations and decision-making. Examples of this are Revenue's implemented utility discount program and Neighborhood and Development Services'toolkit use to assess housing program options for the South District. Interest in using the toolkit is even shared by outside groups, namely 28 What's Next ► Finance is drafting a wage preference policy and will return to Council later this year with an update. the Climate Action Advisory Board, as they pre- pare to address and evaluate equity in community climate adaptation and mitigation strategies. The Iowa City Fire Department conducted three implic- it bias trainings led and for ICFD employees. Staff has been encouraged by open dialogue on how they're managing issues specific to the Iowa City community and emergency services. 7d A cost analysis was provided to Council for a Work Session discussion on Sept. 18, 2018. Council gave direction to increase minimum starting wage for hourly and temporary employees to $11.50 per hour, beginning July 1, 2019. The FY2020 budget reflecting this change was approved in March 2019. New Hate Crime Ordinance proposed In April 2019, the City Attorney's Office was contacted by University of Iowa law students under the supervi- sion of Law Professor Daria Fisher Page. The students had been retained by the Johnson County Interfaith Coalition QCIC) "to work with its Safe Communities Task Force to create ordinance proposals that could address the increased frequency of hate crimes and hate incidents in Iowa City." Since April, the City Attorney and Chief of Police met with the students and JCIC to discuss proposals and identify a solution that is supported legally and by law enforcement. The ordinance, which received its first reading on June 4, 2019, is crafted using the State of Iowa harassment statute and state hate crimes ordinance. If passed, the ordinance makes a hate crime of harassment or trespass with intent to harass because of a person's protected characteristic. Hate crime under this defi- nition will be an enforceable offense which includes a fine and jail time for each incident. ► The FY2020 budget proposal will reflect this adjustment and further annual increases will be reviewed each year, with an end goal of reaching $15/hr by July 1, 2021. A study identifying any wage compression issues is in progress. Iowa City Police Chief Jody Matherly is shown discussing the proposed hate crime ordinance for the City at the June 4, 2019 City Council meeting. /00 lelk7 29 +r V ,l CITY O� IOWA CITY www.icgov.org June 6, 2019 Memo from City Clerk: Joint Meeting Agenda Items for July 15 ATTACHMENTS: Description Memo from City Clerk: Joint Meeting Agenda Items for July 15 r `.p CITY OF IOWA CITY MEMORANDUM Date: June 6, 2019 To: Mayor and City Council From: Kellie K. Fruehling, City Clerk Re: Joint Meeting Agenda Items for July 15 The next joint meeting with City Councils of Johnson County municipalities, the Johnson County Board of Supervisors, the Iowa City School District and neighboring school districts will be held on Monday, July 15, 2019. The meeting will be hosted by the City of Coralville. Please come prepared to discuss agenda items you would like to include on that agenda at the next Council work session on June 18. A complete agenda and meeting date confirmation will be available in your packet preceding the July 15th joint meeting. Item Number: 6. +r p- W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 Memo from City Clerk: KXIC Radio Show ATTACHMENTS: Description Memo from City Clerk: KXI C Radio Show r �,, . p CITY OF IOWA CITY ;&7: � mi MEMORANDUM Date: June 5, 2019 To: Mayor and City Council From: Kellie Fruehling, City Clerk Re: KXIC Radio Show At your June 4 work session, Council Members agreed to the following schedule for the Wednesday 8:20 AM radio show. Wednesday June 12 — Throgmorton June 19 — Mims June 26 — Cole July 3 — Taylor July 10 — Thomas July 17 —Teague July 24 — City Staff July 31 — City Staff Please remember that KXIC is very flexible with taping the sessions ahead of the show. &CIk/Council KXIC Radio Schedule/radioshowasking.doc +r V ,l CITY O� IOWA CITY www.icgov.org June 6, 2019 Memo from Sustainability Coordinator: Update on Climate Action Grant Awards ATTACHMENTS: Description Memo from Sustainability Coordinator: Update on Climate Action Grant Awards r �`�p CITY OF IOWA CITY MEMORANDUM Date: June 5, 2019 To: Ashley Monroe, Assistant City Manager From: Brenda Nations, Sustainability Coordinator Re: Update on Climate Action Grant Awards The City Council has allocated $25,000 each year since FY17 to support community work on climate action. Staff created a grant program, which has shifted in purpose slightly each year. The first year focused on energy efficiency improvements for non-profit agencies and the last grant round focused on creating partnerships within the community to encourage new ideas and new partnerships. Now that the Iowa City's Climate Action and Adaptation Plan has been finalized, the focus of the grant now is to provide assistance to groups and agencies that help forward the actions identified community -wide climate goals of the Plan. The projects selected by the staff evaluation committee offer a balance of outcomes. Some projects will show results right away while other projects provide initial support for meeting climate goals in the future, expanding conversations, and increasingly encouraging the community to engage with each other about climate issues. The initial grant cycle was not aligned with the annual budget and applications were accepted on a rolling basis. The timing of the grant awards has been changed so applications could be accepted to correspond to our budgeting cycle. Two cycles of funding were awarded with this recent application period, funds available immediately (FY19 funding) and funds available July 1 (FY20 funding). Listed below are the recipients and the projects that were awarded. Funds available immediately (FY19 funding: $20,185 total awarded) 1. Old Brick — Historic Old Brick Energy Efficiency and Safety - $3,750 This project involves installation of digital, programable thermostats across the building and installing solar lighting in the parking lot which will also be a safety measures for staff and guests. The projects are expected to yield a 20% energy savings. 2. Women, Food & Agriculture Network — Harvesting our Potential - $3,060 For the 2019 season this organization will be matching aspiring farmers with seasoned farm mentors in the Iowa City area. By supporting women farmers in the Iowa City area, they are helping provide access to healthy, locally sourced produce, which directly supports goals to reduce climate impacts by using sustainable farming practices. 3. Iowa Valley Habitat for Humanity — Heat Pumps and Solar -- $5,000 Iowa Valley Habitat for Humanity has partnered with the City in the Urban Sustainability Directors "Building Electrification Project" to improve access to high efficiency, low emissions Air Source Heat pumps by the low-income community to reduce emissions June 6, 2019 Page 2 while improving affordability for low-income homeowners. One of three homes in the Saddlebrook Meadows development will also have solar panels installed to further mitigate winter heating costs. The grant was a great opportunity to test newer technology that could serve as a model in the future. 4. Johnson County Clean Energy District — Energy Efficient Iowa City: Getting to 2025 - $4,960 Johnson County Clean Energy District is a newly formed organization who is launching the planning phase of an initiative to increase energy efficiency audits and retrofits in Iowa City for a variety of income levels and housing types over the next five years. This funding will help this organization to start a pilot campaign and create a website. 5. Backyard Abundance — Garden Gurus - $3,415 These funds will cover costs for "garden gurus" at the Edible Classroom, Wetherby Park Edible Forest, and Chadek Green Community Garden. Gardening experts will be available at regularly scheduled hours at these locations. These experts will have a "Garden Gurus: Ask Me Questions" t -shirt and will assist gardeners and answer any gardening questions, while educating gardeners on the benefits on climate -friendly gardens. Funds available July 2019 (FY20 funding: $20,186 awarded) 6. Houses into Homes — Organizing for Efficiency - $3,986 Houses into Homes is a volunteer organization that diverts community -donated household items from the landfill to furnish homes of families and individuals in need and/or transitioning out of homelessness in Iowa City and nearby communities. These funds will assist in by purchasing shelving and other durable equipment and organizing their storage space to increase the capacity and efficiency of this steadily growing service. 7. Sustainable Iowa Land Trust (SILT) — Project and award pending The initial project proposed by SILT for a local food festival held in Iowa City was withdrawn because they did not receive enough funding from other sources. They have interest in another project and have been asked to revise their application. Funding award (initially $5,000) will be revised accordingly and the project communicated to Council and the public upon finalization. 8. Iowa Valley Resource Conservation and Development — Grow Johnson County Community Food Sovereignty Initiative - $4,944 Grow Johnson County will work with partnering agencies in a project to determine client food preference. The organization is a hunger -relief program whose mission is to provide healthy food access for our community's most vulnerable populations. Funds will cover equipment and tools that will allow for electronic data gathering at three partnering agencies. This effort is directed towards identifying culturally significant and other June 6, 2019 Page 3 preferred foods that are infrequently available or affordable to low- and moderate -income households. 9. Willowwind School — Children -to Children Climate Actions: Composting, Gardening Initiative - $4,200 Funds will go to Willowwind to assist in creating a composting program, improve the prairie and bioswale infrastructure and will provide their students opportunities to share their work with the community. This program will facilitate our young residents engaging other children in discussions and learning about climate action. 10. Iowa City Climate Advocates — Listening to Others; Expanding the Climate Conversation -$2,000 The funding to Iowa City Climate Advocates will go towards a U of I Art Student Internship to create materials focused on the interface of environmental and ecological justice. As part of their project, they will be doing outreach with targeted populations within our community, hoping to engage a public that ranges from supportive, unsupportive, or unaware of climate action initiatives. These ten groups successfully met the grant criteria of connecting to Iowa City's Climate Action Plan and promote or implement one or more of the 35 actions in the Plan. Only one application was not funded, but we are continuing to work with the organization to find a viable project for funding. The applications showed creativity in working in the community towards climate action in innovative new ways. The organizations were provided with the City's "Iowa City Climate Action Today Partner Logo to publicize collaboration with the City. We will continue to highlight the grant recipients in the City's monthly Sustainability Newsletter and other City communication channels. The awarded funds will be paid to the grant recipients as project invoices are received. Each group has until July 2020 to finish their project, although many will complete their projects sooner. Each organization will supply a grant summary report on their progress when they have completed the work. If you have any questions, please contact me at brenda-nations(CD-iowa- ci .or CC: Tracy Hightshoe, Neighborhood and Development Services Director Dennis Bockenstedt, Finance Director +r P ,l CITY O� IOWA CITY www.icgov.org June 6, 2019 Civil Service Entrance Examination: Maintenance Worker II -Wastewater Treatment ATTACHMENTS: Description Civil Service Entrance Examination: Maintenance Worker I I - Wastewater Treatment I r z CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (3 19) 356-5000 (319) 3S6-5009 FAX www.lcgov.org May 30, 2019 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination -- Maintenance Worker II — Wastewater Treatment Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Maintenance Worker II — Wastewater Treatment. 0 Timothy Richardson IOWA CITY CIVIL SERVICE COMMISSION -1—f4e )AIAIM2 /J. Melis a Jensen r4 why i:7 75 N CD ( Item Number: 9. +r p- W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 Email from Nancy Carlson: Newsletter for College Hill Neighborhood ATTACHMENTS: Description Email from Nancy Carlson: Newsletter for College Hill Neighborhood Kellie Fruehling From: nancy carlson <nenancy47@gmail.com> Sent: Thursday, June 06, 2019 11:02 AM To: Council Subject: Newsletter for College Hill Neighborhood Attachments: College green newsletter April 2019 (5).pdf Thank -you. Without your financial support our newsletter as well as all the projects and events in the newsletter would not be possible. i PRSRT STD COLLEGE HILL NEWS U.S. POSTAGE PAID 11 1002 E Jefferson IOWA CITY, IOWA II Iowa City, Iowa 52245 PERMITN0.155 COLLEGE HILL NEWS A destination neighborhood since 1855 April 2019 Perhaps you notice that our newsletter name has changed! WHO ARE WE In 1984, a Survey and Evalua- AT THE COLLEGE GREEN tion of a vast area of our neighbor- NEIGHBORHOOD? hood was completed which was used Nancy Carlson, 1002 E Jefferson as the basis for establishing historic nenancy47@gmoil.com districts and individual historic proper- ties. It went into the history of our Jim Walters, 1033 E Washington neighborhood. The original plat of jcmwalt@infionline.net Iowa City included College Green © Please join the College Green neighborhood on Park with College Street bordering it Marcia Bollinger, City of Iowa City Nextdoor.com, a free and private social network on the south. Because our neighbor- Marcia-Bollinger@iowa-city.org for neighborhoods residents. hood covers the west side of a large hill with Summit at it's crest It became known through the years as College Hill. From this it appears that the name College Hill Neighborhood is a Summer 2 019 Schedule of Events much more historic and inclusive identi- ty for our area. College Hill Neighborhood Association COLLEGE GREEN PARK BENCHES College Green Park Over the years we have lost benches in College Green Park. This year we received Program for Improving v Neighborhood (PIN) grant money to replace four of Sunday, June 9 N them. We also received funds to purchase a banner 3:00 PM-4:30 PM , that we hang from the College Green gazebo to wel- come people to our park and neighborhood. Join us for a performance by the world renowned Eulenspiegel Puppets from West Branch followed y by a performance by the Iowa City Community Band. Sweet Treats will also be served! Sunday, September 8 COLLEGE MILL SIGNAGE 4:00 PM-5:30 PM We are continuing to work on developing signage for our neighborhood. The plan is to install We will be celebrating our second September Sunday in the park to welcome all of our new neigh- 12x15 metal sighs around the perimeter of our neighborhood and stickers that compliment the bors, listen to some music and enjoy some good food. More information will be posted on signs installed on all street signs in the neighborhood. We hope to have all of them installed Nextdoor.com or look for yard signs that will be on display around the neighborhoodl this summer! LOOK WHAT WE'VE BEEN UP TO! COMMUNITY BAND On June 10, the Community Band gave a concert. The Friends of Historic Preservation gave tours of the house they were restoring at 623 E College St. Marcia Bollinger helped pass out ice cream. PARTY IN THE PARK Our Party in the Park on September 9 had a "tailgating theme". The Parks and Recreation Department staff had ac- tivities for children. We served hotdogs, potato chips, coleslaw, and watermelon. Javon Stovall, one of the UI Neighborhood Ambassadors helped grill the dogs. And, of course, great music was provided! The concert was enjoyed by a diverse audience. Irk WHAT'S NEW? PROGRAM FOR IMPROVING NEIGHBORHOODS (PIN) GRANTS RECENTLY APPROVED Annually, the City of Iowa City provides $20,000 in grant funds to organized neighborhood associa- tions to assist in a variety of projects such as tree planting, park improvements, alley repair, event funding, printing and mailing of newsletters as well as many other projects. Grant applications were recently reviewed and the College Hill neighborhood was approved funding for four applications that include: ♦ Printing and mailing of one newsletter o Eulenspiegel Puppet show r e Iowa City Community Band Performance • September Sunday Party in the Park �t VIII ff +. Anne � Information about when the 3 activities will occur are included on page four! CITY OF IOWA CITY LITTLE FREE LIBRARIES https://Iittlefreelibrorv.ora/ The first Little Free Library, created by the founder Todd Bol for his mother, recently celebrated its 10th birthday. The "take a book * return a book" project has blossomed since that time and Iowa City hosts several dozen of charming little libraries through town. A map of Little Free Libraries in Iowa can be found at the following link: httl2://www.iowacityofliterature.org/Ifl-iowa-map -.- We'd like to see more Little Free Libraries installed in and around the College Hill Neighborhoodl �' If you'd like more information about Installing one on your property or possibly sponsor- ing a Little Free Library that could be located in College Green or other location in our neighborhood please contact Nancy Carlson at nenancy47@gma!l.com or 319-351- 3937. Newsletter Assistance Needed We are looking for someone with computer skills to help with or do our yearly newsletter. Please contact Nancy Carlson at nenancy47 ma!I.com. Item Number: 10. +r p- W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 East Central Iowa Council of Governments: ECICOG Area grant opportunities ATTACHMENTS: Description East Central Iowa Council of Governments: ECI COG Area grant opportunities Kellie Fruehlin From: ECICOG <natalie.fraehlich@ecicog.org> Sent: Saturday, June 01, 2019 2:02 PM To: Council Subject: ECICOG Area Grant Opportunities ECIC%1vGA REA 10 'IftlAkki Aft� J& If you have any questions about a grant or would like more information, please respond to this email. Feel free to forward this information! Digital Projects for the Public Application Deadline: 06/12/2019 The Digital Projects for the Public program supports projects that interpret and analyze humanities content in primarily digital platforms and formats, such as websites, mobile applications and tours, interactive touch screens and kiosks, games, and virtual environments. The projects must be designed to attract broad public audiences. APPLY HERE Community Facilities Technical Assistance and Training Grant Application Deadline: 06/18/2019 Second Chance Act programs are designed to help communities develop and implement comprehensive and collaborative strategies that address the challenges posed by incarcerated adults re-entering their communities and the workforce, as well as recidivism reduction. Several years ago, BJA initiated a pilot project, the "Integrated Reentry and Employment Strategies" project that sought to test an innovative approach to reduce recidivism and increase job readiness for offenders returning from incarceration and to integrate best practices in reentry and employment. Building upon the pilot project, the FY 2018 Adult Reentry and Employment Strategic Planning Program will provide funding for strategic planning grants to replicate the framework developed in the pilot project. APPLY HERE Developing the Next Generation of Conservationists Application Deadline: 06/21/2019 The National Fish and Wildlife Foundation (NFWF) in cooperation with its partners announce an innovative initiative to connect youth to the outdoors by providing financial support for conservation education and employment programs. An expansion from our 2012-2017 program, this Request for Proposals (RFP) brings together public and private partners to support organizations developing innovative educational opportunities and job experiences for youth and young adults. These opportunities encourage and support young people, particularly urban, tribal and minority youth, to engage with the natural world and discover career opportunities available in conservation. APPLY HERE Community Safety Grants Application Deadline: 06/22/2019 The purpose of this grant is to ensure communities are prepared to respond to hazardous materials incidents and that state and local enforcement personnel are adequately training in the Hazardous Materials Regulations, APPLY HERE Second Chance Act Youth Offender Reentry Program Application Deadline: 06/24/2019 The Second Chance Act (SCA) Youth Offender Reentry Program will help juvenile participants released from residential confinement to successfully transition back into society. This solicitation will support the delivery of a variety of evidence -based services while the offender is still confined and during his or her reentry into the community to ensure that the juvenile's transition is safe and successful. Sites funded under this program will provide juvenile offenders in confinement and following their release to the community with services, including: educational, vocational, and job placement services; substance abuse treatment; coordinated supervision and services upon release from confinement, including transitional/permanent housing and mental and physical health care; and victim appropriate services. APPLY HERE Sta `e Recreational Trails Program Iowa Application Deadline: 07/01/2019 Land acquisition costs including, but not limited to, appraisal costs, negotiation costs and the required cultural resources survey pursuant to Iowa Code chapter 2636 are eligible project costs. Land may be acquired by lease, easement or fee simple. Except for primary road projects, the performance of land negotiation and acquisition activities shall not be the responsibility of the department although the department may provide advisory services. APPLY HERE Iowa Regional Sports Authority District Program Application Deadline: 07/09/2019 The purpose of the Regional Sports Authority District (RSAD) program is to promote tourism in Iowa by funding projects that relate to the active promotion of nonprofessional sporting events in the state. The RSAD program is established in Iowa Code Chapter 15E.321. Administrative rules that govern the program are in Iowa Administrative Rule 261-38. APPLY HERE Iowa West Foundation Grants Application Deadline: 07/14/2019 The mission of the Iowa West Foundation is to improve lives and strengthen communities for current and future generations. We do this by providing leadership, creating partnerships, leveraging resources and serving as a catalyst in identifying and supporting community needs. APPLY HERE Community Economic Development (CED) Projects Application Deadline: 07/24/2019 The Administration for Children and Families (ACF), Office of Community Services (OCS) will award approximately $17.2 million in Community Economic Development (CED) discretionary grant funds to Community Development Corporations (CDC) for well-planned, financially viable, and innovative projects to enhance job creation and business development for individuals with low income. CED grants will be made as part of a broader strategy to address objectives such as decreasing dependency on federal programs, chronic unemployment, and community deterioration in urban and rural areas. CED projects are expected to actively recruit individuals with low income to fill the positions created by CED -funded development activities, to assist those individuals to successfully hold those jobs and to ensure that the businesses and jobs created remain viable for at least one year after the end of the grant period. CED -funded projects can be non -construction or construction projects, however, short-term construction jobs associated with preparing for business startup or expansion are not counted when determining the number of jobs created under the CED program as they are designed to be temporary in nature. OCS is encouraging applications from CDCs to target rural areas and underserved areas in states without current projects. Furthermore, OCS is encouraging projects that align with the Promise Zones Initiative or Choice Neighborhoods Program. APPLY HERE Rural Community Development Initiative Grant Application Deadline: 07/25/2019 The Rural Housing Service (RHS), an agency within the USDA Rural Development (RD) mission area herein referred to as the Agency announces the acceptance of applications under the Rural Community Development Initiative (RCDI) program. Applicants must provide matching funds in an amount at least equal to the Federal grant. These grants will be made to qualified intermediary organizations that will provide financial and technical assistance to recipients to develop their capacity and ability to undertake projects related to housing, community facilities, or community and economic development that will support the community. APPLY HERE Critical Infrastructure & Flood Risk Management Innovation Application Deadline: 07/25/2019 This project will investigate new and emerging technologies in flood warning and instrumentation for dam safety and research existing standards and requirements for dam conditions that would be needed to support continuous monitoring and rapid detection of flood related conditions affecting dam safety. Currently there is no national standard regarding the assessment, monitoring, and reporting of state and municipally owned dams. This project will fill this knowledge gap by assessing dam -related critical infrastructure to better identify, communicate, and disseminate risks related to such structures in order to promote community and citizen resilience to flood hazards. This research project is intended to provide DHS additional knowledge and process innovation in dam safety monitoring. APPLY HERE Hci-nelcnd Security Preparedness Technical Assistance Program Application Deadline: 07/27/2019 The Homeland Security Preparedness Technical Assistance Program (HSPTAP) is established to build State, local, tribal and territorial (SLTT) capabilities to prevent, protect against, respond to, and recover from major events, including threats or acts of terrorism. Through this NOFO, FEMA will provide financial assistance to support the National Homeland Security Consortium (NHSC) and the Governors Homeland Security Advisors Council (GHSAC). APPLY HERE This list is provided for information purposes only, and is not intended to be inclusive of all funding opportunities that may be available. If you are aware of other resources that should be added to this service, we welcome your suggestions. ECICOG, 700 16th Street, NE, Suite 301, Cedar Rapids, IA 52402 SafeUnsubscribeTM council Iowa -city ora Forward this email I Update Profile I About our service provider Sent by natalie.fraehlich@ecicog.org in collaboration with COf3WG.+0/1 W1 A1 AV Try email marketing for free today! Item Number: 11. i CITY OE IOWA CITY www.icgov.org June 6, 2019 Historic Preservation Commission: May 9, 2019 ATTACHMENTS: Description Historic Preservation Commission: May 9, 2019 MINUTES PRELIMINARY HISTORIC PRESERVATION COMMISSION EMMA J. HARVAT HALL May 9, 2019 MEMBERS PRESENT: Kevin Boyd, Zach Builta, Helen Burford, Sharon DeGraw, G. T Karr, Cecile Kuenzli, Quentin Pitzen, Lee Shope MEMBERS ABSENT: Thomas Agran, Gosia Clore STAFF PRESENT: Jessica Bristow OTHERS PRESENT: John Beasley, Philip Launspach, Larry McConahay, John Roffman RECOMMENDATIONS TO COUNCIL: (become effective only after separate Council action) CALL TO ORDER: Chairperson Boyd called the meeting to order at 5:30 p.m. PUBLIC DISCUSSION OF ANYTHING NOT ON THE AGENDA: There was none. NATIONAL REGISTER NOMINATION: Clinton Street and Railroad Historic District Bristow explained that like other National Register nominations, the Commission has been asked by the State to comment on this National Register nomination and our agreement with the criteria by which it is considered eligible for listing in the National Register of Historic Places. The City did get a grant to write this nomination and it will be heard by the State Nomination Review Committee later in June, then it will go on to the National Park Service. Bristow said the district being discussed includes both sides of Clinton Street south of Prentiss, with one house north of Prentiss, and the depot right along the railroad track. At the time of the 2008 Preservation Plan for this neighborhood, the Commission worked with consultant Marlys Svendsen to write the Preservation Plan. At that time, she had only surveyed some of the individual properties in the neighborhood such as the Sabin School. At the time, she did not feel there was a district in this area even though not even the basic recognizance survey — driving around and making notes about what you find, had been done for this area. After the 2008 floods, when the School of Music had to move and it was determined it would be moving to the corner of Burlington and Clinton Streets, a chain of events began, displacing businesses and buildings. It was determined the Sabin School would have to come down for this process. FEMA and the University of Iowa, along with other organizations, entered into a Memorandum of Agreement that required an intensive survey of the neighborhood and an inventory of the remaining historic buildings in the neighborhood. The survey resulted in a report and site inventory forms for many properties, as well as a National Register Nomination for the area being discussed now. The survey area was roughly rectangular, bounded on the south side by the railroad track. The consultant, Richard Carlson, determined there was an historic district that was eligible for the National Register and completed the nomination form for that district. In 2017, the City began the process of a local district in this area. With all of the City's Historic Districts, National Register listing was also HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 2 of 10 something that would be pursued. With the development in the area, some of the properties had come down and some things had changed, so Carlson's original nomination would have to be updated for the National Register. In 2018, the City applied for a Certified Local Government grant to revise the Nomination. The revised Nomination has removed non -extant buildings from the boundaries of the original Nomination. Carlson also reviewed the integrity of the remaining buildings and expanded some of the discussions about the integrity of the individual buildings. The Nomination has been though draft review by the State Historic Preservation Office, and is in its final form for the State Nomination Review Committee. The Commission will provide comments and the review committee will provide comments, and from that point it would go on to the National Park Service. As you know, the National Register nomination makes tax credit financing available for rehab of any of the properties within the district that are contributing properties. Bristow displayed the current boundary for the National Register Historic District and the properties included. There are four properties that are noncontributing. One that is interesting is 113 Prentiss. It is considered noncontributing because it is difficult to understand the massing of the building with the current siding that's on it. Bristow said the biggest change, based on Sanborn Fire Insurance maps, is that it had a wrap-around porch in the northwest corner that has been removed. There may be some additions, as well. She said it was possible, with small changes, that this property could be considered contributing and eligible for State and Federal tax credits. Federal tax credits are available for any property that is a commercial or income - generating property. State tax credits are available for both residences and commercial properties. The nomination states that one of the reasons this neighborhood is important for Iowa City history because of its relationship to the railroad. Bristow explained we have three important structures related to the railroad coming into this neighborhood: The depot itself, the hotel across the street, and the lunchroom across the street. The houses are the last remaining middle-class housing in the neighborhood and are also important in that regard. It's an area where many of the buildings were built by known builders and architects that have really shaped the history of Iowa City. Bristow showed a view of the southwest corner looking across the railroad tracks with the depot on the right. The lunchroom is the smaller gray building, and the hotel is next to it facing Clinton Street. Another street view was displayed showing the hotel and two of the houses north of it along the east side of Clinton Street. A northern shot of the same portion of Clinton Street showed 530 Clinton at the end, and the other houses with the hotel just a little bit in the corner. Bristow showed a view of the west side of Clinton Street. According to the nomination, two houses on this side are noncontributing. They are noncontributing because they have been altered to the point where it is difficult to recognize their form and massing. Both have had a third floor added to them. Some of the original massing can be seen on the back. She said one had the third -floor addition and then, instead of just having the porch removed, the whole front was extended. It has been changed quite significantly. Another picture showed a couple houses representative of their original configuration except for the front porch being modified. Bristow said they all have had some changes to them, but the two on the ends of the block are still considered contributing structures. HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 3 of 10 Bristow shared a view looking at the corner of Prentiss and Clinton. 530 Clinton, the brick house, is across the street. She said the hotel on the end and the rest of this block, except for the house at 113 Prentiss, are contributing structures in the district. Bristow showed the lunchroom. It has had some changes, such as in the window configuration that Richard talks about in the nomination. Part of the importance of this building is that lunchrooms tended to sprout up across from depots and where travel hubs were. This house was converted early on as a lunchroom and is allowed certain changes to its configuration of windows and massing because it is so rare as an example of a lunchroom that still exists. Bristow showed a view of Clinton Street on the west side of the street, the two houses at the south end. She said one is contributing and has original massing and characteristics such as the roofline and the projecting gable, and through -wall dormer. The bulk of the change has to do with the front porch. Generally, especially in this district, the idea of the front porch being altered is not something that is going to really harm the integrity of these structures. For many of them photos exist by which they could be rehabilitated to regain some of their architectural character. Bristow said the adjacent house changed significantly. Much of the porch is similar to original, but it has had an entire story added to it. This house would be considered noncontributing. It would probably always be noncontributing to the district. Bristow said 605 Clinton shows quite a few elements of its original construction and detailing. It has an oval window on the side of the porch. It has an interesting kind of bump -out on the south side. Bristow explained that the role of the Commission is to look at the district and its boundary, and the discussion of the integrity from the nomination, and to determine if the Commission agrees with the nomination as far as the discussion of integrity and the criteria by which the district is eligible. Richard talks about the period of significance of the district, which is important for potential future tax credit projects, as well. It begins with 1879, the date of the construction of the Stick - style house at 604 Clinton Street, and continues up to 1948, which is the date of the gambrel roof house being moved into the district. It had been moved from just south of Burlington Street. The district is determined to be eligible based on both the events, having to do with the railroad coming into the area, and the association with the building community within Iowa City, as well as the integrity of the architecture and the representative styles that are also shown within the district. Boyd asked if there were any clarifying questions for Jessica and then opened the public comment period. John Beasley spoke, representing John and JoEllen Roffman. The Roffmans own 113 Prentiss, 624, 614, 612, 604, 109, 113, 610, 611, and 615 S. Clinton. The Roffmans object to the nomination to have a National Historic District designation as set forth. He said he and Mr. Roffman went to a meeting in City Hall when there was a proposal for a local district with several of the Roffman properties on the east side of Clinton Street. Then he said they came in front of this Commission. Then they had a night in front of Planning and Zoning. Then there was a workshop with the Commission and City Council. He said he watched HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 4 of 10 some video tape on that. He and Mr. Roffman went to the City Manager and said, at that time, they would like to figure out a resolution with the previous plan of a district and wanted the City Council or the Mayor to help do that — to work with this Commission and Mr. Roffman to come up with a solution that would be in everyone's best interest. He said the response was thanks but no thanks. He said it was then put on the City Council agenda as a districting plan. He said they prepared for it and then received a note, after three or four meetings, that the Commission was withdrawing their application because they wanted to do a survey. He believed that was the pretextual justification. Mr. Beasley thought it was withdrawn because they were short one City Council member. He said now, about eight months later, there is another plan that wants to involve three or four more properties owned by my client. He understood this was just a nomination to the National Register and, if that's on there, it doesn't prohibit Mr. Roffman and Mrs. Roffman from modifying properties or taking properties down and there are all these wonderful benefits. Mr. Beasley said it was his position that this nomination was simply the setup for getting an Iowa City Historic District. He said he was frustrated with this whole process. He said they object to it and do not believe it meets the criteria. Philip Launspach spoke, stating he and his wife, Janice, own a property at 605 S. Clinton. He said they were not interested in having their property involved in the National or Local Historic Preservation District. He said he agreed 100% with what Mr. Beasley suggested about the district. He noted it is right smack in the middle of the Riverfront Crossing District that Iowa City is trying to develop. He said the Iowa City downtown cannot grow to the west because of the University. They cannot grow to the north because of historic preservation. They cannot grow to the east because of historic preservation. He said the only direction the downtown had to develop and grow was to the south. Mr. Launspach said he did not see how making an historic district in the middle of the Riverfront Crossing project fit into the City's comprehensive plan. Larry McConahay, owner of 617 S. Clinton, spoke. He said he is against it because he doesn't know how it would be a benefit to him. He said he was supposed to be developing the property, and yet was told he cannot if it goes on the historic register. He said until he found out more, he would not approve of being on the National Historic Register. John Roffman spoke. He believed the City would be creating an island of historic preservation in the center of everything else. He thought with development benefits and criteria for the Riverfront Crossing, he would lose value. He said when the properties were assembled he had no particular goal or intent in mind and still did not have a comprehensive plan to raze them or redevelop, but said the supposed benefits of having an historic district are far outweighed by having the zoning of Riverfront Crossings and redeveloping the property. He believed other than the hotel, there was nothing there real significant that wasn't already represented somewhere throughout the City. He acknowledged the lunchroom's significance, but said you'd have to put a sign on it for anybody to know the difference because it had been altered so many times. Mr. Roffman said he would oppose this. HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 5 of 10 Boyd closed the public hearing. Boyd noted the Commission's task was to figure out if they had comments and agreed with the Nomination. Bristow said the task was to determine whether or not the Commission agrees with the National Register nomination and its discussion of the district, especially related to the criteria by which it is found eligible to be listed on the National Register of Historic Places, and that would be with the events, especially talking about the railroad, and the builders and architects. It is the last vestige of this middle-class housing in this neighborhood. Kuenzli noted the plan to create this historic district was very carefully looked at. The nomination was prepared by an architectural historian. She said the Commission's job was to look at what's best for the whole community, not necessarily what's best for any one individual. She said obviously there has been a lot of change in Iowa City and believed the notion of the Riverfront Crossing was that new development should occur in areas where there wasn't anything of any historical value. These structures have been found to have historic value. Kuenzli said there is a lot of civic pride here about what this town has architecturally and so we're taking the broad view of saving something for the City. So much of it is already gone. Boyd and Bristow noted this has absolutely nothing to do with the City's Development Plan, the City's Comprehensive Plan. This is a National Register nomination and there are no restrictions in any way. It is intended to be a benefit for the owners in the way they can get Federal and State funding for rehabilitation projects. Sometimes there are specific grants available. Bristow said they can use it as a marketing tactic to talk about the fact that they have an historic district. Listing on the National Register of Historic places is an honorarium. It is basically saying the community felt this was an important neighborhood. When listed it would be confirmation that the State agreed and so did the National Park Service. It doesn't have anything to do with local development or local regulations. Karr said he would have a difficult time voting yes when the majority of the owners did not want to do it. Boyd said he was sympathetic to that, but noted we are not asking them to do anything. While they may be opposed to it, it requires no change in behavior on their part. Regarding local landmark discussion, Boyd believes the City, long-term, needs a plan on both how to preserve that public good and what tools can be given property owners to make sure they are benefiting from the public good. Burford said the nomination had a lot of integrity and could argue that, because of the history of the railroad to Iowa City, it could have even been stronger, emphasizing the very early portions of the railroad coming into Iowa City and how much importance it had in placing Iowa City on the map in US History. DeGraw said the Iowa City Depot is also related to the history of the underground railroad passing through Iowa City. It involves John Brown and some residents of Iowa City. One night during his time in Springdale, Brown and a companion snuck into Iowa City to meet local HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 6 of 10 abolitionist Dr. Jesse Bowen and William Penn Clark. Brown was seeking railroad car arrangements to move his group further east. Word got out about Brown being in town and soon others were on the lookout for the so-called antislavery fanatic. Dr. Bowen harbored Brown at his house on 914 Iowa Avenue until the early hours of the morning. S.C. Trowbridge guided them out of town via back roads. Eventually they made their way to West Liberty. A train car or more is brought to them from Iowa City. The names of who these people are, other than the ones at 914 Iowa, are unknown. She said this is documented on the iowa.gov website. Builta wondered if a compromise had been considered. Boyd thought a compromise would only be considered if there was a proposed local district. Bristow said the City got a grant last fall to nominate the area to the National Register. At that time, the grant was for the smaller area that was just along one side of Clinton Street that was originally proposed for the local district designation. At the beginning of the project, the State made it clear that they wanted the district to be the largest possible district. Again, this historic district was originally outlined as part of the 2015 FEMA instigated study of the neighborhood. With the State wanting the largest potential district boundary for the largest potential benefit to property owners, the only properties removed from the original 2015 nomination were non - extant properties. At this point, the district is determined by the study of the history and the story of the district that makes it eligible. That would include both sides of the street and all the properties involved with the railroad. Compromise on boundaries happens with local district boundaries. National Register Nominations are about the story and integrity of an area or neighborhood. The boundaries are determined by the historian writing the nomination and the story that is told by the Nomination and the remaining historic properties. The Commission is not charged with compromising on boundaries here but determining whether or not the proposed district meets Criterion A and C with sufficient integrity. DeGraw said she was in support of it because there is no harm done with a National Register nomination. MOTION: DeGraw moved to recommend that the Clinton Street and Railroad Depot Historic District is eligible for listing in the National Register of Historic Places in criterion A and criterion C at the local level and meets the criteria for both significance and integrity. Kuenzli seconded the motion. The motion carried on a vote of 6-2 (nays Karr & Pitzen). CERTIFICATE OF APPROPRIATENESS: 317 Fairchild Street — Northside Historic District (rear deck and entry porch addition). Bristow displayed a picture showing the house to be a mix of a little bit Foursquare, a little bit Queen Anne. She said at one point the back corner was an open porch. It has been enclosed, just with beadboard, so it is not a conditioned space. It does include stairs to the basement. Part of the goal of this project is to make this rear entry a covered entry to the garage back on the alley so they can go in without everything getting wet and to solve the issue of the corner of the house. HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 7 of 10 The designer came up with a plan that also includes replacing the rear door, because it is much shorter than the other doors on the house, and the window because of some issues with its integrity and its size and proportion. The result is a covered entry where the roofline will be similar to the front porch, as well as the rear gable. It is set in from the side. The new door is the full height. Bristow said in addition to that, so they can make a more useable space in the back, they want to have direct access to a new deck from the living portion of the house, a dining room in the back corner of the house. She said a deck could be approved as a Staff review and basically this deck meets all the guidelines to be approved by Staff. It is set in from the corner. Its detailing and skirting and posts and railing would all meet the guidelines. They want to replace the windows that are in that location with a pair of French doors so they have easy access from the living space to the deck, and then have the covered entry, as well as enclosing the rear corner with siding to match the rest and having a proper height door. One thing that is also a part of this project is the existing cellar door entry. There is an entry from the back corner inside, but there is a cellar door entry as well. The sidewalls of this exterior entry have deteriorated and it takes in water and is kind of closed off on the inside right now. They would like to eliminate the cellar door since they have interior access. Bristow shared a picture of the west side of the house, around the corner from the proposed entry, showing the beadboard used to enclose the rear porch. It no longer has columns or anything else of its original status. She showed the railing they propose to use. She said the front porch does not have this type of railing. Kuenzli said the placement of the spindles should be closer together on an old house like this. She thought the standard rule was that the distance between the spindles should be the thickness of the actual spindles. Bristow said the guidelines talk about a spindle being about two inches and, knowing that the space needs to be under four inches, typically the space is double. Kuenzli also noted the pitch of the roof on the new entryway is a much wider angle than the gable above it. Bristow said that pitch is similar to the front of the house. Boyd asked if the guidelines say anything about cellar doors. Bristow said it is not mentioned specifically. DeGraw asked if the spacing between the spindles should be revisited. Boyd said it should be approved by Staff. MOTION: DeGraw moved to approve the Certificate of Appropriateness for the project at 317 Fairchild Street as presented in the application with a note to review the spacing between the spindles, to be approved by Staff. Builta seconded the motion. The motion carried on a vote of 8-0. HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 8 of 10 REPORT ON CERTIFICATES ISSUED BY CHAIR AND STAFF Certificate of No Material Effect — Chair and Staff Review. 921 Burlington Street — Summit Street Historic District (roof shingle replacement) Minor Review —Staff Review. 509 Brown Street — Brown Street Historic District (rear stair and landing reconstruction) CONSIDERATION OF MINUTES FOR April 11 2019 MOTION: Karr moved to approve the minutes of the Historic Preservation Commission's April 11, 2019 meeting. Builta seconded the motion. The motion carried on a vote of 8-0 COMMISSION INFORMATION AND DISCUSSION: Preserve Iowa Summit. Bristow said if any Commissioners want to attend the Preservation Summit, she would need to know in the next week in order to obtain approvals and to get the discounted rate before May 24th. The Summit will be in Newton June 6th -8th. Special Meeting. Bristow was contacted about a project that cannot wait until the June meeting. A special meeting will be scheduled May 23rd at 5:30 p.m. for this consent agenda item, an egress window and window well for a house on Seymour Avenue. Bristow suggested the Commissioners make a list of items they would like to see moved to minor review items in the future, which could include egress window wells. Local Landmarks. Boyd noted the local landmark designations for the Ned Ashton House, the Old Post Office, and the Cabins were approved by City Council. Miscellaneous. Based on public comments at tonight's meeting, Bristow noted there is still confusion about National Historic Register and local historic district designations and how they are tied together. She said the Commission has always intended to do a National Historic District in the Clinton Street/Railroad Historic District area and the Commission usually has a local district where there is a National Register District. However, she said the Commission may decide to never take up a local district designation. She hoped the property owners would take advantage of tax credits that would become available with a National Historic District designation. Pitzen asked if a local district would have to match the outlines of the National District. Bristow said not necessarily but, in this case, doing the National Register District would help solidify the proper boundaries. Boyd agreed there is an opportunity to talk about benefits. HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 9 of 10 Bristow said this area does have transfer of development rights and those rights could be sold to other developers in the neighborhood, but that could only occur from a local ordinance/local rezoning. ADJOURNMENT: Kuenzli moved to adjourn the meeting. Seconded by Builta. The meeting was adjourned at 6:40 p.m. Minutes submitted by Judy Jones HISTORIC PRESERVATION COMMISSION May 9, 2019 Page 10 of 10 HISTORIC PRESERVATION COMMISSION ATTENDANCE RECORD 2018-2019 5/09 TERM NAME EXP. 6/14 7/12 819 8/23 9/13 10/11 11/08 12/13 1/10 2/14 3/14 4111 AGRAN, THOMAS 6/30/20 X O/E X X X O/E X X O/E O/E X O/E BAKER, ESTHER 6/30/18 X -- -- KEVIN KEVIN 6/30/20 X X X X X X O/E X X X X X BUILTA ZACH, ACH 6/30/19 X X X X X X X X X X X X B HELEN HELEN 6/30/21 -- X X O/E X O/E O/E X X X X O/E CLORE GOSIA, 6/30/20 X X O/E O/E X O/E X X O/E X X X DE R SH SH 6/30/19 X X O/E X X X X X X O/E X X KARR, G. T 6/30/20 X O/E X X X X X X X X X X I, CECILE ECIL 6/30/19 X O/E O/E X X X X X X O/E X X MICHAUD, PAM 6/30/18 X -- PITZEN , QUENTIN ENTI 6/30/21 -- X X X X X X X X X X X SHOPE, LEE 6/30/21 -- X X X O/E X O/E X O/E X X X SWAIM, GINALIE 6/30/18 X -- WAGNER, FRANK 6/30/18 X -- -- "- -- 5/09 Item Number: 12. i CITY OE IOWA CITY www.icgov.org June 6, 2019 Historic Preservation Commission: May 23 ATTACHMENTS: Description Historic Preservation Commission: May 23 MINUTES PRELIMINARY HISTORIC PRESERVATION COMMISSION EMMA J. HARVAT HALL May 23, 2019 MEMBERS PRESENT: Thomas Agran, Zach Builta, Helen Burford, Gosia Clore, Sharon DeGraw, G. T. Karr, Cecile Kuenzli, Quentin Pitzen, Lee Shope MEMBERS ABSENT: Kevin Boyd STAFF PRESENT: Jessica Bristow OTHERS PRESENT: None RECOMMENDATIONS TO COUNCIL: (become effective only after separate Council action) CALL TO ORDER: Vice Chairperson Builta called the meeting to order at 5:30 p.m. PUBLIC DISCUSSION OF ANYTHING NOT ON THE AGENDA: There was none. CERTIFICATE OF APPROPRIATENESS — CONSENT AGENDA: 1207 Sevmour Avenue — Longfellow Historic District (basement egress window and window well . Bristow stated that the applicant had provided appropriate window and window well material since the agenda packet was published. She showed a slide of the proposed materials. Bristow stated that the Commission could approve the application without conditions if they agreed the materials were appropriate. Kuenzli asked if the work was creating an apartment in the basement. Bristow stated that it was adding a bedroom to the basement, not duplexing the house. MOTION: Agran moved to approve the Certificate of Appropriateness for the project at 1207 Seymour Avenue as presented in the staff report. Clore seconded the motion. The motion carried on a vote of 9-0. ADJOURNMENT: Karr moved to adjourn the meeting. Seconded by Agran. The meeting was adjourned at 5:40 p.m. Minutes submitted by Jessica Bristow HISTORIC PRESERVATION COMMISSION May 23, 2019 Page 2 of 2 HISTORIC PRESERVATION COMMISSION ATTENDANCE RECORD 2018-2019 TERM NAME EXP. 8/9 8/23 9/13 10/11 11/08 12/13 1/10 2/14 3/14 4/11 5/09 5/23 AGRAN, THOMAS 6/30/20 X X X O/E X X O/E O/E X O/E O/E X BOYD, KEVIN 6/30/20 X X X X O/E X X X X X X O/E BU I LTA, ZACH 6/30/19 X X X X X X X X X X X X BURFORD ,HELEN 6/30/21 X O/E X O/E O/E X X X X O/E X X CLORE, GOSIA 6/30/20 O/E O/E X O/E X X O/E X X X O/E X DEGRAW, SHARON 6/30/19 O/E X X X X X X O/E X X X X KARR, G. T 6/30/20 X X X X X X X X X X X X KUENZLI, CECILE 6/30/19 O/E X X X X X X O/E X X X X PITZEN, QUENTIN ENTI 6/30/21 X X X X X X X X X X X X SHOPE, LEE 6/30/21 X X O/E X O/E X O/E X X X X X Item Number: 13. i CITY OE IOWA CITY www.icgov.org June 6, 2019 Human Rights Commission: May 21 ATTACHMENTS: Description Human Rights Commission: May 21 Draft Minutes Human Rights Commission May 21, 2019 Helling Conference Room, City Hall Members Present: Jeff Falk, Cathy McGinnis, Bijou Maliabo, Jessica Ferdig, Tahuanty Penia, Jonathon Munoz, Noemi Ford. Members Absent: Adil Adams, Barbara Kutzko. Staff Present: Stefanie Bowers. Recommendation to Council: No. Call to Order: The meeting was called to order at 5:30 PM. Approval of April 16, 2019 Meeting Minutes: Munoz moved to approve the minutes; the motion was seconded by Falk. A vote was taken, and the motion passed 7-0. Fundina Request for Immigrant and Refugee Association: This is a funding request to offset the cost of World Refugee Day. The Commission decided not to provide funding for this organization because it has received funding within this same fiscal cycle and also was awarded $12,000 as part of the social justice and racial equity grant. McGinnis moved to not fund, and the motion was seconded by Ferdig. A vote was taken, and the motion passed 5-0. (Falk abstained, Ford not present). Proclamations: Falk will accept the proclamation on June 4 for National Pride Month. Pena will be the back up to accept if Falk cannot. Staff will ask Kutzko if she would be interested in accepting the Juneteenth proclamation on June 18 as Kutzko serves on the Juneteenth committee. Iowa City Pride 2019: Iowa City Pride will be held on Saturday, June 15 in downtown Iowa City. Ferdig and McGinnis will do a shift at the annual celebration. Pena, if available, will serve a shift. Speakers for Human Rights Breakfast 2019: Commissioners will think about who they would like to see serve as Keynote for the Awards this year. Names on the list include Charles Eastham and Melissa Shivers. Staff will send out a list of past speakers to Commission members. Strategic Plan and Committee Updates: There are four committees that assist in advancing the strategic plan. The four committees are Housing (*Falk, Adams, Pena); Public Safety (*McGinnis, Maliabo); Education (Falk, Kutzko); and Community Outreach (*Adams, Falk, Munoz). Asterisks designates chairs of the committees. Housing Committee: No report. Draft Minutes Human Rights Commission May 21, 2019 Helling Conference Room, City Hall Public Safety: Still working on finalizing a brochure on biased based incidents. They are also looking at the possibility of creating a website to offer resources and a discussion forum on biased based incidents. Education Committee: Has been attending meetings on restorative justice and trying to learn more about what training in terms of diversity and inclusivity is required by the School District for staff. The committee will also be selecting the winners of the inclusive high school teacher award. Community/Outreach Committee: No report. Social Justice and Racial Equity Grant: On May 15 the Commission held a work session that allowed feedback from the public on the grant process. The Commission will hold another work session on Thursday, June 20 at 5:30pm. At this work session, it was decided not to take public comment. Commissioners will send any changes they would like to see to staff no later than Sunday, June 9. Reports of Commissioners: Maliabo spoke on a recent incident involving a teenage girl with whom she is trying to help. Ford mentioned that the panel she would be speaking at on child separation from parents at the border has been canceled. Adjournment: Motion to adjourn at 7:08 PM. 2 Member Attendance Sheet KEY: X = Present O = Absent O/E = Absent/Excused NM = No meeting --- = Not a Member Item Number: 14. +r p -lot W�rm�M CITY O� IOWA CITY www.icgov.org June 6, 2019 Parks and Recreation Commission: May 8 ATTACHMENTS: Description Parks and Recreation Commission: May 8 IOWA CITY PARKS & RECREATION COMMISSION PRELIMINARY MINUTES MAY 8, 2019 RECREATION CENTER — MEETING ROOM B Members Present: Suzanne Bentler, Steve Bird, Cara Hamann, Ben Russell, Angie Smith, Brianna Wills, Joe Younker Members Absent: Luke Foelsch, Jamie Venzon Staff Present: Brad Barker, Zac Hall, Kumi Morris, Juli Seydell Johnson Others Present: None CALL TO ORDER Chairman Younker called the meeting to order at 4:49 p.m. RECOMMENDATIONS TO COUNCIL: (to become effective only after separate Council action): None OTHER FORMAL ACTION: Moved by Smith seconded by Russell to approve the April 10 2019 minutes as written Passed 7-0 (Foelsch & Venzon absent). PUBLIC DISCUSSION None LANDSCAPE DESIGN BASICS PRESENTATION — TYLER BAIRD Seydell Johnson introduced Tyler Baird and announced his recent promotion to Assistant Parks Superintendent. Baird was asked to present insight on how plants and landscape materials are chosen for the City. Baird first introduced himself to the Commission reporting that he has worked in the Horticulture Division of the Iowa City Parks Department for four years. Tyler shared his planting philosophy stating that he tries to focus on native plants. Baird installed a gravel garden at the Parks Shop, noting that this is one of only three in Iowa. In this instance, he spaced the plants closer to one another and focused on colorful continuous blooming throughout the year. Baird then addressed the plantings that are outside of City Hall. These gardens contain perennials which require less maintenance and mowers and weed eaters can be used to cut from the top creating a natural mulch. He mentioned that planting closer than instructed will help cut down on weeding and maintenance. This style is influenced by Roy Diblik, a Midwest perennial plant expert and author, as well as Piet Oudolf, a Dutch garden designer and author as well. Baird reviewed tree history with the commission. He noted that the American Chestnut was the first tree to be erased from the United States and now there are less than 1000 in the country. They have been unable to sustain movement and the change in the environment. There are only a few American Elm remaining in the United State as well due to disease. He reminded commission of the tree inventory that is now available on the City website at https://www.ic og v_orWfiles/tree-inventor-00. This inventory sites that approximately 12% of ash trees were used to replace elm trees. He said that while there is a high PARKS AND RECREATION COMMISSION May 8, 2019 Page 2 of 5 demand from property owners to plant maple trees, it is not recommended. He expressed the importance of educating the public of the various options for tree planting. Smith asked if staff have had any conversations with businesses that sell trees to the public. He explained that as trends change, nurseries face a lag time to acquire the plants and they want to be assured that they will sell what they have, therefore, encouraging certain trees is not efficient for them. Smith stated that as a homeowner she did not know that. The department is aiming for no more than 5% maple, oak, etc.; no more than 5% of one species and no more than 10% of one genus. A lot of subdivisions are putting in one or two species. Staff is trying to encourage diversity as pests affecting trees in the same family can float from tree to tree. Hall reported that something they see in forestry across the United States is how disease comes into the US from other countries through shipping. Trees that are in a genus without a natural defense system are at higher risk for foreign disease. Staff suggests that rather than maple trees, better selections include American Beech, American Hophornbeam, American Hornbeam, Black Gum and Yellowwood. For a better fall color and general shape, go with the Black Gum Trees. A Yellowwood is a medium sized tree with nice flowers in the spring. Hall reported that one of the largest American Beech trees in the state is located on Iowa Avenue near Woodland Avenue. Staff suggested that shrubs to consider include Arrowood Viburnum, Bayberry, Common Witch Hazel, which produces great fall flowers and color (there is one located at the Parks Shop). Ninebark is also a good choice and comes in assorted colors. Baird said that when the department receives a plan from a consultant, they take a hard look at what is being proposed for plants and encourage choices those that require less maintenance. For example, staff suggested using various species and native flowers, while reducing the spaces between them, for the Willow Creek playground. For the downtown Ped Mall area and Washington Street, staff is looking at various species that will thrive in those areas and be maintainable. Wills asked if staff can reuse the same plans again. Baird said they can, however, collaborating with different firms and encouraging different ideas with them can be tricky. Firms are getting to know us now and know what we want. In the end it looks great and is great for their portfolios. Seydell Johnson commended parks staff on their landscaping practices, further stating that it adds a sense of place and community and makes one realize you are in Iowa City. ROBERT A. LEE REMODEL UPDATE — KUMI MORRIS Seydell Johnson introduced Kumi Morris, City Facilities Manager, to the Commission. Morris presented updates on the Robert A. Lee Recreation Center renovations. Morris reported that staff is currently working on Phase 2 of this project. This phase includes ADA requirements, kitchen wants and needs, rental wants and needs. All of these ideas have been packaged and presented to City Council. Two major items being reviewed are the racquetball court as it does not meet ADA requirements, safety and space needs. The second item is to install a family shower like what has been added to the pool area at Mercer. PARKS AND RECREATION COMMISSION May 8, 2019 Page 3 of 5 Staff sent out RFP's and reached out to anyone that would be a good fit for the racquetball area including nonprofit groups. Staff received two proposals; one from Public Speaks and the other from the Bike Library. Those proposals have been sent to Council for review. Morris explained that the restroom renovations will include an adult changing table, as well as providing an ADA accessible shower will be constructed space in that location. Due to space limitations, however, only one shower will be constructed. The cost for the restroom renovation is $60,000. PARKS DOG WASTE, GARBAGE & RECYCLING DISCUSSION — ZAC HALL Commission had asked for regular updates on waste and recycling in Parks. Hall reported that after RAGBRAI, staff took out 172 trashcans from City Park alone, and three recycling containers. This was an experiment to see if homeowner style trash and containers could be used out there; it worked well for refuse. Staff decided to keep them in City Park and localize them to restrooms, concessions, and entrances. Staff reduced trash containers from 172 to 40 trash and 40 recycling. One of the key components is that Parks now has their own trash truck. This truck has a cart tipper on the back. This has made for more efficiency when picking up garbage and it has lowered the amount of trash in the parks. Seydell Johnson noted that a common theme found by staff is that when the City doesn't provide garbage cans, we have less trash issues. We find the same to be true with dog waste bags. Whenever dog waste bags are provided there are issues with trash or dog waste being left behind. It doesn't seem to make sense and has been interesting to track. Making it more convenient doesn't always lead to compliance. Wills asked why someone would put trash anywhere besides in a trash bin. Bentler asked if there is a biodegradable label on the bins. She noted that when staff moved the trash bins to the entrance at Thornberry Dog Park, dog users were still piling their waste where the trash receptacle used to be. Hall reported that one of the not so positive notes is that when it comes to recycling bins in City Park, staff finds that they are almost always contaminated with diapers, food waste and other contaminants. Staff will continue to monitor until the one-year mark. Hall stated that they will likely end up having the recycling localized at the concession areas. Hall shared that in 2017, parks staff logged 2,500 hours of trash and litter removal from parks; labor costs equaled $72,000. He also reported that dog waste bags cost the City $8,000 annually while the contract with Johnson County Refuse totals $4,000 and transient camp cleanups cost $5,000. Staff cleaned up 1.5 tons of trash along the Iowa River Trail and Riverfront Crossings Park. The total expense of these combined is $90,000 annually which equals 5% of parks maintenance budget. Bird asked if when someone rents a park shelter if trash bins are supposed to be taken to the site. He noted that he was at an event recently and there was no bin provided. Hall reported that bins are provided on request. The recycling coordinator is also rolling out a composting program and staff has been directing people to her to coordinate getting composting bags for their events. ATHLETIC FIELD UPDATE — BRAD BARKER: Barker reported that numbers are adjusted to reflect a true representation of what the fields are used, including those days that are likely to be impacted based on weather. Barker shared that the soccer complex has remained steady. He explained that the ball diamonds are being removed at the soccer complex and soccer fields put in their place. Smith noted that this is a nice alternative when other places are flooded. Barker agreed and said that there is a lot of use despite the weather. PARKS AND RECREATION COMMISSION May 8, 2019 Page 4 of 5 Barker reported that use of the fields has dropped approximately 300 hours at each complex since 2015. The soccer fields vs the ball diamonds serve different purposes and when we do less tournaments than we used to, the use will drop. Smith asked if there was no tangible plan for the Eastside Sports Complex. Seydell Johnson noted that while it is in the master plan, there are no funds to build at this time. Wills noted that City Park has been an issue because of unpredictable flooding which is why a lot of the use there has declined. She asked if any conversations have morphed into any sort of indoor complex. Seydell Johnson reported that there is a space designated for an indoor facility but no design for a building beyond that. Wills shared that she has heard that some high school teams are practicing as late as 10 or 11 p.m. because they must wait to get on a field as there aren't enough to facilitate the demand. She noted that the conversation seems to include soccer and baseball/softball only. She is talking about all other sports that can benefit from a 25 -acre spot. Seydell Johnson said that if the City were to move forward on this, that would be the time to evaluate what the areas would be used for. She said that with the Coralville arena, it's a constantly changing conversation. Wills asked if Iowa City kids were going to have access to the Coralville Arena. Smith asked if there is a master plan in place for such a facility. Seydell Johnson said that it has never been plugged into the CIP budget. Younker said his understanding is that a complex would focus more on softball and baseball with different sizes based on what we already have with some open space for other sports and a placeholder for an indoor complex. Seydell Johnson said that staff will continue to evaluate. REPORT ON ITEMS FROM CITY STAFF Parks & Recreation Director — Juli Seydell Johnson: • Alcohol at City -sponsored Events: Seydell Johnson announced that the City Council approved the first reading for an ordinance change to allow alcohol to be sold with certain City -sponsored events in city parks. That is the limit of what we can do this summer. • City Park Playground: The City Park Playground project is now out for bid. The bids are due on May 14. • Creekside: This project is wrapping up. • Willow Creek Park: The turf has been stripped and the playground removed. Demolition of other structures will happen soon. Recreation Division Superintendent — Brad Barker: • Summer Registration: Barker announced that summer registration has begun. • Staffine: The Recreation Supervisors are very busy hiring their summer staff. • City Park Pool: City Park Pool will open on May 25. Staff has been working hard to get it prepared and painted. Parks Division Superintendent — Zac Hall • Athletic Facilities: Staff is very busy getting ready for events to be scheduled at the athletic facilities. CHAIRS REPORT: Younker reported that the Parks and Recreation Foundation subcommittee met once and will continue discussion later this month. PARKS AND RECREATION COMMISSION May 8, 2019 Page 5 of 5 Younker commended staff for their presentations tonight COMMISSION TIME: Russell asked if staff knew what the plans are for the Forest View Development, specifically in regard to cutting and/or replacing trees. Hall reported that staff met with the firm working on that project and gave them input regarding tree selection. He said that they are meeting the requirements as suggested. Seydell Johnson also pointed out that Lot 1 was a proposed gas station but is now being given to the City as open space. Bentler asked if Commission will have a chance to revisit the plan for Chauncey Swan Park. Seydell Johnson noted that the park design has not changed and should be complete this year. She will send plans out to the Commission. ADJOURNMENT: Moved by Russell, seconded by Bentler, to adiourn the meeting at 6.30 p.m. Motion passed 7-0 (Foelsch and Venzon absent). PARKS AND RECREATION COMMISSION May 8, 2019 Page 6 of 5 PARKS AND RECREATION COMMISSION ATTENDANCE RECORD NAME TERM EXPIRES 00 00 ti 00 oe 00 00 00 ti M M O N Suzanne Bentler 12/31/20 X X X X X X X X NM X O/E X Steve Bird 12/31/21 X X X X X X X X NM X X X Wayne Fett 12/31/18 X O/E X X O/E X X Lucas Foelsch 12/31/22 * * * * * * * x NM X X O/E Cara Hamann 12/31/19 X X O/E X O/E X O/E X NM X X X Lucie Laurian 12/31/18 X O/E O/E X X X O/E Ben Russell 12/31/21 X X X X X X X X NM X X X Angie Smith 12/31/21 X X O/E X X X X X NM X X X Jamie Venzon 12/31/20 X X X X X O/E X X NM X O/E O/E Brianna Wills 12/31/22 * * * * * * * O/E NM X X X Joe Younker 12/31/19 X X X X X X X X NM X X X KEY: X = Present O = Absent O/E = Absent/Excused NM = No meeting LQ = No meeting due to lack of quorum * = Not a member now