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HomeMy WebLinkAbout2021-06-01 Resolutioni 1 1 �'���� COUNCIL ACTION REPORT Item Number: 6.b. CITY OF IOWA CITY June 1, 2021 Resolution Adopting the Ad Hoc Truth and Reconciliation Commission By - Laws. Prepared By: Reviewed By: Fiscal Impact: Recommendations: Attachments: Stefanie Bowers, Human Rights Coordinator Sue Dulek, Interim City Attorney Geoff Fruin, City Manager No impact. Staff: Approval Commission: Ad Hoc Truth and Reconciliation Commission voted 9-0 to approve the by-laws at its May 13, 2021 meeting date. Draft Minutes May 13, 2021 Ad Hoc Truth and Reconciliation Commission Rules Committee minutes: May 24 Resolution Draft By-laws Ad Hoc Truth and Reconciliation Commission Executive Summary: The City Council adopted Resolution No. 20-228 creating the Ad Hoc Truth and Reconciliation Commission (TRC) on September 15, 2020. The resolution establishes that the TRC shall determine the frequency and conduct of its meetings and that the meetings will be open to the public and conducted in accordance with Chapter 21 of the Iowa Code. Records, documentation, and communications of the TRC will be public records under Chapter 22 of the Iowa Code. As a result of this authority the TRC created and approved its own bylaws. The Iowa City Rules Committee reviewed these bylaws on May 24, 2021 and recommend approval. Background /Analysis: The Ad Hoc Truth and Reconciliation Commission has established a set of rules by which they have agreed to conduct meetings, hold special meetings, set the agenda, hold public discussions, make motions and vote on motions, establish subcommittees, report absences, establish a quorum and, make amendments to said bylaws. ATTACHMENTS: Description Draft Minutes May 13, 2021 Ad Hoc Truth and Reconciliation Commission Rules Committee minutes: May 24 Resolution Draft By-laws Ad Hoc Truth and Reconciliation Commission May 13, 2021 Draft Ad Hoc Truth and Reconciliation Commission Minutes (Electronic) Zoom Platform Regular Meeting Commissioners present: Amel Ali, Daphney Daniel, Chastity Dillard, Wangui Gathua, Eric Harris, Clifton Johnson, Kevin Rivera, Sikowiss, Mohamed Traore. Staff present: Stefanie Bowers. (Electronic Meeting Pursuant to Iowa Code section 21.8) An electronic meeting was held because a meeting in person was impossible or impractical due to concerns for the health and safety of commission members, staff, and the public presented by COVID-19. Meeting called to order: 7:11 PM Approval of the minutes from the April 29, 2021 meeting: Motion by Rivera, seconded by Ali. Motion passes 9-0. Public comment of items not on the agenda: Annie Tucker thanked the Truth and Reconciliation Commission (TRC) for their service. Annie is the Executive Director for Mediation Services of Eastern Iowa (MSEI). MSEI offers Circle Trainings and works with a diverse group of populations. Annie also would like to work with the TRC on their transformative justice and restorative justice efforts as she has years of experience on these topics. Discussion on including a land acknowledgment as a part of TRC meetings: Rivera and Sikowiss will have something to present to the entire TRC soon for their review and approval. Staff follow-up on TRC questions: The TRC can accept testimonies from anyone who wishes to participate regardless of age. The only reminder is that no testimony can be compelled or made confidential. All TRC information collected during their term lengths and after will be stored on City servers and accessible to the public. Any additional staffing resources needed by the TRC should be requested as part of the budget. This would include AmeriCorps and interns. Any staff that is approved would be hired and supervised by the Office of Equity and Human Rights. Any stipends paid to TRC members should be requested as part of their budget. To allow for community access to TRC meetings, forums, and, events, members of the TRC should work with staff to make sure that places utilized are part of the City's transit service lines. There is limited availability for the use of City vehicles to provide transportation for some events. Requests for the TRC to have social media accounts should be proposed in the budget submission. Childcare requests for TRC events and programs should also be proposed in the budget submission. Discuss and vote on facilitator hiring process including Commissioner Daniel's findings: Daniels has done research to make sure the process for the facilitator is fair and transparent. There was discussion on the various roles a facilitator could play for the TRC and whether the hiring of a strategic planner in addition to a facilitator would be helpful to the TRC. Traore would like to see someone hired who is committed to living in the Johnson County area. Rivera believes that sharing the prior agreement the TRC had with Jesse Case with new TRC members would be useful to see what may be applicable as a part of a new agreement. Harris wants someone selected who understands the mission. Rivera made a motion to proceed on hiring a facilitator using the rfp process (request for proposals), Daniels seconded. The motion passed 7-2. (Harris, Johnson in the negative). The budget committee will work on drafting the request for proposals. Rivera will join the budget committee. Review and approve bylaws: Item 4 is amended to include the chair and vice chair will set the agenda. Item 7 is amended to strike "majority" and add "5 vote minimum. Motion by Gathua to adopt the bylaws as amended, seconded by Dillard. Motion passes 9-0. Commissioner Announcements: Traore read a letter from several community organizations on funding excluded, low wage, and public -sector workers through the American Rescue Act. Traore also mentioned an upcoming meeting, Peoples Townhall, being held on May 17 from 6-7 pm via Zoom. Ali recently participated in a program on the school to prison pipeline and would encourage others to watch it. Traore will be in Ankeny next Wednesday -Friday for a "Strategic Doing" training. Harris would like to see the TRC do more. Harris reports there is a lot of stuff going on. Gathua attended the Peoples Truth and Reckoning Commission meeting of May 6 along with 3 other TRC members. Adjourn: 8:51PM AD HOC TRUTH & RECONCILIATION COMMISSION ATTENDANCE RECORD YEAR 2021 (Meeting Date) NAME TERM EXP• 4/15 4/29 5/13 5/27 6/10 6/24 7/8 7/22 8/5 8/19 9/2 9/16 9/30 10/7 Ali 6/22 X X X Daniel 6/22 X X X Dillard 6/22 X X X Gathua 6/22 X X X Johnson 6/22 X X X Harris 6/22 0 X X Nobiss 6/22 X 0 X Rivera 6/22 X X X Traore 6/22 X X X KEY: X = Present 0 = Absent ELECTRONIC CITY COUNCIL RULES COMMITTEE MEETING MINUTES May 24, 2021 11:30 AM Zoom Meeting Platform Electronic Meeting (Pursuant to Iowa Code section 21.8) An electronic meeting was held because a meeting in person was impossible or impractical due to concerns for the health and safety of council members, staff and the public presented by COVID-19 Committee Members Present: Mayor Pro Tem Salih, Council member Taylor Staff Members Present: City Clerk Fruehling, Assistant City Attorney Dulek, Equity Director Stefanie Bowers Review by-law changes: Ad Hoc Truth and Reconciliation Commission Bowers summarized items 1 through 12. Taylor asked for clarification regarding the 5 -vote minimum noted in the May 13 Commission minutes. Bowers and Dulek provided additional information stating the 5 - vote minimum was a majority of the entire 9 -member commission not just the members attending the meeting. Taylor also mentioned item 10 noting the staff name was included and recommended revising to "designated staff' to allow for staff changes. Salih noted that since the Commission reviewed the by-laws of other Commissions and took pieces from those to draft their own and asked Interim City Attorney Dulek if there were any legal issues with the draft by-laws. Dulek stated there were no issues. The Rules Committee recommended approval of the by-laws as amended. Meeting adjourned 11:44 AM Prepared by: Stefanie Bowers, Human Rights Coordinator, Office of Equity & Human Rights, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5022. Resolution No. 21-143 Resolution Adopting the Ad Hoc Truth and Reconciliation Commission By-laws Whereas, the City Council established the Ad Hoc Truth and Reconciliation Commission on September 15, 2020 in Resolution No. 20-228; and Whereas, Resolution No. 20-228 provided that Ad Hoc Truth and Reconciliation Commission was to determine the frequency and conduct of its meetings, the meetings will be open to the public and conducted in accordance with Chapter 21 of the Iowa Code, and records, documentation, and communications will be public records under Chapter 22 of the Iowa Code; and Whereas, the Ad Hoc Truth and Reconciliation Commission created and approved its by-laws at its meeting date of May 13, 2021; and Whereas, the Iowa City Rules Committee reviewed the attached by-laws at a May 24, 2021 meeting and recommended approval to the City Council. Now, therefore, be it resolved that the City Council of the City of Iowa City hereby adopts the by-laws for the Ad Hoc Truth and Reconciliation Commission attached hereto. Passed and approved this lst day of June , 2021 Attest: It was moved by Thoma s and upon roll call there were: Ayes: x x M"or 77A-R— Approved by City Attorney's Office - 05/24/2021 and seconded by Taylor the Resolution be adopted, Nays: Absent: Bergus Mims Salih Taylor Teague Thomas Weiner Ad Hoc Truth and Reconciliation Commission By-Laws 1) Notice of Meetings Notice of meetings shall be required; meetings may be called upon notice not less than twenty-four (24) hours before the meetings unless such notice is impossible or impracticable, in which case notice shall be provided as outlined in the Iowa Code. The news media shall be notified by staff. Commission meetings shall be public except where provided in the Iowa Code. 2) Meetings The TRC shall determine the frequency and conduct of its meetings. The meetings will be open to the public and conducted in accordance with Chapter 21 of the Iowa Code. Records, documentation, and communications of the TRC will be public records under Chapter 22 of the Iowa Code. 3) Special Meetings Special meetings may be called by the Chairperson or Vice Chairperson at the request of three or more members of the commission. At least one (1) full days written notice of the meeting place, time and agenda shall be given to each member and the media. 4) Agenda At regular and special meetings only matters included on the agenda may be discussed and formal votes taken. Care shall be taken to avoid discussion of non-agenda items. A commissioner must notify staff and Chair/Vice Chair when submitting a request for an item to be on the agenda. All commissioners will be given reason in writing if a request to submit an item to the agenda is denied. 5) Public Discussions Time shall be made available during all meetings for open public discussion. The TRC values public input and wants everybody to have a chance to speak their thoughts, but there needs to be specific times allocated for when someone can make a comment. Times for public discussion during meetings going forward are as follows: -5 mins max per public comment pertaining to items not on the agenda. -5 mins max per public comment pertaining to items on the agenda. Public comments will be made before the commission discusses said agenda item. (Vice Chair will keep track of time and notify Chair when someone is close to the allotted time provided to give comment) 6) Motions Motions may be made or seconded by any member of the commission, including the Chairperson but all commission discussion must be completed before the commission may vote or pass a motion. Staff will keep track of motion and will roll call and tally votes. 7) Voting A majority vote is required for adoption of any motion. Voting will be by roll call. Every member of the commission, including the Chair, is required to cast a vote upon each motion. A member who abstains shall state the reason for abstention. 8) Absences The Commission may recommend to the City Council that they [Council] discharge any member who: (1) is absent from three consecutive regular or special meetings without excuse as determined by the Commission on a case by case basis; or (2) is absent from six consecutive regular or special meetings whether excused or unexcused. 9) Quorum 5 members of the (9 member) commission shall constitute a quorum at any meeting. 10) Resianations Resignations shall be submitted in writing to designated staff with a copy sent to the CityCouncil and the Commission at least 14 days prior to the date of the intended departure. 11) Subcommittees Subcommittees of the TRC are decided and voted on by commission members. The function of the committees shall be to make investigations, conduct studies and hearings, inform the commission of public findings and help make recommendations to the City Council. Subcommittee members must decide on how often they will meet and what roles each member will play (these roles should be sent to the Staff, Chair & Vice Chair). Subcommittees will select a member to have the role of briefing the entire TRC of subcommittee activities and discussion during public meetings. Once committee action has been approved by council, it shall be incumbent upon the committee "chair" or the individual they designate as being familiar enough with the issue to give testimony or give a presentation before civic and/or government agencies. The TRC may create or dissolve subcommittees as needed. 12) Amendments These bylaws may be amended when necessary by majority vote (at least 5). Proposed amendments must be sent to staff to forward to all members of the commission and/or add to the following meeting agenda. Item Number: 6.c. 1 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution amending the budgeted positions in the Neighborhood Services Division of the Neighborhood and Development Service Department by increasing a .63 FTE Housing Program Assistant position to a 1.0 FTE. Prepared By: Steven J. Rackis, Housing Admiistrator Reviewed By: Tracy Hightshoe, Neighborhood and Development Services Director Erika Kubly, Neighborhood Services Coordinator Geoff Fruin, City Manager Fiscal Impact: The budget increase required to amend this position from .63 FTE to 1.0 FTE is $22,523.48. The E HV budget authority for Administrative Fees will cover the increased staffing cost. Recommendations: Staff: Approval Commission: N/A Attachments: Staff Memo Resolution Executive Summary: The American Rescue Plan Act of 2021 (Public Law No: 117-2) allowed the Department of Housing and Urban Development (HUD) to allocate additional vouchers to Public Housing Agencies (PHAs) through an allocation formula designed to direct emergency vouchers to the PHAs. In a HUD Notice published on May 10, 2021, HUD notified the Iowa City Housing Authority that we were eligible for 69 vouchers with a budget authority of $423,972. Renewal funding until 2030 has already been approved by HUD. There is the possibility that additional vouchers may become available. Background /Analysis: The EHV award will expand the City's partnership with Shelter House and the Continuum of Care/Coordinated Entry service delivery system by providing tenant -based rental assistance to individuals and families who are (1) homeless, (2) at risk of homelessness, (3) fleeing, or attempting to flee, domestic violence, dating violence, sexual assault, stalking, or human trafficking, or (4) recently homeless. As part of the total budget authority, Service Fees in the amount of $241,500 may be provided to facilitate (1) security and utility deposits, (2) application fees, (3) moving expenses, (4) housing search assistance, (5) owner incentives including retention and outreach, (6) renter's insurance if required by lease, (7) tenant readiness services, and/or (8) household items. Currently, the Housing Authority's case management is split between 4.63 FTE Housing Program Assistants (HPA). To balance the caseloads of the HPAs, the Housing Authority is requesting to increase our .63 FTE HPA to a 1.0 FTE. Each HPA will carry a caseload of 291 families. Based on our past experience, staff does not recommend a caseload of more than 300 households. ATTACHMENTS: Description Staff Memo resolution grit CITY OF IOWA CITY MEMORANDUM Date: May 19, 2021 To: Geoff Fruin, City Manager From: Steven J. Rackis, Housing Administrator Re: Emergency Housing Vouchers (EHV) and funding as authorized by the American Rescue Plan Act of 2021 (Public Law No: 117-2). Background: The American Rescue Plan Act of 2021 (Public Law No: 117-2) allowed the Department of Housing and Urban Development (HUD) to allocate additional vouchers to Public Housing Agencies (PHAs) through an allocation formula designed to direct emergency vouchers to the PHAs. In a HUD Notice published on May 10, 2021, HUD allocated 69 Emergency Housing Vouchers (EHVs) to the Iowa City Housing Authority (ICHA) which includes a budget authority of $423,972. ICHA has accepted this award from HUD. There is a possibility that additional vouchers may become available in the future. Discussion: The EHV award will further expand the City's partnership with Shelter House and the local Continuum of Care/Coordinated Entry service delivery system by providing tenant -based rental assistance to individuals and families who are (1) homeless, (2) at risk of homelessness, (3) fleeing, or attempting to flee, domestic violence, dating violence, sexual assault, stalking, or human trafficking, or (4) recently homeless. As part of the award, ICHA will receive Service Fees that can be used to fund the following assistance for EHV recipients: (1) Security and utility deposits, (2) Application fees, (3) Moving expenses, (4) Housing Search assistance, (5) Owner incentives including retention and outreach, (6) Renter's insurance if required by lease, (7) Tenant readiness services, and/or (8) Household items. Staff will develop criteria to prioritize use of these funds. To balance the caseloads of the Housing Program Assistants (HPAs), the Housing Authority is requesting City Council approval to increase the .63 FTE HPA position to a 1.0 FTE. The annual budget increase for this staffing change is expected to be $22,523.48. Costs will be paid for by the Administrative Fees provided with the EHV allocation. Next Steps: HUD requires the Iowa City Housing Authority to enter into a Memorandum of Understanding with Continuum of Care/Coordinated Entry service delivery system. ICHA will work with Shelter House and the Continuum of Care/Coordinated Entry service delivery system to complete the MOU, receive referrals and start the leasing process for the EHV vouchers effective July 1, 2021. Prepared by: Steven J. Rackis, ICHA Administrator 410 E. Washington St., Iowa City, IA 52240; 319-887-6065 Resolution No. 21-144 Resolution amending the budgeted positions in the Neighborhood Services Division of the Neighborhood and Development Service Department by increasing a .63 FTE Housing Program Assistant position to a 1.0 FTE. Whereas, the American Rescue Plan Act of 2021 (Public Law No: 117-2) allowed the Department of Housing and Urban Development (HUD) to allocate Emergency Housing Vouchers (EHV) to Public Housing Agencies (PHAs) through an allocation formula designed to direct emergency vouchers to the PHAs; Whereas, a HUD Notice published on May 10, 2021, HUD notified the Iowa City Housing Authority that it was eligible for 69 EHV vouchers with a budget authority of $423,972; Whereas, this voucher award further expands the partnership with Shelter House and the Continuum of Care/Coordinated Entry service delivery system by providing tenant -based rental assistance to individuals and families who are (1) homeless, (2) at risk of homelessness, (3) fleeing, or attempting to flee, domestic violence, dating violence, sexual assault, stalking, or human trafficking, or (4) recently homeless. Whereas, the additional EHV caseload will require increasing our .63 FTE Housing Program Assistant to a 1.0 FTE. Whereas, the EHV budget authority for Administrative Fees will more than cover this increased administrative cost. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: The budgeted positions in the Neighborhood Services Division of the Neighborhood and Development Services Department be amended by: 1. Increase one .63 FTE Housing Program Assistant to a 1.0 FTE. Passed and approved this 1st day of June , 20 21 . ATTEST: or Approves' b City Attorney's fficcee - 65/25/2021 1p Prepared by: Steven J. Rackis, ICHA Administrator 410 E. Washington St., Iowa City, IA 52240; 319-887-6065 It was moved by Thomas and seconded by Taylor the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: X Teague X Cole X Mims X Salih X Taylor X Thomas X Throgmorton Item Number: 6.d. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution amending budgeted positions in the Water Division of the Public Works Department by deleting one full-time Maintenance Worker I — Water Customer Service position and adding one full-time Maintenance Worker II - Water Service position. Prepared By: Jonathan Durst, Water Division Superintendent Reviewed By: Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: The fiscal impact is approximately $8,000 annually. Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This resolution will eliminate one, currently vacant, Maintenance Worker I - Customer Service position and add one Maintenance Worker II - Water Service position to the Water Division Customer Service work group. This will allow for more efficient locating of the City water and fiber optic systems. Background /Analysis: The Water Division Customer Service work group acts as the central dispatch for all City utility locates in the City and is responsible for locating the City water and fiber optic systems. The Maintenance Worker I I - Water Service position is the designated locator for these utilities. The City is currently divided in half roughly along Burlington Street and assigned to one of the two current Maintenance Worker I I - Water Service positions. The number of locate requests has increased by 25% over the past four years. The requests have increased due to the installation of private fiber optic utilities, reconstruction of aging utilities, especially gas lines, and the growth of the City. The number of locates are not expected to decrease. These utility locates are required by Iowa law and should be completed within 48 hours. Utility locate tickets vary widely in scope. About 10% of locate requests require minimal staff time to evaluate and determine no municipal infrastructure is impacted. An example woud be a homeowner planting a tree in their backyard. The majority of locate requests, approximately 70% require some degree of utility location. The remaining locate requests, approximately 20%, are for large public and private projects requiring large areas to be located and relocated weekly throughout the construction season. The Gateway project is a good example of a large area that was located at least weekly and more frequently when the marks are removed by construction activity. The owner of the utility is responsible for maintaining the utility locate marks even if a skid steer operator scoops them all off the ground right after they are placed. The current number of locate requests received is more than the two Maintenance Worker I I - Water Service positions can complete in an efficient manner. The continued growth in the in the number of locate requests annually due to construction activity indicate the need for an additional Maintenance Worker 11 - Water Service position. This can be accommodated with existing equipment and staffing levels within the work group, but requires deleting a Maintenance Worker 1 - Customer Service position and replacing it with a Maintenance Worker II - Water Service position. Staff recommends this solution to utilize existing resources to more efficiently complete the locate requests. ATTACHMENTS: Description Resolution Prepared by: Ron Knoche, Public Works Director, 410 E. Washington St, Iowa City, IA 52240 (319) 356-5138 Resolution number 21-145 Resolution amending budgeted positions in the Water Division of the Public Works Department by deleting one full-time Maintenance Worker 1 - Water Customer Service position and adding one full-time Maintenance Worker 11 - Water Service position. Whereas, Resolution No. 21-73, adopted by the City Council on March 16, 2021, authorized budgeted positions in the Water Division of the Public Works Department for FY22; and Whereas, the Water Division Customer Service work group is responsible for locating the City water and fiber optic systems as required by the Iowa One Call; and Whereas, the number of locate requests has increased by 25% over the last four years; and Whereas, the number of locates is more than the two existing Maintenance Worker II- Water Service staff can perform in an efficient manner; and Whereas, the Water Division has analyzed staffing and recommends eliminating a vacant Maintenance Worker I - Water Customer Service position and adding a Maintenance Worker 11 - Water Service position. Now, Therefore, be it resolved by the City Council of the City of Iowa City, Iowa that: The budgeted positions in the Water Division of the Public Works Department be amended by: 1. Deleting one full-time Maintenance Worker I- Water Customer Service position, AFSCME grade 3. 2. Adding one full-time Maintenance Worker 11- Water Service position, AFSCME grade 7. Passed and approved this 1st day of Attest: June 20 21 . Mayor Approved b City Attorney's ice - 05/26/2021 It was moved by Thomas and seconded by Taylor the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: _X__ Bergus x Mims x Salih x Taylor x Teague x Thomas x Weiner Item Number: 6.e. 1 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution adopting a permit system for solid waste containers in the downtown alleys, rescinding Resolution No. 17-29, and extending the duration of the current permit. Prepared By: Susan Dulek, Interim City Attorney Reviewed By: Geoff Fruin, City Manager Mark Rummel, Assistant Transportation Director Fiscal Impact: none Recommendations: Staff: Approval Commission: N/A Attachments: redlined version of policy resolution policy Executive Summary: A waste hauler may not place a solid waste container (i.e., a dumpster) in a downtown alley without a permit. The City issued a 3 -year permit to Republic Services that expires on June 30, and this resolution extends the permit to Aug. 31. This also amends the policy to provide that the City determines where the dumpster is located and clarifies that all solid waste in the alley must be removed. Background /Analysis: City Council adopted the Permit System for Solid Waste Containers in the Downtown Alleys in Resolution No. 17-29 as required by City Code section 14 -3H -8F. A waste hauler may not place a solid waste container in a downtown alley without a permit, and the permit system provides that the duration of the permit is three years. I n 2017 the City has issued a three-year permit only to one waste hauler, Republic Services, that was extended in Resolution No. 20-86 to June 30, 2021. This resolution extends the permit issued to Republic Services to Aug. 31, 2021 to allow the City, with input from the Downtown District, time to evaluate the Request for Qualifications that was issued last week for businesses to provide waste removal and recycling services in the downtown alleys for the next three years. The resolution also amends the policy to clarify that the waste hauler is responsible for removing all waste in the alleys and provide that the City determines the location of the containers. The new policy is effective Sept. 1, 2021 to coincide with the new three-year permit. ATTACHMENTS: Description redlined policy resolution policy CITY OF IOWA CITY PERMIT SYSTEM FOR SOLID WASTE CONTAINERS IN THE DOWNTOWN ALLEYS (Adopted in Reso. No. 4-7- ) Definitions Downtown The area bordered by Gilbert Street to the east, Iowa Avenue to the north, Clinton Street to the west, and Burlington Street to the south and the area bordered by Gilbert Street to the east, Bloomington Street to the north, Dubuque Street to the west, and Jefferson Street to the south. Solid Waste Container A receptacle used by any person or operator to store solid waste during the interval between solid waste collections. Grease Container A solid waste container in which grease is stored during the interval between grease collections. Recycling Container A solid waste container in which recyclables are stored during the interval between recycling collections. Compost Container A container in which compostable materials are stored during the interval between compost collections. Permit Process Permit Required No person shall place or maintain any solid waste, grease, recycling or compost container on the public right-of-way in the downtown without first obtaining a permit. Application An application for a permit to place or maintain a solid waste, grease, recycling or compost container in the downtown public right-of-way shall be submitted as set forth in the administrative rules.filod with the Clerk on a form provided by said department. Notification All notifications required by this permit system by the City to the permit holder shall be by electronic mail at the e-mail address listed on the application. Issuance The City Manager Clerk or designee may issue a revocable permit to a person to use the downtown public right-of-way to maintain a solid waste, grease, recycling or compost container after payment of the permit fee, after providing proof of insurance, and after assurance that the person shall comply with all conditions of the City ordinances, including the Fire Code, Section 7-1 of the City Code, this permits system, and the administrative rules. Number & Location The City shall determine the number of containers that the permit holder may place on the right of way and . The permit holdor :hall dctormine the location of the containers_ Duration Each permit shall be issued for a period of three (3) years. Fees The annual permit fee of $60.00 is on a per dumpster basis and will coincide with the fiscal year which begins July 1. No permit shall be issued without payment of the permit fee, and no container shall be placed on the right of way without payment of the ;ger snit gee. Permit fees are prorated quarterly. If a permit holder replaces a solid waste container due to its poor condition or other reason, the permit may be transferred to the replacement container and an additional fee shall not be required. Insurance A permit holder shall provide, at the time the permit application is filed, a certificate of insurance for comprehensive general liability, automobile liability, excess liability, and worker's compensation insurance, naming the City of Iowa City as an additional insured. Minimum coverage amounts are set by the City of Iowa City Risk Manager. The permit holder shall provide thirty (30) calendar day notice to the City before cancellation of said insurance. Hold Harmless A permit holder shall pay on behalf of the City all sums which the City shall be obligated to pay by reason of any liability imposed upon the City for damages of any kind resulting from the placement or maintenance of a solid waste container, whether sustained by any person or persons, caused by accident or otherwise and shall defend at its own expense and on behalf of the City any claim against the City arising out of the placement or maintenance of said solid waste container. Assignment The sale or assignment of a solid waste container permit is expressly prohibited unless approved in writing by the City Manager or designee. Revocation and Suspension If the City Manager or designee finds that a city ordinance, state law, federal law, a provision of the "City of Iowa City Permit System for Solid Waste Containers in the Downtown Alleys," or the administrative rules has been violated, any permit issued may be revoked or suspended. The City shall provide the permit holder notice and opportunity to be heard as set forth in the administrative rules. Removal of Container If the solid waste container permit is revoked or suspended, the City may remove the solid waste containers without further notice to the permit holder. If the solid waste containers are removed, the City may store them at the Iowa City Landfill. The costs that must be paid to reclaim it are the actual costs of removing the solid waste containers and a storage fee for storing the solid waste containers. The storage fee shall be a flat fee of $ 5 5.00 per day per container. If the permit holder does not claim the solid waste container within thirty (30) days of its removal, it will be considered abandoned, and the City may dispose of it. The City may remove a single container if it does not meet the cleanliness and related standards set forth in the administrative rules upon notice and opportunity to cure the violation. The costs and fees charged are the same as set forth above. Disposal of Waste The permit holder shall remove and properly dispose of all waste placed in or around adjacent to a container regardless of type, including but not limited to any bulky waste, "white goods," hazardous waste, toxic substances, and contaminants. Additionally, the permit hold shall remove and properly dispose of all waste in the entire alley including but not limited to any bulky waste, "white goods," hazardous waste, toxic substances, and contaminants. Prepared by: Susan Dulek, Asst. City Attomey, 410 E. Washington Street, Iowa City, IA 52240; 319-356-5030 RESOLUTION NO. 21-146 Resolution adopting a permit system for solid waste containers in the downtown alleys, rescinding Resolution No. 17-29, and extending the duration of the current permit. Whereas, City Council adopted the Permit System for Solid Waste Containers in the Downtown Alleys in Resolution No. 17-29 as required by City Code section 14 -3H -8F; and Whereas, a waste hauler may not place a solid waste container in a downtown alley without a permit, and the permit system provides that the duration of the permit is three years; Whereas, in 2017 the City has issued a three-year permit only to one waste hauler, Republic Services, that was extended in Resolution No. 20-86 to June 30, 2021; Whereas, the permit issued to Republic Services should be extended to August 31, 2021 to allow the City, with input from the Downtown District, time to evaluate the Request for Qualifications that was issued last week for businesses to provide waste removal and recycling services in the downtown alleys for the next three years; and Whereas, the current policy should be amended to clarify that the waste hauler is responsible for removing all waste in the alleys and provide that the City determines the location of the containers. Now, therefore, be it ordained by the City Council of the City of Iowa City, Iowa that: 1. The permit issued to Republic Services is extended to August 31, 2021. 2. The City of Iowa City Permit System for Solid Waste Containers in the Downtown Alleys, a copy of which is attached to this resolution, is adopted effective September 1, 2021. 3. Resolution No. 17-29 is rescinded effective August 31, 2021. Passed and approved this 1st day of June , 2021. or Attest: Approved b City Attorney's • ice - 0/25/2021 (p, Resolution No. 21-146 Page 2 It was moved by Thomas and seconded by Taylor the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: x Bergus x Mims x Salih x Taylor x Teague x Thomas x Weiner CITY OF IOWA CITY PERMIT SYSTEM FOR SOLID WASTE CONTAINERS IN THE DOWNTOWN ALLEYS (Adopted in Reso. No. 21-146 ) Definitions Downtown The area bordered by Gilbert Street to the east, Iowa Avenue to the north, Clinton Street to the west, and Burlington Street to the south and the area bordered by Gilbert Street to the east, Bloomington Street to the north, Dubuque Street to the west, and Jefferson Street to the south. Solid Waste Container A receptacle used by any person or operator to store solid waste during the interval between solid waste collections. Grease Container A said waste container in which grease is stored during the interval between grease collections. Recycling Container A solid waste container in which recyclables are stored during the interval between recycling collections. Compost Container A container in which compostable materials are stored during the interval between compost collections. Permit Process Permit Required No person shall place or maintain any solid waste, grease, recycling or compost container on the public right-of-way in the downtown without first obtaining a permit. Application An application for a permit to place or maintain a solid waste, grease, recycling or compost container in the downtown public right-of-way shall be submitted as set forth in the administrative rules. Notification All notifications required by this permit system by the City to the permit holder shall be by electronic mail at the e-mail address listed on the application. Issuance The City Manager or designee may issue a revocable permit to a person to use the downtown public right-of-way to maintain a solid waste, grease, recycling or compost container after payment of the permit fee, after providing proof of insurance, and after assurance that the person shall comply with all conditions of the City ordinances, including the Fire Code, Section 7-1 of the City Code, this permits system, and the administrative rules. Number & Location The City shall determine the number of containers that the permit holder may place on the right of way and the location of the containers. Duration Each permit shall be issued for a period of three (3) years. Fees The annual permit fee of $60.00 is on a per dumpster basis and will coincide with the fiscal year which begins July 1. No permit shall be issued without payment of the permit fee, and no container shall be placed on the right of way without payment of the permit fee. Permit fees are prorated quarterly. If a permit holder replaces a solid waste container due to its poor condition or other reason, the permit may be transferred to the replacement container and an additional fee shall not be required. Insurance A permit holder shall provide, at the time the permit application is filed, a certificate of insurance for comprehensive general liability, automobile liability, excess liability, and worker's compensation insurance, naming the City of Iowa City as an additional insured. Minimum coverage amounts are set by the City of Iowa City Risk Manager. The permit holder shall provide thirty (30) calendar day notice to the City before cancellation of said insurance. Hold Harmless A permit holder shall pay on behalf of the City all sums which the City shall be obligated to pay by reason of any liability imposed upon the City for damages of any kind resulting from the placement or maintenance of a solid waste container, whether sustained by any person or persons, caused by accident or otherwise and shall defend at its own expense and on behalf of the City any claim against the City arising out of the placement or maintenance of said solid waste container. Assignment The sale or assignment of a solid waste container permit is expressly prohibited unless approved in writing by the City Manager or designee. Revocation and Suspension If the City Manager or designee finds that a city ordinance, state law, federal law, a provision of the "City of Iowa City Permit System for Solid Waste Containers in the Downtown Alleys," or the administrative rules has been violated, any permit issued may be revoked or suspended. The City shall provide the permit holder notice and opportunity to be heard as set forth in the administrative rules. Removal of Container If the solid waste container permit is revoked or suspended, the City may remove the solid waste containers without further notice to the permit holder. If the solid waste containers are removed, the City may store them at the Iowa City Landfill. The costs that must be paid to reclaim it are the actual costs of removing the solid waste containers and a storage fee for storing the solid waste containers. The storage fee shall be a flat fee of $5.00 per day per container. If the permit holder does not claim the solid waste container within thirty (30) days of its removal, it will be considered abandoned, and the City may dispose of it. The City may remove a single container if it does not meet the cleanliness and related standards set forth in the administrative rules upon notice and opportunity to cure the violation. The costs and fees charged are the same as set forth above. Disposal of Waste The permit holder shall remove and properly dispose of all waste placed in or adjacent to a container regardless of type, including but not limited to any bulky waste, "white goods," hazardous waste, toxic substances, and contaminants. Additionally, the permit holder shall remove and properly dispose of all waste in the entire alley including but not limited to any bulky waste, "white goods," hazardous waste, toxic substances, and contaminants. Item Number: 6.f. 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution accepting the work for the Riverfront Crossings Park, Phase 4 Project. Prepared By: Ben Clark, Sr. Civil Engineer Reviewed By: Juli Seydell Johnson, Parks and Recreation Director Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: None Recommendations: Staff: Approval Commission: N/A Attachments: Engineer's Report Resolution Executive Summary: The Riverfront Crossings Park, Phase 4 Project has been completed by All American Concrete, Inc. of West Liberty, Iowa, in substantial accordance with the plans and specifications prepared by Confluence, Inc. of Des Moines, Iowa. The Engineer's Report and Performance and Payment bond are on file with the City Clerk. • Project Estimated Cost: • Project Bid Received: • Project Actual Cost: $450,000.00 $501,065.00 $520,036.85 Two (2) change orders occurred on this project and included the addition of bronze dedication plaques and adjustment of quantities for actual conditions encountered in the field. Background /Analysis: This was the fourth phase of park development at the former site of the wastewater treatment facility. The project included installation of the Kenneth Snelson sculpture "Four Modular Piece", associated site work, landscaping and lighting. ATTACHMENTS: Description Engineer's Report Resolution ENGINEER'S REPORT June 1, 2021 City Clerk Iowa City, Iowa i ® impHiteNt "` wWa°iln" CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240 - 1826 (319) 356 - 5000 (319) 356 - 5009 FAX www.icgov.org Riverfront Crossings Park, Phase 4 Project Dear City Clerk: I hereby certify that the construction of the Riverfront Crossings Park, Phase 4 Project has been completed by All American Concrete, Inc. of West Liberty, Iowa, in substantial accordance with the plans and specifications prepared by Confluence, Inc. of Des Moines, Iowa. The project was bid as a unit price contract and the final contract price is $520,036.85. There was a total of two (2) change or extra work orders for the project as described below: Bronze Dedication Plaques Quantity Adjustments $5,445.00 $8,081.85 Total $13,526.85 I recommend that the above -referenced improvements be accepted by the City of Iowa City. Sincerely, Jason Havel, P.E. City Engineer i Prepared by: Ben Clark, Engineering Division, Public Works, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5436 Resolution No. 21-147 Resolution accepting the work for the Riverfront Crossings Park, Phase 4 Project Whereas, the Engineering Division has recommended that the work for construction of the Riverfront Crossings Park, Phase 4 Project, as included in a contract between the City of Iowa City and All American Concrete, Inc. of West Liberty, Iowa, dated July 24, 2019, be accepted; and Whereas, the Engineer's Report and the performance, payment and maintenance bond have been filed in the City Clerk's office; and Whereas, funds for this project are available in the Riverfront Crossings Riverbank/Park Development account # R4185; and Whereas, the final contract price is $520,036.85. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that said improvements are hereby accepted by the City of Iowa City, Iowa. Passed and approved this 1st day of June , 2021 Attest: It was moved by Thoma s adopted, and upon roll call there were: Ayes: x x x x x x x or Approved by City Attorney's Office - 05/26/2021 and seconded by Taylor the Resolution be Nays: Absent: Bergus Mims Salih Taylor Teague Thomas Weiner Item Number: 6.g. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution accepting the work for the City of Iowa City Belt Filter Press Project. Prepared By: Ben Clark, Sr. Civil Engineer Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: None Recommendations: Staff: Approval Commission: N/A Attachments: Engineer's Report Resolution Executive Summary: The City of Iowa City Belt Filter Press Replacement Project has been completed by Woodruff Construction, LLC, of Fort Dodge, Iowa in substantial accordance with the plans and specifications prepared by Stanley Consultants, Inc. of Muscatine, Iowa. The Engineer's Report and Performance and Payment bond are on file with the City Clerk. • Project Estimated Cost: • Project Bid Received: • Project Actual Cost: $1,790,000.00 $1,709,500.00 $1,828,774.00 There was a total of 20 change orders that generally included additional mixing valves, revisions to the sump pit design/construction, additional fiberglass polymer tanks, pumps and equipment, revised elevation of two of the presses, and other work to address issues identified during construction. Background /Analysis: This project installed three belt filter presses, piping, electrical systems, feed pumps, polymer pumps, exhaust fans, exhaust ducting and an odor control system associated with the sludge biosolid dewatering process. ATTACHMENTS: Description Engineer's Report Resolution ENGINEER'S REPORT May 26, 2021 City Clerk Iowa City, Iowa RE: City of Iowa City Belt Filter Press Replacement Project .= €III „.744-0,0033•47•1 • CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240 - 1826 (319) 356 - 5000 (319) 356 - 5009 FAX www.icgov.org Dear City Clerk: I hereby certify that the construction of the City of Iowa City Belt Filter Press Replacement Project has been completed by Woodruff Construction, LLC, of Fort Dodge, Iowa in substantial accordance with the plans and specifications prepared by Stanley Consultants, Inc. of Muscatine, Iowa. The project was bid as a lump sum price contract and the final contract price is $1,828,774.00. There is a total of 20 change or extra work orders for the project as described below: 1 Add epoxy coating to interior rebar 2 Additional concrete removal/finishing adjacent to press footings 3 Demo existing/add new polymer feed pump housekeeping pads 4 Change driveway PCC from 6" to 8" depth 5 Add S.S. dikisers to odor control duct 6 Add three Venturi mixing valves on sludge feed lines 7 Add curbing around press number 3 8 Redesigned sump pit w/ raised foundation piers 9 Time extension 10 Additional 30" expansion joint between odor control and duct 11 Additional 60 linear feet of enclosure curtain and track 12 Additional soil removal and re -compaction 13 Add pipe saddle and bearing plate to exterior equipment stand 14 Concrete repairs 15 Additional piping insulation and jacketing to effluent piping 16 Deduct/credit for equipment rental 17 Add fiberglass polymer tanks and associated pumps and equip. 18 Increase fixed elevation of presses 1 & 2 19 Additional exterior sidewalk infill paving 20 Remove contingency Total 1,315.00 2,553.00 981.00 1,725.00 13,893.00 2,648.00 22,454.00 1,978.00 4,853.00 3,142.00 5,594.00 (2,756.00) 56,958.00 21,821.00 2,115.00 (20,000.00) $ 119, 274.00 I recommend that the above-referenced improvements be accepted by the City of Iowa City. Sincerely, Jason Havel, P.E. City Engineer Prepared by: Ben Clark, Engineering Division, Public Works, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5436 Resolution No. 21-148 Resolution accepting the work for the City of Iowa City Belt Filter Press Project Whereas, the Engineering Division has recommended that the work for construction of the City of Iowa City Belt Filter Press Project has been completed by Woodruff Construction, LLC, of Fort Dodge, Iowa, dated October 25, 2017, be accepted; and Whereas, the Engineer's Report and the performance, payment and maintenance bond have been filed in the City Clerk's office; and Whereas, funds for this project are available in the Sludge Biosolid Dewatering Equipment Replacement account #V3141; and Whereas, the final contract price is $1,828,774.00. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that said improvements are hereby accepted by the City of Iowa City, Iowa. Passed and approved this 1st day of June , 2021 Approved by Attest: It was moved by Thomas adopted, and upon roll call there were: Ayes: x x x x x x x a City Attorney's Office — 05/26/2021 and seconded by Taylor Nays: Absent: Bergus Mims Salih Taylor Teague Thomas Weiner the Resolution be Item Number: 6.h. 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution awarding contract and authorizing the City Engineer to sign a contract for construction of the Melrose Avenue / IWV Road — Highway 218 to Hebl Avenue Improvement Project [STP -U-3715(668)--70-50]. Prepared By: Melissa Clow, Special Projects Administrator Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: $4,703,659.81, available in the Melrose Avenue Improvements account #S3936 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This agenda item awards the construction contract for the Melrose Avenue / IWV Road — Highway 218 to Hebl Avenue Improvements Project to Metro Pavers, Inc. of Iowa City, Iowa. The project generally includes the reconstruction of Melrose Avenue / IWV Road from Highway 218 to the previous improvement limits completed by Johnson County immediately east of Hebl Avenue. The roadway will be widened to include two 12 -foot lanes and a 5 -foot paved shoulder on both sides, a 3 -foot gravel shoulder on the south side of the roadway and a 5 -foot gravel shoulder on the north side that was widened to accommodate maintenance of traffic during construction. Driveway improvements will be made as necessary, and five storm water culverts under Melrose Avenue / IWV Road will be replaced to maintain and improve drainage. A 12" water main will be extended on the north side of Melrose Avenue / IWV Road from the existing water main stub at Slothower Road to Hebl Avenue, where it will continue on the east side of Hebl Avenue and be extended into the Iowa City Landfill and Recycling Center for future connection. Background /Analysis: Melrose Avenue / IWV Road is in poor condition and requires reconstruction to current design standards in order to serve the current and anticipated future transportation needs of the region. While serving the Iowa City Landfill and Recycling Center and providing more complete fire protection services, the 12" water main extension can also be used to serve future development on the west side of Iowa City. Five (5) bids were submitted to the Iowa Department of Transportation prior to the deadline on May 18, 2021. Metro Pavers, Inc. Streb Construction Co., Inc. Peterson Contractors, Inc. Boomerang Corporation Portzen Construction, Inc. Engineer's Estimate Iowa City, IA Iowa City, IA Reinbeck, IA Anamosa, IA Dubuque, IA $4,703,659.81 $4,795,085.19 $4,990,977.55 $5,117,997.85 $5,687,621.10 $5,066,920.25 Based upon the bids received, staff recommends awarding the Project to Metro Pavers, Inc. of Iowa City, Iowa. Construction inspection will be performed by Anderson Bogert Engineers, while contract administration will be performed by Iowa City. A 28E Agreement was signed with Johnson County in May 2019 to share engineering design, construction management and construction costs for the project. The City's share is estimated to be $2,700,000. Funding for the roadway improvements will be provided by Surface Transportation Block Grant (STBG) Program funding (80% reimbursement of eligible costs up to $930,000), General Obligation Bonds and contribution from Johnson County. Construction of the water main from Slothower Road to the Landfill will be funded by Landfill Revenues. Installation of culverts, water main and grading outside of the existing pavement are expected to begin on July 12, 2021 and continue through the fall. Pavement will be replaced during the 2022 construction season, and the project is expected to be completed by fall 2022. Project Timeline: Award Date — June 1, 2021 Construction Start — July 2021 Construction Completion — Fall 2022 ATTACHMENTS: Description Resolution Prepared by: Melissa Clow, Engineering Division, 410 E. Washington St., Iowa City, IA 52240 (319)356-5413 Resolution No. 21-149 Resolution awarding contract and authorizing the City Engineer to sign a contract for construction of the Melrose Avenue / IWV Road — Highway 218 to Hebl Avenue Improvement Project [STP - U -3715(668)-70-50]. Whereas, Metro Pavers, Inc. of Iowa City, Iowa has submitted the lowest responsible bid of $4,703,659.81 for construction of the above-named project; and Whereas, funds for this project are available in the Melrose Avenue Improvements account # S3936; and Whereas, the City Engineer and City Manager are authorized to execute change orders according to the City's Purchasing Policy as they may become necessary in the construction of the above- named project. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The contract for the construction of the above-named project is hereby awarded to Metro Pavers, Inc., subject to the condition that awardee secure adequate bond and insurance certificates. 2. The City Engineer is hereby authorized to sign the contract for construction of the above- named project and the Contractor's Bond, subject to the condition that awardee secure adequate bond and insurance certificates. Passed and approved this is t day of June , 2021 Approve Attest: I/ L___{% Y) City tylerk AIL City Attorney's ffice - 05/26/2021 It was moved by Thomas and seconded by Taylor the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: X Bergus X Mims X Salih X Taylor X Teague X Thomas X Weiner Item Number: 6.i. r CITY OE IOWA CITY www.icgov.org June 1, 2021 Resolution approving the final plat of Cardinal Pointe West — Part 3, Iowa City, Iowa. (SUB21-0002) ATTACHMENTS: Description .itaff Report Resolution STAFF REPORT To: City Council Prepared by: Joshua Engelbrecht, Planning Intern and Anne Russett, Senior Planner Item: SUB21-0002 Date: June 1, 2021 Cardinal Pointe West Part 3 GENERAL INFORMATION: Applicant & Property Owner: Contact Person: Crossing Land LLC 755 Mormon Trek Blvd Iowa City, IA 52246 319-337-4195 info@southgateco.com Josh Entler Southgate Companies jentler@southgateco.com Requested Action: Approval of a final plat in Iowa City Purpose: To allow the development of Cardinal Pointe West Part 3, a 27 -acre, 19 -lot residential subdivision that will include 1 multi -family lot, 6 duplex lots, 12 single- family lots, and one outlot for future development Location: West of Camp Cardinal Boulevard and South of Kennedy Parkway Location Map: Size: 27.21 acres Existing Land Use and Zoning: Undeveloped, zoned for residential Surrounding Land Use and Zoning: 2 RR -1 — Rural Residential RS12 — High Density Single Family Residential RM12 — Low Density Multi -Family Residential RM20 — Medium Density Multi -Family Residential North: RS -12 — High Density Single -Family RM -12 — Low Density Multi -Family RR -1 — Rural Residential South: RR -1 — Rural Residential ID -RP — Interim Development: Research Park East: RS -8 — Medium Density Single -Family Residential West: R — County Residential A — County Agricultural Comprehensive Plan: Conservation District — Clear Creek Master Plan Neighborhood Open Space District: Clear Creek File Date: March 25, 2021 60 Day Limitation Period: May 24, 2021 (the applicant waived the 60 -day limitation period) BACKGROUND INFORMATION: The property owner, Crossing Land, LLC, has submitted a final plat application for Cardinal Pointe West — Part Three. The 27.21 -acre project site contains 1 multi -family lot, 6 duplex lots, 12 single- family lots, and one 4.49 -acre outlot reserved for future development located east of Camp Cardinal Boulevard and south of Kennedy Parkway. On February 17, 2021, the Council approved the preliminary plat (SUB20-0004) for part three and a rezoning (REZ20-13) of the subject property from Interim Development Research Park (ID -RP) to a Rural Residential (RR -1), High Density Single -Family (RS -12), Low Density Multi -Family (RM - 12) and Medium Density Multi -Family (RM -20) Residential subject to the following conditions: 1. Development shall substantially comply with the concept for the area shown as "Lot 54" on the preliminary plat, attached hereto and incorporated herein by this reference, which includes townhouse -style, multi -family dwellings with vehicular access to garages from a rear land with green space and landscaping between the rear driveways to reduce impervious surface and improve stormwater drainage. 2. Prior to approval of any site plan for the RM -12 zoned land, Owner shall obtain staff approval of a landscaping plan for said property which shall include the plans for useable outdoor spaces and screening of garages from adjacent public rights-of-way. 3. The final plat for any of the above-described land shall incorporate traffic calming devices in locations approved by and designed to the satisfaction of the City Engineer. 4. Prior to the issuance of a certificate of occupancy for an of the above-described land, construction of a 5" sidewalk on the west side of Camp Cardinal Boulevard between Preston Land and Kennedy Parkway. 5. Outlots I and J, as shown on the preliminary plat, shall be managed according to a woodland 3 management plan approved by staff prior to issuance of a building permit for any of the above-described land. ANALYSIS: The final plat of Cardinal Pointe West — Part Three (West of Camp Cardinal Blvd, South of Kennedy Pkwy) is in general compliance with the preliminary plat and subdivision regulations. Legal papers and construction drawings are currently being reviewed by staff. It is anticipated that these documents will be approved prior to the May 18, 2021 Council meeting. Neighborhood Open Space: The City's Neighborhood Open Space Ordinance requires the dedication of 0.44 acres of property (excluding Outlot K) or the payment of a fee in lieu. The payment of fees is appropriate for this application. This requirement will be addressed in the legal papers. Traffic Implications: The conditional zoning agreement includes a condition that final plat for any incorporate traffic calming devices in locations approved by and designed to the satisfaction of the City Engineer. Public Works is reviewing the construction drawings, which incorporate traffic calming measures. Environmentally Sensitive Areas: The property contains steep slopes, critical slopes, and woodlands. A preliminary sensitive areas development plan was approved with the preliminary plat. Approval of a final sensitive area development plan will be required prior to any development activity. Storm Water Management: The stormwater management basin located to the south within the Clear Creek subdivision has the capacity to provide stormwater management for Cardinal Point West - Parts 1, 2, as well as Part 3. The adequacy of the existing basin has been confirmed by the City Engineer. Infrastructure Fees: Prior to the issuance of any building permit, the applicant will be required to pay $503.57 per acre for water main extension fees and $570.98 per acre of sanitary sewer tap on fee. NEXT STEPS: Once the final plat, construction drawings, and legal documents are approved, the applicant can submit a final sensitive areas development plan. STAFF RECOMMENDATION: Staff recommends approval of SUB21-0002, the final plat of Cardinal Pointe West — Part Three, 27 -acre, 19 -lot residential subdivision located west of Camp Cardinal Boulevard and south of Kennedy Parkway. ATTACHMENTS: 1. Location Map 2. Final Plat Approved by: Stfrk- Danielle Sitzman, AICP, Development Services Coordinator Department of Neighborhood and Development Services 0 0.035 0.07 0.14 Miles Sub21-0002 Cardinal Pointe Pt. 3 Final Plat I CITY OF IOWA CITY Prepared By: Joshua Engelbrecht Date Prepared: March 2021 An applications submitted by Crossing Land, LLC for final plat approval for 27.21 acre subdivision located west of Camp Cardinal Blvd and east of Deer Creek Rd. 0 0.035 0.07 0.14 Miles MEI Sub21-0002 Cardinal Pointe Pt. 3 Final Plat I 1 CITY OF IOWA CITY Prepared By: Joshua Engelbrecht Date Prepared: March 2021 GEO • • • • • • ♦♦ •♦ • • • 0 • • V • • • • • RM20 • • f• An applications submitted by Crossing Land, LLC for final plat approval for 27.21 acre subdivision located west of Camp Cardinal Blvd and east of Deer Creek Rd. 3 RIGHT OF WAY AVA CIRCLE •.‘", RIGHT OF WAY /\ �i� h I 1 W W 00o OoI 0 ♦1d 4 POINT OF BEGINNING N . r N. �� r N. ▪ I r J �� 1 \ \ EASEMENT / EXISTING SANITARY SEWER EASEMENT N.W, CORNER S.W. 1/4-N.E. 1/4 SECTION 12, T79N, R7W FO. 4"x4" CONC. M. W/ 1/2" REBAR W/OPC NO. 11579 'c 4., - I �/ \ \\ y° I // .\<1.- \ \ \ / "'� 1/1' ,5�\ \ \ �� 7 1 \ r \ 7 �cS I 1�` EX1571NC 15' \ \\ UTILITY \ Ni; / N \ \ \\A/434 r� \A yO'C ti \ 60 \ EXISTING 15' / \i ✓ \ \ �° ' 'r�� UTILITY o's�,\EASEMENT �/ \ ` <" /(N30107'41"W) (1.92') 530'07'41"E 1.92' tY yi"•/ J (N90'00;0o"w) S9O'CX3 00"E (N0'00'00"E) (37.41') NO'OO'DO"E 37,41' (424.72') 424,72' \ ,Fdi aF\ A7 8 0.9 -'0, 0UTL0T 1 4.31 acres t \\ `1. \ \ \ EXISTING 15' UTILITY AND \\ \ \ SANITARY SEWER EASEMENT• \ \ \ \ \\ \ \ \ \ EXISTING 15 SANITARY 1x0 \ SEWER, STORM SEWER \Q \\ ANO UTILITY EASEMENT N1247'03"W 102.84' EXISTING 30' STORM SEWER EASEMENT w3 , NY \\\ \\ (N73'13'22"E 60.00A \ N73'13'22"E 60.00' "1,,,,otk5 t,. k,95°Qi stt.1-0, \ `Q \ \ .47 -UTILITY EXISTING 15 " \ EASEMENT (N89134'32"E) N59 -04'32"E Nti C36\ \ t�0) C74 • 3"W) 5/010y"E 1.01' (526'56'26"E) (53.53') N26'56'26"W 53.53' ZN OL•'6 v101-0 el `SGS' R4♦� GF9 <s. 44 �+�00 (463.31') 463.31' N2'23'14'W 108.81' S1.26'12"E Nt'26'tYW 41.30' 44.62' LOT 54 2.38 acres 51126'12"E S1 -26'12"E 44.62' 41.30' EXISTING SANITARY SEWER EASEMENT C71 \ C39LOT 68 i 0.26 oeree 1 N62.58'33"E 1311.°°.. IAT 57 0.25 acres 51'26'12"E 3,97' 14.39' N8725'33"E 130,21;. C69 LOT 68 0.23 acres 1 C43 LAT 69 0.24 acres C68 N19'11.01•W 1 N C80 C29 30' 1 \\ S19'28'15"E S1928'15'E 30.94' 32 C ▪ 085 s, S3519'S5"W 33,94_ �i C18 LOT 51 0.32 acres 43.05' OUTLOT J 8.07 acres FO. 1/2" REBAR W/OPC NO. 11579 ww gg1 11 14320 • NT. 45"E 075r1++ N1928'15"W 30.94' 54.93' SI9'28'15-E LOT 62 30.94' 0.39 can 016 81 N25'39'42"W C15 47,21' \ hIS01 20.75' C60 100' A LOCATION MAP - SCALE: 1"=1000' 1 1 EXISTING SANITARY SEWER EASEMENT S69' 43,7 C31 *I 76 IAT A 3.13 acres i N69'56'21"W x20.00' J' ass A, R-750.00' CmORCI• 52311'04-E DELTA Li'05'38" TANGENT.. 53.06' \ \ • • '-o / \ LT, • 1/ \ / \ N59'03'04"E ) / 75.77' 0 50 100 150 200 GRAPHIC SCALE IN FEET SCALE: 1"=100' 32.00' 62.00' 32.46' 1 EXISTING \ SANITARY SEWER \ OUTLOT 4.49 acres EXISING UTILITY EASEMENT • EXISTING IVG9•46:50'• • C53 • LOT A 3.13 acres LOT 64 \ 0.19 acres OWNER'S ATTORNEY: C. JOSEPH HOLLAND 123 NORTH LINN STREET, SUITE 300 IOWA CITY, IOWA 52245 SURVEY LEGEND • OPC/YPC/RPC • • ) ORANGE/YELLOW/RED PLASTIC CAP SET 1/2" REBAR W/YPC NO. 18769 FOUND 1/2" REBAR W/YPC NO. 18769 UNLESS NOTED OTHERWISE SECTION CORNER FOUND AS NOTED RECORDED AS EASEMENT LINE PLAT LOT LINE PLAT BOUNDARY SECTION LINE 1/4-1/4 SECTION LINE EXISTING LOT LINE CENTERLINE -40 .43,0644 NOTES: LOT A TO BE DEDICATED TO THE CITY OF IOWA CITY FOR PUBLIC RIGHT OF WAY. OUTLOT I AND J SHALL BE PRIVATE OPEN SPACE. OUTLOT K SHALL BE FOR FUTURE DEVELOPMENT. NOTES ON THIS PLAT ARE NOT INTENDED TO CREATE ANY VESTED PRIVATE INTEREST IN ANY STATED USE RESTRICTION OR COVENANT OR CREATE ANY THIRD PARTY BENEFICIARIES TO ANY NOTED USE RESTRICTION OR COVENANT. 0 0 STORM SEWER EASEMENT 15' UTILITY EASEMENT 25' STORM SEWER EASEMENT (CENTERED) 20' DRAINAGE EASEMENT 20' STORM SEWER EASEMENT 15' SANITARY SEWER & UTILITY EASEMENT 20' SANITARY SEWER EASEMENT etb ost- ssronew 32.46' PLAT/PLAN APPROVED by the City of Iowa City, Iowa Curve MAYOR DATE CLERK 0ATE CHAIRPERSON OF THE PLANNING CDAMISSION DATE UBLITY EASEMENTS AS SHOWN HEREON, MAY OR MAY NOT INCLUDE SANITARY SEWER LINES, AND/OR STORM SEWER LINES, AND/OR WATER LINES: SEE CONSTRUCTION PLANS FOR DETAILS. UTILITY EASEMENTS, AS SHOWN HEREON, ARE ADEQUATE FOR THE INSTALLATION AND MAINTENANCE OF THE FACILITIES REQUIRED BY 11 -IE FOLLOWING AGENCIES: Chord IAIDAMERICAN ENERGY CO. DATE MEDIACOM DATE LUMEN DATE LEGAL DESCRIPTION: Requestor: INDEX LEGEND OUTLOT H, CARDINAL POINTE WEST - PART TWO CROSSING LAND, LLC Proprietor: CROSSING LAND, LLC 755 MORMON TREK BOULEVARD P.O. BOX 1907 IOWA CITY, 52246 Surveyor: Ryon R. Remiing, P.L.S. HALL & HALL ENGINEERS, INC. 1860 BOYSON ROAD HIAWATHA, IOWA 52233 1-319-362-9548 Return to: Ryon R. Remiing SPACE RESERVED FOR RECORDING PURPOSES Curve Table Curve Delta Tongent Length Radius Chord Chord Brg C7 41' 38' 34" 12.55' 23.98' 33.00' 23.46' N33' 42' 25"W 051 82' 25' 31" 49.05' 80.56' 56.00' 73.79' S61' 19' 17"E C21 15' 20' 26" 64.64' 128.52' 480.00' 128.13' N9' 06' 25"W C26 17' 03' 11" 80.96' 160.72' 540.00' 160.13' S9' 57' 47"E Curve Table Curve Delta Tangent Length Radius Chord Chord Brg C49 5' 10' 32" 21.24' 42.46' 470.00' 42.44' S51' 01' 20"E 051 82' 25' 31" 49.05' 80.56' 56.00' 73.79' S61' 19' 17"E C63 10' 22' 34" 30.87' 61.57' 340.00' 61.49' N63' 59' 55"W PART OF OUTLOT H, CARDINAL POINTE WEST PART -TWO IN THE CITY OF IOWA CITY. IOWA AS RECORDED IN BOOK 62, PAGE 22 IN THE OFFICE OF THE JOHNSON COUNTY, IOWA RECORDER, PART OF THE NORTHEAST QUARTER AND PART OF THE NORTHWEST QUARTER OF SECTION 12, TOWNSHIP 79 NORTH, RANGE 7 WEST OF THE 5TH PRINCIPAL MERIDIAN, IOWA CITY, JOHNSON COUNTY, IOWA DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHWEST CORNER OF OUTLOT F, SAID CARDINAL POINTE WEST - PART TWO; THENCE S90'00'00"E 424.72 FEET ALONG THE SOUTH LINE OF SAID OUTLOT F AND A NORTH LINE OF OUTLOT H, SAID CARDINAL POINTE WEST - PART TWO TO THE WEST CORNER OF LOT 45, SAID CARDINAL POINTE WEST - PART TWO; THENCE S.30'07'41"E 1.92 FEET ALONG THE SOUTHWESTERLY LINE OF SAID LOT 45; THENCE S37'44'02"E 104.59 FEET ALONG SAID SOUTHWESTERLY LINE TO THE SOUTH CORNER OF SAID LOT 45; THENCE S38'08'39"E 103.46 FEET ALONG THE SOUTHWESTERLY LINE OF LOT 46, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTH CORNER THEREOF; THENCE S28'55'22"E 99.33 FEET ALONG THE SOUTHVVESTERLY LINE OF LOT 47, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTHWEST CORNER THEREOF; THENCE N6914.02"E 120.00 FEET ALONG THE SOUTH LINE OF SAID LOT 47 TO THE WESTERLY RIGHT OF WAY OF DUBS DRIVE; THENCE SOUTHERLY 34.84 FEET ALONG SAID WESTERLY RIGHT OF WAY AND THE ARC OF A 480.00 FOOT RADIUS CURVE. CONCAVE WESTERLY (CHORD BEARS 518'51'24"E 34.84 FEET) TO THE SOUTHWEST CORNER OF SAID DUBS DRIVE RIGHT OF WAY; THENCE N7313'22"E 60.00 FEET ALONG THE SOUTH RIGHT OF WAY OF DUBS DRIVE AND THE NORTHERLY LINE OF SAID OUTLOT H; THENCE NORTHERLY 16.14 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 540.00 FOOT RADIUS CURVE, CONCAVE WESTERLY (CHORD BEARS N17'38'00"W 16.14 FEET); THENCE NORTHEASTERLY 29.63 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 20.00 FOOT RADIUS CURVE, CONCAVE SOUTHEASTERLY (CHORD BEARS N23'56'56"E 26.99 FEET); THENCE N6623.16"E 151.01 FEET ALONG SAID NORTHERLY LINE; THENCE SOUTHEASTERLY 32.83 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 20.00 FOOT RADIUS CURVE, CONCAVE SOUTHWESTERLY (CHORD BEARS S66'35'34"E 29.26 FEET); THENCE SOUTHERLY 9.94 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 720.00 FOOT RADIUS CURVE, CONCAVE WESTERLY (CHORD BEARS S1910.40"E 9.94 FEET); THENCE N7113'03"E 190.00 FEET ALONG SAID NORTHERLY LINE TO THE SOUTHEAST CORNER OF LOT 41, SAID CARDINAL POINTE WEST - PART TWO; THENCE N21'30'05"W 86.33 FEET ALONG THE EASTERLY LINE OF SAID LOT 41 TO THE NORTHEAST CORNER THEREOF; THENCE N26.56.26"W 53.53 FEET ALONG THE EASTERLY LINE OF LOT 40, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTHWEST CORNER OF OUTLOT G, SAID CARDINAL POINTE WEST - PART TWO AND A NORTH LINE OF SAID OUTLOT H; THENCE N89 -04'32"E 463.31 FEET ALONG SAID NORTH LINE AND THE SOUTH LINE OF' SAID OUTLOT G TO THE WESTERLY RIGHT OF WAY OF CAMP CARDINAL BOULEVARD; THENCE S0'53'41"W 193.50 FEET ALONG SAID WESTERLY RIGHT OF WAY; THENCE SOUTHERLY 422.39 FEET ALONG SAID WESTERLY RIGHT OF WAY AND THE ARC OF A 760.00 FOOT RADIUS CURVE, CONCAVE EASTERLY (CHORD BEARS 315'01.37"E 416.97 FEET); THENCE S30'56'56"E 364.51 FEET ALONG SAID WESTERLY RIGHT OF WAY TO THE SOUTHEAST CORNER OF SAID OUTLOT H; THENCE S59'03'04"W 32.46 FEET ALONG THE SOUTHERLY LINE OF SAID OUTLOT H; THENCE WESTERLY 236.38 FEET ALONG SAID SOUTHERLY LINE AND THE ARC OF A 530.00 FOOT RADIUS CURVE, CONCAVE NORTHERLY (CHORD BEARS S71'49'42"W 234.43 FEET); THENCE S59'02'58"W 8.58 FEET ALONG SAID SOUTHERLY LINE; THENCE S63'56'06"W 544.31 FEET ALONG SAID SOUTHERLY LINE TO THE SOUTHERLY MOST CORNER OF SAID OUTLOT H; THENCE N69'46'50"W 240.68 FEET ALONG THE WESTERLY LINE OF SAID OUTLOT H; THENCE N32'38'01"W 225.83 FEET; THENCE N25'39'42"W 153.73 FEET TO THE WESTERLY LINE OF SAID OUTLOT I-1; THENCE N44'49'18"W 307.82 FEET ALONG SAID WESTERLY LINE; THENCE N16'51'29"W 238.65 FEET ALONG SAID WESTERLY LINE; THENCE N52'4814"W 489.10 FEET ALONG SAID WESTERLY LINE; THENCE NO'00'00"E 37.41 FEET ALONG SAID WESTERLY LINE TO THE POINT OF BEGINNING. SAID PARCEL CONTAINS 27.21 ACRES, SUBJECT TO EASEMENTS AND RESTRICTIONS. I hereby certify that this land surveying document was prepared and the related survey work was performed by me or under my direct personal supervision and that I am a duly licensed Professional Land Surveyor under the laws 01 the State of Iowa. Signed: Date: RYAN R. REVILING, P.L.S. 187 My license renewal date is December 31 Pages or sheets covered by this seal: Revision Descripron Revision Number & Dote 8 TEL 14, wo cow Cip CLZ wuj Ill Hcn HcAE 4g 0. 4L)4, Sheet Title: Designed by BV Drown bp Checked bp 5/12/21 Field Book No: 1 of 1 Project Number: 20034-16-3 RYAN—REMLING CD 53om Plotted May 12. 2021 — STATE OF IOWA ) SS JOHNSON COUNTY Ai OI1 OIIOI II I min Doc ID 028167790037 Type GEN Kind: SUBDIVISION Recorded: 07/13/2021 at 02:37:14 Fee Amt: $187.00 Page 1 of 37 Johnson County Iowa Kim Painter County Recorder BK6256 PG39-75 111 41:47.„N•Zi 0.747hisittitt. PM CIZIOpealr CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (319) 356-5000 (319) 356-5009 FAX www.legov.org I, Kellie K. Fruehling, City Clerk of Iowa City, Iowa, do hereby certify that the Resolution attached hereto is a true and correct copy of Resolution No. 21-150, which was passed by the City Council of Iowa City, Iowa, at a regular meeting held on the 1st day of June 2021, all as the same appears of record in my office. Also attached are the final legal documents for Cardinal Pointe West, Part Three, Iowa City, Iowa. �6� Dated. at Iowa City, Iowa, this 1 t day of , 2021. A L.C,:_e kij Kellie . Fruehling City Clerk \res subdivision Prepared by: Joshua Engelbrecht, Planning Intern, 410 E. Washington St., Iowa City, IA 52240 (SUB21-0002) Resolution No. 21-150 Resolution Approving the Final Plat of Cardinal Pointe West - Part 3, Iowa City, Iowa. Whereas, the owner, Crossing Land, LLC, filed with the City Clerk the final plat of Cardinal Pointe West - Part 3 Subdivision, a 27 acre subdivision consisting of 19 residential lots located west of Camp Cardinal Boulevard and south of Kennedy Parkway in Iowa City, Iowa, Johnson County, Iowa; and Whereas, said subdivision in located on the following -described real estate in Iowa City, Johnson County, Iowa, to wit: PART OF OUTLOT H, CARDINAL POINTE WEST PART -TWO IN THE CITY OF IOWA CITY, IOWA AS RECORDED IN BOOK 62, PAGE 22 IN THE OFFICE OF THE JOHNSON COUNTY, IOWA RECORDER, PART OF THE NORTHEAST QUARTER AND PART OF THE NORTHWEST QUARTER OF SECTION 12, TOWNSHIP 79 NORTH, RANGE 7 WEST OF THE 5TH PRINCIPAL MERIDIAN, IOWA CITY, JOHNSON COUNTY, IOWA DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHWEST CORNER OF OUTLOT F, SAID CARDINAL POINTE WEST - PART TWO; THENCE S90°00'00"E 424.72 FEET ALONG THE SOUTH LINE OF SAID OUTLOT F AND A NORTH LINE OF OUTLOT H, SAID CARDINAL POINTE WEST - PART TWO TO THE WEST CORNER OF LOT 45, SAID CARDINAL POINTE WEST - PART TWO; THENCE S30°07'41"E 1.92 FEET ALONG THE SOUTHWESTERLY LINE OF SAID LOT 45; THENCE S37°44'02"E 104.59 FEET ALONG SAID SOUTHWESTERLY LINE TO THE SOUTH CORNER OF SAID LOT 45; THENCE S38°08'39"E 103.46 FEET ALONG THE SOUTHWESTERLY LINE OF LOT 46, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTH CORNER THEREOF; THENCE S28°55'22"E 99.33 FEET ALONG THE SOUTHWESTERLY LINE OF LOT 47, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTHWEST CORNER THEREOF; THENCE N69°14'02"E 120.00 FEET ALONG THE SOUTH LINE OF SAID LOT 47 TO THE WESTERLY RIGHT OF WAY OF DUBS DRIVE; THENCE SOUTHERLY 34.84 FEET ALONG SAID WESTERLY RIGHT OF WAY AND THE ARC OF A 480.00 FOOT RADIUS CURVE, CONCAVE WESTERLY (CHORD BEARS S18°5124"E 34.84 FEET) TO THE SOUTHWEST CORNER OF SAID DUBS DRIVE RIGHT OF WAY; THENCE N73°13'22"E 60.00 FEET ALONG THE SOUTH RIGHT OF WAY OF DUBS DRIVE AND THE NORTHERLY LINE OF SAID OUTLOT H; THENCE NORTHERLY 16.14 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 540.00 FOOT RADIUS CURVE, CONCAVE WESTERLY (CHORD BEARS N17°38'00"W 16.14 FEET); THENCE NORTHEASTERLY 29.63 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 20.00 FOOT RADIUS CURVE, CONCAVE SOUTHEASTERLY (CHORD BEARS N23°56`56"E 26.99 FEET); THENCE N66°23'16"E 151.01 FEET ALONG SAID NORTHERLY LINE; THENCE SOUTHEASTERLY 32.83 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 20.00 FOOT RADIUS CURVE, CONCAVE SOUTHWESTERLY (CHORD BEARS S66°35'34"E 29.26 FEET); THENCE SOUTHERLY 9.94 FEET ALONG SAID NORTHERLY LINE AND THE ARC OF A 720.00 FOOT RADIUS CURVE, CONCAVE WESTERLY (CHORD BEARS S19°10'40"E 9.94 FEET); THENCE N71°13'03"E 190.00 FEET ALONG SAID NORTHERLY LINE TO THE SOUTHEAST CORNER OF LOT 41, SAID CARDINAL POINTE WEST - PART TWO; THENCE N21 °30'05"W 86.33 FEET ALONG THE EASTERLY LINE OF SAID LOT 41 TO THE NORTHEAST CORNER THEREOF; THENCE N26°56'261'W 53.53 FEET ALONG THE Resolution No. 21-150 Page 2 EASTERLY LINE OF LOT 40, SAID CARDINAL POINTE WEST - PART TWO TO THE SOUTHWEST CORNER OF OUTLOT G, SAID CARDINAL POINTE WEST - PART TWO AND A NORTH LINE OF SAID OUTLOT H; THENCE N89°04`32"E 463.31 FEET ALONG SAID NORTH LINE AND THE SOUTH LINE OF SAID OUTLOT G TO THE WESTERLY RIGHT OF WAY OF CAMP CARDINAL BOULEVARD; THENCE S0°53'41"W 193.50 FEET ALONG SAID WESTERLY RIGHT OF WAY; THENCE SOUTHERLY 422.39 FEET ALONG SAID WESTERLY RIGHT OF WAY AND THE ARC OF A 760.00 FOOT RADIUS CURVE, CONCAVE EASTERLY (CHORD BEARS S15°01'37"E 416.97 FEET); THENCE S30°56'56"E 364.51 FEET ALONG SAID WESTERLY RIGHT OF WAY TO THE THE SOUTHERLY LINE OF SAID OUTLOT H; THENCE WESTERLY 236.38 FEET ALONG SAID SOUTHERLY LINE AND THE ARC OF A 530.00 FOOT RADIUS CURVE, CONCAVE NORTHERLY (CHORD BEARS S71°49'42"W 234.43 FEET); THENCE S59°02'58"W 8.58 FEET ALONG SAID SOUTHERLY LINE; THENCE S63°56'06"W 544.31 FEET ALONG SAID SOUTHERLY LINE TO THE SOUTHERLY MOST CORNER OF SAID OUTLOT H; THENCE N69°46'50"W 240.68 FEET ALONG THE WESTERLY LINE OF SAID OUTLOT H; THENCE N32°38'01"W 225.83 FEET; THENCE N25°39'42"W 153.73 FEET TO THE WESTERLY LINE OF SAID OUTLOT H; THENCE N44°4918"W 307.82 FEET ALONG SAID WESTERLY LINE; THENCE N16°51`29"W 238.65 FEET ALONG SAID WESTERLY LINE; THENCE N52°4814"W 489.10 FEET ALONG SAID WESTERLY LINE; THENCE N0°00'00"E 37.41 FEET ALONG SAID WESTERLY LINE TO THE POINT OF BEGINNING. SAID PARCEL CONTAINS 27.21 ACRES, SUBJECT TO EASEMENTS AND RESTRICTIONS. Whereas, the Neighborhood and Development Services Department and the Public Works Department examined the proposed final plat and subdivision, and recommended approval; and Whereas, a dedication has been made to the public, and the subdivision has been made with the free consent and in accordance with the desires of the owners and proprietors; and Whereas, said final plat and subdivision are found to conform with Chapter 354, Code of Iowa (2021) and all other state and local requirements. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The said final plat and subdivision located on the above-described real estate be and the same are hereby approved. 2. The City accepts the dedication of the streets and easements as provided by law and specifically sets aside portions of the dedicated land, namely streets, as not being open for public access at the time of recording for public safety reasons. The City shall accept dedication of the streets and easements upon satisfaction of the terms and conditions stated in the Subdivider's Agreement. 3. The Mayor and City Clerk of the City of Iowa City, Iowa, are hereby authorized and directed, upon approval by the City Attorney, to execute all legal documents relating to said subdivision, and to certify a copy of this resolution, which shall be affixed to the final plat after passage and approval by law. The City Clerk shall record the legal documents and the plat at the office of the County Recorder of Johnson County, Iowa at the expense of the owner. Resolution No. 21-150 Page 3 Passed and approved this 1st day of June , 20 21 . re-74 Attest: yor Approv City Attorney's Office (Sara Greenwood Hektoen — 05/25/2021) It was moved by Thomas and seconded by Taylor adopted, and upon roll call there were: Ayes: Nays: Absent: x the Resolution be Bergus Mims Salih Taylor Teague Thomas Weiner Item Number: 7.a. 1 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution setting a public hearing on June 15, 2021 on the project manual and estimate of cost for the construction of the Nevada Avenue Sanitary Sewer Replacement Construction Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said project manual on file for public inspection. Prepared By: Joe Welter, Sr. Civil Engineer Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: $462,000 available in the Nevada Avenue Sanitary Sewer Replacement, Account #V3147 Recommendations: Staff: Approval Commission: N/A Attachments: Location Map Resolution Executive Summary: This agenda item sets the public hearing, which begins the bidding process, for the Nevada Avenue Sanitary Sewer Replacement Project. The project corridor is along the back yards of the residential properties between Nevada Avenue and Regal Lane from Lakeside Drive to Whispering Meadow Drive. The project generally includes: sanitary sewer pipes, sanitary sewer manholes, sanitary sewer service reconnection, street pavement, driveways, seeding, and sidewalk. Background /Analysis: The existing sanitary sewer system, along the back yards of the residential properties between Nevada Avenue and Regal Lane from Lakeside Drive to Whispering Meadow Drive, has a variety of deficiencies. Rehabilitation of the existing pipes was not feasible. Approximately 960 linear feet of new ten -inch and eight -inch pipe will be installed to replace the existing deficient pipe. Sanitary sewer services will be reconnected to the new main, and areas excavated for installation will be restored with pavement or seeding. Fences will be restored to the edge of existing permanent utility easements, which will provide a twenty -foot wide grassed corridor for future maintenance or repair activities. Anderson -Bogert Engineers & Surveyors, Inc. of Cedar Rapids, Iowa developed the design for this project and will be assisting City staff during bidding, letting, and construction. The engineer's estimated cost of construction is $462,000. ATTACHMENTS: Description Location Map Resolution Nevada Avenue Sanitary Sewer Replacement A Prepared by: Joe Welter, Public Works, 410 East Washington Street, Iowa City, Iowa 52240, (319) 356-5144 Resolution No. 21-151 Resolution setting a public hearing on June 15, 2021 on the project manual and estimate of cost for the construction of the Nevada Avenue Sanitary Sewer Replacement Construction Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said project manual on file for public inspection. Whereas, funds for this project are available in the Nevada Avenue Sanitary Sewer Replacement, Account #V3147. Now, therefore, be it resolved by the Council of the City of Iowa City, Iowa, that: 1. A public hearing on the project manual and estimate of cost for the construction of the above- mentioned project is to be held on the 15`h day of June, 2021, at 6:00 p.m. in the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, or if said meeting is cancelled, at the next meeting of the City Council thereafter as posted by the City Clerk. 2. City Hall is currently closed to the public because of the coronavirus. If City Hall remains closed to the public, the meeting will be an electronic meeting using the Zoom Meetings Platform. For information on how to participate in the electronic meeting, see www.icqov.orq/councildocs or telephone the City Clerk at (319) 356-5043. 3. The City Clerk is hereby authorized and directed to publish notice of the public hearing for the above-named project in a newspaper published at least once weekly and having a general circulation in the City, not less than four (4) nor more than twenty (20) days before said hearing. 4. A copy of the project manual and estimate of cost for the construction of the above-named project is hereby ordered placed on file by the City Engineer in the office of the City Clerk for public inspection. Passed and approved this 1st day of June , 2021 Attest: City Clerk It was moved by Thomas aT1d seconded by Taylor the Resolution be City Attorney's Office - 05/27/2021 adopted, and upon roll call there were: Ayes: x Nays: Absent: Bergus Mims Salih Taylor Teague Thomas Weiner Item Number: 7.b. 4CITY OF IOWA CITY !kr4gi,'��� COUNCIL ACTION REPORT June 1, 2021 Resolution setting a public hearing on June 15, 2021 on project manual and estimate of cost for the construction of the Lower City Park and Kimball Road Storm Sewer Improvement Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said project manual on file for public inspection. Prepared By: Melissa Clow, Special Projects Administrator Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: The estimated construction cost for this project is $250,000 and will be funded by the Iowa City Gateway account #S3809 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This project will address stormwater drainage issues at three locations near the Dubuque Street corridor, which includes: • Replace the storm sewer in Lower City Park from the access drive to the outfall at the Iowa River. Additional intakes will be placed to pick up low spots that are holding water in the park. • Add two storm sewer intakes on Kimball Road, east of the Gilbert Street intersection to improve drainage at this location. • Replace and extend a private driveway immediately north of Kimball Road and place a stormwater culvert underneath the drive to maintain drainage. • Site grading and paving included with these improvements. Background /Analysis: In Lower City Park, the existing corrugated metal pipe that carries runoff from the area and drains the City Park Pool has rusted out and is no longer functioning. Low spots have developed and are holding water after heavy rains. On Kimball Road, there are no storm sewer intakes upstream of this intersection. During heavy rains, stormwater runoff is flowing down the hill from the east and jumping the curb onto the sidewalk, causing erosion issues and leaving debris on the sidewalk and in the ADA curb ramp. The new intakes will capture much of this water before it can reach the intersection. The private drive north of Kimball Road was constructed to match the drainage ditch east of the Dubuque Street sidewalk and to stay within the federal NEPA limits of the Iowa City Gateway project. We have received complaint about the driveway, which holds debris where stormwater runoff passes over it. The estimated total cost of construction for the Project is $250,000. Funding for the improvements will be provided by the Iowa City Gateway account #S3809. Construction is expected to be completed by fall 2021. ATTACHMENTS: Description Resolution Prepared by: Melissa Clow, Engineering Division, 410 E. Washington St., lowa City, IA 52240, (319)356-5413 Resolution No. 21-152 Resolution setting a public hearing on June 15, 2021 on project manual and estimate of cost for the construction of the Lower City Park and Kimball Road Storm Sewer Improvement Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said project manual on file for public inspection. Whereas, funds for this project are available in the Iowa City Gateway account # S3809. Now, therefore, be it resolved by the Council of the City of Iowa City, Iowa, that: 1. A public hearing on the project manual and estimate of cost for the construction of the above-mentioned project is to be held on the 15th day of June, 2021, at 6:00 p.m. in the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, or if said meeting is cancelled, at the next meeting of the City Council thereafter as posted by the City Clerk. 2. City Hall is currently closed to the public because of the coronavirus. If City Hall remains closed to the public, the meeting will be an electronic meeting using the Zoom Meetings Platform. For information on how to participate in the electronic meeting, see www.icgov.org/councildocs or telephone the City Clerk at 319/356-5043. 3. The City Clerk is hereby authorized and directed to publish notice of the public hearing for the above-named project in a newspaper published at least once weekly and having a general circulation in the City, not less than four (4) nor more than twenty (20) days before said hearing. 4. A copy of the project manual and estimate of cost for the construction of the above-named project is hereby ordered placed on file by the City Engineer in the office of the City Clerk for public inspection. Passed and approved this 1st day of June , 2021 ,,r_ Attest: It was moved by Thoma s adopted, and upon roll call there were: Ayes: x X x x x X x Approve City Attorney's Office — 05/27/2021 and seconded by Taylor Nays: Absent: Berg us Mims Salih Taylor Teague Thomas Weiner the Resolution be Item Number: 10. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution authorizing conveyance of a single-family home located at 520 N. Dodge Street. Prepared By: Erika Kubly, Neighborhood Services Coordinator Reviewed By: Tracy Hightshoe, Neighborhood and Development Services Director Geoff Fruin, City Manager Fiscal Impact: The assessed value of 520 N. Dodge at the time of purchase was $139,930. The sales price will be $227,000. There will be no impact on the general fund for ongoing operational expenses. Recommendations: Staff: Approval Commission: N/A Attachments: Before & After Photos Resolution Executive Summary: On May 18, 2021, City Council will set a public hearing for June 1, 2021 to consider a resolution authorizing the conveyance of 520 N. Dodge as part of the UniverCity Neighborhood Partnership Program. This will be the 69th property sold under the program. Background /Analysis: Through the UniverCity Neighborhood Partnership Program, the City proposes to sell 520 N. Dodge Street for $227,000. The City purchased the home for $167,500. City funds were used to rehabilitate the home to sell to an eligible buyer. Unlike other UniverCity residential properties that were sold as single family homes, 520 N. Dodge was purchased as a side-by-side duplex and renovated as upper and lower units with a one -bedroom unit on the main floor and a studio unit with a separate entrance on the second floor. The City will require that the buyer keep the property as owner -occupied but would have the option to live in one unit and rent out the other if they choose. The property is located in a neighborhood commercial zone which also allows the opportunity for a ground -floor business. Based on these requirements, the City had difficulty selling the property through our normal channels. The City hired a realtor to take advantage of their expertise and the Multiple Listing Service to market the home to a broader audience. In addition to the reconfiguration of the units, renovations included siding repair, exterior paint, new windows, foundation repair, spray foam insulation, and HVAC upgrades. The interiors were completely renovated with updated kitchens and bathrooms, laundry, new flooring, drywall, and paint in each unit. The property has a total of 1,477 square feet of finished living space and is located directly across the street from Mann Elementary. The home is located in an area where there is a mix of owner - occupied and rental units, as well as commercial properties. The renovated home will be an asset to the neighborhood and community. ATTACHMENTS: Description Before and After Photos Resolution r 1 CITY OF IOWA CITY UNESCO CITY OF LITERATURE 520 N. Dodge - Before Renovations Before Renovations - Lower Level: r 1 -,ra, CITY OF IOWA CITY UNESCO CITY OF LITERATURE Before Renovations - Upper Level: 520 N. Dodge - During Renovations: t "Nine rso RE' CITY OF IOWA CITY UNESCO CITY QF LITERATURE 520 N. Dodge — After Renovations Professional photos & staging by Julie Dancer, Lepic-Kroeger Realtors After Renovations - Lower Level: law After Renovations - Upper Level: 1 CITY OF IOWA CITY UNESCO CITY OF LETERATURE Prepared by: Susan Dulek, Assistant City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 21-153 Resolution authorizing conveyance of a single-family home located at 520 N. Dodge Street. Whereas, the UniverCity Neighborhood Partnership Program is a project to encourage home ownership and reinvestment in designated neighborhoods surrounding the University of Iowa; and Whereas, the City purchases rental units located in designated neighborhoods surrounding the University of Iowa, rehabilitates them, and then sells them to income -eligible buyers; and Whereas, the City purchased and rehabilitated a single-family home located at 520 N. Dodge Street, Iowa City; and Whereas, the City has received an offer to purchase 520 N. Dodge Street for the principal sum of $227,000; and Whereas, following the public hearing on the proposed conveyance, the City Council approves the purchase agreement and finds that the conveyance is in the public interest. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. Upon the direction of the City Attorney, the Mayor and the City Clerk are authorized to execute a warranty deed conveying the City's interest in 520 N. Dodge Street, Iowa City, Iowa. 2. The City Attorney is hereby authorized to deliver said warranty deed and to carry out any actions necessary to consummate the conveyance required by law. Passed and approved this is t Approv City Attorney's 0'ice = 05/24/2021 day of June , 2021. 4' 3vOR ATTEST: Q CITY CLERK Resolution No. Page 2 21-153 It was moved by salih and seconded by Bergus Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: X Bergus X Mims X Salih X Taylor X Teague X Thomas X Weiner the Item Number: 11. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution approving project manual and estimate of cost for the construction of the Curb Ramp 2021 Project, establishing amount of bid security to accompany each bid, directing City Clerk to post notice to bidders, and fixing time and place for receipt of bids. Prepared By: Jason Reichart, Sr. Civil Engineer Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: The estimated cost for this project is $165,000. Funds are available in the Curb Ramp -ADA account #S3822. Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This is a recurring project that installs and repairs sidewalks and curb ramps throughout the City to improve accessibility and comply with the Americans with Disabilities Act (ADA). The focus of the project is to install curb ramps in locations that do not have curb ramps and to improve locations to meet current ADA requirements. Background /Analysis: The Curb Ramp 2021 Project includes work at the following intersections: Foster Road and Swisher Street Foster Road and Canton Street Foster Road and Ball Street Oberlin Street and Lower West Branch Road Riverside Drive and Benton Street Shamrock Drive and Peterson Street Arbor Drive and Shamrock Drive Arbor Drive and Beech Street Arbor Drive and Arbor Circle Project Timeline: Hold Public Hearing /Approve Plans and Specifications — June 1, 2021 Bid Letting — June 30, 2021 Award Date — July 6, 2021 Construction Start — Summer 2021 Final Completion — Fall 2021 ATTACHMENTS: Description Resolution Prepared by: Jason Reichart, Engineering Division, 410 E. Washington St., Iowa City, IA 52240, (319) 356-5416 Resolution No. 21-154 Resolution approving project manual and estimate of cost for the construction of the Curb Ramp 2021 Project, establishing amount of bid security to accompany each bid, directing City Clerk to post notice to bidders, and fixing time and place for receipt of bids. Whereas, notice of public hearing on the project manual and estimate of cost for the above-named project was published as required by law, and the hearing thereon held; and Whereas, the City Engineer or designee intends to post notice of the project on the website owned and maintained by the City of Iowa City; and Whereas, funds for this project are available in the Curb Ramps -ADA account #S3822. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa that: 1. The project manual and estimate of cost for the above-named project are hereby approved. 2. The amount of bid security to accompany each bid for the construction of the above-named project shall be in the amount of 10% (ten percent) of bid payable to Treasurer, City of Iowa City, Iowa. 3. The City Clerk is hereby authorized and directed to post notice as required in Section 26.3, not less than 13 days and not more than 45 days before the date of the bid letting, which may be satisfied by timely posting notice on the Construction Update Network, operated by the Master Builder of Iowa, and the Iowa League of Cities website. 4. Sealed bids for the above-named project are to be received by the City of Iowa City, Iowa, at the Office of the City Clerk, at the City Hall, before 3:00 p.m. on the 29th day of June 2021. At that time, the bids will be opened by the City Engineer or his designee, and thereupon referred to the City Council of the City of Iowa City, Iowa, for action upon said bids at its next regular meeting, to be held at the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, at 6:00 p.m. on the 6th day of July 2021, or at a special meeting called for that purpose. If City Hall is closed to the public due to the health and safety concerns from COVID-19, sealed bids may still be delivered in person on Mondays through Fridays 8:00 am to 5:00 pm. The person delivering the sealed bid may come to the front lobby of City Hall, 410 E. Washington St., Iowa City, Iowa, and upon arrival telephone the City Clerk at 319/356-5043. 5. City Hall is currently closed to the public because of the COVID-19. If City Hall remains closed to the public, the meeting will be an electronic meeting using the Zoom Meetings Platform. For information on how to participate in the electronic meeting, see www. Icgov.org/councildocs or telephone the City Clerk. Resolution No. 21-154 Page 2 Passed and approved this 1st day of June , 2021. Attest: M = or City Attorney's Office — 05/26/2021 It was moved by Bergus and seconded by Weiner adopted, and upon roll call there were: Ayes: x x x x x x Nays: Absent: Bergus Mims Salih Taylor Teague Thomas Weiner the Resolution be Item Number: 12. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution approving project manual and estimate of cost for the construction of the Public Housing Pavement Repair Project, establishing amount of bid security to accompany each bid, directing City Clerk to post notice to bidders, and fixing time and place for receipt of bids. Prepared By: Marri VanDyke, Civil Engineer Reviewed By: Jason Havel, City Engineer Ron Knoche, Public Works Director Geoff Fruin, City Manager Fiscal Impact: $147,000 available in the Public Housing Capital Funds, accounts #79490332 and #79490334 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This item begins the bidding process for the Public Housing Pavement Repair Project, which includes sidewalk and driveway repairs at 34 City -owned public housing units located throughout Iowa City. Background /Analysis: The Housing Authority is a division of the City of Iowa City established in 1969 to administer housing assistance programs throughout its jurisdiction, including all of Johnson County and portions of Iowa and Washington Counties. The Housing Authority currently assist more than 1,300 low-income families to acquire and maintain affordable housing through rental and ownership programs. Multiple City -owned public housing units in Iowa City need sidewalk and driveway repairs to eliminate tripping hazards and comply with City code. Project Timeline: Hold Public Hearing — June 1, 2021 Bid Letting — June 23, 2021 Award Date — July 6, 2021 Construction — July 2021 — October 2021 ATTACHMENTS: Description Resolution Prepared by: Mani VanDyke, Engineering Division, 410 E. Washington St., Iowa City, IA 52240, (319) 356-5044 Resolution No. 21-155 Resolution approving project manual and estimate of cost for the construction of the Public Housing Pavement Repair Project, establishing amount of bid security to accompany each bid, directing City Clerk to post notice to bidders, and fixing time and place for receipt of bids. Whereas, notice of public hearing on the project manual and estimate of cost for the above- named project was published as required by law, and the hearing thereon held; and Whereas, the City Engineer or designee intends to post notice of the project on the website owned and maintained by the City of Iowa City; and Whereas, funds for this project are available in the Public Housing Capital Funds account # 79490332 and 79490334. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa that: 1. The project manual and estimate of cost for the above-named project are hereby approved. 2. The amount of bid security to accompany each bid for the construction of the above- named project shall be in the amount of 10% (ten percent) of bid payable to Treasurer, City of Iowa City, Iowa. 3. The City Clerk is hereby authorized and directed to post notice as required in Section 26.3, not less than 13 days and not more than 45 days before the date of the bid letting, which may be satisfied by timely posting notice on the Construction Update Network, operated by the Master Builder of Iowa, and the Iowa League of Cities website. 4. Sealed bids for the above-named project are to be received by the City of Iowa City, Iowa, at the Office of the City Clerk, at the City Hall, before 3:00 p.m. on the 23rd day of June, 2021. At that time, the bids will be opened by the City Engineer or his designee, and thereupon referred to the City Council of the City of Iowa City, Iowa, for action upon said bids at its next regular meeting, to be held at the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, at 6:00 p.m. on the 6th day of July, 2021, or at a special meeting called for that purpose. If City Hall is closed to the public due to the health and safety concerns from COVID-19, sealed bids may still be delivered in person on Mondays through Fridays 8:00 am to 5:00 pm. The person delivering the sealed bid may come to the front lobby of City Hall, 410 E. Washington St., Iowa City, Iowa, and upon arrival telephone the City Clerk at 319/356-5043. 5. City Hall is currently closed to the public because of the COVID-19. If City Hall remains closed to the public, the meeting will be an electronic meeting using the Zoom Meetings Platform. For information on how to participate in the electronic meeting, see www. Icgov.org/councildocs or telephone the City Clerk. Resolution No. 21-155 Page 2 Passed and approved this 1st day of June , 2021. ZaS---$"--- Attest:: or Approved City Attorneys Office — 05/26/2021 It was moved by Salih and seconded by Thomas adopted, and upon roll call there were: Ayes: x x x x x x x Nays: Absent: Berg us Mims Salih Taylor Teague Thomas Weiner the Resolution be i 1 1 �'���� COUNCIL ACTION REPORT Item Number: 14. CITY OF IOWA CITY June 1, 2021 Resolution adopting the Iowa City Area Transit Study Plan. Prepared By: Reviewed By: Fiscal Impact: Recommendations: Attachments: Darian Nagle-Gamm, Transportation Services Director Geoff Fruin, City Manager N/A Staff: Approval Commission: N/A Public Comment Table and Summary Final Public Comments - Email Resolution Iowa City Area Transit Study Plan Correspondence from Andy Noeller [Staff response included] Executive Summary: Iowa City Transit is finalizing a multi-year transit planning process with Coralville Transit, University of Iowa CAMBUS, transit consultants Nelson -Nygaard, and the public culminating in the Iowa City Area Transit Study Plan. The Plan contains recommended changes to the transit system including routes, stops, fares, transfer policies, Sunday service, transit stop amenities, transit service enhancements, improved frequency of bus service, and other service aspects. Background /Analysis: In 2019, the City of Iowa City commenced the Iowa City Area Transit Study with Coralville Transit, University of Iowa CAMBUS, transit consultants from Nelson -Nygaard, and the public to improve transit service, increase ridership, and better coordinate between transit agencies. During the fall of 2019, we asked the community what was working well and what could be improved with the transit system. The first phases of public outreach resulted in 1,000 responses to an on -bus rider survey, 1,325 responses to a "design your own transit system" survey (including 125 survey responses from transit -dependent and housing -insecure persons), and 90 attendees to three public open house meetings. Public feedback was used to develop three distinct cost -constrained transit system service concepts which were presented to the public in January 2020, eliciting over 1,400 online survey responses and 150 attendees to three public meetings. Public feedback on the three potential transit scenarios was used to formulate a single preferred transit system design which was presented to the City Council along with the recommended fare and transfer policy changes at the October 6th and October 20th, 2020 work sessions. The City Council indicated preliminary approval of the recommendations at the October 20th, 2020 work session and directed staff to plan for implementation of the recommended transit system design and fare and transfer policy changes. The City Council also directed staff to develop transit service enhancement proposals to improve transportation access on Sundays and during the late evenings or overnight hours. After reviewing proposals at the March 2nd, 2021 work session, the City Council directed staff to plan for a two-year Sunday fixed -route bus service pilot and further explore on -demand partnerships for the potential provision of late evening/overnight transportation service to be implemented in late 2021 or 2022. Upon approval of the Iowa City Area Transit Study Plan, Iowa City Transit will implement the first phases of recommended changes to the transit system this summer. These changes require a formal public hearing in accordance with federal policy as outlined in the Iowa City Transit Title VI Plan. The public hearing will be held virtually at the City Council meeting on June 1st, 2021. Proposed changes to the fare and transfer policies will go into effect on Tuesday, July 6th while changes to the routes, stops, and bus schedule will go into effect on Monday, August 2nd Iowa City Transit published the final proposed transit system changes in April 2021. Staff hosted an info booth at the downtown interchange to introduce the service changes to the public, answer questions, and collect feedback. Extensive outreach was performed in advance of the virtual meeting held on April 29th, 2021 where the proposed transit system changes were presented to the public. A second wave of outreach was performed to collect comments and feedback following the public presentation and in advance of the public hearing on 6/1. !CATS Public Input • Pk4N 1. 56912.019 T AN 1C44 ro6par'a'es tO .err! FUNCY • Phil; 2. Fall 2019 YUU ' 15 meelinga with cammunrty srakehaldera • 40 attendees to Open Mouse Events 1.52E •Oesgn Your Own Trani r #yatem" online surveys co. nalered • 125 swr^ey respOnws from rrarlid dapen4unI"Owirny inisetvie ▪ Plum. 7:106 2420. 1,46¢ wane #.eery at three pottnlisl ir;rgil acan4ripy 154 • It6 r m -a to ❑ pG n Hoveat e r e nt4 • Philo & A1;14;1.0.04 243,11 • 73 nerendeee to virk.ol presentation of proposed transit changes 134 simultaneous views an YouTube braadcml 102 presentation views in the nronrh Fo Owing even! • 240 in -pe -sort dit[vu"Orli 81 6awr 1Dwn Inlertharilu iht€rb44Fh • 4Otom rnwlily O. dekeholder o,ganWia+Iona conlacred • ApprOairnakely 144 corlrlen4 received si,ce e+'enI Over 44100 pbiwk.5 of toxhat-t- wi n +Yee pf4b1i0 Since the proposed transit system changes were unveiled in April, we have received approximately 90 public comments which are summarized below and in an attached table. Individual email comments are also attached for your review. Comments received in-person at the info -booth or over the phone are cataloged in the attached table. !CATS Final Public Comment Summary • Westside service to UIRC • Sunday service • Later Evening Service • Fares • Rochester / Amhurst area • Peninsula to UIHC • Friendship area • Manville Heights area • 7'" Avenue route • Bus stop requests • Lakeside/Braadway routes • Lake Ridge Mobile Home Park • Caroline Ave arca • Smartphane app • West Melrose area • Bus schedulelstart tunes 17% (15) 11% (10) 10% (o) 8% (7) 7% (6D 7% (i) 3% (3) 3% (3) 3% (3) 3% (3) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) General Comments 11% (10) • Thank you's • General positive commenis • Indrvidual comments • Questions or information requests ▪ Suggestions 14 On June 1st, we are asking the City Council to consider approval of the Iowa City Area Transit Study Plan and the recommendations contained within which will enable staff to move forward with the implementation of the first phase of recommendations from the Plan this summer. ATTACHMENTS: Description Public Comment Table and Summary Final Public Comments -Email Resolution Iowa City Area Transit Study Plan Correspondence from Andy Noeller [Staff response included] 1 3 IOWA CITY AREA TRflNSIT STUDY Final Public Comments received April - May 26th, 2021 Date Received Name/Organization Comment Received by: (CATS Final Public Comment Summary • Westside service to UIHC • Sunday service • Later Evening Service • Fares • Rochester / Amhurst area • Peninsula to UIHC • Friendship area • Manville Heights area • 7th Avenue route • Bus stop requests • Lakeside/Broadway routes • Lake Ridge Mobile • Caroline Ave area • Smartphone app • West Melrose area • Bus schedule/start times Horne Park 17% (15) 1196 (10) l0% (9) 8% (7) 7% (6) 7% (6) 3% (3) 3% (3) 3% (3) 3% (3) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) Comment Category Area of Interest • IM Y General Comments 11% (10) • Thank you's - General positive comments - Individual comments • Questions or information requests • Suggestions Comment 21 -May Garry Hauser Email App Asked if BONN and if the Tra 12 -May Isaac Podolefsky Email App Would prefer order to provi 23 -May Christine Etler Email Bus Headsign On Bus Messaging Finds naminc sometimes gi has been, no annunciator approaches ii is leaving ser _ route") TR.;NSIT ST+J DV GO was going away completely nsit app would be the sole app if the app didn't require GPS in de arrival predictions. conventions confusing, its on bus with name of where it where it is going. Suggests that >hould announce next route as it nterchange or status (e.g. this bus vice, or this bus will continue onto 4 5 6 7 8 9 10 11 12 3 -May Asghar Bhatti Email Fare Fare Free zone near downtown Requesting a fare -free zone in near downtown area. Cited reduced parking costs and improved transportation during cold winter months. Cited Portland, OR as example. 4 -May Abe Kline Email Fare Zero Fare Supports a reduction of fares to zero. 27 -Apr Jill Harmande Email Fare & Passes Upass Wanted to know if UPasses woud still be available and if price was changing. 28 -Apr Sheryl White Fare & Passes Asked if fare was free today for those 65+ 26 -May James Pobst Email Fare, App, Bike Racks, Route change Suggests sturdier 10 -ride passes, letting users have the option of choosing where the app should look for buses from, suggests driver on - board notification of route changes, asks to keep bike racks 21 -May Garry Hauser Email Fares/Senior passes Asked if there would be passes issued for Seniors or if they need to present Medicare cards. Asked if Coralville would accept them also. 19 -Apr Terry Byers / ICPL / Union Email General Reviewed routes and thinks they look good. Asked for schedules/Info for library 21 -Apr Vincent "Vinny" Hauser In -Person General Fares Thrilled that the senior fare would be eliminated. "I'm 67 and I won't have to buy a pass in July!" 4 -May Veronica Hubbard Email General Communications / Sunday Service Wanted to commend us on the virtual transit study presentation. the positive changes coming to the transit system, and the piloting of Sunday Service 13 14 15 16 17 18 19 20 21 12 -May James Surratt Email General General thanks for system overhaul - said it was many years in the making and long overdue. 25 -May Annalecia Nicole Holloway Email General North Liberty Inquired whether the 6/1 meeting would include a discussion about transit to Coralville 28 -Apr Erin Shane; Associate Dir of Parking & Transportation Email General Communications Wanted to express that our outreach materials looked very good 30 -Apr Jeremy Endsley, President CTC Email General & Passes Late night/overnight service & low-income program, passes Thanked the City for the study, noted excitement about the universal passes, wanted us to keep them informed about late night service and a potential low-income program. 26 -Apr Ashley Mutzlaff Email Route Huntington Drive / Cardigan Park area Concered because 2 - Court does not directly serve Cardigan Park / Huntington Drive 27 -Apr "Jill" In -Person Route Lakeside, Broadway and 7th Avenue Concerned Lakeside, Broadway and 7th Avenue going away 27 -Apr N/A In -Person Route Manville Hts Works in Manville Hts area sometimes and will not have a way to get there 29 -Apr Katie Robinson Email Route Highland Ave Dissapointed no direct service on Highland Ave Worried about added commute time due to walk to Lower Muscatine / Kirkwood. 29 -Apr Jon Garfinkel Email Route Manville Hts use Iowa City Transit. He's very worried about the distance to the nearest bus route is too far 22 23 24 25 26 27 18 -May Austin Montelius Email Route Amhurst Wants direct service to Amhurst to remain 18 -May Rhiannon Montelius Email Route Amhurst Wants direct service to Amhurst to remain 18 -May Jen Primmer Email Route Caroline Ave / Shimek neighborhood Disappointed that the Caroline Ave / Shimek neighborhood loop will be discontinued, and inquired about a PDC / Foster Rd extension. 19 -May Andy Noeller Email Route West Iowa City Wants to maintain the Westwinds and Plaen View Routes, or maintain existing routes. 24 -May David Claussen Email Route Peninsula to UIHC Requesting direct service to UIHC. Said first place he has lived where professionals ride transit. Said proposed route change would not work for him or other medical providers due to wait time for transfer plus 5 minute bus ride at hospital. Also indicated that waiting time wouldn't be a problem, except there are no shelters or protection from rain/snow, cold temps. 25 -May Kristin Johnson Email Route West side service to UIHC Request to reconsider options to Newton Road and expanding transit access to the north hospital area. 28 29 30 31 32 33 34 25 -May Anonymous Email Route Service to UIHC Decreasing bus service to host idea because people will have and seomtimes buses are not i will miss bus and not get to wo then stop riding transit. 25 -May Anthony Fina Email Route City Park Concern that having no stops City Park pool is an equity/acc( 26 -Apr No name given Email Route & Stops Rochester & 5 - Lower Muscatine Rd Wanted to know if we were elir on Amhurst and what nearest Plaza was. 27 -Apr N/A In -Person Route / Schedule Court Street Not traveling down Friendship for riders who live on Friendshi concerned about not being ably hosptial for work at 6:30am, se Iowa City start work before 6:3 20 -Apr Anita Fugerland In -Person Route/Schedule 7thAve/CourtHill to UIHC - concern Wants to know if Court Hill Rt bus to UIHC. Currently 7th Avg travels during peak. Also won( meeting will be recorded. 20 -Apr No name given In -Person Route/Schedule Peninsula to UIHC A woman concerned about get Peninsula directly to UIHC and longer it might take 21 -Apr No name given In -Person Route/Schedule Westside General question confirming th buses going past UIHC inboun vital is a bad to change bus n time so they rk on time and djacent to the ss issue. inating service top to Eastdale Nill be difficult p. Also to get to the veral people in dam rill line up w/ rider and ers if zoom ting from how much at westside d 35 36 37 38 39 27 -Apr "Jill" In -Person Route/Schedule Getting home from Deluxe bakery, 7th Ave going away Disabled customer who works at Deluxe Bakery concerned about getting home due to closure of Summitt & Sheridan stop and 7th Ave going away 29 -Apr No name given In -Person Route/Schedule West of 218, Shannon & Irving Concerned buses no longer go to Shannon & Irving. Customer was elderly. 30 -Apr No name given In -Person Route/Schedule Peninsula Route She is a student who lives in the Peninsula area and frequently rides the current Night Manville Heights bus to get home after 9 pm. The proposed running time for the 6 -Peninsula is until 7:45. She is concerned about getting home safely. 12 -May Bob Lubke Email Route/Schedule WESTSIDE Iowa City, specifically south of Melrose and East of Mormon Trek (Sunset, Denbigh etc) years, and very upset that this area is being neglected. All the tax paying people bought homes in this area because of their UIHC jobs and the existing bus service to and from UIHC before and after work. These people count on the rush hour convenience that brought them 14 -May Joyce Carroll / IC Parks Email Route/Schedule Trueblood Excited about service to Terry Trueblood 40 41 42 43 44 45 14 -May Nathan Swailes Email Route/Schedule Towncres/Oakcrest Is concerned about the earliest trip of Towncrest being taken away. Won't be able to get to work on time. He is also concered that the Towncrest is not interlined with the Oakcrest route for the ease of getting to the hospital without changing buses. 21 -May Garry Hauser Email Route/Schedule Court Street Had questions about existing stops and which ones would be closest to the one he uses now since it will be discontinued on Friendship St. Also wanted schedule information. 17 -May Karl Catlin Email Route/Schedule West Iowa City Concerned that the 10 -West Iowa City route does not start early enough. Also concerned that the Irving/Shannon Drive loop operating only during off-peak hours will require those trying to get to -from work to walk a few extra blocks. 30 -Apr No name given In -Person Routes East Side Express Is concerned about Eastside Express being taken away with the inbound trip coming in on Rochester. Her stop is at 1st and Rochester. 30 -Apr No name given In -Person Routes 7th Ave Is upset about the 7th Ave going away. She has ridden that route for years and is very near her house. She will have to walk two extra blocks to get on the 5 -Lower Muscatine/Kirkwood. 3 -May Sarah Andrews Email Routes Lake Ridge and Modern Manor Concern about level of service to Lake Ridge and Modern Manor and pedestrian facilities. 46 47 48 49 50 51 52 53 54 55 4 -May Jeff Ruppert Email Routes Rochester / Amhurst Street Applauds the change to the Rochester route that involves moving service off of the local Amhurst Street and onto Scott Boulevard 12 -May Jeremy Endsley Email Routes Hollywood Blvd Concerned about walking distance from Hollywood Blvd due to POC 12 -May Cory Gundlach Email Routes Westwinds and Plaen View Concerneda about these routes going away 13 -May Chance Schroeder Email Routes Westwinds and Plaen View Concerned about Westwinds and Plaen View being discontinued. 12 -May Daniel Sands Email Routes & Service West Iowa City Wants to know if there will be more buses on the 10 -West Iowa City route to make up for the bus route consolidation 28 -Apr Dawn Pulowski Phone Routes & Stops South Gilbert & South Iowa City Wanted to know directionality and where the proposed stops would be. 14 -May David Phone Routes & Stops Hwy 1 Route Had a general question about the proposed Hwy 1 route 28 -Apr No name given In -Person Routing Lake Ridge No more service to Lake Ridge 30 -Apr Sarah Pflederer - UIHC empl In -Person Schedule 10 - West Iowa City to UIHC early morning 6:45 AM start of 10 -West Iowa City does not allow enough time to get to UIHC by 7:00 AM Requesting information on bus routing and schedule from Scott / Heinz to Coralville Marriot 21 -Apr Jeff or Jim Email Schedule Coralville 56 57 58 59 27 -Apr No name given 28 -Apr No name given 30 -Apr In -Person Schedule North Dodge In -Person Schedule Worried that she will not be able to get to her job on time. Currently boards at HyVee at 6:30 am Sunday Service Rider was very excited to go shoping on Sundays if we had a Sunday service option Sarah Pflederer; UIHC empl Email Schedule West side early EM service 5 -May Tami Lansing / UIHC empl Email Schedule West Iowa City service 60 26 -Apr 61 62 63 64 Anonymous 28 -Apr No name given 29 -Apr No name given GoGov Service Can't make it it work at 7 am @ UIHC when 10 West Iowa City service starts at 6:45 AM Starts work at 7 am @ UIHC and the proposed 6:45 start time for 10 - West Iowa City route would not get her to work on time Westside - Galway Hills and Walnut Ridge In -Person In -Person Service Service Iowa City I am frustrated to no longer have bus service to the Galway Hills and Walnut Ridge neighborhoods (current Melrose Express route). Those communities pay a LOT in property tax to fund the bus service and ironically you take away that service to the taxpayers in those neighborhoods. Iowa City Transit has great service, super nice drivers, and nice buses Friendship St Concerned about farther walk to bus stop 29 -Apr No name given n -Person Service Sunday Service Hopes there will be Sunday service soon 4 -May Jennifer Graham Email Service Late Night / festival service Requesting late night service on festival days 65 66 67 68 69 70 71 72 73 74 75 76 4 -May Rob Bender / Assurance Prop Mgmt Email Service Requesting service on Camp Cardinal Boulevard Condos built on Camp Cardinal Rd / Gathering PI Lane. Continually getting requests about service. Currently 10-15 minute service to Kennedy Parkway. They have 54 units completed which will be occupied by July. UIHC, Law students, professional housing. 18 -May Mary Hagan Email Service Peninsula to UIHC Wants direct service to UIHC on Peninsula Route to remain 24 -May Amy Charles Email Service 10 -West Iowa City Concerned did not start early enough 25 -May Laurie Aude Email Service & Fare Bus pass purchase & Evening Service Wants more locations to buy bus passes, looking for later evening service for evening travel or events 8 -Apr Annie Gudenkauf Letter Service Enhancement Expanding service late night/overnight Supports expanding these two options and also providing free service 10 -Apr AIIie Koolbeck Letter Service Enhancement Sunday Service & late night/overnight Supports expanding these two options 17 -Apr Bridget Malone Letter Service Enhancement Sunday Service Supports Sunday service 4 -May Jennifer Graham Email Service Enhancement Late night service for Festivals Curious whether we are considering late night service for festivals. 8 -Apr Dawn Pawlowski Letter Service Enhancements Sunday Service & late night/overnight Supports adding Sunday service and late night service 8 -Apr Payton Colbert Letter Service Enhancements Late night service Supports expanding late night service 8 -Apr Yael Feder Letter Service Enhancements Sunday Service Requests Coralville Sunday service 16 -Apr Ron Wright Letter Service Enhancements Sunday Service & late night/overnight Supports expanding these two options 77 78 79 19 -Apr Sabrielle Sky 30 -Apr Greg Fairow 24 -May Peaches Wytch 80 29 -Apr 81 82 No name given 30 -Apr Letter Email Service Enhancements Service Enhancements Email Service Hours Micah Lassen; UIHC Empl Email Email Sunday, Saturday, and late night/overnigth Stated that poor transit service is exclusionary, especially to ppl of color and low/incomes, and excludes people durign late night and on - weekends. Sees transit as human right. Seeks 15 minute service and expresses anything less is unacceptable. Believes that low frequenty bus service is essentiall useless and states it can take 3-4 hours to get home after work due to late night hourly service. Supports reallocating funding from PD to Transit. No service to Massk Markets / Menards area. Provided concerns about how our current night routes are structured. Sunday Service Requesting pilot of Sunday Service in Coralville West side service to UIHC Service to UIHC Peninsula Route Service to UIHC Peninsula Route Requesting earlier start hours due to 7 am shift start @ UIHC Concern that Peninsula route no longer directly served UIHC. Concern about transportation to the hospital 17 -May Pauline Cole Email Stop Amhurst / Washington Wants to ensure that a stop remains at Amhurst and Rochester, she is di 83 84 85 86 87 21 -Apr Ann Molsberry Email Stops Ashford & York Requesting to maintain stop at (Ashford PI and York Street Stop #7338). Stops in fror their house and husband is in wheelchair. 27 -Apr John Mathias Email Stops Benton / Streb and Benton / George Requesting to keep either Benton St. & Str St. (8125) or Benton St. and George St. (8 29 -Apr No name given In -Person Stops Rochester/Amhurst Concerned about the stop at Rochester ar Amhurst 17 -May Sandra Alper Email Stops Lack of amenities Many stops with no shelters and nowhere or place your parcels. During inclement weather makes transit even tougher. Requesting adding shelter at all bus stops. 25 -May Paul Imming Email Stops North Dodge Inquiry about stop location on North DodgE route with the Carloline Avenue loop discountined ace t of eb 124) d o sit Darian Nagle-Gamm From: Terri Byers <Terri-Byers@icpl.org> Sent: Monday, April 19, 2021 3:42 PM To: Darian Nagle-Gamm Subject: New routes Follow Up Flag: Follow up Flag Status: Completed Categories: Hi Darian, I have been riding the transit system for over 40 years. I am looking at the new routes and they look good. I will be able to get on and get home without a problem. When all of the information for the routes etc is available please send the Library new schedules. Thanks Terri Byers Darian Nagle-Gamm From: Britigan <britigan@cox,net> Sent: Monday, April 26, 2021 7:33 AM To: Darian Nagle-Gamm Subject: Another recent reference Categories: IC Staff - Action Greetings, Darian! am looking forward to hearing the new transit study findings on Thursday. Here is a link to another recent reference to school students riding buses free in Omaha, NE. https://www.ometro.com/press-releases/metro-transit-announces-free-rides-for-k-l2-students-with-pilot-program/ Best wishes, — Denise Bradley Britigan, MD & Denise Britigan, PhD britigan@cox.net Denise Britigan 936 Scott Park Drive Iowa City, IA 52245-3961 cell: 513-582-6512 (preferred) landline: (319) 569-1727 britigdh@gmail.com 1 Darian Nagle-Gamm From: Hammy Ham <darthwhiner1000@yahoo.com> Sent: Monday, April 26, 2021 2:41 PM To: ICTransit Subject: Questions about bus route changes Categories: IC Staff - Action I am permanently disabled and I looked at the proposed new bus routes and if I am looking at it right it looks like you are removing all the bus routes in Amhurst street?? Also where and which bus will the closest bus stop at Eastdale Plaza on the new routes? This email is from an external source. 1 Darian Nagle-Gamm From: Iowa City <noreply@user.govoutreach.com> Sent: Tuesday, April 27, 2021 7:53 AM To: Darian Nagle-Gamm Subject: You have been assigned a new Request #: 27985 Categories: IC Staff - Action Request # 27985 from the Government Outreach System has been assigned to you by Shannon McMahon. Request type: Problem Request area: All Other Requests Citizen name: anonymous Description: I am frustrated to no longer have bus service to the Galway Hills and Walnut Ridge neighborhoods (current Melrose Express route). Those communities pay a LOT in property tax to fund the bus service and ironically you take away that service to the taxpayers in those neighborhoods. Expected Close Date: May 6, 2021 Click here to access the request Note: This message is for notification purposes only. Please do not reply to this email. Email replies are not monitored and will be ignored. 1 Darian Nagle-Gamm From: Harmande, Jill A <jill-harmande@uiowa.edu> Sent: Tuesday, April 27, 2021 9:43 AM To: ICTransit Subject: U -PASS card Hello, Iowa City Transit — I am a UI employee and use a U -PASS card to commute to work. Will I still be able to use this card once the IC Transit changes go into effect in July? Will there be a change in fees for this card? Thank you! Jill Harmande 1 Darian Nagle-Gamm From: Butzlaff, Ashley <ashley-hesterberg@uiowa.edu> Sent: Monday, April 26, 2021 11:01 AM To: Darian Nagle-Gamm Subject: Proposed Court St Route Follow Up Flag: Follow up Flag Status: Completed Categories: IC Staff - Action Hello, I would like to provide my urgent feedback on the proposed Court St route. I know my input is late but we recently moved to the east side of Iowa City. A major factor to purchasing our property near Cardigan Park was because the bus route was immediately adjacent to the property. As a graduate student, I am consistently needing to take public transportation to downtown interchange. I currently take Eastside Express from the stop at Huntington Dr & Court St. However, the new proposed route does not include this stop (or any of the stops near Cardigan Park). There are usually several people on the Eastside Express who get off/on at the loop from Arlington Dr to Huntington Dr. I would propose and highly recommend that this loop (or a revised loop) be included in the new proposed route. Otherwise, it is almost a 10 minute walk uphill to the nearest stop for those living in the apartments and homes near Cardigan Park and those on the opposite side of Court St. Sincerely, Ashley (Hesterberg) Butzlaff PhD Candidate 1 University of Iowa Civil & Environmental Engineering Sustainable Water Development Program 1 Darian Nagle-Gamm From: Sent: To: Subject: Attachments: Categories: President <president@ctcjc.org> Wednesday, April 28, 2021 7:35 PM Advocacy Director; President Letters from residents re: fate night & Sunday service We sent you safe versions of your files; CTC Letters.pdf IC Staff - Action Mimecast Attachment Protection has deemed this file to be safe, but always exercise caution when opening files. Good evening, Thank you for your hard work and fair deliberations to make transit more accessible for workers in our communities. As you prepare for tomorrow's presentation on transit, please review the attached letters we collected from residents of Iowa City and Coralville regarding late night and Sunday service. Thank you! Sincerely, Jeremy Endsley 1 ciff 4/10/2021 3:09:06 PM Allie Koolbeck akoolbeck@gmail,com My name is Allie, and I am a resident of Iowa City with my partner. I support evening, late-night and Sunday public transportation service in Iowa City. My partner and I would use the Sunday service to get around town to take advantage of the activities going on and to run errands. As things open up from coronavirus, we would also use the evening service to be able to access downtown events, shops, and restaurants. The expanded service is also essential for individuals who work 2nd shift and on Sundays. Iowa City should make sure transportation is not an added barrier to job access. The expanded service would provide additional options for the entire community to use public transit — rather than driving -- during hours many people are out and about, and thus help to increase ridership and help reach the city's Climate Action Goals. Please make these permanent options in Iowa City, and help improve our community for everyone. Thank you, Alfie 4/8/2021 7:36:35 PM Annie Gudenkauf anna.gudenkauf@gmail.com Hello, I am writing to advocate in favor of expanded transit service, specifically during the evening and night. As a social worker, transportation is a major barrier for individuals I work with, including children and those with disabilities, Providing ongoing transportation service for community members, especially those that are more vulnerable, is imperative to support their safety, freedom, and inclusion. 1 ask that you please expand your pilot program, and also provide this basic service for free to all. Thank you. Annie Gudenkauf Egli 4/17/202111:05:16 AM Bridget Malone malone.bridget@gmail.com Sunday bus service for the Iowa City area would be a game changer for the many citizens who cannot drive or do not have a car. 4/8/2021 8:02:31 PM Dawn Pawlowski 12015 Gilbert St. Iowa City, IA 52240 sdbpast@hotmail.com Dear Iowa City City Council, My name is Dawn Pawlowski. I have lived in Iowa City for 12 years and have never owned a car during that time because I have a disability and it is difficult for me to drive a lot of the time. Thank you so much for considering changes and/or expansion to the Iowa City public transit service, including Sunday service! I depend on public transportation and know many other people in Iowa City who do as well. Sunday service would be an increased opportunity for me to be able to travel around town. I also know many people in Iowa City who are able to drive but can't afford to own a vehicle who would greatly benefit from late evening and overnight service. Increased public transit services would also help the environment by allowing people to use public transit to reduce the amount that they drive their own vehicles or own less vehicles per household, and, in doing so, reduce the emissions from vehicles with lower occupancies than city buses (especially with the new electric buses). Thank you for your consideration, Dawn Pawlowski 4/8/2021 7:35:12 PM Payton Colbert paypay123.pc@gmail.com Dear City Council, My name is Payton Colbert I am a student at the University of Iowa, and I am writing to you to show my support for late-night and Sunday public transit in Iowa City. Public transit is what links many college students and citizens without a car to work, important healthcare appointments, school etc... Without late-night transit many second shift workers don't have access to a ride home or a ride to work, which can be detrimental to many families and citizens, when this results in job loss and other consequences. I believe that Iowa City, should provide equitable and accessible public transit to all of its citizens, and believe there is a very big gap in transportation currently, that needs to be adressed. Including more services can also attract more riders, which can be very beneficial in helping the city rebuild their ridership numbers after COVID. Thanks for your consideration! Payton Colbert. ffiff 4/16/2021 9:59:05 PM Ron Wright heyronnie@gmail.com Members of the City Council, I applaud your move to initiate bus service on Sundays. It is MUCH needed for the citizens who have no personal transportation of their own. It will also be advantageous for those same citizens to have late night bus service for the same reason. Thank you for improving the lives of the residents who need bus service. Sincerely, Ron Wright 4/19/20213:15:38 PM Sabrielle Sky 1715 Rochester Ct. sabriclaysky@gmail.com It is way past time to have buses on Sundays and much better service than only once an hour Saturdays and evenings, and of course Sundays, too. This City supposedly cares about equality equanimity, and human rights? It is inhumane how long the City has kept people who don't or can't drive a vehicle, especially when compared with the racial and class/income-bracket disparities in this town area. It says to people that they don't count, they aren't worth being able to support or sustain themselves with work. It says that only certain people deserve to participate professionally, people who can afford cars. It not only ignores but actively excludes people, saying they don't deserve to participate socially in evening & weekend life. And most of us are stuck just trying to work these service hours! The sparse bus service has destroyed lives --what do you think happens to small females stuck out at night, in inclement whether, without a way home? Instead of supporting people in that situation, providing the HUMAN RIGHT of safe transit, this "progressive" City arrested me, violently grabbing me off a bus from behind so I fell down the stairs, when yet a 3rd male that evening, this time drunk and from on the bus, shouted harassingly and disparaging at me. Yet my fear was used against me. And no one asked if l were okay, out in the pouring rain, with a bicycle but not a lock, desperate to get home on the last bus. No, instead you destroyed my opportunities for LIFE. Do you think finally adding a tiny minimum of improved service undoes that damage? But it's not just me: The City has destroyed the lives of many hopeful transplants trying to make a better life than the struggle of Chicago or Detroit. To not have buses REGULARLY, that is, every 15 minutes, is NOT FUNCTIONAL. People cannot compete when employers expect transportation to take 10-15 minutes. Stop claiming that any given place in town is "on a bus line," or that any place takes only "15 minutes" or "25 minutes" to get to by bus. NO PLACE IN TOWN has that kind of access by Iowa City Transit --such a claim washes over the fact that first you have to WAIT for the next HOUR for that bus that then takes that long. Even out by City centers, some buses as they switch from daytime to evening paltry runnings make people wait LONGER THAN AN HOUR. (6:15pm bus at Fareway/ACT McCarrel/Systems Unlimited next bus is at 7:34pm) IT REGULARLY TAKES 90 MINUTES, OR EVEN 3-4 HOURS TO GET HOME IN THIS TOWN. What are you doing 90 minutes after work ends? Does it take you 3.5hrs to get home if you run one simple 10 -minute errand after work? How do you expect a person to be able to afford a vehicle if only work downtown and maybe 2 other locations is accessible? And ONLY if lucky enough to get work from 8am-5pm? -When I worked at Pearson/ACT, two of the large employers In town, there was no bus for their second shifts. What does It mean then that they are "on a bus line"??? On top of that, even these large, "green" employers the City worked with (supposedly) to have on a bus line, if you're lucky enough to end work at 5pm, you have to wait until 5:20 to get on the bus. Coworkers are home by that time --a bus rider Is just boarding their FIRST bus. If work runs late and/or you need to use the restroom --then you have to wait until 5:S0pm bus to even START heading home! Since that bus takes 25 minutes to get downtown, then the second bus might take 35 minutes home, or if you have one 5 -minute errand you must wait up to 45 minutes for your SECOND bus home. If you used the bathroom after work and work ran late or it took longer to get out of the building due to construction or rain that day, say, then arriving back downtown at 6:15pm puts a person in the DREADED EVENING BUS schedule/times. Then you have to wait up until 7:OOpm (or 7:15pm, if the bus is late from that rain/snow/ice!) to START the SECOND LEG of your trip. So work ended at 5prn, but you don't get home until 7:48prn, if you live in, say, Lakeside neighborhood or Westwinds. Still having to walk 15 minutes from your bus stop. And completing ZERO errands after work. A person cannot reproduce the laborer this way! A person cannot maintain standing at work this way. A person cannot compete socially professionally! And say good-bye to participating in any evening activities with your children, but who cares? --Only poor weirdos don't have a car in America in the Midwest, right?! -What proportion of the local populations own a vehicle/take the bus? Is it disproportionate for those who grew up In certain neighborhoods and who are of certain race? -TAKE A HUGE PORTION OF THE POLICE DEPARTMENT BUDGET AND PUT IT TOWARD PUBLIC TRANSIT. - Stop buying new buses or painfully loud money -acceptors that don't even work half the time instead of increasing service and improving routes by including new places of employment or essential commerce on them (Mass Markets on the West side --to get there, after waiting for the bus, then time on it, you have to walk TWENTY MINUTES... ALONG THE SIDE OF THE HIGHWAY; there is no regular bus to the big plaza on Scott and Rochester; there is yet no bus going north -south on 1st Avenue). It feels like an attempt to fool the population and fulfill on paper that there's an "evening bus" by combining routes that are completely far apart, so that it's pointless most of the time to even take such a bus --then waste City money running it instead of more frequent functional buses! It's NOT FUNCTIONAL to have to take a bus from the East Side 45 minutes to downtown (able-bodied-ish, it takes 23 minutes to walk to 30 In snow) AND have to waft until only the 1x per hour that bus is available, It makes attending any evening job or activity completely impossible by bus! Examples: The evening/weekend Broadway bus does NOT actually stand in for the Mall bus; combining the North Dodge and Rochester routes gives primarily false hope—while also running no commuter Eastside Express, nor Eastside Loop. On evenings or Saturdays, a person literally has to go east near Scott Blvd --but not close enough for it to be walkable to the business center there...then to North Dodge to one of the northernmost points in town first, then around Praire du Chien neighborhood...in order to go to the south neighborhood, like Mediacom office or Pepperwood plaza, and go through the northeast, far north, downtown, and south in order to get to Eastdale Plaza area or factories or the Eastside Recycling Center. You literally have to circumnavigate or ride through 3 other quadrants or neighborhoods of the City to get to the one. Please stop making the argument that "the ridership isn't there." Public transit is the mark of a decent place to live. Offf 4/8/2021 7:29:28 PM Yael Feder 758 5th St yaelfeder97@gmail.com It is very challenging to find transportation from Coralville to Iowa City on Sundays. I feel that a Sunday bus service for Coralville would be an excellent solution for those struggling to find rides to their engagements on Sundays. Darian Nagle.-Gamm From: Robinson, Kathleen M <kathleen-robinson@uiowa.edu> Sent: Wednesday, April 28, 2021 12:00 PM To: ICTransit Subject: Transit feedback Categories: IC Staff - Action Hello, I work at UIHC and have relied on the bus system to get to work for going on 5 years. I'm distressed to find that the Broadway route will be significantly changed. I live on Highland Avenue and will now have to walk a significant distance to get to a bus route. I actually considered bus stop locations when we decided to buy our house. This significantly increases my morning commute time - I feel like the rug is being pulled out from under me. Best, Katie Robinson Notice: This UI Health Care e-mail {including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. i Darian Nagle-Gamm From: Sent: To: Subject: Categories: Hello again, Darian. Greg Fairow <pastorhawkeye@yahoo.com> Thursday, April 29, 2021 8:38 PM Darian Nagle -Damm RE: Iowa City transit study input IC Staff - Action I watched tonight's presentation via YouTube. First, I want to commend you and everyone who has participated in this process. No result is going to please everyone, of course, but it's obvious that you (plural) have done your homework and the transit changes are based on the results. I wasn't able to submit a question during the presentation, so I'll ask it here... Will Coralville Transit join Iowa City transit by participating in the Sunday bus service pilot project? I'm a member of a church in Coralville, so mutual Sunday bus service is needed for me to attend Sunday church services regularly. Thank you...and keep up the good work, Greg Fairow Sent from Yahoo Mail on Android On Tue, Apr 27, 2021 at 10:15 AM, Darian Nagle-Gamm <Darian-Nagle-Gamm@iowa-city.org> wrote: Hello Greg, It was nice to talk to you — in person! What a rare treat these days! Please let us know if you have any questions that come up after you've had a chance to review the materials. Thanks in advance for attending our Virtual Public Presentation on Thursday evening! z Darian Nagle-Gamm From: Greg Fairow <pastorhawkeye@yahoo.com> Sent: Thursday, January 30, 2020 4:47 AM To: Darian Nagle-Gamm Subject: Iowa City transit study input Categories: IC Staff - Action Darian: I suffered a stroke in February 2017. While I worked as hard as possible to recover as much as possible, I'm disabled permanently. My cognitive thinking ability has suffered, along with other abilities. I did my best to understand the suggested Iowa City transit changes and provide input via the online survey, but I'm not confident that I did so successfully. As such, I'm sending this email to you for inclusion. After several months of waiting for the right opportunity, I purchased a condo at the northeast corner of Court St. and Camden Rd. in August 2018, in part because it provides an Eastside Express bus stop at my corner. My mobility is dependent on frequent availability of bus service at this stop. This bus stop is the starting and ending point that enables me to travel to all of my various doctors appointments and regular fitness center workouts, for example. If anything, I need more bus service at this stop, not less. Weekday evening service. Saturday service. Sunday service. Thank you for the opportunity to provide input. Let me know if you need any more information from me. Greg Fairow Sent from Yahoo Mail on Android i Darian Nagle-Gamm From: Sent: To: Subject: Categories: Fina, Anthony D <anthony-fina@uiowa.edu> Tuesday, May 25, 2021 11:46 AM ICTransit Bus Routes IC Staff - Action None of the routes drop off in front of city park and the pool? 1 think this is an equity/access issue. Darian Nagle-Gamm From: minors2010 <minors2010@gmail.com> Sent: Thursday, April 29, 2021 4:02 PM To: ICTransit Subject: Peninsula Categories: IC Staff - Action Purchased a bus pass a while ago to get to work at UIHC which the peninsula route has stop on Foster and Dubuque. Have not used pass yet due to elderly Mother needing my assistance and now my Dad is in hospice now so need flexibility to get somewhere in a hurry so have been driving. When 1 get back to taking bus from Foster and Dubuque area to UIHC 730 am to Noon or so, which bus route is best now that Peninsula route will not go to U1HC or Newton road any more? Sent from my Verizon, Samsung Galaxy smartphone 1 Darian Nagle-Gamm From: Sent: To: Subject: Lassen, Micah A <micah-lassen@uiowa.edu> Friday, April 30, 2021 11:38 AM ICTransit Transit study changes concerns Categories: IC Staff - Action Good morning, 1 am a healthcare employee at UIHC and just a had a few concerns about the proposed transit changes to the bussing routes. 1 live along the proposed peninsula route on Mackinaw Dr. and am very appreciative of the speed and convenience getting to work at the hospital on the route that is currently in place that loops onto Newton Road. Having used the transit system since January 1 know I may have missed the public comment window, but with a good share of the riders on the route getting off and on at UIHC 1 thought it might be worth voicing some concerns if there haven't been any. If this change goes through, do you envision enough busses heading across the river to the west side to make the commute to and from the peninsula neighborhood somewhat smooth without long wait times? 1 realize cambus from downtown is also an option for a transfer, but it sure is nice to just have the one bus ride to get close to work as of now. Thanks for the opportunity to give feedback, I'm sure there are loads of numbers and statistics which back up the changes, but just wanted to speak for myself and other healthcare workers who may suffer the Toss of their smooth commute to work. Thanks again, Micah Lassen Notice: This UI Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. if you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: Hi Darian, Veronica Hubbard <veehl@icloud.com> Saturday, May 1, 2021 12:48 PM Darian Nagle-Gamm Great Presentation IC Staff - Action I watched your Transit presentation on Thursday and wanted to tell you what a great job you did. That was a lot of talking and lot of information! But I was engaged the whole time. The changes you'll be making sound very positive. It seems like the Iowa City bus community will certainly benefit. And I am very glad to see you'll be piloting Sunday service. I hope that is successful because I think this is a much-needed service. Thank you! Veronica Hubbard 1 Darian Nagle-Gamm From: Geoff Fruin Sent: Sunday, May 2, 2021 8:40 PM To: Darian Nagle-Gamm Subject: FW: Night and Weekend Transportation Attachments: We sent you safe versions of your files; Night and Weekend Transportation Policy Memo.docx Fyi. From: Development Director <development.director@ctcjc,org> Sent: Friday, April 30, 2021 6:40 PM To: *City Council <-43dfb@iowa-city.org> Subject: Night and Weekend Transportation Mimecast Attachment Protection has deemed this file to be safe, but always exercise caution when opening files. Dear Council Members, The Community Transportation Committee is committed to helping those who rely on public transportatic, gain access to the most accessible services possible. We strongly believe that late night and weekend services are essential services to many in the community. We support the purposed transit changes and pilot program but hope the below document will give you all more insight into what still needs to be done, and the concerns from the community. Thank you, Development director 1 Date: 4/30/2021 To: Iowa City Mayor Bruce Teague & Council Members From: Community Transportation Committee SUMMARY Iowa City currently lacks adequate night and weekend transportation to service low-income communities and people who are dependent on public transit. The community transportation committee hopes to posit some recommendations and solutions for providing more accessible and reliable transportation to citizens in Iowa City who depend on public transit, as well as encourage the city council to expand the services in the pilot program to late night service 7 days a week. BACKGROUND In 2015, the Community Transportation Committee, conducted a survey' aimed at discovering the gaps in transportation services present at the time. The results of the survey was based off of 157 responses, across 6 places, in Coralville, North Liberty, and Iowa City. The results showed that: o Over 50% of respondents couldn't get to work because the bus wasn't running during the times they needed. o 34% of respondents lost a job due to inadequate transportation o Over 40% of respondents turned down a job due to unreliable transportation o 11 pm -lam were the most frequent times respondents needed but couldn't find transit o Saturdays & Sundays were the most difficult times for people to get to work There is a dire need for extended transportation services in Iowa City, without these services people are losing their jobs, unable to make it to essential medical appointments, and access to school and school activities becomes increasingly difficult. In order to have an economically, socially, and environmentally thriving community, transit which links all of these things together, must be readily and easily accessible. STAKEHOLDERS • Low Income Families: o Low income families rely on public transit to connect them to work, important appointments and school. In CTC's 2015, survey over 56% of respondents made less than 10,000 dollars a year'. Low-income households rely on public transit, but even a single bus fare can pose as an economic hardship. When there aren't expanded transportation options, many low-income families often have no other options, which results in higher levels of unemployment for low- income families. • City Council - o The city council has mixed opinions on which type of extended transportation option would be the best and where the best funding options come from. With such a complex topic comes lots of disagreements, and a lack of transparency to the public, which can hinder progress. Endsley, Jeremy. Jackson, Laura. "2015 Community Transportation Survey." Community Transportation Committee. 15 November, 2015. 2 (See footnote 1). Briefing Memorandum CTC Page 2 • Employers - 0 Finally, many employers have expressed frustration with the lack of public transit in the Iowa City area. Lack of transportation lowers employee retention rates within companies. Low retention rates costs employer's significant money, on average a company with over 500 employees spends $4,1293 to hire a single employee, this number rises as the size of the company decreases. The cost of inadequate transportation could result in increasing numbers of businesses leaving Iowa City due to high costs. BEST PRACTICES NITE Ride- University of Iowa: Iowa City already has a direct -service transportation system. Nite Ride °serves University of Iowa students, faculty, and staff, from 10 pm- 5am. Monday- Sunday. The Nite ride services will take students to any Iocation within the boundaries of a set map that the transportation service has demarcated. If students want an express ride, they pay I dollar. A model like this could be very beneficial to expand to the general public in Iowa City. A service like horizons or seats could provide essentially the same services and could be set up similar to Nite ride which we have seen to be affective. Having late Nite services at night and especially on the weekend, can also prevent causing public disturbances and crime, by giving citizens access to a safe ride home. A program lik Nite Ride is not only useful for helping people gain access to accessible and reliable transportation, but it also helps promote public safety within the community. North Liberty Transit Program: North Liberty currently has a successful transportation assistance program, people can qualify for the program in four ways: a person does not own a car, handicapped status, or a person falls below the federal poverty level or area median income. The North Liberty programs works through a partnership with yellow cab that takes residents to certain places on demand when they call. The program has 135 participants with an average spending of around 15,000 dollars per year out of it's 50,000 -dollar budget. The program is taxpayer funded and is only available for residents of North Liberty. POLICY RECOMMENDATIONS • Sustainability/ Longevity- In order to provide long-term late-night services, the Iowa City council should invest in long-term solutions such as: finding long term funding from private and federal grants and loans. • Community Engagement: The Iowa city council should engage in community ongoing and regular outreach in order to adequately address the concerns of citizens surrounding 3 Source: Society For Human Resource Management's Human Capital Benchmarking Report2016. https:l/www.shrm.org/about-shrm/press-room/press-releaseslpages/human-capital-benchmarking-report.aspx 4 University of Iowa. "Nite Ride." Department of Public Safety. https://police.uiowa.edu/services/nite-ride 5 City of North Liberty. "Transportation Assistance Program." North Liberty Iowa. h ttps://northllbertyio wa. orq/residen ts/transit/transportation-assistance-program Briefing Memorandum CTC Page 3 transportation. The council should actively include citizens input, and include them in decisions surrounding transportation. • Support Alternative Transportation Options- The city of Iowa City has a responsibility to provide accessible transportation to all citizens, in the interim period of finalizing a new extended transit plan and securing fund, the council should support and fund alternative transportation systems. Iowa City should consider in engaging in a partnership with Nite Ride, Yellow Cab, Seats, and other transportation services within the community to help fill in transportation gaps with in the city. NEXT STEPS Community Outreach: o The City of Iowa City should release a new up to date transit survey each year centered around community insight and concerns surrounding public transit. Formulate A Plan: o The city of Iowa City should immediately formulate and update a publicly available planning document annually. The plan should include the addition of night services in the purposed pilot plan and outline how they are going to make this accessible to. The city should have a set timeline for when the program will be rolled out to the community. Apply for funding: o Iowa city should apply for grants and funding through federal and state transportation grant funds as well as private grants and funding, in order to sustain the proposed plan. Darien Nagle-Gamm From: Jeff Ruppert <jjr245@gmail.com> Sent: Tuesday, May 4, 2021 12:27 PM To: ICTransit Subject: Bus route I live on Amhurst Street. This is a residential street not meant for the heavy loads that we get every day many times during the day. This loading is ruining the street by making the street cement panels uneven and making the street rough. As the panels are uneven this makes the contents of your house shake and rattle as the bus passes. It would be for the best interest of the city and residents if the bus route could be moved to Rochester St. and down Scott Blvd. This would save the street. Thank you. Jeff Ruppert Sent from my iPad This email is from an external source. 1 Darian Nagle-Gamm From: Pflederer, Sarah E (UI Health Care) <sarah-pflederer@uowa.edu> Sent: Friday, April 30, 2021 8:34 PM To: ICTransit Subject: Concerns about new bus routes Categories: IC Staff - Action Hello, My name is Sarah Pflederer, and I am a nurse at UIHC. For the last 2ish years, I have consistently taken the city bus to work, either via the Westside Route or Plaenview Route. I pick up the bus either on Mormon Trek across from Walden View, or on Melrose at the Firestation stop. I am concerned with the new route proposals, because the new time frames would not allow me to take the bus to work anymore. I am expected to be ready to go on my unit at 0700, and the bus dropping me off between 0648-0651 perfectly allows me to make the cross -hospital trek to my unit. Is there any way you would be able to continue providing an earlier bus option for those of us that have to work at 0700? Thanks for considering, and please reach out if you have questions. Thanks, Sarah Pflederer Notice: This UI Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 1 Darian Nagle-Gamm From: Sent: To: Subject: Andrews, Sarah E <sarah-andrews@uiowa.edu> Monday, May 3, 2021 1:44 PM ICTransit transit changes comment Categories: IC Staff - Action Hello - I am concerned that this current transit plan seems to be racist. Areas with high numbers of non-white residents—specifically Lake Ridge Mobile Horne Park, Bon Aire—are not really covered by the bus. I am also concerned about children having to cross busy streets in order to get to a bus stop. I am glad that a bus will be running on Sunday. If you really want to increase ridership on the bus, you need to run busses until Midnight so that people working second shift at UI can get home via bus, as well as folks working retail/grocery that close at 10 pm. Thanks, Sarah Andrews cell 319-430-4493 Darian Nagle-Gamm From: Sent: To: Subject: Jennifer Arnold Graham<jennifer.arnold.email@gmail.com> Thursday, April 29, 2021 8:58 PM iCTransit Proposed bus routes questions Categories: IC Staff - Action Thank you for the great presentation on the proposed IC bus routes coming. One question - Are there any plans to have later bus run times when there are special events downtown? Like for any of the Summer of the Arts events? And at the meeting I think someone asked about a west side route to connect to Coralville instead of going downtown to transfer to a Coralville bus. Would a route to the new subdivisions going up on Camp Cardinal be a possible option? If you are considering a route that direction, I thought maybe that could be a possibility - but I'm sure you all know better than 1 do. :-). Also, someone mentioned having credit card -like passes. The University was using them. Is it the plan to still keep them? Thanks for all of your work, Jennifer Graham 1 Darian Nagle-Gamm From: Jennifer Arnold Graham <Jennifer.arnold.email@gmail.com> Sent: Tuesday, May 4, 2021 7:05 AM To: Darian Nagle-Gamm Cc: ICTra nsit Subject: Re: Proposed bus routes questions Categories: IC Staff - Action Thanks for the reply, Darian. One additional question. Are there any plans to have later bus run times (like until midnight) when there are special events downtown? Like for any of the Summer of the Arts events? Thank you for your time, Jennifer On Fri, Apr 30, 2021 at 12:19 PM Darian Nagle-Gamm <Darian-Nagle-Gamm@iowa-city.org> wrote: Hello Jennifer, Thank you for attending last night's presentation and for your comments! In terms of the passes, the University passes or U -Pass will still be in -effect. In terms of a westside route to Coralville — I definitely understand the desire to not have to travel downtown to again head back west into Coralville. The Camp Cardinal area has not yet reached the density that is easily supported by transit, but that would be one potential connector for the future. Due to our "hub and spoke" system, with the downtown interchange being the "hub" and the routes being the "spokes", it would be a real challenge to get the consistent ridership necessary support a route unless it connected downtown. Not to say it couldn't happen in the future with more westside development, but in the meantime that would be a challenge to overcome. I hope this information is helpful. Thanks again for attending last night's event and please let us know if you have any additional questions or comments! i Darian Nagle-Gamm From: Sent: To: Subject: Categories: Tami Lansing <tslans@yahoo.com> Tuesday, May 4, 2021 11:08 PM ICTransit #10 West Iowa City IC Staff - Action During the Iowa City Transit Zoom last week, 1 posed a question in the Chat section and was asked to follow up with an email so you could stay in contact with me to update me regarding how my concern would be addressed. The question I posed in the Chat is as follows: "Is there any way that the #10 West Iowa City route could start earlier? Many of the people who ride the current Westwinds, Plaen View, and Westside Hospital routes are employees of UIHC and need to be to work at 7:OOam but if the new route does not start until 6:45am from downtown, we will not be able to make it to work on time" (especially since this is really the only option we have to get to the hospital now since this is the only route that goes to the west side and goes past UIHC). As someone who has used the Iowa City Transit bus system as the primary mode of transportation to get to/from work for 13+ years, I am not as concerned about having to walk a little further to get to a bus stop since the one just up the block from me has been reduced to mid day pickup only (Stop 8334: Irving Ave & Shannon Dr), but I am more concerned about being able to get to work on time. I appreciate you looking into the possibility of starting the #10 West Iowa City route earlier. 1, and many other riders, would greatly appreciate it if you could make this happen. I will miss the numerous options for possible pick up times from the hospital that were made possible by the 4 different routes that travel to the west side of town (i.e. departure to the west side of town from UIHC is available every 10 minutes currently with Melrose Express, Westwinds, Plaen View, and Westside Hospital and will now only be available every 30 minutes with the new 10 West Iowa City route). Thank you for your time and consideration of this request regarding the #10 West Iowa City route. 1 look forward to hearing from you about this possibility. Have a good day! Tami Lansing tslans@yahoo.com i Darian Nagle-Gamm From: John Mathias <john.r.mathias@gmail.com> Sent: Tuesday, April 27, 2021 3:01 PM To: ICTransit Subject: Transit Route Feedback - Oakcrest Stops Categories: IC Staff - Action Hello, appreciate the considerable work put in to propose changes to improve the transit system. I'm a daily user and I applaud the efforts. I do have one concern. Consolidating some stops is understandable. In most cases, it looks like planners took care to avoid removing two consecutive stops in a row -- except in the case of the George Street (8124) and Streb Street (8125) stops along Benton Street (Oakcrest Route). The proposal does leave in all three of the stops along the Seville Apartments up the street. Perhaps those could be consolidated in order to keep one of the others on the lower part of Benton street? Streb seems to get a fair amount of use when I get on in the morning, and George street maybe a little less so. I would appreciate an explanation of this part of the proposal, or reconsideration if possible. Thank you, John Mathias 906 Wylde Green Rd, Iowa City, IA 52246 319-430-5100 Darian Nagle-Gamm From: Asghar Bhatti <masgharbhatti@gmail.com> Sent: Monday, May 3, 2021 2:18 PM To: ICTransit Subject: Fare -Free zone Categories: IC Staff - Action I am a long-time East -Side Iowa City resident. I like the changes to the Iowa City transit. Here is a suggestion that makes a lot of sense for Iowa City. Create a Fare -Free zone within a mile or so of downtown. This way a majority of those living close to downtown will be able to use the bus. This will be especially convenient during the winter months. There should be no impact on the revenue because very few folks currently living in this radius pay and ride the bus. It'll relieve the downtown area of parking as well since folks can park farther away and ride the bus into downtown. This model works very well in several cities. Portland, Oregon comes to mind. Asghar 1 Darian Nagle-Gamm From: Community Transportation <communitytransportationjc@gmail.com> Sent: Wednesday, May 12, 2021 1:53 PM To: Darian Nagle-Gamm; Bruce Teague; Susan Mims; *City Council Subject: Southside stops Categories: €C Staff - Action Darian, After reviewing the Southside route, CTC would like to suggest that additional outbound stops be added on Hollywood boulevard, Tracy Ln or Taylor Street on the north end. This is a high density area with a high proportion of POC. We are concerned that the consolidation of routes serving the area will negatively affect access to service to the area. Jeremy Darian Nagle-Gamm From: Sent: To: Subject: Categories: James Surratt <jamessurratt55@msn.com> Wednesday, May 12, 2021 10:01 PM Darian Nagle-Gamm Proposed transit changes IC Staff - Action 1 just saw the video on YouTube about the upcoming transit changes for Iowa City Transit. As a 40 year retired veteran mass transit operator for ICT, thank you for the hard work that you and the transit staff put into it. It's been many years in the making and Tong overdue. I hope it all works out. I know not everyone will be happy. But time will heal once the dust settles. Say Hi to Susie, Scott, Mark, and the rest of your staff. A lot of turnovers have occurred since I left in 2014. So I don't see too many familiar faces anymore. Sent from my Verizon, Samsung Galaxy smartphone Get Outlook for Android Dalian Naale-Gamm From: vollenj9@aol.com Sent: Thursday, May 13, 2021 3:05 PM To: ICTransit Subject: Oakdale route. Categories: IC Staff - Action I hardly ever see many persons riding the bus that takes students out to classrooms at the Oakdale Research Center. Are there times when students are riding the bus. At night it is the same way. Hardly any riders. Could this bus be used the hours when students are using it. Other times it should be discontinued for lack of riders. I do not think it is paying for itself with such few riders! Darien Nagle-Gamm From: Chance Schroeder <chancealien@aol.com> Sent: Thursday, May 13, 2021 8:05 AM To: ICTransit Subject: Changing route Categories: IC Staff - Action Yes just getting ready to use Westwinds and Plain View busses for transportation I live on Aber Avenue off of sunset and I heard a rumor they're taking them away is this true I need a place that I can catch the bus so I can get to work every night what are my options. Thanks ?7»???? Sent from my iPhone Chance Schroeder 1649 aber ave This email is from an external source. Darian Nagle-Gamm From: Swailes, Nathan T <nathan-swailes@uiowa.edu> Sent: Friday, May 14, 2021 8:45 AM To: ICTransit Subject: Question re: New bus routes/schedules [Towncrest] Categories: IC Staff - Action Hi Darian and Iowa City Transit, I just wanted to check a couple of things and make a comment about the updated IC bus schedule and routes particularly in regards to the Towncrest route — one of the only major routes that serves the massively expanding Eastside of town. I only just noticed this since the materials I read all implied no change to this busy route so it went under the radar for me. As a long time user and supporter of Iowa Transit (I have ridden the bus from the Eastside of town every weekday for 10+ years to get to work over at the hospital: Towncrest thru Oakcrest), I was disappointed to see a change (?) that will affect my commute and the commute of others to the hospital. This concerns the Towncrest route. I also wanted to add that one of the main reasons for choosing to live on the East side of town was because of the VERY reliable Towncrest service. In over 10 years of riding that bus I can count on one hand the number of times that it has run late rain/shine/snow. I have nothing but high praise for you and especially your drivers on that route. On the flyers distributed and the information provided at recent meetings, the Towncrest bus (#9) at first glance appears that there is no change to the existing service — the flyer and presentations I have seen read: "route and bus frequency do not change". However, a closer look has me concerned that you are actually making a change and shifting the schedule to favor a later service thus eliminating the early (red-eye) bus from the schedule, a change that was not mentioned in any of the communications regarding this service. I am confused, can you confirm that you are indeed eliminating this service? As this will affect my commute and job as a result. I catch the 6.15am bus near the corner of Village Green/Muscatine and ride this bus through to the hospital since it turns into the Oakcrest at the interchange. If this change is true then I would like to express my disappointment, not only for myself but also for the other regular long time riders of this early service who have relied on it to get them to the hospital for their morning shifts for many years. As an example, there were "'8-10 riders on the bus this morning for the early commute (and we are still in pandemic mode) and most remain on the bus (becomes the Oakcrest) to reach the hospital. This is more riders than I have ever seen on some of the later outbound Towncrest buses leaving the interchange. This change is a blow to me and to the Eastside which already is underserved in terms of the reach of buses (I walk 15mins to my stop for example) despite the fact that this is an area of the city that is growing massively right now. I am hopeful that you might look into this decision further and reconsider this change and retain this earliest service. 1 don't think the Towncrest service was in any way at all broken so it just feels like it is being fixed unnecessarily in this instance. 1 Iowa City Transit Same Route 9 Towncrest Will serve riders of these routes Towncrest 7th Avenue [3e_ :tirhttion . Starved Walgreens/CVS First Ave Hy -Vee Towncrest Commercial Area Bus Service Frequency AM Peek Mid -Darr PM Peak aQ nuet . Weekend mfr. 30 mut 30 min 40 min DAV TOWNDREST iadtrrii7:'rI l&ir Adtr€ dist 7021 Service Highlights • Same resutrweekdays. nights and weekends * Rovte and tus trepoencydn not change • Sheridan Avearca residents served an (iuriksgmn/ Muscatine or i irkwaod towtr Muscatine. wa& 5$ minutes to transit • Howdy service co Saturdays Hours of Service Wharf ierr - Friday Weekend 6;30 AM 10:00 P A 7:00 AM - 709 PM Outbound Inbound CLINTON SUMMIT SEVENTH FIRST ARR LV FIRST SEVENTH SUMMIT & WASH- & BURL- & MUSC- & MUSC- VILLAGE VILLAGE & MUSC- & MUSC- & BURL- INGTON INGTON TINE TINE GREEN GREEN TINE TINE INGTON 611 AM 615 AM 615 AM 618 AM 620 AM 622 AM 630 AM 636 AM 638 AM 640 644 645 648 650 652 700 706 708 710 714 715 716 720 722 730 736 738 740 744 745 748 750 752 800 806 808 810 814 815 818 820 822 830 836 838 840 844 845 848 850 852 Additionally, I can't quite tell from the maps provided, but it appears that the Towncrest will no longer turn into the Oakcrest service at the interchange??? I wanted to check if this was also a planned change? As you are probably aware, there are many riders that stay on the Oakcrest to get to the west side of town and UIHC. Of course I have no problem switching buses when everything is running on time but just wanted to make sure that the arrivals/departure of these two routes will still intersect without adding any additional time to the commute and just to note that there will definitely be a bunch of Towncrest riders regularly requesting the driver to hold the Oakcrest in a morning. If the plan is to split these two routes then it would be great if you could reconsider this and perhaps have the Towncrest continue as the Oakcrest every half hour rather than loop into the interchange via Madison —the route only picks up two stops by doing that, all of which could easily walk to the interchange itself. I'm not sure I understand the reason for this change at all, can you comment? It feels like another fix to an issue that was not broken. Thanks for reading these comments and questions. I do appreciate the time and effort put into this overhaul of the system but, if the above is true (particularly the elimination of the early Towncrest bus), then I am disappointed that those who serve the community with an early work start have been overlooked. Thank you for your time! Nathan 2 Nathan Swailes Ph.D. Carver College of Medicine University of Iowa E-mail: nathan-swailes@uiowa.edu Notice: This UI Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 3 Darian Nagle-Gamm From: Joyce Carroll Sent: Friday, May 14, 2021 8:45 AM To: Darian Nagle-Gamm Subject: Good things come to those who wait Categories: IC Staff - Action Darian, I am so happy to see a bus going to Terry Trueblood Recreation Area soon1111111 Thank you, thank you, thank you! Joyce Joyce Carroll www.icgov.org 319-356-5223 0000 Darian Nagle-Gamm From: Gundlach, Cory K <cory-gundlach@uiowa.edu> Sent: Wednesday, May 12, 2021 4:11 PM To: ICTransit Cc: Kerry Gundlach Subject: Elimination of Westwinds and Plaen View bus routes Categories: IC Staff - Action Hello, I use the Westwinds and Plaen View bus routes frequently and would be adversely impacted by their removal from the Iowa City Transit System. I hope you will choose to keep them. Thanks, Cory Gundlach 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: rluebke319@aol.com Wednesday, May 12, 2021 2:17 PM ICTransit Proposed bus route changes IC Staff - Action To Iowa City Transit: I am disappointed in Iowa City Transit's proposed route change for the southwest side of Iowa City eliminating Plaen View and Westwinds routes. Many people that live in this area, work at the University Hospital, VA Hospital, College of Dentistry, College of Medicine or other west campus locations. We have purchased homes in this area because of the close proximity to our work and knowing that we had bus transportation to work. I have personally ridden the Westwinds or Plaen View buses for over twenty years, usually twice a day and five days a week. My daughter who works at the VA, lives on Cardiff Circle, walks about 2 Y2 blocks to Denbigh Drive to catch the bus every work day. The proposed bus route leaves no good choice for her to ride the bus to her work at the VA Medical Center. I would hope you reconsider your route changes to at least take into consideration the SW Iowa Citians who work at the west campus and at a minimum, have a bus that runs a similar route as Westwinds, maybe from 6:30AM-9:00 AM and 3:30 PM -6:02 PM. The proposed route #12 (Highway 1) that goes up Sunset to Benton and out to Mormon Trek would not help most of SW Iowa City residents as it goes back to Walmart and ends up at downtown. Thank you for your consideration. Robert Luebke 1 Darian Nagle-Gamm From: Podolefsky, Isaac A <isaac-podolefsky@uiowa.edu> Sent: Wednesday, May 12, 2021 2:15 PM To: ICTransit Subject: Transit App Categories: IC Staff - Action Good afternoon, hope you're all well! I'm sure it's out of the scope for the current Transit change project, but I would like to send my input that I'm not a fan of the Transit app we moved to after Bongo about a year and a half ago. Bongo had it's own issues, I know the developers, so I was glad to see steps being taken to provide a better experience for riders and I see where Transit could be valuable to folks who are unfamiliar with the area. Unfortunately, for some of us who are regular commuters it's an extremely frustrating app to use. It requires you to enable the GPS on your device to use the app, and doesn't allow you to simply bookmark and watch predictions for a particular stop(s). As someone who is sensitive to the GPS and other data I'm providing to tech companies, I've found myself not using the app and just "guessing" that it's time to leave to catch the bus. Furthermore, suppose someone doesn't have a smart phone but only a tablet, now we're not providing equal access technology to people (think about bridging the digital divide to different socio economic groups). 1 provided feedback to Transit when we transitioned to the app that the ability to favorite a bus stop, or to be able to see prediction information without needing to enable the GPS, could resolve this. Clearly, they're not interested and they want force/encourage using our GPS for their data collection. I appreciate I may be the one and only person in Iowa City/Coralville who feels this way, but maybe after ridership returns to normal levels you survey riders about their experience using Transit. As a consumer of this service, I've found the Transit app has little value to me while another app would greatly improve my experience (I had a short experience with Transloc at NC State University and it was impressive). Thanks, Isaac Podolefsky Pronouns: He/him/his Senior IT Project Manager - Technology Services University of Iowa College of Liberal Arts & Sciences (319) 384-1942 Darian Nagle-Gamm From: Ewert, Christine J <christine-ewert@uiowa.edu> Sent: Monday, May 17, 2021 11:44 AM To: CTransit Subject: Comment on transit changes Categories: IC Staff - Action I am happy with the proposed changes to the transit system. I especially appreciate that my Iowa City bus pass will work on Coralville routes and that Oakcrest largely will remain the same. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: Hi, Garry Hauser <garry_hauser@yahoo.com> Friday, May 21, 2021 9:42 AM ICTransit Ques re: new routes starting Aug 1, 2021 1C Staff - Action I have a few questions I'd like answered re: the transit changes that will occur effective Aug 1 this year. Most of my inquiries re: routing changes for the Court Hill route. I typically board and exit the Court Hill route at stop 7321 on Friendship St. My understanding is the new routing for Court Hill will not go down Friendship any longer. 1) Will the current stop at the corner of Court St. and Friendship continue after the August implementation of changes? - - What is that stop #? I believe it's something like 7318 - - At what times will the outbound Court Hill reach that stop? I need to know to adjust my walking time to get from my house on Friendship to the stop at the appropriate time. 2) If the stop above is changed or eliminated, where will the nearest stop be for Court and Friendship? - - What will be the Stop # for it? - - Again, I'd like scheduling. 3) Once the outbound goes east past Friendship and makes the loop to return as the inbound part of the route, will there be an Inbound stop on/at or near Friendship and Court? - - What will be the Stop # for it? - - Again, I'd like scheduling. 4) I'm now 66 years old. I've read that those past 65 with a Medicare card will be eligible to ride IC Transit for free. -- How does that work logistically? - - What sort of ID must be presented when boarding a bus? I don't carry my MedicCare card with me currently because I'm still working full time and covered by UI Health Ins plan. -- Is there or will there be a IC Transit pass issued for Srs eligible such that they don't have to show the Medicare card - just swipe a Sr pass or something similar? -- Are there route or scheduling restrictions with this? 5) Will Coralville Transit reciprocate for the free Sr transit or any of the routes transferred? 6) Will BONGO continue or are you totally switching to the TRANSIT app? 7) I assume the "Court Hill" route will still be called "Court Hill" or will it be renamed following the changeover? Thank you. I look forward to your responses to my questions above. Garry Hauser Friendship St, Iowa City 1 Darian Nagle-Gamm From: Sent: To: Subject: Karl Catlin<prairielight18@prairielights.com> Monday, May 17, 2021 12:40 PM ICTra nsit Proposed Westside route Categories: IC Staff - Action H i, Many of the people who live on the west side and rely on the bus to get to work need to be at work by 7AM. If I am reading the proposed schedule correctly, the first bus of the day leaves downtown at 6:45 leaving these riders in the lurch. Also, some of them live on the loop that will be disappearing with the new schedule. I guess the loop reappears during non -prime hours which doesn't help the people who are trying to get to and from work (though they will only have an additional 2 blocks to walk - not too bad unless the weather is dreadful). I like the later service & additional times being offered. Thanks, West Side rider 1 Darian Nagle-Gamm From: Sent: To: Subject: Importance: Cole, H P <pauline-cole@uiowa.edu> Monday, May 17, 2021 12:19 PM ICTransit bus stop: please keep stop Amhurst st / Washington St stop 7432 High Categories: IC Staff - Action see that there is a proposed plan to discontinue stop 7432 (Amhurst/Washington St) bus stop closest to my home. I arr. a partially disabled seniour, full time UI employee dependent on this stop year round. Moving my access to a bus stop further away is a major hazard for me, especially the winter. I bought my condo nearby BECAUSE of this bus stop. It is a heavily used by many of us here. Losing it will overly burden many of us dependent on it. I often tell people, Iowa City taxes are higher than surrounding areas but I feel I get some of it back with our great bus system. Losing this bus stop will remove much of my benefit of living in Iowa City. I think over 50% of UI employees live outside of Iowa City. Please make it worth my while to stay. Sincerely, Pauline Cole 92 Oberlin St Iowa City, IA 52245 319-530-2752 Notice: This UI Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: Austin Montelius <montelia@icloud.com> Tuesday, May 18, 2021 9:50 AM ICTransit Re: Comments on Transit Plan IC Staff - Action I'd like to amend my comment slightly. I accidentally stated that the Rochester route was removed. What I meant to say was that I dislike that the Amhurst section and all of its stops on the route were removed. On May 18, 2021, at 9:46 AM, Austin Montelius <montelia@icloud.com> wrote: Hello, my name is Austin Montelius. I'm a relatively new Iowa City resident, but I'm a homeowner here and work for the University of Iowa. I love this city, and there is so much that makes this city great, especially compared to other cities of our size in and outside of Iowa. The new transit plan was well researched, and I am over the moon that research on public opinion and actual usage of the routes was taken into consideration. However, as a resident here, I am unsettled by the removal of the Rochester route. I live on Amhurst St., and there's a covered bus stop only a minute's walk from my door. Pre -pandemic, by the time I boarded the bus and arrived downtown, the bus was packed with people commuting to work. Often times, the route at the end of the work day was even more packed, sometimes there was hardly room to find a seat. With this kind of traffic on the route, I am completely puzzled as to why the decision was made to remove the route completely. Clearly the traffic on the route proves it's essential to a large amount of citizens living on the Eastside. To add a personal anecdote, my wife and I made the decision to purchase the house we did partly because of the proximity to a bus stop. Without this stop, we're forced to lengthen our already long commute by an extra 40 minutes round-trip, and walk in sometimes less than ideal conditions to the new stops. When we moved here, we sold our second car because we didn't need it — we had easy bus access. We were happy that we didn't have to pay for all the upkeep, insurance, taxes and fuel, but most of all we were happy we no longer had to deal with the mind -numbingly expensive parking situation downtown, and that's if you can secure a consistent spot at all. All in all, I am extremely disappointed by the removal of the Rochester route, and I know I'm not the only one. 1 Darien Nagle-Gamm From: Sent: To: Subject: Categories: Hello, Rhiannon Montelius <rhiannon7979@gmail.com> Tuesday, May 18, 2021 10:00 AM fiCTransit Bus Route Comment IC Staff - Action I wanted to take a moment and say that I really appreciate the effort and time that has gone into looking into how to improve our public transit system. It's a huge task that takes a lot of effort and time from all parties involved. I do have a concern about the changes to the Rochester route, specifically the removal of Amhurst Street from it. In pre - pandemic life when I had to go into the office (which most likely will be returning in August) I used this bus daily. My commute was already a long one, I had to get to the medical side of campus from the eastern side of Iowa City and it would take 40ish minutes from start to finish. By removing this route and consolidating it into the East -Side loop it makes my already long commute much longer. Which forces me into a hard decision of having to figure out if I need to buy a parking pass (which are very difficult to get and prohibitively expensive). Many people in my neighborhood relied on this route pre -pandemic and many will need to have it or something similar back once it is over. I think it's a huge mistake removing this and it makes getting downtown from the east side very difficult. Which will in turn lead to more people needing to drive down town and find parking. It's far more expensive and not what we should be doing as a city in terms of environmental impact. I hope you'll take my concerns into consideration before finalizing the route. Thank you, Rhiannon Montelius Darian Nagle-Gamm From: mary.hagen@mchsi.com Sent: Tuesday, May 18, 2021 12:11 PM To: ICTransit Subject: Manville Heights bus route Categories: IC Staff - Action Hello, I am responding to the transit changes that are due on August 2. This change will affect A LOT of riders. I currently ride the Manville Heights bus and have heard that it will be renamed to Peninsula. I work downtown Iowa City and currently ride the bus from Foster Road to downtown. 95% of the riders that get on in the peninsula area get off at the University Hospitals. There are only a couple (me included) that ride the bus to downtown. I heard that the Peninsula route will change and not go to the Hospital with the new plan. It will go directly downtown. I am assuming that is because the amount of people who get on and off of the bus in the Manville Heights area are few or next to none. I agree. Very few riders get on or off there and they have some streets with hairpin turns that I am sure are a major pain for the bus drivers, especially in bad weather. The new route will be great for me, I'm assuming it will be a lot quicker for me to get downtown to my workplace and back home in the evening. I'm writing because I feel bad for the LARGE number of riders going to the Hospital and Dentistry buildings. I heard that they will need to transfer to the hospital on another bus to get to the hospital area. That affects LOTS of peninsula riders and after talking to a lot of them I know they are very unhappy. Can something be figured out with the route so that it still goes to the Hospital? Maybe change up the streets through Manville Heights to take streets easier to maneuver through or circle down along the river and head up Lee (?)Street from along the river near Coralville on the lower Park Road? Again, I'm asking for others, not for myself as I will be fine no matter what the route is. Thanks for considering. This email is from an external source. 1 Darian Nagle-Gamm From: Christine Etler <piontkofsky@yahoo.com> Sent: Sunday, May 23, 2021 3:30 PM To: ICTransit Subject: Signage on buses Categories: IC Staff - Action Regarding upcoming changes and the June 1 meeting. I did not previously attend any transit forums and I am unclear from what has been released publicly if my concern has been addressed by any others. Since I moved to Iowa City, I have found the naming conventions of the buses very confusing. I find it incredibly odd that half the time, I get on a bus with a sign that does not indicate where it is going but instead where it has been. Bus route numbers may be preferable and then accurate destination signs can be updated throughout the route. This might entail scrolling signs. For instance "Tho Rochester" scrolls to "outbound to X" or "inbound to downtown". Also, at the edge of town on its way to the interchange, the next route should be displayed. "#20 Peninsula" scrolls to "via downtown interchange" while it is inbound from its previous route. Preferably signage on the inside of the bus matches that on the outside. I do not have a strong opinion on the mechanism of improving the signage. Its likely there are possible solutions that are more workable. The goal is what is most important to me. I would just like it to be more transparent where the bus is going to next. If I am allowed to stay on the bus through to the next route then it follows that this should be easily accessible public knowledge and the destination should be communicated. I don't see any drawback in being transparent about which route the bus will be going on next. Finally, even if I am a minority in expressing this concern, I would propose a low effort policy that I think would be immensely helpful. I think all drivers should announce the next disposition of the bus as they approach the interchange. And the announcement should be loud and clear with a few minutes of lead time. Examples: "this bus will continue on to the Westwinds route"; "this bus will have a 15 minute layover before continuing on to the Court St route. Passengers [must leave/can stay on] the bus; "this bus is going out of service"; etc. Christine Etler Sent from my iPhone This email is from an external source. 1 Darian Nagle-Gamm From: Sent: To: Subject: Jen Primmer <jen.d.primmer@gmail.com> Tuesday, May 18, 2021 1:12 PM ICTransit Proposed Line Elimination in Shimek Neighborhood Categories: IC Staff - Action We are very disappointed that the line that currently loops up into the Shimek neighborhood is planned to be eliminated. We were hopeful that perhaps there might be consideration to change it to run a loop up Prairie du Chien and on the new Foster Road extension, as that is planned to be further developed in the future. t Darian Nagle-Gamm From: Sent: To: Subject: amy.charles <amy.charles@protonmail.com> Wednesday, May 19, 2021 2:10 AM ICTransit Route 10 might need to start earlier Categories: IC Staff - Action Hi, all - Thank you so much for all your work on revamping the bus system -- I'm excited for this. While I try to avoid being awake at 6:45 am, my neighbor tells me that the new Route 10 isn't going to get her to work on time -- normally she takes the first Westside Hospital bus from Rohret to UIHC. As I look at the map and the switching -loops strategy, it looks to me like at least one neighborhood's going to lose out when it comes to getting to work on time early in the morning. If one route's going at 6:45 from downtown, I'd expect that whichever loop that takes will arrive at the hospital or back downtown at around 7:20 or so, meaning in to the office by around 7:35 -- works for an 8 am start but not for people who need to be there early or are trying to get a workout in before work. The other loop won't get a bus leaving downtown till 7:15 and won't get back downtown till around 7:50, making it hard to get into the office and be ready to go at 8 even in good weather. These are commuter loops with a lot of early -morning and dinnertime ridership, so if you don't have buses going early enough, I think you're going to see people revert to car use. I may be wrong about this, but it seems to me that the Westside loop is more student -heavy, Rohret more professional - heavy, with Westside ridership skewing toward late night. So I'd have the Rohret loop go first, and the last loop be a Westside one; I'd also look at shifting it back by a half-hour. I'm glad you've kept the loop that runs past the assisted -living facilities on Shannon. They really need the bus there. Thanks again, Amy 1 Darian Nagle-Gamm From: Andy Noeller <andy.noeller@gmail.com> Sent: Wednesday, May 19, 2021 8:27 AM To: ICTransit; Darian Nagle-Gamm Cc: *City Council Subject: Iowa City Public Transportation Changes Categories: IC Staff - Action All - (Re: Westwinds & Plaen View Routes) A neighbor alerted me of the proposed changes to the Iowa City public transportation map and I want to share some concerns. According to the mapl, the existing Plaen View and Westwinds routes are no longer available. I think this will have a negative impact on families surrounded by the Benton, Mormon Trek, and Sunset Dr as their new option forces them to go downtown or a significant distance from their current stops. My suggestion to resolve this concern would be 1) Maintain the existing routes 2) Combine the Westwinds/Paean view Route into 1 new route w/ similar stops 3) Run the combined or individual routes at peak times (M -F early AM and late PM) I feel using one or a combination of these suggestions would alleviate the concerns from our neighborhood and provide a cost savings for the IC transit department. We have been in our home for 18 years and have used these routes to get to the UIHC frequently. We value the convenience and proximity to our home and our neighbors. These routes provide a critical service to our neighborhood. Please reconsider the impacts of removing these two routes. Thank you for your time. Andy Noeller 19 Ealing Dr, Iowa City, IA 52246 Darian Nagle-Gamm From: Sent: To: Subject: Claassen, David A <david-claassen@uiowa.edu> Monday, May 24, 2021 2:29 PM ICTransit Frustration about proposed route change Categories: IC Staff - Action I'm writing about 2 separate but related concerns regarding using public transportation in Iowa City. 1. I'm writing to ask Iowa City Transit to reconsider it's proposed route changes related to service to the Peninsula neighborhood. I, like many other residents in the Peninsula neighborhood, use the bus service to travel from home to the VA hospital or UIHC Hospital most weekdays. The current Manville Heights route allows us to do this with a quick 15 minute bus ride. This is the first city I've lived in since I lived in the DC metro area in 2003 where professionals used public transportation to get to work. I have been proud to say to potential national recruits to our hospital that as a physician I can use Iowa City's public transit to get to work. The proposed route change would not remain a viable option for me or likely for other medical providers at those hospitals. Instead of a 15 minute bus ride, it would be a 15 minute bus ride, plus standing around for an unknown but potentially very long time waiting for a bus transfer, plus another 5 minute bus ride from the Pentacrest to the Hospital. I will not be able to continue my UPASS subscription and use the bus if this change proceeds. 2. Even if the amount of time required weren't a problem, waiting for bus changes at the Pentacrest is awful. There are no shelters from rain or snow or frigid temperatures. There is no shade from the heat. In professional attire I cannot stand around waiting for a bus transfer in those conditions and then see patients. Even if Iowa City Transit proceeds with the Peninsula Neighborhood route changes against my interest, PLEASE for all transit customers who do have to change buses downtown, create a better site for transit changes with shelters near where the each bus transfer occurs. Thank you for considering my opinions and please reconsider the proposed route change and also invest in shelters for customers near their buses at our city's busiest transit interchange. Thank -you, Dr. David Claassen Notice: This Ul Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto, Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: mediacom <gracie22@mchsi.com> Monday, May 24, 2021 5:36 PM ICTransit Bus schedule changes IC Staff - Action I am highly disappointed with what you plan for the busses that go to the University of Iowa Hospital! Your changes DO NOT/ WILL NOT accommodate those of us who have to be at work by 7a.m !! To not service Melrose and expect your faithful customers to walk to Sunset and catch the Oakcrest bus is NOT feasible. Do you expect us to do this in the dark of winter? When the sidewalks are icy and not shoveled ? This is my only form of transportation and the only way I can get to work. You must rethink this option for those of us who rely on your services. I live in Iowa City on Emerald Street so I could walk if I had no other choice but there are a great deal of people that work at the hospital that park on Westgate and Emerald Streets and take the bus to avoid paying a $2o per day fee to park in one of the hospital ramps. I sincerely hope that you give this change serious reconsideration. Thanks, Peaches J. Wytch A This email is from an external source. Darian Nagle-Gamm From: Sent: To: Subject: Categories: Hello Ms. Gamm, Johnson, Kristin A <kristin-a-johnson@uiowa.edu> Tuesday, May 25, 2021 8:58 AM Darian Nagle-Gamm Iowa City Bus Route - Proposed Changes IC Staff - Action I am writing in regards to the proposed bus route changes that are to take effect later this summer. I understand that the city is modifying the bus routes in response to the survey and frequency of travelers per route. As a researcher, I appreciate the work you've done to inform your decision. Upon review of the analysis I also realize that the most common concern for Iowa City travelers, myself included, is in the lost options to reach Newton Road from the westside of town. I am asking that you would reconsider the options to Newton Road. Would it be possible to add a route from Sunset/Benton area to Newton road at least for morning and evening services to accommodate myself and several neighbors who currently ride the Westwinds/Plaenview routes for transit to work? Thank you for your consideration. Kristin A. Johnson, PT, DPT Department of Physical Therapy and Rehabilitation Science Carver College of Medicine University of Iowa Notice: This Ul Health Care e-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. 2510-2521 and is intended only for the use of the individual or entity to which it is addressed, and may contain information that is privileged, confidential, and exempt from disclosure under applicable law. If you are not the intended recipient, any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify the sender immediately and delete or destroy all copies of the original message and attachments thereto. Email sent to or from UI Health Care may be retained as required by law or regulation. Thank you. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: abe kline <abekline@gmail.com> Monday, May 24, 2021 6:17 PM 1CTransit Transit Comment IC Staff - Action As a homeowner and someone who rarely if ever uses transit, I would wholeheartedly support reduction of fares to 0$ for everyone. I am confident that increasing access to easy, effective, safe, and reliable public transit not only will help decrease emissions and improve air quality, but also it will help enfranchise and lift up lower income families. 1 Darian Nagle-Gamm From: A Hollo <holloan4@gmail.com> Sent: Monday, May 24, 2021 6:40 PM To: ICTransit Subject: Bus change meeting in June Categories: IC Staff - Action Hello, my name is Annalecia Holloway. I will be a resident in North Liberty in the month of August. 1 rely heavily on public transportation. I am aware that the city of North Liberty, only have two buses per day. This will be problematic for me. My question is, In your meeting that you will hold, does those bus changes include North Liberty? Finding a job will be made much easier, if there will be better access to transportation. Your response to my questions would be greatly appreciated. Thanks Annalecia Nicole Holloway Sent from Gmail Mobile 1 Darian Nagle-Gamm From: Kk H <kkhrjunk78@gmail.com> Sent: Tuesday, May 25, 2021 10:39 AM To: ICTransit Subject: Bus change bad idea Categories: IC Staff - Action Hello I think decreasing bus to hospital is a bad idea because people will have to change bus and sometimes buses are not on time and so they will miss the bus and not get to work on time. I have a coworker who lives in Coralville and they changed their bus system with fewer bus routes going to the hospital so now she doesn't ride the bus anymore. If Iowa City decrease the bus routes going to the hospital then people will stop riding the bus decreasing revenue Sent from my iPhone Sent from my iPhone This email is from an external source. Darian Nagle-Gamm From: Sent: To: Subject: Paul Imming <psimming3530@gmail.com> Tuesday, May 25, 2021 10:33 AM ICTransit North Dodge Bus Route Categories: IC Staff - Action Hello, I know the revamp of the North Dodge route, as part of the transit reorganization, is still ongoing but I was curious if there would be any new stops installed on Dodge Street, specifically between the stops at the old Hy -Vee and 919 Dodge St on the incoming part of the route? With the elimination of Caroline Ave neighborhood section, there are no stops on the incoming portion between the old Hyvee and 919 North Dodge, although there are two outgoing stops at the Governor St and Prairie du Chien intersections. Regards, Paul Imming 1 Darian Nagle-Gamm From: Sandra Alper <sandra.alper46@gmail.com> Sent: Monday, May 17, 2021 1:33 PM To: ICTransit Subject: Bus stop shelters Categories: IC Staff - Action Iowa City has many bus stops with no shelters, particularly on the East side of town. People waiting for the bus have nowhere to sit (a real hardship if you are elderly, have children with you, or are carrying parcels). During inclement weather this situation is intolerable. The city has a responsibility to provide adequate shelter at ALL bus stops! Thank you. Sandra Alper Sent from my iPad This email is from an external source. Darian Nagle-Gamm From: Sent: To: Subject: Aude, Laurie E. <Laurie.Aude@va.gov> Tuesday, May 25, 2021 12:27 PM ICTra nsit bus system comments Categories: IC Staff - Action I would like to be able to purchase Iowa City bus passes at other places, such as the HyVee in Coralville, which is where I usually shop. Right now I have to make a special trip over to the east side just to buy my next pass. Also, when I used to live in the part of Iowa City north of the interstate (on Holiday Road), the bus coverage of that whole northern section of the city was very limited. The 45 minute schedule of the Research Park bus was hard to keep track of, and there was no bus late in the evenings or on the weekends. That made it hard to study late at the library and come home, or go to entertainment events by bus on the weekends. Yet downtown IC is so limited in parking that I hated to take my car. Fortunately, I had a car, but many lower income people cannot say that. Laurie Aude 1 Darian Nagle-Gamm From: Pobst, James <James.Pobst@pearson.com> Sent: Tuesday, May 25, 2021 3:41 PM To: ICTransit Cc: Pobst, James Subject: Comments for Iowa City Area Transit Study Plan - Public Hearing Categories: IC Staff - Action Hello, I would like my comments on the Transit Study Plan to be considered for the virtual Public Hearing next week: • I notice that nothing was said specifically about bus passes. Because I only use the city buses occasionally and not on a daily basis, it's always been more convenient for me to use the 10 -ride passes, instead of the monthly pass. However, I've had many 10 -ride passes that stopped working/weren't recognized by the card readers on the buses -- possibly because the magnetic strips on the backs of the cards are too flimsy when they come into contact with other cards. To their credit, drivers have always worked with me to allow me to still ride without a "punch", and the Public Transportation office downtown has provided vouchers to me in place of 10 -ride passes that stopped working, but I would still like the city to pursue a better solution. If you need to recruit another vendor for the passes that would rely on magnetic stripes that don't wear out as easily, I would highly support that. • The Transit app is great, but I would recommend a slight adjustment to how it functions. Let users have the option of choosing where the app should look for buses from, instead of only trying to use GPS to identify where the user is. If 1 or someone else could manually input "Downtown Interchange" and have the app THEN look for buses, it would function better. Instead, I've sometimes had the unpleasant experience of having to wait for the app to Toad up the exact address on the map of where the Downtown Interchange is, and even then sometimes it can't identify the buses available. • Before August 2, please communicate clearly on the city website that the Lakeside route is being removed in place of other nearby routes. I live in Bon Aire, and so now I know that I'll look for the Lower Muscatine/Kirkwood bus, but you should make every effort to let other riders know that this change is going to happen, and where the route now goes (more directly to downtown instead of through the Southside area). • Along with the city bus passes, this wasn't mentioned specifically in the Plan, but please keep as many bike racks on the fronts of buses as possible. I've really appreciated this "hybrid" option to my own transportation needs. Thank you! James H Pobst Project Coordinator School Assessment Pearson 2510 North Dodge Street Iowa City, IA 52245 Learn more atpearson.com detti 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: Dear Iowa City Council, Sawyer, Erin M. <Erin.Sawyer@va.gov> Thursday, May 27, 2021 4:09 PM ICTransit Proposed IC Transit Changes Focused Task Time Late Handouts Distributed (Date) I am writing in response to the potential changes to the Iowa City bus routes. Please don't approve the Iowa City Transit changes until routes are improved to better serve the Iowa City community. 1 live on Cardiff Circle and work at the IoV+,, City VA. I use the Westwinds and Plaen View routes to ride to and from work on weekdays. People who work at The University of Iowa and the Iowa City VA choose to live in our neighborhood to shorten commute times and use public transportation. Our bus routes are typically busy with riders and according to the recent webinar, these are 2 of the busiest bus routes based on average weekday passengers by route. 1 don't understand why the Westwinds and Plaen View bus routes are getting cancelled. The new proposed routes are not adequate replacements for these two bus routes and would poorly serve our neighborhood. This change in bus routes will significantly increase my commute time. It currently takes me 15-25 minutes to get to/from work (walk + bus ride). With the potential change, I have to walk 8-10 minutes to the nearest bus stop and take the new West Iowa City route which I have been told will be a 30 minute bus ride to/from work, which is practically doubling my commute time. This route will require me to walk through a wooded area on Willow Creek Trail, where I would not feel safe walking alone in the dark for early morning and evening commutes during the fall/winter months. The bus stop for this route takes me 8-10 minutes further from work, so if I happen to miss the bus, it will be a 55 minute walk to work, instead of a 40 min walk from my current bus stop. The Iowa City Transit does not offer a route that is a good option for me and others in my neighborhood in this proposal. Please make changes to the Iowa City Transit proposal before it is approved. Can you consider keeping a bus route similar to Westwinds and Plaen View to serve our west Iowa City neighborhood? One option for a more direct route along arterial streets would be to have a route that travels from Westside Drive to Hwy 1 to Sunset to Melrose to UIHC and Iowa City VA to Downtown IC and then returns along the same route. The new proposed Hwy 1 bus route travels on Sunset, but it doesn't go near the hospitalNA. Thank you for your consideration, ErCt,swwyor t Darian Nagle-Gamm From: Beswick, Janelle E. <Janelle.Beswick@va.gov> Sent: Friday, May 28, 2021 8:46 AM To: ICTransit Subject: Proposed Transit Changes Categories: Focused Task Time Good morning, As the Acting President of the Employee Association at the VA Hospital in Iowa City, I wanted to pass along some feedback about the proposed transit changes. As you may know, the Iowa City VA Medical Center is landlocked between Highway 6 and the University of Iowa campus. There is very little onsite parking, so employees depend on alternatih"^ transit options to get to work. VA does not own any remote lots for employees, and though the VA does lease some parking from the UI at Finkbine Lot and Hawk Lot, it is not sufficient for all staff. Some staff do depend on the bus systems to get to work each day, and may have even made housing decisions based on the current bus routes and schedules. (For example, I live on Westgate and noted the bus stop right near my building before signing a lease.) The proposed changes significantly reduce service to the VA Hospital from the west side of town. Currently Melsrose Express, Plaen View, Westside Hospital, and Westwinds all serve the VA Hospital during peak service, providing an option about every 10 minutes. The proposed change would take that down to a bus every 30 minutes, with a much smaller service area on the westside of town. This will undoubtedly create a transportation gap for some of our employees, and probably some veteran patients, as well. While the UIHC is undoubtedly a significant presence in our community, don't forget about us at the VA. We have fewer transit options than UIHC staff and this change will significantly reduce those options further. Thanks, Janelle Beswick Acting President VA Employee Association 1 Darian Nagle-Gamm From: Sent: To: Cc: Subject: Dana Demmert <dana.demmert@gmail.com> Friday, May 28, 2021 9:40 AM ICTransit Darian Nagle-Gamm Transit Change Concerns Categories: Focused Task Time Hello, I have seen the proposed transit changes online and I would like to add some of my concerns about these changes. Seeing more coverage to the Iowa City VA Medical Center and the Southwest side of Iowa City would be extremely helpful. My partner and I bought our first home last May of 2020. Our house is located on Denbigh Drive, just a few houses west of the intersection of Denbigh Dr and Sunset St. We specifically searched for houses in that particular area due to the fact that we both work for the Iowa City VA Medical Center. As you probably know, the Iowa City VA has extremely limited parking available for employees, and the VA encourages employees to take public transit if at all possible. My partner and I spent a lot of time researching which areas of the Southwest side of Iowa City (particularly west of Riverside Dr and North of Hwy 1) would be most ideal for our commute, as we agreed that public transit would be the best way for us to get to work at the VA. We were thrilled when we found a house for sale on Denbigh Dr which we ended up purchasing, and it was only a few houses away from a bus stop (two bus stops actually) that gets us to work on time, and the bus routes - Plaen View and Westwinds - also are able to transport us home when we get off work in the afternoon. I am very concerned with the fact that there is only one IC transit route proposed that will serve the Iowa City VA going forward. I am also very concerned with the proposed lack of service to much of the southwest side of Iowa City where we live The only bus that is proposed to come down Sunset St now goes out onto Hwy 1, then heads downtown Iowa City, complete!; bypassing the Iowa City VA and even the Iowa City Hospitals and Clinics. The fact that there will only be one route now servicing the Iowa City VA is concerning and problematic. This one route that will service the Iowa City VA will no longer come anywhere near our house. The closest bus stops to our house will now be on Westside Dr which is about 0.8 mile walk from our house (about 15 minutes), or walking all the way up to Melrose Ave, which would be almost a full mile walk (closer to 20 minutes walking). During the frigid and icy/dangerous winter months, I don't see how this would be feasible for us to walk that far every morning and every afternoon after work. With these proposed changes, I am not sure how we would possibly manage getting to work every day. This will make our commute incredibly difficult. We do not have the option to drive and park on campus at the VA, we rely solely on the Iowa City bus transit to allow us to commute to work every day. Currently the Plaen View bus route as well as the Westwinds bus route are available options that allow us to get to work. These proposed changes take both of those routes away completely and replace it with one route that does not come near our house. After looking at the Transit Study presentation from April 29, the chart that is posted shows that Plaen View and Westwinds are 2 of the top 4 routes with the highest average of weekday passengers. Yet these are 2 of the routes that are proposed to be taken away and replaced with a single route that does not service the same areas as the current Plaen Vew and Westwinds routes. This decision seems problematic and honestly confusing to me and will affect both of us greatly in terms of finding a v. to get to work every day. I would really appreciate these concerns and observations to be addressed in the upcoming City Council public hearing on June 1. 1 Darian Nagle-Gamm From: Sent: To: Subject: Categories: Hello, Christine Thiriet <christinef.thiriet@gmail.com> Sunday, May 30, 2021 8:45 AM ICTransit Questions on Route 10 Focused Task Time Thank you for providing the proposed changes to the bus routes and service. As a family that depends on the Westside Hospital route to be a one -car family, we are pleased that this route will continue to serve our needs. A few questions as you prepare the final changes: - I get the first bus every weekday in order to make it to the hospital by 7 a.m. There is a healthy population also riding the first bus. Please consider moving up the start time so that those who work at the hospital could continue to make it for the 7 a.m. This is in reference to the West Loop of Route 10. - Could you please clarify what hours are considered mid-day (when the route would go through the Walden neighborhood)? - And a note on bus stops as you consider what gets created/eliminated. As a person who scales the snow banks and dewey grass at Rohret and Shannon (stop 8349), it would be great to at least have a paved surface at the designated stops. (I do appreciate there is a sheltered stop not far away too.) Thanks very much for your consideration. I have been impressed with the process and appreciate the effort in updating the system with much-needed changes with a vision for the future. Thank you! Christine Thiriet 808-226-1796 1 Darian Nagle-Gamm From: Jennifer Arnold Graham<jennifer.arnold.email@gmail.com> Sent: Monday, May 31, 2021 4:14 PM To: ICTransit Subject: new routes Categories: Focused Task Time Thanks to everyone working on the new bus routes. I was wondering if it is possible have a route that goes to the W/SW side and then has a more direct route to the downtown depot? For instance extending the new Oakcrest route to Westgate and/or Denbigh Dr to catch more of those in the W/SW area to go to the hospital or downtown Thanks for the consideration, Jennifer Graham 1 Darian Nagle-Gamm From: DAVE HELM <davehawkeyehelm@gmail.com> Sent: Tuesday, June 1, 2021 11:49 AM To: ICTransit Subject: Rochester Bus Route Categories: Focused Task Time First off, let me start by saying I'm all for the proposed Rochester bus route change. I support and use the Iowa City Bus Transit and a direct route to the UI Scott Boulevard Clinic area is great. As a 27 year resident on the corner of Washington St and Mount Vernon Dr, I know this intersection well, bus stop #7437 is very convenient. For safety and convenience reasons I would like to recommend the changed Washington St/Mount Vernon Dr bus stop #7437 be relocated to the northwest corner of this intersection on Mount Vernon Dr. Should the bus stop be located on the southeast side of this intersection, the bus would be turning left/east onto Washington St from the Mount Vernon Dr stop sign and would almost immediately have to stop again creating traffic flow issues for east bound traffic barrelling down the hill at this location. It would also create an additional unnecessary stop for the bus/bus driver. I'm also sure the driver would prefer to have momentum in the winter snow as the street goes uphill, we know we do when pulling onto Washinton St in either direction. Thinking about passengers and admittedly myself as a retired senior citizen, this corner is also equipped with an ADA curb and marked crosswalk for safe and shoveled access. In conclusion, the northwest corner of this intersection has an existing stop sign, reducing it's opportunity to be rear- ended as passengers get on and off the bus, an ADA curb and reduces the additional stop for the bus, making this the safest and most convenient access at this intersection. Thank you kindly for your time and consideration, David Helm 102 S. Mount Vernon Dr Iowa City, IA 52245 1 1 3 IOWA CITY AREA TR41NSIT STUDY Final public comments rreceived April - June 1st, 2021 Date Received Name/Organization Comment Received by: Late Handouts Distributed (p—DI — 2—I (Date) ICATS Final Public Comment Summary Westside service to UIHCNA • Sunday service • Later Evening Service • Fares • Rochester / Amhurst area • Peninsula to UIHC • Friendship area • Manville Heights area • Th Avenue route • Bus stop requests • Lakeside/Broadway routes • Lake Ridge Mobile Home Park • Caroline Ave area • Transit or Bongo app • West Melrose area • Bus schedule/start times Comment Category Area of Interest 23% (21) 11% (10) 10% (9) 8% (7) 8% (7) 7% (6) 3% (3) 3% (3) 3% (3) 3% (3) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) 2% (2) General Comments 11% (10) Thank you's General positive comments Individual comments Questions or information requests Suggestions Comment 21 -May Garry Hauser Email App Asked if BONGO was going away completely and if the Transit app would be the sole app 12 -May Isaac Podolefsky Email App Would prefer if the app didn't require GPS in order to provide arrival predictions. 23 -May Christine Etier Email Bus Headsign Finds naming conventions confusing, sometimes gets on bus with name of where it has been, not where it is going. Suggests that annunciator should announce next route as it approaches interchange or status (e.g. this bus is leaving service, or this bus will continue onto On Bus Messaging route") 4 5 6 8 9 10 11 12 3 -May Asghar Bhatti Email Fare Requesting a fare -free zone in near downtown area. Cited reduced parking costs and Fare Free zone near improved transportation during cold winter downtown months. Cited Portland, OR as example. 4 -May 27 -Apr Abe Kline Jill Harmande Email Email Fare Fare & Passes Zero Fare Supports a reduction of fares to zero. Wanted to know if UPasses woud still be Upass available and if price was changing. 28 -Apr Sheryl White Fare & Passes Asked if fare was free today for those 65+ 26 -May James Pobst Email Fare, App, Bike Racks, Route change Suggests sturdier 10 -ride passes, letting users have the option of choosing where the app should look for buses from, suggests driver on - board notification of route changes, asks to keep bike racks 21 -May Garry Hauser Email Fares/Senior passes Asked if there would be passes issued for Seniors or if they need to present Medicare cards. Asked if Coralville would accept them also. 19 -Apr Terry Byers / ICPL / Union Email General Reviewed routes and thinks they look good. Asked for schedules/Info for library 21 -Apr Vincent "Vinny" Hauser In -Person General Thrilled that the senior fare would be eliminated. "I'm 67 and I won't have to buy a Fares pass in July!" 4 -May Veronica Hubbard Email General Wanted to commend us on the virtual transit study presentation. the positive changes Communications / coming to the transit system, and the piloting of Sunday Service Sunday Service 13 14 15 16 17 18 19 20 12 -May 25 -May 28 -Apr James Surratt Annalecia Nicole Holloway Erin Shane; Associate Dir of Parking & Transportation Email Email Email General General General General thanks for system overhaul - said it was many years in the making and long overdue. Inquired whether the 6/1 meeting would include North Liberty a discussion about transit to Coralville Wanted to express that our outreach materials Communications looked very good 30 -Apr 26 -Apr 27 -Apr Jeremy Endsley, President CTC Ashley Mutzlaff "Jill" Email Email In -Person General & Passes Route Route Thanked the City for the study, noted Late night/overnight excitement about the universal passes, wanted service & low-income us to keep them informed about late night program, passes service and a potential low-income program. Huntington Drive / Concered because 2 - Court does not directly Cardigan Park area serve Cardigan Park / Huntington Drive Lakeside, Broadway Concerned Lakeside, Broadway and 7th and 7th Avenue Avenue going away 27 -Apr N/A In -Person Route Works in Manville Hts area sometimes and will Manville Hts not have a way to get there 29 -Apr Katie Robinson Email Route Dissapointed no direct service on Highland Ave Worried about added commute time due to Highland Ave walk to Lower Muscatine / Kirkwood. 21 22 23 24 25 2 2 29 -Apr Jon Garfinkel Email Route Jon and several others live in Manville Hts and use Iowa City Transit. He's very worried about the distance to the nearest bus route is too far to walk. He says some elderly riders in the Manville Hts area will not be able to walk that far. 18 -May Austin Montelius Email Route Amhurst Wants direct service to Amhurst to remain 18 -May Rhiannon Montelius Email Route Amhurst Wants direct service to Amhurst to remain 18 -May Jen Primmer Email Route Disappointed that the Caroline Ave / Shimek Caroline Ave / Shimek neighborhood loop will be discontinued, and neighborhood inquired about a PDC / Foster Rd extension. 19 -May Andy Noeller Email Route Wants to maintain the Westwinds and Plaen West Iowa City View Routes, or maintain existing routes. 24 -May David Claussen Email Route Requesting direct service to UIHC. Said first place he has lived where professionals ride transit. Said proposed route change would not work for him or other medical providers due to wait time for transfer plus 5 minute bus ride at hospital. Also indicated that waiting time wouldn't be a problem, except there are no shelters or protection from rain/snow, cold Peninsula to UIHC temps. 25 -May Kristin Johnson Email Route Request to reconsider options to Newton Road West side service to and expanding transit access to the north UIHC hospital area. 28 29 30 31 32 33 34 25 -May Anonymous Email Route Decreasing bus service to hospital is a bad idea because people will have to change bus and seomtimes buses are not on time so they will miss bus and not get to work on time and Service to UIHC then stop riding transit. 25 -May Anthony Fina Email Route Concern that having no stops adjacent to the City Park City Park pool is an equity/access issue. 31 -May Jennifer Graham Email Route Suggests adding a route on the W/SW side of town that has a more direct route to Downtown Interchange, such as extending proposed West side to Oakcrest route to Westgate and/or Denbigh Downtown Drive. 26 -Apr 27 -Apr No name given N/A Email In -Person Route & Stops Route / Schedule Wanted to know if we were eliminating service Rochester & 5 - Lower on Amhurst and what nearest stop to Eastdale Muscatine Rd Plaza was. Not traveling down Friendship will be difficult for riders who live on Friendship. Also concerned about not being able to get to the hosptial for work at 6:30am, several people in Court Street Iowa City start work before 6:30am 27 -May Erin Sawyer Email Route / Schedule West side to UIHC / Lives at Cardiff Circle and concerned commute VA by bus could take up to 40 minutes. 28 -May Janelle Beswick / VA President of Employee Association Email Route / Schedule VA parking is an issue. Cites currently have service every 10 minutes, the proposed change would have direct service every 30 West side to VA minutes. 35 36 37 38 39 40 41 42 28 -May Dana Demmert Email Route / Schedule Live on Denbigh and Sunset, concemed about limited parking at VA and only one route serving the North Hospital. 12 - Hwy 1 route West side to VA does not serve UIHCNA. 30 -May Christine Thiriet Email Route / Schedule to get people to UIHC by 7:00 am for shift. Requested clarification on the hours served for the mid-day 10 - West Iowa City loop and West side requested bus stop enhancements at 20 -Apr Anita Fugerland In -Person Route/Schedule Wants to know if Court Hill Rt will line up w/ bus to UIHC. Currently 7th Ave rider and 7thAve/CourtHill to travels during peak. Also wonders if zoom UIHC - concern meeting will be recorded. 20 -Apr No name given In -Person Route/Schedule A woman concerned about getting from Peninsula directly to UIHC and how much Peninsula to UIHC longer it might take 21 -Apr 27 -Apr No name given "Jill" In -Person In -Person Route/Schedule Route/Schedule General question confirming that westside Westside buses going past UIHC inbound Disabled customer who works at Deluxe Getting home from Bakery concerned about getting home due to Deluxe bakery, 7th closure of Summitt & Sheridan stop and 7th Ave going away Ave going away 29 -Apr No name given In -Person Route/Schedule West of 218, Shannon Concerned buses no longer go to Shannon & & Irving Irving. Customer was elderly. 30 -Apr No name given In -Person Route/Schedule She is a student who lives in the Peninsula area and frequently rides the current Night Manville Heights bus to get home after 9 pm. The proposed running time for the 6 -Peninsula is until 7:45. She is concerned about getting Peninsula Route home safely. 43 44 45 46 12 -May Bob Lubke Email Route/Schedule Has been riding twice a day/5days wk. for 20 years, and very upset that this area is being neglected. All the tax paying people bought homes in this area because of their UIHC jobs and the existing bus service to and from UIHC before and after work. These people count on the rush hour convenience that brought them to this neighborhood. Even the Mayor will be without service now! In the cold, snowy winter you cant expect people to walk 6-8 blocks for WESTSIDE Iowa City, bus service. I ride every day and I know this specifically south of area has high ridership. Really only need Melrose and East of am/pm rush hour convenience to this area, not Mormon Trek (Sunset, even Saturday. These are taxpayers working Denbigh etc) at UIHC and VA! 14 -May Joyce Carroll / IC Parks Email Route/Schedule Trueblood Excited about service to Terry Trueblood 14 -May Nathan Swailes Email Route/Schedule Is concerned about the earliest trip of Towncrest being taken away. Won't be able to get to work on time. He is also concered that the Towncrest is not interlined with the Oakcrest route for the ease of getting to the Towncres/Oakcrest hospital without changing buses. 21 -May Garry Hauser Email Route/Schedule Had questions about existing stops and which ones would be closest to the one he uses now since it will be discontinued on Friendship St. Court Street Also wanted schedule information. 47 48 49 50 51 52 53 54 17 -May Karl Catlin Email Route/Schedule Concerned that the 10 -West Iowa City route does not start early enough. Also concerned that the Irving/Shannon Drive loop operating only during off-peak hours will require those trying to get to -from work to walk a few extra West Iowa City blocks. 30 -Apr No name given In -Person Routes Is concerned about Eastside Express being taken away with the inbound trip coming in on East Side Express Rochester. Her stop is at 1st and Rochester. 30 -Apr No name given In -Person Routes Is upset about the 7th Ave going away. She has ridden that route for years and is very near her house. She will have to walk two extra blocks to get on the 5 -Lower 7th Ave Muscatine/Kirkwood. 3 -May Sarah Andrews Email Routes Lake Ridge and Concern about level of service to Lake Ridge Modern Manor and Modern Manor and pedestrian facilities. 4 -May Jeff Ruppert Email Routes Applauds the change to the Rochester route Rochester / Amhurst that involves moving service off of the local Street Amhurst Street and onto Scott Boulevard 12 -May 12 -May Jeremy Endsley Cory Gundlach Email Email Routes Routes Concerned about walking distance from Hollywood Blvd Hollywood Blvd due to POC Westwinds and Plaen View Concerneda about these routes going away 13 -May Chance Schroeder Email Routes Westwinds and Plaen Concerned about Westwinds and Plaen View View being discontinued. 55 56 57 58 59 60 61 62 63 64 12 -May Daniel Sands Email Routes & Service Wants to know if there will be more buses on the 10 -West Iowa City route to make up for the West Iowa City bus route consolidation 28 -Apr Dawn Pulowski Phone Routes & Stops South Gilbert & South Wanted to know directionality and where the Iowa City proposed stops would be. 14 -May David Phone Routes & Stops Had a general question about the proposed Hwy 1 Route Hwy 1 route 28 -Apr 30 -Apr 21 -Apr No name given Sarah Pflederer - UIHC empl Jeff or Jim In -Person In -Person Email Routing Schedule Schedule Lake Ridge No more service to Lake Ridge 10 - West Iowa City to 6:45 AM start of 10 -West Iowa City does not UIHC early moming allow enough time to get to UIHC by 7:00 AM Requesting information on bus routing and schedule from Scott / Heinz to Coralville Coralville Marriot 27 -Apr 28 -Apr No name given No name given In -Person In -Person Schedule Schedule Worried that she will not be able to get to her job on time. Currently boards at HyVee at 6:30 North Dodge am Rider was very excited to go shoping on Sunday Service Sundays if we had a Sunday service option 30 -Apr Sarah Pflederer; UIHC empl Email Schedule West side early EM Can't make it it work at 7 am @ UIHC when 10 service West Iowa City service starts at 6:45 AM 5 -May Tami Lansing / UIHC empl Email Schedule Starts work at 7 am @ UIHC and the proposed West Iowa City 6:45 start time for 10 - West Iowa City route service would not get her to work on time 65 66 67 68 69 70 71 72 7 26 -Apr Anonymous GoGov Service I am frustrated to no longer have bus service to the Galway Hills and Walnut Ridge neighborhoods (current Melrose Express route). Those communities pay a LOT in Westside - Galway property tax to fund the bus service and Hills and Walnut ironically you take away that service to the Ridge taxpayers in those neighborhoods. 28 -Apr 29 -Apr 29 -Apr 4 -May 4 -May No name given No name given No name given Jennifer Graham Rob Bender / Assurance Prop Mgmt In -Person In -Person In -Person Email Email Service Service Service Service Service Iowa City Transit has great service, super nice Iowa City drivers, and nice buses Friendship St Concerned about farther walk to bus stop Sunday Service Hopes there will be Sunday service soon Late Night / festival service Requesting late night service on festival days Condos built on Camp Cardinal Rd / Gathering PI Lane. Continually getting requests about service. Currently 10-15 minute service to Requesting service on Kennedy Parkway. They have 54 units Camp Cardinal completed which will be occupied by July. Boulevard UIHC, Law students, professional housing. 18 -May 24 -May Mary Hagan Amy Charles Email Email Service Service Wants direct service to UIHC on Peninsula Peninsula to UIHC Route to remain 10 -West Iowa City Concerned did not start early enough 25 -May Laurie Aude Email Service & Fare Wants more locations to buy bus passes, Bus pass purchase & looking for later evening service for evening Evening Service travel or events 74 75 76 77 78 79 80 81 82 8 -Apr Annie Gudenkauf Letter Service Enhancement Expanding service Supports expanding these two options and late night/overnight also providing free service 10 -Apr Allie Koolbeck Letter Service Enhancement Sunday Service & late night/overnight Supports expanding these two options 17 -Apr Bridget Malone Letter Service Enhancement Sunday Service Supports Sunday service 4 -May Jennifer Graham Email Service Enhancement Late night service for Curious whether we are considering late night Festivals service for festivals. 8 -Apr I 8 -Apr Dawn Pawlowski Payton Colbert Letter Letter Service Enhancements Service Enhancements Sunday Service & late Supports adding Sunday service and late night night/overnight service Late night service Supports expanding late night service 8 -Apr Yael Feder Letter Service Enhancements Sunday Service Requests Coralville Sunday service 16 -Apr Ron Wright Letter Service Enhancements Sunday Service & late night/overnight Supports expanding these two options 19 -Apr Sabrielle Sky Letter Service Enhancements Stated that poor transit service is exclusionary, especially to ppl of color and low/incomes, and excludes people durign late night and on - weekends. Sees transit as human right. Seeks 15 minute service and expresses anything less is unacceptable. Believes that low frequenty bus service is essential) useless and states it can take 3-4 hours to get home after work due to late night hourly service. Supports reallocating funding from PD to Transit. No Sunday, Saturday, service to Massk Markets / Menards area. and late Provided concerns about how our current night night/overnigth routes are structured. 83 84 85 86 87 88 89 90 91 9 30 -Apr 24 -May 29 -Apr Greg Fairow Peaches Wytch No name given Email Email Email Service Enhancements Service Hours Service to UIHC Approves of Sunday service pilot; requesting Sunday Service pilot of Sunday Service in Coralville West side service to Requesting earlier start hours due to 7 am shift UIHC start @ UIHC Concern that Peninsula route no longer directly Peninsula Route served UIHC. 30 -Apr 1 -Jun Micah Lassen; UIHC Empl Dave Helm Email Email Service to UIHC Stop Peninsula Route Concern about transportation to the hospital Requesting Washington / Mt. Vernon bus stop by relocated to the northwest corner of the intersection to improve traffic flow and to make use of ADA accessible curb and marked 11 - Rochester crosswalk. 17 -May Pauline Cole Email Stop Wants to ensure that a stop remains at Amhurst / Washington Amhurst and Rochester, she is di 21 -Apr Ann Molsberry Email Stops Requesting to maintain stop at (Ashford Place and York Street Stop #7338). Stops in front of Ashford & York their house and husband is in wheelchair. 27 -Apr John Mathias Email Stops Benton / Streb and Requesting to keep either Benton St. & Streb Benton / George St. (8125) or Benton St. and George St. (8124) 29 -Apr No name given In -Person Stops Concerned about the stop at Rochester and Rochester/Amhurst Amhurst 17 -May Sandra Alper Email Stops Many stops with no shelters and nowhere to sit or place your parcels. During inclement weather makes transit even tougher. Lack of amenities Requesting adding shelter at all bus stops. 93 Inquiry about stop location on North Dodge route with the Carloline Avenue loop 25 -May Paul Imming Email Stops North Dodge discountined Kellie Fruehling From: Sent: To: Subject: Dear Iowa City Council, Sawyer, Erin M. <Erin.Sawyer@va.gov> Thursday, May 27, 2021 4:11 PM *City Council Iowa City Transit Changes Late Handouts Distributed (Date) I am writing in response to the potential changes to the Iowa City bus routes. Please don't approve the Iowa City Transit changes until routes are improved to better serve the Iowa City community. I live on Cardiff Circle and work at the Iowa City VA. I use the Westwinds and Plaen View routes to ride to and from work on weekdays. People who work at The University of Iowa and the Iowa City VA choose to live in our neighborhood to shorten commute times and use public transportation. Our bus routes are typically busy with riders and according to the recent webinar, these are 2 of the busiest bus routes based on average weekday passengers by route. I don't understand why the Westwinds and Plaen View bus routes are getting cancelled. The new proposed routes are not adequate replacements for these two bus routes and would poorly serve our neighborhood. This change in bus routes will significantly increase my commute time. It currently takes me 15-25 minutes to get to/from work (walk + bus ride). With the potential change, I have to walk 8-10 minutes to the nearest bus stop and take the new West Iowa City route which I have been told will be a 30 minute bus ride to/from work, which is practically doubling my commute time. This route will require me to walk through a wooded area on Willow Creek Trail, where I would not feel safe walking alone in the dark for early morning and evening commutes during the fall/winter months. The bus stop for this route takes me 8-10 minutes further from work, so if I happen to miss the bus, it will be a 55 minute walk to work, instead of a 40 min walk from my current bus stop. The Iowa City Transit does not offer a route that is a good option for me and others in my neighborhood in this proposal. Please make changes to the Iowa City Transit proposal before it is approved. Can you consider keeping a bus route similar to Westwinds and Plaen View to serve our west Iowa City neighborhood? One option for a more direct route along arterial streets would be to have a route that travels from Westside Drive to Hwy 1 to Sunset to Melrose to UIHC and Iowa City VA to Downtown IC and then returns along the same route. The new proposed Hwy 1 bus route travels on Sunset, but it doesn't go near the hospital/VA. Thank you for your consideration, Er(v,,s ,yer 114 Prepared by: Darien Nagle-Gamm, Director of Transportation Services, 1200 S Riverside Drive., Iowa City, A 52245 (319) 356-5156 Resolution No. 21-156 Resolution adopting the Iowa City Area Transit Study Plan Whereas, in August 2019 the City of Iowa City commenced the Iowa City Area Transit Study with Coralville Transit, University of Iowa CAMBUS, transit consultants Nelson -Nygaard, and the public to improve transit service, increase ridership, and better coordinate between transit agencies; and Whereas, the first phases of public outreach in the fall of 2019 resulted in 1,000 responses to an on -bus rider survey, 1,325 responses to a "design your own transit system" survey, 90 attendees to three public open house meetings, and 120 survey responses from transit -dependent and housing - insecure individuals; and Whereas, the public feedback was used to develop three distinct cost -constrained transit system service concepts which were presented to the public in January 2020, eliciting over 1,400 online survey responses and 150 attendees to three public meetings; and Whereas, the public feedback on the three potential transit scenarios was used to formulate a single preferred transit system design which was presented to the City Council along with the recommended fare and transfer policy changes at their October 6th and October 20th, 2020 work sessions; and Whereas, the City Council indicated preliminary approval of the recommendations at their October 20th, 2020 work session, and directed staff to move forward and plan for implementation of the recommended transit system design and proposed fare and transfer policy changes, and directed staff to develop proposals to improve transportation access on Sundays and during the late evenings or overnight hours; and Whereas, at their March 2nd 2021 work session the City Council directed staff to plan for a two-year Sunday fixed route bus service pilot and further explore on -demand partnerships for the potential provision of late evening/ovemight transportation service to be implemented in late 2021 or 2022; and Whereas, Iowa City Transit will implement the first phase of recommended changes to the transit system in July and August of 2021, which requires a formal public hearing in accordance federal policy as outlined in the lowa City Transit Title VI Plan; and Whereas, Iowa City Transit made publicly available the proposed transit system changes in April 2021, hosted an info booth at the downtown interchange, and performed extensive outreach in advance of a virtual public meeting on April 29th, 2021 to present the proposed changes to the transit system to the public; and Whereas, Iowa City Transit has distributed all final comments received on the proposed transit system changes to the City Council for review; and Whereas, the public hearing was held at the June 151, 2021 City Council meeting prior to formal consideration of the Iowa City Area Transit Study Plan; and Whereas, adoption of the attached Iowa City Area Transit Study Plan and improvement of the transit system is in the public interest. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: Resolution No. 21-156 Page 2 1. The 2021 Iowa City Area Transit Study Plan, which is attached to this resolution, is hereby adopted. Passed and approved this 1st day of June , 2021. ATTEST: or 7 -1..i0---j/-,--Q— Approv City Attorney's • ice — 05/27/2021 It was move by Mims and seconded byBergus the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: X Bergus X Mims X Salih X Taylor X Teague X Thomas X Weiner IOWA CITY AREA TRANSIT STUDY IOWA CITY AREA April 2021 N NELSON NYGAARD IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Cover photo source: Nelson\Nygaard This page is intentionally left blank. Nelson\Nygaard Consulting Associates, Inc. 1 i IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Table of Contents Page 1 Executive Summary 1-1 2 Introduction 2-1 Project Goals 2-1 Report Organization 2-2 3 Plan Review 3-1 Key Findings 3-1 Plan Review 3-2 4 Market Analysis 4-1 Key Findings 4-2 Analysis Indicators 4-2 5 Transit in Iowa City 5-1 Key Findings 5-1 6 Route Profiles 6-1 CAMBUS 6-8 East Campus Shuttle 6-10 Hawk Lot/Hospital 6-1 1 Hawkeye Express 6-1 2 Hawkeye Interdorm 6-1 3 Hawkeye-Hospital 6-14 Hospital Finkbine/Arena 6-15 Hospital via Hancher 6-16 Interdorm 6-17 Mayflower Shuttle 6-1 8 North Hospital Shuttle 6-19 Pentacrest 6-20 Blue Route 6-21 Red Route 6-22 Research Park. 6-23 Coralville Transit 6-24 1 Oth Street 6-25 1st Ave 6-26 AM Express 6-27 Express 6-28 Lantern Park. 6-29 Night and Saturday 6-30 North Liberty 6-31 Iowa City Transit 6-32 7th Avenue 6-33 Broadway 6-34 Court Hill 6-36 Cross Park 6-37 Eastside Express 6-38 Eastside Loop 6-39 Lakeside 6-40 Mall 6-41 Manville Heights 6-42 Melrose Express 6-43 Nelson\Nygaard Consulting Associates, Inc. 1 ii IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT akik North Dodge 6-44 Free Shuttle 6-45 Oakcrest 6-46 Plaen View 6-47 Rochester 6-48 Towncrest 6-49 Westport Plaza 6-50 Westside Hospital 6-51 Westwinds 6-52 7 Scenario Development 7-1 Introduction 7-1 Three Scenarios with Different Priorities 7-1 8 Outreach Summary 8-1 September 2019 Onboard Survey 8-2 FaII/Winter 201 9 Design Your Own System Survey 8-33 November 2019 Outreach 8-43 January 2020 Outreach — Feedback on Scenarios 8-53 Winter/Spring 2020 Online Survey 8-57 9 Preferred Alternative 9-1 Overview 9-1 CAMBUS 9-2 Coralville Transit 9-9 Iowa City Transit 9-14 10 Transit Infrastructure and Zero -Emissions Transition Considerations 10-1 Introduction 10-1 Bus Stops 10-2 Speed & Reliability 10-9 Zero -Emissions Vehicles 10-14 11 Vision for Transit 11-1 Introduction 1 1 -1 The Vision for Transit 1 1 -1 Elements of the Vision for Transit 1 1 -3 Costs Estimates by Agency 1 1 -8 Table of Figures Page Figure 1-1 CAMBUS Preferred Alternative System Map 1-3 Figure 1 -2 Coralville Transit Preferred Alternative System Map 1 -4 Figure 1 -3 Iowa City Transit Preferred Alternative System Map 1 -5 Figure 4-1 Market Analysis Indicators 4-1 Figure 4-2 Population Density 4-2 Figure 4-3 Density of Occupied Rental Units 4-3 Figure 4-4 Density of Workers without Access to a Vehicle 4-4 Figure 4-5 Density of Seniors 4-5 Figure 4-6 College -Aged Youth Density 4-6 Nelson\NygaardConsulting Associates, Inc. iii IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 4-7 Low -Income People Density 4-7 Figure 4-8 Density of People of Color 4-8 Figure 4-9 Job Density 4-9 Figure 4-10 Low -Income Job Density 4-10 Figure 4-1 1 Transit Propensity Index 4-1 1 Figure 5-1 Annual Unlinked Passenger Trips by Agency, 201 2-2017 5-2 Figure 5-2 Annual Revenue Hours by Agency, 201 2-2017 5-3 Figure 5-3 Passenger Trips per Revenue Hour by Agency, 201 2-2017 5-4 Figure 5-4 Annual Revenue Miles by Agency, 2012-2017 5-5 Figure 5-5 Passenger Trips per Revenue Mile, 201 2-2017 5-6 Figure 5-6 Annual Operating Expense by Agency, 2012-2017 5-7 Figure 5-7 Operating Expense per Passenger Trip by Agency, 201 2-2017 5-8 Figure 5-8 Operating Expense per Revenue Hour by Agency, 2012-2017 5-9 Figure 5-9 Annual Farebox Revenue by Agency, 2012-2017 5-10 Figure 5-10 Average Fare by Agency, 201 2-2017 5-1 1 Figure 5-1 1 Farebox Recovery Ratio by Agency, 2012-2017 5-1 2 Figure 6-1 Iowa City Area Public Transit System Map 6-2 Figure 6-2 Average Weekday Boardings by Route, Fall 201 9 6-3 Figure 6-3 Average Weekday Boardings per Service Hour, Fall 201 9 6-4 Figure 6-10 Average Cost per Weekday Passenger Trip on Iowa City Transit Routes 6-5 Figure 6-4 Iowa City Area Average Weekday Boardings, Fall 201 9 6-6 Figure 6-5 University of Iowa/Downtown Average Weekday Boardings, Fall 201 9 6-7 Figure 6-6 CAMBUS Average Weekday Boardings 6-8 Figure 6-7 CAMBUS Average Weekday Boardings, Downtown/University of Iowa Area 6-9 Figure 6-8 Coralville Transit Average Weekday Boardings 6-24 Figure 6-9 Iowa City Transit Average Weekday Boardings 6-32 Figure 7-1 Scenario 1 System Map and Highlights 7-1 Figure 7-2 Scenario 2 System Map and Highlights 7-2 Figure 7-3 Scenario 3 System Map and Highlights 7-3 Figure 8-1 CAMBUS Transit Route Respondent was Riding (n=1,418) 8-3 Figure 8-2 Percent of Respondents Transferring to or From Another Route (n=1,425) 8-4 Figure 8-3 Reported Transfer Activity (to or from) by Route (n=1,425) 8-5 Figure 8-4 Respondent Trip Type (n=1,314) 8-6 Figure 8-5 Respondent Alternative Mode of Transportation (n=1,403) 8-6 Figure 8-6 Respondent Time Riding CAMBUS (n=1,386) 8-7 Figure 8-7 Respondent Source for Schedule/Real-Time Information (n =1,328) 8-7 Figure 8-8 Respondent Transit Used in Past Month (n=1,334) 8-8 Figure 8-9 Respondent University Affiliation (n=1,399) 8-8 Figure 8-10 Respondent Race/Ethnicity (n=999) 8-9 Figure 8-1 1 Respondent Annual Household Income (n=1,278) 8-9 Figure 8-1 2 Respondent Age (n=1,384) 8-10 Figure 8-1 3 Respondent Household Size (n=1,376) 8-10 Figure 8-14 Vehicles in Respondent Household (n=1,370) 8-1 1 Figure 8-15 Respondent Improvements Desired (n=1,366) 8-1 1 Figure 8-16 Coralville Transit Route Respondent was Riding (n=379) 8-1 3 Nelson\Nygaard Consulting Associates, Inc. I iv IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 8-17 Percent of Respondents Transferring to or From Another Route (n=394) 8-14 Figure 8-18 Top Transfers made by Respondents (n=394) 8-15 Figure 8-19 Respondent Trip Type (n=1,288) 8-16 Figure 8-20 Respondent Fare Type for Current Trip (n=394) 8-1 6 Figure 8-21 Respondent Alternative Mode of Transportation (n=392) 8-17 Figure 8-22 Respondent Time Riding Coralville Transit (n=390) 8-17 Figure 8-23 Respondent Source for Schedule/Real-Time Information (n=384) 8-1 8 Figure 8-24 Respondent Transit Used in Past Month (n=381) 8-1 8 Figure 8-25 Respondent University Affiliation (n=385) 8-1 9 Figure 8-26 Respondent Race/Ethnicity (n=384) 8-1 9 Figure 8-27 Respondent Annual Household Income (n=360) 8-20 Figure 8-28 Respondent Age (n=382) 8-20 Figure 8-29 Respondent Household Size (n=384) 8-21 Figure 8-30 Vehicles in Respondent Household (n=384) 8-21 Figure 8-31 Respondent Top Improvements Desired (n=388) 8-22 Figure 8-32 Iowa City Transit Route Respondent was Riding (n=913) 8-23 Figure 8-33 Percent of Respondents Transferring to or From Another Route (n=952) 8-24 Figure 8-34 Reported Transfer Activity (to or from) by Route (n=952) 8-25 Figure 8-35 Respondent Trip Type (n=859) 8-26 Figure 8-36 Respondent Fare Type Used for Current Trip (n=954) 8-26 Figure 8-37 Respondent Alternative Mode of Transportation (n=948) 8-27 Figure 8-38 Respondent Time Riding Iowa City Transit (n=936) 8-27 Figure 8-39 Respondent Source for Schedule/Real-Time Information (n=915) 8-28 Figure 8-40 Respondent Transit Used in Past Month (n=926) 8-28 Figure 8-41 Respondent University Affiliation (n=948) 8-29 Figure 8-42 Respondent Race/Ethnicity (n=979) 8-29 Figure 8-43 Respondent Annual Household Income (n=867) 8-30 Figure 8-44 Respondent Age (n=933) 8-30 Figure 8-45 Respondent Household Size (n=935) 8-31 Figure 8-46 Vehicles in Respondent Household (n=933) 8-31 Figure 8-47 Respondent Top Improvements Desired (n=934) 8-32 Figure 8-48 DYOS Transit Improvement Options and Categories 8-33 Figure 8-49 Most -Frequently Used Transit System (n=1,245) 8-34 Figure 8-50 Frequency of Transit Use (n=1,206) 8-35 Figure 8-51 University Affiliation (n=1,235) 8-35 Figure 8-52 Residence Location (n=1,238) 8-36 Figure 8-53 Race/Ethnicity (n=1,260) 8-36 Figure 8-54 Household Size (n=1,226) 8-37 Figure 8-55 Household Income (n=1,184) 8-37 Figure 8-56 Desired Improvements (n=1,325) 8-38 Figure 8-57 Desired Improvements by System used by Respondent 8-39 Figure 8-58 Desired Improvements by Respondent Frequency of Transit Use 8-40 Figure 8-59 Desired Improvements by Respondent University Affiliation 8-41 Figure 8-60 Desired Improvements by Respondent Residence 8-42 Figure 8-61 November 14, 2019 Coralville Open House 8-44 Nelson\Nygaard Consulting Associates, Inc. 1 v IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 8-62 November 13, 2019 Iowa City Open House 8-45 Figure 8-63 November 12, 2019 University of Iowa Open House 8-46 Figure 8-64 Stakeholder Meeting List and Schedule 8-48 Figure 8-65 January 30, 2020 Coralville Open House 8-53 Figure 8-66 January 28, 2020 Iowa City Open House 8-54 Figure 8-67 January 29, 2020 University of Iowa Open House 8-55 Figure 8-68 Respondent Opinion on Service Scenario 8-57 Figure 9-1 CAMBUS Preferred Alternative System Map 9-2 Figure 9-2 CAMBUS Preferred Alternative Service Summary 9-3 Figure 9-3 Coralville Transit Preferred Alternative System Map 9-9 Figure 9-4 Coralville Transit Preferred Alternative Service Summary 9-10 Figure 9-5 Iowa City Transit Preferred Alternative System Map 9-14 Figure 9-6 Iowa City Transit Preferred Alternative Service Summary 9-15 Figure 10-1 CAMBUS and Iowa City Transit Bus Stop Sign Designs 10-2 Figure 1 0-2 Best Practice Single -Route Bus Stop Sign in Chicago 1 0-3 Figure 1 0-3 Riders Wait for Buses without Shelter at the Pentacrest 1 0-4 Figure 10-4 Bus Shelters in Historic Environments 1 0-5 Figure 1 0-5 Real -Time Bus Arrival Information at University of Illinois Urbana-Champaign1 0-6 Figure 1 0-6 Stops Spaced Approximately 500 Feet Apart on W Benton Street 1 0-7 Figure 10-7 Bus Stop without Adequate Pedestrian Infrastructure on Oakcrest Street 1 0-8 Figure 10-8 Buses in Mixed Traffic Climbing the Jefferson Street Hill at the Pentacrest 1 0-9 Figure 10-9 Lagging Protected Right Turn Phase in Seattle, WA 10-11 Figure 10-10 Pentacrest Downtown Interchange Potential Signal Improvement Locations 10-1 2 Figure 10-11 Hawkins Road at Highway 6 Potential Queue Jump 10-13 Figure 10-12 Primary Differences in Maintenance between Diesel Buses and BEBs by System Category 10-16 Figure 10-1 3 Charging Infrastructure Summary Table 10-18 Figure 10-14 BEB Charging Methods 10-18 Figure 10-15 Charging Infrastructure Element Approximate Cost Range 10-20 Figure 1 0-1 6 Charging Infrastructure Cost Variables 10-20 Figure 10-17 Select FCEB Fleet Fueling Station Characteristics 10-22 Figure 1 0-1 8 Minimum Separation Distances Guidelines for Hydrogen Stations (NFPA 2) 10-23 Figure 1 1 -1 Vision for Transit Summary Table 1 1 -2 Figure 1 1 -2 Cost Estimates by Agency for 15 -Minute Service on Multiple Corridors 1 1 -3 Figure 1 1 -3 Cost Estimates by Agency for Sunday Service 1 1 -4 Figure 1 1 -4 Cost Estimates by Agency for Improved Saturday Service 1 1 -5 Figure 1 1 -5 Cost Estimates by Agency for Late -Night Weekday Service 1 1 -6 Figure 1 1 -6 Vision for Transit One -Time Capital and Annual Operating Cost Estimates by Agency 1 1 -8 Nelson Nygaard Consulting Associates, Inc. I vi IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Appendix A — Ridership Maps AppendixB— Route Profiles Appendix C — Survey Instruments Appendix D — Fare Study Nelson\Nygaard Consulting Associates, Inc. I vii IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ASA 1 EXECUTIVE SUMMARY Background The 2019-2020 IowaCityAreaTransitStudy, or ICATS, is the result of one year of public outreach, technical analysis, and service planning conducted by CAMBUS, Coralville Transit, Iowa City Transit (the study agencies), and consultant staff. The final product of the ICATS is a fiscally constrained Preferred Alternative that makes detailed route -level recommendations for improving public transit in the Iowa City area. (CATS Goals Goals for the ICATS were developedbased on public input collected through surveys and in- person outreach, as well as from study agency goals. The primary goals of the ICATS are to increase transit ridership, better collaborate across agencies, improve communication to riders, and take a regional approach to transit planning. Methodology The ICATS included in-depth analysis of existing conditions at the study agencies and in the Iowa City area. This analysis induded a comprehensive reviewoflocal planning work, a review of agencykeyperformance indicators, an analysis of the local market and the distribution of likely transit demand, and a route -by -route examination of ridership, on-time performance, running time, alignment, and capacity. Comprehensive ridership and on-time performance data was collected for all three agencies. This analysis is induded in Chapters 3 through Chapter 6. The ICATS also includes analysis ofbest practices for transit infrastructure and transit fare policy, which are in Chapter 10 and Appendix D of this report, respectively. Public Outreach Three major phases of outreach were conducted as a part oftheICATS: an earlyfall onboard survey, a late fall series of in-person outreach events and survey, and a winter series of in-person outreach events and survey. The early fall onboard survey collected information on rider behaviors, the late fall outreach and survey collected information on community visions and goals for public transit, andthe winter outreach collectedfeedback on three hypothetical scenarios for improving transit in the Iowa City area. Feedback collected on these three scenarios shapedthe PreferredAlternative. Detailed information on andresultsfrom outreach work are in Chapter8. Nelson \Nygaard Consulting Associates, Inc. 1-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ASA Recommendations The ICATS Preferred Alternative for service was developed using public input, market conditions, and existing ridership data. Initially, three scenarios were developed that represent different principles of route planning and areas of emphasis. Following a public outreach and comment period on these three scenarios, a fiscally constrained Preferred Alternative was developedto address operational issues, future growth, industry-st andard b est practices for route design, and established project goals. The most significant improvements made by the Preferred Alternative are listed belowby improvement category: Increasing frequency on core routes • 15 -minute peakperiod service on Iowa City Transit's most popular route, the Oakcrest, and 15 -minute all -day service on the Iowa City Transit Southside Downtown Shuttle • 20 -minute peak period service on the Iowa City Transit Lower Muscatine/Kirkwood route to Kirkwood Community College and South Iowa City ■ 20 -minute all -day CAMBUS service between the Hawkeye Commuter Lot, Aspire at West Campus, the University of Iowa hospitals, and downtown Iowa City ■ Iowa City Transit Saturday service improvements Simplifying routes • Restructuring Iowa City Transit routes with a single set of alignments, instead of operating two different alignments for each route • Shifting routes to arterials so riders can easily understand where a bus will take them • Simpler CAMBUS service to and from the Hawkeye Commuter Lot • A route numbering system to make the three systems easier for riders to use Addressing on-time performance problems • Shifting CoralvilleTransit and Iowa City Transit routes to major arterials for improved speed and reliability • Eliminating time-consuming and dangerous deviations into parkinglots • Shifting service off roads with operational problems, such as Lee Street in Manville Heights, and off roads with congestion, such as Newton Road near the hospitals Providing more direct service to popular destinations • Better connections to major shopping destinations that eliminate the need to transfer vehicles formanyriders • Direct, all -day service between Iowa River Landing and downtown Iowa City • A one-seatridefrom the Pheasant Ridge neighborhood to the Walmart-anchored commercial area south of Highway 6 • Shifting route design away from ineffective loop routes to bi-directional alignments • A one -seat ride from downtown Iowa City to commercial destinations inCoralville • Direct service to and from the Hawkeye Commuter Lot Maps of the preferred alternative for each transit system are in Figure 1-1 through Figure 1-3. A detailed description of the PreferredAlternative is in Chapter 9 of this report. Nelson \Nygaard Consulting Associates, Inc. 1-2 Figure 1-1 CAMBUS Preferred Alternative System Map L l rya. d ���J 01- o.s 1N/ - CD ir\6b e See Oakdale Inset Miles Holiday �4d Coralville c3 Aspire at West Campus Hawkeye Park Rd IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 43 Foster Rd •met .-0 965) OAKDALE LIIti' PaC 5;43 Mayflower Residence Hall 32 To Mayfloweret Parr Rd lirQ 41 34, 38, 39, 40, 41, 42, 43 CAMBUS Preferred Alternative CAM BUS ---6 East Campus Shuttle it Hawk Lot/Hospital - Hawkeye - Interdorm Hawkeye Express 35 Hospital Finkbine/Arena - Interdorm — 43 Hospital via Hancher AD North Hospital Shuttle 40 Pentacrest — 43 Due Route — es Red Route .--► (Serves Mayflower after 7:30 -•� PM on Academic Weekdays) 43 Research Park 2.1.3 Research Park (Weekday Peak Times Only) Pentacrest Downtown Interchange 30, 32, 34, 37, 40, 41, 42 cAPkirrs 21)d St /e, 43 rairie i r adolro Dr 34 3rmon Trek Blvd o 40 39 West Campus M6 Transportation Center 31, 1.,1„/a Ave Grand,4ve University Heights Nelson Nygaard Consulting Associates, Inc. 11-3 E Jefferson St E Washington St E Burlington St E Prentiss St Hltflf' Hill Par Iowa City IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 1-2 Coralville Transit Preferred Alternative System Map Walmart Supercenter n CommFrte y Coral Ridge Mall R�rJL µ, ll ro 43 I 1 See North Liberty Inset 1 l�n.. ion 5e iso., • •y n � 1 } 1 Coralville 43 4r;; ti Hy -Vee .'C (27) r3+;St Coralville City Hall 54 20 IlaraikPVQ Park Rd 1'mirre Meadow Dr it W Curry Sr f GG1 Vierpr `: North Liberty 965 0 0.5 � Ms. NORTH LIBERTY Coralville Transit Intermodal Facility Coralville Transit Preferred Alternative Coralviile Transit 20 Iowa River Landing -E3 5tn Street North Liberty (Peak Trip Only) - 10th Street - Saturday & Night CAMBUS 43 Research Park 43 Research Park (Weekday Peak Times Only) Iowa City Pentacrest Downtown Interchange Nelson Nygaard Consulting Associates, Inc. 1 1-4 E,Ndtket St E ieffelsol, Sf F Wdsliir?gtor7 5t E,Rrrrlkiglon St r�. IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ANIk Figure 1-3 Iowa City Transit Preferred Alternative System Map Iowa City Transit Preferred Alternative Iowa City Transit 1 South Iowa City — 0 Court Street __.,9 Eastside Loop (Peak Trip Only) —a Downtown Shuttle _121 Lower Muscatine/Kirkwood 6 Peninsula — 0 North Dodge — 0 Oakcrest -0 Towncrest West Iowa City West Iowa City (Mid-day Only) 11 Rochester - 0 Highway 1 O South Gilbert Rohret 2� West LOOP Route l6 trips alternate —\ Lbetween serving the West Loop and South Loo , Ye re Park Rd Melrose Ave Finkhine Goi' Course Foyer Rd Pentacrest Downtown Interchange 1, 2, 5, 6, 7, 8. 9. 10, 11, 12, 13 2nd St a o Nerytovgry "'114-nsO� lowa4ye University of Iowa °Hospitals MeiroseAtf 6 -E-'2 6 EMarkel St EJefferson sr ,1 Peafi9t 9 ND ulluque Rd FldsrtV Hill PerR ERoce er {1 , zl ° Iowa City 1111I High School —I 0 \I E Washington St • �\ 1 F Cowt St 5 University Heights Oakc and Ave 1 H -Vee 0 Southgate Ave South Loop CJ N 01 0.5 Miles Kirkwood Community Coilege II— _ Ii Gess Park Ave 1 Sandusky Dr 1.Z, t —California Ave Os i lakeside Dr — — `• 1 • Wa neA I $I I a r L' Mico/%ter Terryirueblooe Recreational Area ✓orkp! _I o`! .R1 QI 5 M ccatineAve _ t `I ` 1 Nelson Nygaard Consulting Associates, Inc. 11-5 • • • 1 liberty Dr - Iowa City IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 2 INTRODUCTION This Final Report of the Iowa City Are a Transit Study (ICATS) documents the current conditions of transit service in the Iowa City area, analyzes the results of outreach conducted during the study, and describes the Preferred Alternative of re commended changes to CAMBUS, Coralville Transit, and Iowa City Transit systems. Early, context -setting chapters ofthe report reviewthe existing transportation and land use planning context in the area, review historic operating data for CAMBUS, Coralville Transit, and Iowa City Transit, and assess potential transit demand in Iowa City, Coralville, North Liberty, University Heights, and outlying areas. Later chapters ofthe report describe ICATS outreach, the initial service scenarios that were shared with the public, and the recommended Preferred Alternative for transit service in the Iowa City area. The final chapters in the report includes area -wide recommendations for improvements to transit infrastructure, and a description of the ICATS long-range 'Vision for Transit'. PROJECT GOALS The overall goal of the ICATS is to provide practical and sustainable recommendations to improve the productivity and reliability of all three publictransit systems operating in the Iowa City area. Specific goals and objectives established at the outset of the ICATS are: • Increase ridership to help reduce Iowa City area residents' dependence on personal autos, andto complement pedestrian andbicycling modes of transportation • Worktogether across agencies to most efficiently serve the community, andto provide a streamlined experience for riders—particularlythose that may use more than one agency's services • Improve communications to riders so they have complete and up-to-date information on routes, fares, stops, and service alerts • Take a regional approach and look to see if there are options for expanding service outside of the study agencies' current footprint Nelson\Nygaard Consulting Associates, Inc. 1 2-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT REPORT ORGANIZATION This report assesses fixed -route transit in the four municipalities in the service area of CAMBUS, Coralville Transit, and Iowa City Transit: Coralville, Iowa City, North Liberty, and University Heights. This report also assesses the demographic and socioeconomic characteristics of the service area, as well as transit system characteristics and performance. The document consists of 11 chapters, including this introduction, and four appendices, which are summarizedbelow: • Chapter 1 is a high-level summary of the ICATS that communicates the most important findings from the report. • Chapter 2 is this chapter, which introduces the ICATS Final Report. • Chapter 3 considers local planning efforts in the study area. ■ Chapter 4 evaluates socioeconomic and demographic conditions within the study area to better understand transit demand and service gaps. ■ Chapter 5 reviews trends for CAMB US, Coralville Transit, and Iowa City Transit's fixed - route service, including recent operational and p erformance data. • Chapter 6 provides detailed information for existing CAMBUS, Coralville Transit, and Iowa City Transit routes. • Chapter 7 summarizes the service scenario development process and identifies the preliminary service concepts that were shared with the public. • Chapter 8 summarizes the public outreach and stakeholder engagement processes that occurred over the course of the ICATS. • Chapter 9 describes the Preferred Alternative that was developedbased on public feedback to the preliminary s ervice concepts. This chapter also details recommended changes in service and alignment for individual routes in the CAMBUS, Coralville Transit, and Iowa City Transit systems. • Chapter lo describes b e st practices for bus stop location and infrastructure, speed and reliability improvements, and zero -emission transitvehicle planning. This chapter also makes planning -level recommendations for improvements to bus stops and transit corridor infrastructure in the Iowa City area. • Chapter 11 describes the ICATS `Vision for Transit', which is a series of unfunded service improvements that the ICATS public outreach process uncovered as desired by the community. This chapter describes the Vision for Transit and estimates its capital and operating costs. • Appendix A includes route maps for every study route, showing the alignment, bus stop locations, and average dailyweekdayboardings and alightings in the inbound and outbound direction. • Appendix B provides route summary tables and charts that give insight into passenger loads, boardings, and alightings. • Appendix C includes the English and Spanish onboard survey instrument used during outreach. • Appendix D is the ICATS Fare Study, which was conducted during the ICATS as a set of analyses complementing existing conditions and service development work. The Fare Study examines various potential changes to transit fares in the Iowa City area and makes recommendations for improving and integrating fares to achieve study goals. Nelson\Nygaard Consulting Associates, Inc. 1 2-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 3 PLAN REVIEW This chapter reviews Iowa City area transportation andlanduse plans published in the past 13 years. Each plan was analyzed and information relevant to the Iowa CityAreaTransit Study (ICATS) summarized. The plan review includes the following documents: • University of Iowa Campus Master Plan (2006) • Iowa City Downtown & Riverfront Crossings Master Plan (2013) • Iowa City Comprehensive Nan (2013) • Coralville Community Plan (2014) • Iowa City Downtown & Pedestrian Mall Streetscape Plan Update (2014) • MPO of Johnson County Future Forward 2045 Long Range Transportation Plan (2017) ■ Coralville West Land Use Area Master Plan (2016) ■ Iowa City Bicycle Master Plan (2017) Findings from this chapter contextualize future transit planning work in Iowa City area by highlighting planning goals, visions, and unfulfilled objectives relating to publictransit. KEY FINDINGS Important relevant transportation and landuse themes from this study's plan review are: • Long-term plans for a transportation hub with rail connections to Cedar Rapids, Chicago, Des Moines, and Omaha include a transit -oriented development community in the general area of S Clinton Street and Wright Street, just south of downtown Iowa City. • There is general agreement among Iowa City area transportation plans that efforts should be continued to increase transit ridership, improve access to bus stops, and improve transit amenities. • Transportation plans produced by b oth Iowa City and Coralville call for the continuous evaluation of transit service, an effort which this study (ICATS) is currently carrying out. • Significant commercial, industrial, and residential greenfield development is planned in Coralville's West Land Use Area. Nelson\Nygaard Consulting Associates, Inc. 1 3-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT PLAN REVIEW University of Iowa Campus Master Plan (2006) Adopted in 2006, this master plan is ab road framework for the developmentofthe University of Iowa campuses in Iowa City (Main Campus) and Coralville (Oakdale Campus), which total approximately 1,7)o acres. The plan primarily guides land use development but also indudes transportation goals meant to make the campus more pedestrian -oriented andtransit-accessible. The plan supports compact growth, improved CAMBUS service, and a more robust b icycle network. An updated campus master plan, which is currently under development, calls for financial support for dedicated CAMBUS park-and-ride facilities. The updated plan also proposes an important paradigm shift from the previous planby recommending the reduction of parking capacitythroughout campus to facilitate better active transportation and transit access to university destinations. Iowa City Downtown & Riverfront Crossings Master Plan (2013) This plan, which was adopted in 2013, serves as a framework to identify and guide investment towards redevelopment in the Downtown Riverfront Crossings District. The plan proposes guiding dense, mixed-use, transit -oriented development around a future regional passenger rail hub between Wright and Lafayette streets. The plan also recommends thatbus service be expanded in the district, with newbus stops at key locations and integrated with any future rail stations. Iowa City Comprehensive Plan (2013) The city of Iowa City's 2013 comprehensive plan serves as the roadmap for directing growth in the city. The transportation component of the plan indudes six goals: • Accommodating all modes of transportation • Encourage walking andbicyding • Promote use of publictransit • Maximize the safety and efficiency of the transportation network • Maximize mobility for the elderly andpersons with disabilities • Encourage economic vitality through transportation innovation and investment Specific objectives outlined under the plan's `promote use of public transit' goal include monitoring on-time performance, ensuring adequate levels of transit service during peak periods, continuing bus marketing campaigns, and upgrading transit capital equipment as necessary. 'It an sll Bus Routes Proposed Bus Routes Regional Passenger Rail/Stop (future) Potential Light Rall/Stop lfuture) Existing Waterways Study Area Boundaries Nelson\Nygaard Consulting Associates, Inc. 13-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Coralville Community Plan (2014) The Coralville Community Plan was adopted in 2014 and is the comprehensive planforthe City of Coralville. The plan's transportation and mobility component indudes a number of goals and planned improvements for differenttransportation modes but specifically calls on the city to furtherinvestin publictransit. The most significant transit investment producedbythis planis the Coralville Transit Intermodal Facility at Iowa River Landing, which opened in 2015. Opening the transit center involved restructuring Coralville Transit routes and provides riders with a connection to intercitybus service. In addition to the new transit center, the Coralville Community plan calls for: • Continuous evaluation of Coralville Transit routes • New bus shelters and benches • Review of Coralville development regulations to ensure newbuildings support transit use Other plan recommendations include expanding Coralville'sbicycle and trail network, conducting a comprehensive inventory of sidewalks, improving crosswalks, and evaluating parking requirements. Iowa City Downtown & Pedestrian Mall Streetscape Plan Update (2014) This 2014 plan indudes a site assessment of existing conditions and general planning framework for Iowa City's Downtown District. The plan makes general recommendations to: • Improve streetscape design • Update wayfinding kiosks • Improve pedestrian safety • Develop newpublic spaces • Enhance bicyde accommodations • Replace aging infrastructure This plan's transportation -related recommendations are primarily active transportation -based, although it does consider streetscape changes that would address bus queuing and improve the pedestrian environment aroundbus stops. The plan proposes a number of improvements that would make transit easier to access, such as crosswalks, ADA-compliantcurbrampswithtactile warning strips, and newbicyclelanesalong major streets. Nelson\Nygaard Consulting Associates, Inc. 1 3-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT MPO of Johnson County Future Forward 2045 Long -Range Transportation Plan (2017) This plan, adopted in 2(117, was producedby the Johnson County metropolitan planning organization (MPO) and is the federally re cognized long-range transportation plan (LRTP) for the Iowa City urbanized area. The plan specifically identifies the needto increase funding for transit facilities, additional bus service, and transit bus replacement for vehicles beyond their useful life. The plan also calls for coordination with e -hailing companies such as Uber and Lyft and for a renewed focus on b ringing p assenger rail service to the region. The LRTP specifically identifies a new maintenance and bus storage facility for Iowa City Transit as a pressing capital need for regional transit. Coralville West Land Use Area Master Plan (2016) This communityplan was adopted in 2o16 to guide development in Coralville's West Land Use Area. The plan focuses on conservation, walkability, sustainability, opportunity, and recreation, and calls for a mix of commercial, industrial, and residential development. The master plan proposes a gird network of arterial and collector streets but does not call specificallyfortransit infrastructure or service. The proposed transportation networkalsoincludes a comprehensive network of shared -use paths and trails to create a pedestrian -friendly environment. Iowa City Bicycle Master Plan (2017) The Iowa City Bicycle Master Plan was adopted in the summer of 2'317 and establishes a framework for all investment related to bicycling in Iowa City. The plan targets Iowa City to become a gold -level Bicycle Friendly Community. To achieve this, the plan identifies six guiding elements for an effective transport network: Integrity, Directness, Safety, Comfort, Experience, and Feasibility. Recommendations include tailoring the system to specificuser groups, avoiding conflicts with traffic operations, filling the gaps, expanding the network, improving wayfinding, and b e tter bicycle facilities. The plan also recommends b icycle-transit int egration where transit stops with good accessibility and secure parking can attract multimodaltrips and increase ridership. Zoning recommendations in this plan include increasing minimum sidewalk widths, incorporating bike lanes into collectors and arterials, and differentiating b etween long-term and short-term parking requirements. Nelson\Nygaard Consulting Associates, Inc. 1 3-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT aalk�asaw� 4 MARKET ANALYSIS The market analysis maps demographic characteristics associated with the market for transit ridership in the Iowa City area. The primarypurpose of this analysis is to: • Identify areas with potentially high transit demand that are currentlyunserved by transit • Identify areas with low demand that may currentlybe overservedby transit Nine different demographic indicators (shown in Figure 4-1) are used in this analysis. Seven of these indicators are then combined into a Transit Propensity Index (TPI). The TPI uses this combination of relative densities to highlight the overall potential demand for public transit in different neighborhoods. Figure 4-1 lists each demographic indicator included in this analysis, along with its data source and the geography at which it was originally reported. Each measure is related to a community's potential demand for transit and is explained in more depth before each map in the sectionbelow. Figure4-1 Market Analysis Indicators Indicator Measure Source Geography Population People per square mile Occupied Rental Units Occupied rental units per square mile Zero -Vehicle Workers Workers (over age 16) without access to a vehicle per square mile Seniors People aged 65 and over per square mile College -Aged Youth People aged 18 through 21 per square mile Low -Income People with incomes below the poverty line in the past 12 months People of Color Employment People identifying themselves as a race/ethnicity other than non-Hispanic/Latino white, per square mile Jobs per square mile Low -Wage Employment Jobs paying $1,250 or fewer dollars per month per square mib 2017 ACS Five - Year Estimates 2015 LODES Census Block Group Census Block Group Census Tract Census Block Group Census Block Group Census Block Group Census Block Group Census Block Group Sources: American Community Survey (ACS) and Longitudinal Employer -Household Dynamics Origin -Destination Employment Statistics (LODES) Nelson Nygaard Consulting Associates, Inc.14-1 IOWA CITY AREA TRANSIT STUDY I FINAL REPORT �asawr KEY FINDINGS • Overall, downtown Iowa City shows the greatest potential demand for transit. High- density student housing southeast of University Heights, a small area of Coralville between I -8o and Highway 6, and Iowa City's Northside and College Green neighborhoods also score highly. ■ Most low -earning jobs are concentrated in downtown Iowa City and in the commercial plazas along Highway 6 in Coralville. ■ Colle ge-aged youth, workers without cars, and the general population are concentrated in high-densityneighborhoods such as those around downtown Iowa City. People aged 65 and older, however, are concentrated in lower -density, outlying communities. ANALYSIS INDICATORS Population Density Figure 4-2 shows population densityfor the greater Iowa City area. Population density is an important measure of potential transit demand, as higher concentrations of people represent more potential transit riders. In the Iowa City area, population density is highest in downtown Iowa City and its nearby residential neighborhoods. There is also high population density southeast of University Heights, in Iowa City's Wetherby neighborhood, in a small Coralville neighborhood, and south of Finkbine Golf Course. Coralville, outlying Iowa City, and North Liberty consist of prim arilylower-density communities. Figure 4-2 Population Density Se: met to HMIs[ term Coralville North !Away C .M.U.111aa:1i1I 4_ n Coralville Transit Id nnoMl Leah 17 Population RisittivIsp e some Mites SKI 506-1250 1.250.5.500 . 35560- e.06o tom — Pudic Transit ute S"2. West C.inmi s fiansportaticn [entn Nelson\Nygaard Consulting Associates, Inc. 1 4-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT leak afik Apartment Density People who live in rented apartments are typically more likely to ride transit thanhomeowners. In the Iowa City area, occupied rental units (Figure 4-3) are primarily concentrated southeast of downtown Iowa City and south ofthe main University campus, suggesting that renters are predominantly students. Other areas with moderate density of rental units include neighborhoods along Highway 6 in Coralville and in Iowa City's Northside neighborhood. Coralville north I -8o, North Liberty, and northeast Iowa City all have low densities of rental units. Figure 4-3 Density of Occupied Rental Units Blvd See inset for North Liberty North Liberty Occupied Rental Units Coralville Nolyday Rd Notidav Rd 0 0.5 NORTH LIBERTY INSET i ateroor, eWl'r Coralvillelrai3 t Intermodal facility Foster 3d Occupied rental units persquare mile. <325 325 -1,250 1,250 —7,000 ■ 7000-3,000 ▪ >SS00 — Public Transit Route 755 5f Ch Pal; ibr Rd Hickoo Nil Palk Hawkeye Park R. +HetmseAYe nkGre West Campus iranspartarion Center ECOLT( St rvers arra City ' ,oihIFI Airda'r OATS Ca3eslr 00 N t 0 0.5 Data uuroe Cora lu leMai, Iowa CM1g bwa 550 rsn,mwaCiry US Census Pdreiu, [3d 0Yiltyo0 Iowa Nelson\Nygaard Consulting Associates, Inc. 14-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT AlkC�asawr Density of Workers without Autos Workers without access to a vehicle are typically frequent transit users, as their trips to and from work must be conducted without an automobile. Figure 4-4 shows the density of these workers in the Iowa City area. Downtown Iowa City, the Northside neighborhood, and the University of Iowa East Campus have the highest densities of workers without access to vehicles. Other areas with relatively moderate densities of workers without auto access include the area south of University of Iowa and the Coralville communitiesbetween I -8o and Highway 6. Communities north of I -8o and in northeast Iowa City have the lowest densities of workers without access to a vehicle. Figure 4-4 Density of Workerswithout Accessto a Vehicle See inset for Notch Liberty herry 5 554,4 North Liberty Coral ville NORTH LIBERTY INSET E1) Wdlernth, (oralvillelransit Intermodal Facility F�srer u. Workers Without Autos Workers over age 56 without access to a vehicle per =ate mile <10 10 -40 40-109 10-250 ■ >250 — Public Transit Route Park RP Parc NoWYCyC � MetroseA,c 'n bre rof ulge West Campus Transportation (enter to o City C,Lrt 0501'5! HFigl nre City Muni[ipa Aim' Cakes 0 0.5 Miles Quaoor[es.Ora Mlle, ELIi06,lo•Na Clry. 0'0DMi,Esr, 11_-n5us ddr005 rniersltynrle••va Nelson\Nygaard Consulting Associates, Inc. 1 4-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT leak igh Senior Density People over the age of 65 may ride transit more often than other community members, for reasons relatedto income, health, and safety. Figure 4-5 shows the density of people over 65 in the Iowa City area. These older residents are primarily concentrated in the eastern and southeastern neighborhoods of Iowa City and south of University Heights. The lowest densities of people over age 65 are in North Liberty west of Coral Ridge Avenue and north of W Cherry Street, northeast of Hickory Hill Park, and west of Mormon Trek Boulevard. Figure 4-5 Density of Seniors e 0lvd Coral ville HaGtlay Rd See inset far North Liberty nerrys North Liberty 0 0.5 3. NORTH LIBERTY INSET O Miernnn5 (oralvillelransit hdsoi,,dal far3ity Foster HO Peope over Age 65 Residents overage 65 per square mile. <125 125 - 350 250 - 600 ■ 500-1,000 ■ >1,000 — Public Transit Route 7th Sr Ci VPaa, Park Rd Riders Nawkeye Park R ?r05FAve nkNre EW r.v.u�c West Campus iransportarie n (enter rversi y >t•_rirlrk! IIiIG.I'I C) 0 os(7)Mlles Data sources.. Cora ellle,ECIICDG,Love City, Iowa DpRBn,IowaCO, LIS Census twee wrlvenitycf Iowa Nelson\Nygaard Consulting Associates, Inc. 14-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT l �amn..T College -Aged Youth Density College -aged residents are typically more likely to ride transit than other community members, for reasons related to income, travel patterns, campus parking policy, and personalpreference. Figure 4-6 shows density of college -aged youth in the Iowa City area. Unsurprisingly, the highest densities are near the University of Iowa campus and in the residential areas surrounding downtown Iowa City. Relatively moderate density of college -aged youth also exists in Coralville near Coral Ridge Mall, and in the Wetherby neighborhood of Iowa City. The rest of the areahas considerably lower densities of college -aged youth. Figure 4-6 College -Aged Youth Density 965 See inset for North Liberty erry Et College -Aged Youth Residenfs age 18 through 21 per square mile. North Liberty Coral ville Holiday Rd PaSday Rd 0 0.5 NORTH LIBERTY INSET Yrjlernurks e Pork (oralville'brat Intermodal Facility 715 St Hickory' I Park < 325 325 -1,003 1,000-- 2,500 s 2.500-0250 ■ > 8,250 — Public Transit Route oche, Hawkeye Park Melrose Ave fmk\\ dl Caa West (ampul Transportation (enter ECourt St rivers' 9 Haig Con 11051101 Muscatine Ave 0 0 O Ml= Milw Data vurror.Cora Mile, ELI(01, Tow Clty, Iowa 01112 Esn,Iowah1 U.S. Census Pureaq urlversVonorva Nelson\Nygaard Consulting Associates, Inc. 14-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT leak igh Low-Income People Density People with lowincomes are often more likely to ride transit than people with higher incomes, due to the low cost of a transit trip and possible financial barriers to vehicle access. People with low incomes are concentrated most densely near downtown Iowa City, in student neighborhoods. Outside downtown Iowa City, people with low incomes are most densely concentrated in the Oakcrest Street area, north of Lantern ParkPlaza in Coralville, andbetween5th Street and Highway6 in Coralville. There are also some concentrations of peoplewith lowincomes throughout west Iowa City and south of Highway 6between Keokuk Street and Sycamore Street. Figure 4-7 Low -Income People Density 965 Ik 0y North Liberty NORTH LIBERTY INSET 'hulrrnurks c:i ePor; ((wahine Transit Intermodal Facility Low -Income People Cow -Income People per square mile. <300 300-1,500 1,500 - 3,200 3,200 - 7,000 ■ 7,000-17,855 — Public Transit Route P;r; RC Hickory lid Palk Hawkeyc Parr m n to West( Imus (Mallon (enter nterclranye PATS! Heidi Muscatine Ave nna CO N 0 0.5 Miles Data uurrg. Cora MIIG fLCOG, IOV2 Lhx bwa DNR Esn, mwa 04 65 Cerus adreaa, unhrerslGar lo•xa O !gond Ave ity m Bi,msA LdIXesir Dfa �� a Nelson\Nygaard Consulting Associates, Inc. 14-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT leak afik Density of People of Color Understanding where concentrations of people of color exist in the Iowa City area is important for assessing racial equity impacts of any changes to the transit network. People of color live at the highest densities south of Highway 6 between Keokuk Street and Sycamore Street, just south of downtown around Ralston Creek, and in Coralville north of Lantern Park Plaza. There are also relatively high concentrations of people of color in places with high densities of University - affiliated residencies, such as the Westgate Street area, downtown Iowa City, high-density neighborhoods in west Coralville, and the Oakcrest Street corridor. Figure 4-8 Density of People of Color See inset for North Liberty ale Blvd ea North Liberty People of Color People of Color per square mile. <350 350 -1,100 1,100 - 2,200 1 2,200 -5,000 ■ 5,000-9,059 — Public Transit Route 0.5 CI Mls. NORTH LIBERTY INSET y,udrxmNs r, (araIeille Transit Intermodal facility a LJ [iwPe Hawkeye Parkld Mfhosc.4'M Tin Circ. Cc4[au�c West( Incus ortalion tenter -- I owntown nterOldnye nversr y Hefgf try swaiily unfn� 4iW;✓I N0 os wi les Data scurces, Cora hJlllg, E5Itt1, Iewe Lily, Iowa MIR. Lit. low City,U.S . Lenses 3dreaa. Lnieersilyer lora. Lakes Nelson\Nygaard Consulting Associates, Inc. 14-8 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT afik Job Density Like population density, job density is an important predictor of transit demand; places with higher concentrations ofjobs are more likely to support transit service. Job density in the Iowa City area (Figure 4-9) is highest in downtown Iowa City, on University of Iowa Campus, in Iowa City's Northside neighborhood, and along Highway 6 in Coralville. Other neighborhoods with a relatively high density ofjobs include the area along Highway 6 in Iowa City. North Liberty and much of outlying Coralville and Iowa Cityhave relatively low job density. Figure 4-9 Job Density \Seeinset hLiberrt North Liberty ale Blvd Coralville 1o7d>y Rd herri2 North Liberty 0 0.5 NORTH LIBERTY INSET 6 WalrranrNS �u�2Polk Coralvillelransit Ildermarlal Far3ity F,ster Ra Jobs Jobs per square mile. <1.000 1,000 - 3,750 3,750 - 7.250 ■ 7.250 -15 000 ■ >15.000 — Public Transit Route parr Rd Hawkeye Park R. Ir05eAve' SnkNne `1 C!La.lcc - West (alnpus Transportation Center low City ECourt Sr rivers' y Heig Hi d1,0.0e on City N511:11,4 N0 os 1 � Mlles Rita sources.. Cora 0le,KICDG,Io%City, Iowa DNRBn,Iowa Ciry, US[erms arreau, IwlverslryorIPN0 Lakes Nelson\Nygaard Consulting Associates, Inc. 14-9 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT AlkC�asawt Low -Income Job Density Low-income job density is also an important predictor of transit demand, as workers earning relatively low wages are less likely to be able to afford a vehicle for commuting. Figure 4-10 shows the de ns ity oflow-income jobs in the Iowa Cityarea. Downtown Iowa City, the Coral Ridge Mall area, andthe Highway 6 shopping corridor in Coralville have the highest concentration of low- income ofjobs. Other neighborhoods with a relativelymoderate density oflow-income jobs include the commercial corridor along Highway 6 in Iowa City, south Iowa Cityneighborhoods, and Iowa City's Muscatine Avenue neighborhood. Figure4-10 Low -Income Job Density See inset tor North Liberty horn, St North Liberty Coralville 0 0.5 NORTH LIBERTY INSET (oralvilleltansit Intermodal Facility Low -Income Jobs Jobs paying fewer than $1,250 per month, persquare mrle. <100 190 - 350 350 -825 825 - 3,000 ■ >3,000 — Public Transit Route oche' Hawkeye Pork ehaseA•rc dnkCire dl[oa oo West fompus Transportation (enter nte(r 51 Iowa City Court St 10015 He rat Con IS ranspnr al sive City Munisr, 0tssr 0 0.5 Mlles Dataorroo Cora idle kLI5IX,,Iowa❑t, Iowa DNRFsn, Iowa City,US Censusaarraa, snlvenitynr Iowa Nelson\Nygaard Consulting Associates, Inc. 14-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT afik Transit Propensity Index Figure 4-11 shows a Transit Propensity Index (TPI) for the Iowa City area. A TPI is a composite score of the density of population, occupied rental units, workers without access to autos, seniors, college -aged youth, employment, and low-wage employment. This score is relative to Johnson County as a whole and represents each census block group's overall potential demand for transit. In the Iowa City area, places with the highest TPI score are downtown Iowa City, the Northside neighborhood, the area south of University Heights, and part of the Highway 6 corridor in Coralville. Neighborhoods in the area with the lowest TPI score include neighborhoods at the outskirts of Iowa City, Coralville north ofI-8o, the municipality of North Liberty, and communities west of Mormon Trek Boulevard. Figure 4-11 Transit Propensity Index e 5lSd See hset Libeor Neth Liberty berry St North Liberty Coralville Holiday Rd Hatfctay Rd 0 0.5 MIs. NORTH LIBERTY INSET O WulrrvorNs Coralville Transit Intermodal Facility SO Transit Propensity Index (TPI) A score 07 population, job. and key demographic density, representing an area's demand for transit. <10 10-20 20 - 35 ■ 35-75 II 75-100 — Public Transit Route Hawkey, Pork Rd MeiraseAre -.nkbre 1011-111c West Campus Transportation (enter tr st lowo City E Conn St avers' y Neig! WRect Co ranspar NGk odA AS -Nelda ve '.:mia (ilp 1iirlW 51011 N 0 0.0 Miles LikesDr I/315.mm, Cora IVIIIR ILICOG, love CIIX lava OSR Fsri, Iowa Gig TLC Census 10reou, Lhlueoit of Iowa Nelson\Nygaard Consulting Associates, Inc. 14-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 5 TRANSIT IN IOWA CITY This analysis compares and tracks the operations and performance of CAMBUS, Coralville Transit, and Iowa City Transit (also called the `study agencies') from 2012 through 2017. The trends in this chapter represent performance relative to both previous years and each other study agency, providing context for future service improvements. Data used in this analysis are from the National Transit Database (NTD), a federal database of transit data to which CAMBUS, Coralville Transit, and Iowa City Transit report annually. The analysis is conducted only through 2017because that is the most recentyear for which NTD data have been released. The keyperformance and operations indicators analyzed are: • Annual passenger trips • Annual revenue hours • Passengers per revenue hour • Annual revenue miles • Passengers per revenue mile • Total annual operating expenses • Operating expense per passenger • Operating expense per revenue hour • Annual farebox revenue • Average passenger fare • Fareboxrecoveryratio KEY FINDINGS • Total ridership for all agencies has declined by 13% from 2012 to 2017 • The amount of service providedby all agencies did not change significantlyfrom 2012 to 2017 • Efficiency in service provision and operating expenses declined significantly for all agencies from 2012 to 2017 • CAMBUS' operating expenses are significantly lower than bothCoralville Transit and Iowa City Transit's, both absolutely and on a per -passenger and per-hourbasis, due primarilyto CAMBUS' use of student operators Nelson\Nygaard Consulting Associates, Inc. 1 5-1 IOWA CITY AREA TRANSITSTUDDY�Y 1 FINAL REPORT Operating Figures Passenger Trips Figure 5-1 shows unlinked passenger tripsl for each agency. From 2012 to 2017, CAMBUS consistently recordedthe highest number of annual b oardings, with Coralville Transit reporting the fewest. From 2012 to 2014, ridership increased on CAMBUS before declining, withthe largest dip occurringbetween 2016 and 2017 (-11%). The largest decrease in ridership for Coralville Transit occurred from 2016 to 2017 (-13%) and for Iowa City Transit from 2015t0 2016 (-11%) Overall, from 2012 to 2017, ridership decreasedby 9% on CAMBUS, decreasedby 23% on Coralville Transit, and decreas ed by 20% on Iowa City Transit. Ridership for all agencies combined has declined a total of 13% over the same period. Figure 5-1 Annual Unlinked Passenger Trips by Agency, 2012-2017 5,000,000 4,500,000 4,000,000 3,500,000 3,000,000 2,500,000 2,000,000 1,500,000 1,000,000 500,000 0 1 1 1 2012 2013 2014 2015 2016 2017 [ CAMBUS Coralville Transit • Iowa City Transit Source: National Transit Database 1 An 'unlinked passenger trip' represents a single boarding of a transit vehicle. Passengers that board an Iowa City Transit bus and then transfer to a CAMBUS vehicle, for example, are counted as two unlinked passenger trips. Nelson\Nygaard Consulting Associates, Inc.15-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Revenue Hours Annual revenue hours is a common measure of the amount of service providedbya transit agency. For the study agencies, annual revenue hours (Figure 5-2) fluctuated slightly from 2012 to 2017 but did not change significantly. From 2012 to 2017, CAMBUS has consistently provided the most service and Coralville Transit the least. From 2012 to 2017, CAMBUS and Iowa City Transit decreased their annual revenue hours bY3%, while Coralville Transit increased its revenue hours by 5%. Figure 5-2 Annual Revenue Hours by Agency, 2012-2017 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 2012 2013 2014 2015 2016 ■ CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc.15-3 2017 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Passenger Trips per Revenue Hour Passenger trips per revenue hour is a commonly used measure of service efficiency; providing more trips perhourcan meana transit service is using its resources more efficiently. Among study agencies from 2012 to 2017, CAMBUS has consistently provided the most trips per revenue hour of the three study agencies, while Iowa CityTransithas typically provided the fewest (Figure 5-3) . In 2017, Coralville Transit's trips per revenue hour dipped b elow Iowa City Transit's. From 2012 to 2017, all study agencies experienced a decline in trips per revenue hour, with Coralville Transit's b eing the most extreme (-27%) and CAMBUS' the least extreme (-6%). Overall, Iowa City area transit agencies in 2017 carried 11 % fewer passengers per revenue hour than they did in 2012. Because these agencies have not significantly increased th e number of revenue hours operated, this decline in efficiency is likely due to falling ridership. Figure 5-3 Passenger Trips per Revenue Hour by Agency,2012-2017 70 60 50 — 40 — 30 20 10 — 0 2012 2013 2014 2015 i 2016 2017 • CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 1 5-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Revenue Miles Revenue miles operated is a similar measure to revenue hours operated, proxying for the total amount of service a transit agency offers. From 2012 to 2017, CAMBUS and Iowa City Transit op e rat ed nearly identical annual revenue miles, while Coralville Transit operated significantly fewer (Figure 5-4). From 2012 to 2017, revenue miles operatedbyeach agencyhave changed only slightly; CAMBUS operates 9% fewer revenue miles, Coralville Transit operates 8% more revenue miles, and Iowa City Transit has not changed its annual revenue miles operated. Overall, the studytransit agencies operated 3% fewer revenue miles in 2017 than they did in 2012. Figure 5-4 800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 0 Annual Revenue Miles by Agency, 2012-2017 2012 2013 2014 2015 2016 ■ CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 1 5-5 2017 Pi IOWA CITY AREA TRANSITSTUD'Y 1 FINAL REPORT Passenger Trips per Revenue Mile Like passenger trips per revenue hour, passenger trips per revenue mile is a helpful metric for assessing a transit agency's efficiency. From 2012-2017, CAMBUS consistently carried the most trips per revenue mile (approximately six trips per revenue mile), and Iowa City Transit carried the fewest (between two and three; Figure 5-5). From 2012 to 2017, CAMBUS' trips per revenue mile rose andthen fell, peaking in 2015. Coralville Transit's passengers per revenue mile dedinedby 29% and Iowa City Transit's declined by 20%. Overall, the combined agencies' trips per revenue mile dedinedby io% from 2012 to 2017. Because these agencies have not drastically increased the number of revenue miles operated, this decline is likely primarily due to declining ridership. Figure 5-5 Passenger Trips per Revenue Mile, 2012-2017 7 6 5 4 3 — 2 — 1 0 1 2012 ir 2013 2014 2015 2016 2017 • CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 1 5-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Expense Figures Operating Expenses Figure 5-6 shows the total annual operating expenses for the three study agencies. From 2012 to 2017, Iowa City Transit operating expenses have b een more than $5 million per ye ar—by far the most of the three study agencies. CAMBUS, despite operating significantly more revenue hours, has lower total annual operating expenses, at approximately $3 million. This lower total cost is primarily due to CAMBUS' use of student operators, although it alsobenefits from sharing facility maintenance expenses with the University of Iowa. From 2012 to 2017, operating expenses have not significantly changed for any agency, although Iowa City Transit's total annual operating expenses did decline slightly, by 6%. Figure 5-6 Annual Operating Expense by Agency, 2012-2017 $6,000,000 $5,000,000 $4,000,000 $3,000,000 $2,000,000 $1,000,000 $0 2012 2013 2014 2015 2016 • CAMBUS • Coralville Transit • Iowa Oty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 1 5-7 2017 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Operating Expense per Passenger Trip Operating expense per passenger trip is a common measure of a transit agency's cost of providing service. From 2012 to 2017, operating expense per passengertrip increased significantly for all three study agencies (Figure 5-7). During the five-year study p eriod, Iowa City Transit has typically had the highest cost per passenger trip, followed closely by Coralville Transit. From 2012 to 2017, CAMBUS' cost per passenger trip has increasedby 13%, Coralville Transit's cost per passenger trip has increasedby 34%, and Iowa City Transit's cost per passengertrip has increasedby 18%. Across all three agencies, the operating cost per passengertrip increasedby 13% from 2012 to 2017. Because the amount of service offeredbyeach agency has not significantly increased, this is likelyprimarily driven by ridership losses. Figure 5-7 $ 3.50 $3.00 $ 2.50 $2.00 $1.50 $1.00 $0.50 $0.00 Operating Expense per Passenger Trip by Agency, 2012-2017 2012 2013 2014 2015 2016 • CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 1 5-8 2017 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Operating Expense per Revenue Hour Operating expenses per revenue hour are another common measure of the cost of service provision. From 2012 to 2017, both Coralville and Iowa City Transit typically spent over $8o per revenue hour on service, while CAMBUS spent approximately $4o per revenue hour (Figure 5-8). In this time period, Coralville and Iowa City Transit's operating cost per revenue hour peaked in 2014 and declinedthereafter, for a total change of -2% from 2012 to 2017. CAMBUS' cost per revenue hour increasedbY5 % in this time periodbut remained significantlylowerthan Coralville and Iowa City Transit's. Figure 5-8 $100 $90 $80 $70 $60 $50 $40 $30 $20 $10 $0 Operating Expense per Revenue Hour byAgency, 2012-2017 2012 2013 2014 2015 2016 L■ CAMBUS • Coralville Transit • Iowa Gty Transit Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc.15-9 2017 IOWA CITY AREA TRANSIT STUD'''Y 1 FINAL REPORT Farebox Revenue Farebox revenue is determined by ridership, fare evasion rates, and the costs and usage rates of various fare products. From 2012 to 2017, b oth Coralville Transit and Iowa City Transit's farebox revenues peaked in 2015 and declined in the following two years (Figure 5-9). CAMBUS does not charge riders a fare. The decrease in farebox revenue for Coralville and Iowa City Transit is likely primarily caused by falling ridership. Figure 5-9 $1,600,000 $1,400,000 $1,200,000 $1,000,000 $ 800,000 $600,000 $400,000 $200,000 $0 Annual Farebox Revenue by Agency, 2012-2017 1. 2012 2013 2014 2015 2016 2017 Source: National Transit Database ■ Coralville Transit ■ Iowa City Transit Nelson\Nygaard Consulting Associates, Inc. 15-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Average Fare The average fares paidto a transit agency normalizes farebox revenue byridership, allowing for a closer examination of trends in fare payment. From 2012 to 2017, the average fare paid by riders peakedfor Coralville Transit in 2015 and declined afterwards (Figure 5-10). The average fare paid by riders on Iowa City Transit increased steadily from 2012 to 2017. Figure 5-10 $1.00 $0.90 $0.80 $0.70 $0.60 $0.50 $0.40 $0.30 $0.20 $0.10 $0.00 Average Fare by Agency, 2012-2017 2012 2013 2014 2015 2016 2017 Source; National Transit Database • Coralville Transit • Iowa City Transit Nelson \Nygaard Consulting Associates, Inc. 5-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Farebox Recovery Ratio Fareb ox recovery is a ratio of farebox revenues to operating expenses and is used to help estimate what percent of a transit agency's operations are fundedbyrider fares. From 2012 to 2017, farebox recovery rates peaked in 2015 forboth Coralville Transit and Iowa City Transit, declining in the years following. CAMBUS does not collect rider fares. Because operating costs are not significantly declining for these agencies, the decline in farebox recovery ratio is likely primarily due to falling ridership. Figure 5-11 Farebox Recovery Ratio by Agency, 2012-2017 60% 50% 40% 30% 20% 10% 0% i i i i 1 2012 2013 2014 2015 2016 2017 Source: National Transit Database • Coralville Transit • Iowa City Transit Nelson\Nygaard Consulting Associates, Inc. 15-12 Iowa City Area TransitStudy 1 FINAL REPORT k4. 6 ROUTE PROFILES This chapter describes the fixed bus routes, including alignment characteristics, service span, headway, destinations served, ridership, and schedule adherence for the three transit agencies that serve the Iowa City area. Figure 6-1 is the existing system map for the three agencies in the Iowa City area, Figure 6-2 shows average daily weekday ridership for each route, Figure 6-3 shows boardings per service hour for each route, and Figure 6-5 shows a system map ofboardings by stop. Ridership maps showing alignments and ridership activity by stop are in AppendixA. Appendix B provides more detailed information for each route, including the following charts and tables: • Weekday load by stop • Weekday boarding/alightingprofile • Weekday ridership and maximum load by trip • On-time performance by route segment and direction The dataused to develop the route profiles for all three agencies come from agency schedules, route descriptions, route maps, General Transit Feed Specification (GTFS) tables, and a September 2019 ridecheckconducted on Cora1villeTransit and Iowa City Transit vehicles. CAMBUS on-time performance and ridership data are from CAMBUS staff. CAMBUS on-time performance is an estimate only, while ridership is operator -collected at each stop using mobile data tablets and represents a monthly average from September 2019. In the on-time performance portion of the route profiles, "early" is defined as the percent of timepoint departures leaving before their scheduledtime, and "late" is defined as the percent of timepoint departures leaving five minutes or more after their scheduled time. If a vehicle arrives early at a timepoint and waits until its scheduled departure time to leave, that is not considered an "early" departure. Nelson\Nygaard Consulting Associates, Inc. 1 6-1 Iowa City Area TransitStudy 1 FINAL REPORT L In the Iowa City area, the three study agencies serve the municipalities of Coralville, Iowa City, North Liberty, and University Heights (Figure 6-1). Figure 6-1 Iowa City Area PublicTransit System Map Nelson\Nygaard Consulting Associates, Inc. 16-2 Iowa City Area TransitStudy 1 FINAL REPORT a In general, CAMBUS routes see far more average dailyboardings than Coralville and Iowa City Transit routes (Figure 6-2). The highest -ridership Coralville Transit routes are Lantern Park and loth Street, and the highest -ridership Iowa City Transit routes are the Oakcrest, Free Shuttle, and Plaen View routes. The Interdorm route is by far the highest -ridership CAMBUS route, with the Blue and Red Routes the second- and third-highest ridership, respectively. Figure 6-2 Average Weekday Boardings by Route, Fall 2019 Hospital via Handier Mayflower Shuttle North Hospital Shuttle Hawkeye Express East Campus Shuttle Hawkeye-Hospital Research Park Hawk Lot/Hospital Pentacrest Hospital Finkbine/Arena Hawkeye Interdorm Red Route Blue Route Interdorm PM North Liberty AM North Liberty 1st Ave AM Express Express Night Lantern Park 10th Street Manville Heights Night North Dodge Night Towna•est Night 7th Avenue Broadway Night Cross Park Eastside Loop Oakcrest Night Westwinds Night Melrose Express Eastside Express North Dodge Westport Plaza Westside Hospital Rochester Manville Heights Broadway Court Hill Mall Lakeside Towncrest Westwinds Plaen View Free Shuttle Oakcrest • 0 500 1,000 1,500 2,000 2,500 3,000 3,500 Average Weekday Boardings • CAMBUS - Coralville Transit • Iowa Gty Transit Nelson\Nygaard Consulting Associates, Inc. 1 6-3 Iowa City Area TransitStudy 1 FINAL REPORT Boardings per service hour is a common measure of a bus route's productivity. By and large, CAMBUS routes have the highest productivity, with the Interdorm and Hospital Finkbine/Arena routes the most productive among the three study agencies (Figure 6-3). Coralville Transit and Iowa City Transit routes range from 10 to 7o b oardings per service hour, with only three routes (Coralville Transit loth Street and Iowa City Transit Free Shuttle and Oakcre st) exceeding 5o boardings per service hour. Figure 6-3 Average Weekday Boardings per Service Hour, Fall 2019 Research Park Hawkeye-Hospital East Campus Shuttle Mayflower Shuttle Hospital via Handier Pe ntacrest Hawkeye Express Hawk Lot/Hospital North Hospital Shuttle Red Route Blue Route Hawkeye Interdorm Hospital Finkbine/Arena 1 nterdorm Ex press PM North Liberty AM North Liberty Night AM Express 1st Ave Lantern Park 10th Street Westport Plaza North Dodge Manville Heights Night North Dodge Night Broadway Night Manville Heights 7th Avenue Eastside Express Melrose Express Westside Hospital Cross Park Mall Westwinds Night Towncrest Night Lakeside Rochester Broadway Court Hill Westwinds Plaen View Eastside Loop Towncrest Oakcrest Night Oakcrest Free Shuttle 0 10 20 30 40 50 60 70 80 90 100 Average Weekday Boardings per Service Hour CAMBUS Coralville Transit • Iowa City Transit Note: CAMBUS figures are revenue hours, not service hours, with revenue hours defined as including layover and recovery time. Nelson\Nygaard Consulting Associates, Inc. 1 6-4 Iowa City Area TransitStudy 1 FINAL REPORT a One way to assess the efficiency of transit service provision is to measure the average cost of providing a passenger trip. This is a high-level measure produced by dividing the annual weekday operating cost of a route (the number of revenue hours times the agency's average cost per revenue hour) by the annual weekday unlinked passenger trips. The average cost ofprovidinga weekdaypassengertrip on each Iowa City Transit route is in Figure 6-4. Westport Plaza, North Dodge, 7th Avenue routes have the highest operating costs per passenger and therefore require the greatest subsidies on a per-passengerbasis. The free Downtown Shuttle, Oakcrest, and Towncrest routes have the lowest costs per passenger and require the least subsidy to cover operating costs. Generally, routes with the highest ridership have the lowest per -passenger costs. Figure 6-4 Average Cost per Weekday Passenger Trip on Iowa CityTransit Routes Westport Plaza North Dodge 7th Avenue Manville Heights Eastside Express Melrose Express Westside Hospital Cross Park Mall Lakeside Rodiester Broadway Court Hill W estw in ds Plaen View Towncrest Oakcrest Free Shuttle $3.0 $2.9 $2.9 2.73 $ 2.62 $ 2.57 $2.23 $ .49 $1.43 $4.74 $4.50 $4 38 $4.19 $4.16 $4.03 .48 $6.86 $0 $1 $2 $3 $4 $5 $6 $7 $8 Average Cost per Weekday Passenger Trip Note: this chart assumes an operating cost per revenue hour of $100 for Iowa City Transit. Nelson \Nygaard Consulting Associates, Inc. 1 6-5 $9. 1 $9 $10 z Iowa City Area TransitStudy 1 FINAL REPORT a Most ridership activity in the Iowa City area occurs in downtown Iowa City, on the University of Iowa campus, in high-density residential neighborhoods, and at select shopping centers (Figure 6-5). By and large, low-density residential neighborhoods do not experience high levels of transit ridership activity. Figure 6-5 Iowa City Area Average Weekday Board ings, Fall 2019 Iowa City Area Transit Nelson\Nygaard Consulting Associates, Inc. 1 6-6 Iowa City Area TransitStudy 1 FINAL REPORT a The highest -ridership stops in the University of Iowa campus/downtown area are the Pentacrest downtown interchange, the West Campus Transportation Center, and various other university destinations. The Newton Road corridor and downtown Iowa City, however, have the highest concentrations of inter-agencyboarding and alighting activity, illustrating the places with the greatest opportunities for inter -agency transfers and coordination. Figure 6-6 University of lowa/Downtown Average Weekday Boardings, Fall 2019 Iowa City Area Transit 0 0o� Major Transfer Point University of Iowa Campus Nelson\Nygaard Consulting Associates, Inc. 1 6-7 Iowa City Area TransitStudy 1 FINAL REPORT a CAMBUS CAMBUS is 14 -route bus system operatedbythe University of Iowa that serves university properties on both sides of the Iowa River, outlying commuter lots, the University's Research Park, and the municipalities of Coralville, Iowa City, and University Heights. Although it primarily serves students, it is opento the public and freeto ride. Schedules for CAMBUS are different during the academicperiod and summer period; this document analyzes only academic year operations. During the academicschedule, most routes operate only on weekdaysbut four routes also operate on weekends. CAMBUS' operating base is located just south of downtown Iowa City, at 517 S Madison Street, and its primarytransferpoint is the West Campus Transportation Center, which also serves as a transit center serving KinnickStadium andthe University of Iowa hospitals complex. All CAMBUS fixed -route vehicles are student -operated. CAMBUS also operates an ADA paratransit service called the Bionic Bus, along with special sporting event shuttles. The vast majority of CAMBUS ridership occurs on the university's main campus and at outlying commuter parking lots, such as the Finkbine andArena lots. The three highest -ridership stops in the CAMBUS system are the West Campus Transportation Center, the Pentacrest downtown interchange, andthe Finkbine Commuter Lot. If the westbound RienowHall and eastbound Slater Hall stops were to be considered one stop, the Rienow/Slater stop would be busiest in the CAMBUS system, at 1,681 average weekdayboardings. Figure 6-7 CAMBUS Average Weekday Boardings Hawheye Committer lot 506 Aspire at West Campus 332 'as f�J Pa; Poi, (oralville Transit /Intermodal facility Fsster Ha herr Softball (male l' 111 Mayflower Hall 815 Mg rye Ave Finhbine Commuter Lot Rd West Campus Transportation Center 1,484 IN Renton Sr tNI 0 05 Miles Data sources. ILIr5u, row (its laws . owa tiet At Census retreat, a i,esi gat Iowa vers! Heigh# Court Street transportation Center ae9 Ley VrICINVITOI tJ 5,5,55 Sheridan Ave Klrkuroo9Aae Highland Ave 44�a lakeside Dr SouthgateAVe CAMBUS Average weekday hoardings on CAMBUS fixed routes. 50 250 500 0 Major Transfer Point Pentarrest Downtown Interdtange 1,006 5, ECaurt Sr Muscatine Ave lowa City 0 Nelson\Nygaard Consulting Associates, Inc. 1 6-8 Iowa City Area TransitStudy 1 FINAL REPORT Figure 6-8 CAMBUS Average Weekday Boardings, Downtown/University of Iowa Area Ln 00 .,. ro E O w - - it... S Dodge St ;.,.: :••••••••• .. — • .r•ur"� -� 11. mi �s10(1119S L_�r1..�i�— rti o M es— M • Major Transfer Point • °° N O Nelson\Nygaard Consulting Associates, Inc. 1 6-9 Iowa City Area Transit Study 1 FINAL REPORT ..L�k �6 {aasaw EAST CAMPUS SHUTTLE The East Campus shuttle is a small loop route that operates on East Campus. It is a weekday -only route that runs betweenMacbride Hall to the University Services Building. The route operates 48 trips per day on 15 -minute headways. The route is somewhat similar to the Free Shuttle operated by Iowa City Transit, although the East Campus Shuttle is orie nted m ore towards university destinations. Major Destinations • Lot 11 Parking Lot • Old Capitol • Pedestrian Mall • Main Library • Old Capitol Town Center • Campus Recreation and Wellness Center Route Characteristics AcademicWeekday Start Time 6:30 AM End Time 6:28 PM Average Daily Boardings 332 Revenue Hours 12 Boardings per Revenue Hour 28 PeakHeadway(mins.) 15 Off -Peak Headway (mins.) 15 On -Time Performance 95% Ridership The route has relativelylow ridership with only 332 average dailyb oardings. Ridership is consistent throughout the day, with slightlyhigher ridership during the afternoons and evenings. Boardings per revenue is also relativelylow (at 28), making it the third -least productive route in the CAMBUS system. 350 a 300 o 250 0 ✓ 200 0 0 m 150 m 3 100 • 50 0 O O< O< 0 8 O: O .oa Na 06 O'a a< .-a 6 o 0 0 0 0 O O N M •N Summary The East Campus shuttle is a lower -ridership route that somewhat duplicates segments of multiple other routes, including a free service offeredby Iowa City Transit. It averages fewer than sevenpassengers per trip. Nelson Nygaard Consulting Associates, Inc.16-10 Iowa City Area TransitStudy 1 FINAL REPORT k HAWK LOT/HOSPITAL The HawkLot/Hospital route is a clockwise loop route that connects the Hawkeye Commuter Lot to major on -campus employment centers andthe West Campus Transportation Center. It is a weekday commuter service that only operates during peak hours. Major Destinations • Hawkeye Commuter Lot • Grant Field • Hawkeye Tennis & Recreation Complex • Carver Hawkeye Arena • Kinnick Stadium • University of Iowa Hospital • West Campus Transportation Center Route Characteristics AcademicWeekday AM Service Span 440 9:2 AM - 9:2AM PM Service Span 3:33 PM 6:43 PM Average Daily Boardings 668 Revenue Hours 12.4 Boardings per Revenue Hour 54 Peak Headway (mins.) 10-20 Off-PeakHeadway(mins.) 20 On -Time Performance 75% Ridership This route sees 668 average weekdayboardings, with slightly peaked activity in the a.m. period. Boardings per revenue hour are just above CAMBUS average, at 54. Ridership primarily occurs at the Hawkeye Commuter Lot and Softball Complex, and at West Campus Transportation Center. ,' 350 rn 300 0 250 m T 200 0 Y 150 N 100 No service d� 50 a 0 1 I d d d 000000 0O0oooo 0 0 V. vO R N U. O (`. fV. M.. .h.. Summary The HawkLot/Hospital route is a relatively high -pe rform ing commuter parking shuttle that operates duringpeakhours. The route's early a.m. operations and stop activity at Lot 71 are both underperforming. Both the Hawkeye Express andthe Hawkeye Interdorm are somewhat duplicative of this service; the Hawkeye Express serves the same commuter parking lotsbut stops at the VA Loop instead of the West Campus Transportation Center and the Hawkeye Interdorm serves the same commuter parkinglots and also stops at the West Campus Transportation Center. Both of these routes overlap with the Hawk Lot/Hospital route's service span. The route's relatively low ridership at Aspire apartments maybe due to a need for pedestrian access improvements at the Hawkeye Court/Hawkeye Park Road stops. Nelson\Nygaard Consulting Associates, Inc.16-11 Iowa City Area TransitStudy 1 FINAL REPORT k HAWKEYE EXPRESS The Hawkeye Express route runs b etweenthe Hawk Lot on the west campus to the Pentacrest downtown interchange in downtown Iowa City, connecting these areas with the Aspire at West Campus apartments (via front -door service) and the University of Iowa hospitals. It is a weekday -only route and has five a.m. and five p.m. trips. Major Destinations • Hawkeye Commuter Lot • Grant Field • Hawkeye Tennis & Recreation Complex • Carver Hawkeye Arena ■ Aspire at West Campus • University of Iowa hospitals ■ Old Capitol Route Characteristics AcademicWeekday Service Span 10: AM - 6AM 10:00 AM Service Span 6:1 PM - 3PM 6:19 PM Average Daily Boardings 294 Revenue Hours 6.7 Boardings per Revenue Hour 44 Peak Headway (mins.) 40 Off-PeakHeadway(mins.) -- On -Time Performance 90% (AM) 80% (PM) Ridership The route has the fourth -lowest ridership in the CAMBUS system, at 294 average weekday boardings, with slightly more hoardings in the a.m. than p.m. service period. Productivity is below the CAMBUS average at 44 boardings per revenue hour. Most ridership activity occurs at the Aspire at West Campus apartments, Iowa City VA, and in downtown Iowa City. ,, 350 =' 300 a 250 200 150 m 100 3 50 0 0 0 0 O r\ cO U No service 4 0 00 0 0 0 0 0 .. 0 .. so .. N N M Summary The Hawkeye Express carries over 29 passengers per trip, but its overall productivity is less than other CAMBUS routes. It serves a specificmarket that somewhat duplicates that servedbythe more frequent Hawk Lot -Hospital: park-and-ride students and workers traveling to the university hospital complex. It also provides a more express trip for riders of the more -frequent Hawkeye Interdorm for park-and-ride students traveling to downtown Iowa City. Ridership on this route is low at the athletic facilities on Prairie Meadow Drive. Ridership at Aspire at West Campus apartments is high and maybe due to the front -door service there. The low frequency suggests that anyone arriving between trips is taking a different and likelyless-fast bus. Nelson\Nygaard Consulting Associates, Inc.16-12 Iowa City Area TransitStudy 1 FINAL REPORT a HAWKEYE INTERDORM The Hawkeye Interdorm route runs on weekdays and weekends, connecting commuter parking lots with main campus, the West Campus Transportation Center, East Campus, downtown Iowa City, and Mayflower Hall. Major Destinations • Hawkeye Commuter Lot • Aspire at West Campus • West Campus Transportation Center • Kinnick Stadium • University of Iowa Hospital • Main Library • Campus Recreation and Wellness Center • Mayflower Hall • Old Capitol Ridership This Hawkeye Interdorm has the fourth -highest ridership in the system, at 2,214 average dailyboardings. Ridership for the route is consistent throughout the day, with significantly lower ridership in the earlymorning and late evenings. The route has the third-highest boardings per revenue hour among CAMBUS routes. Ridership is highest on East and Main Campus, at Aspire at West Campus apartments, and at the Hawkeye Commuter Lot. Route Characteristics AcademicWeekday Start Time 6:15 AM End Time 1:02 AM Average Daily Boardings 2,214 Revenue Hours 33.6 Boardings per Revenue Hour 44 Peak Headway (mins.) 30 Off -Peak Headway (mins.) 30 On -Time Performance 80% AcademicWeekend Start Time 11:02 AM End Time 1:02 AM Average Daily Boardings 576 Headway (mins.) 60 350 a 300 $ 250 o m 200 -8 m 150 100 th Q 50 0 0 0 0 co o g g g oz o �i 1 I I I oo 0 0 0 0 0 0 0 0 o o 0 0 0 0 0 0 0 r r .. .. .. N M h R 0 O: Summary The Hawkeye Interdorm is a relativelyhigh-performing route with consistent utilization throughout the day. Although the route duplicates the Hawk Lot/Hospital commuter parking shuttle service during peakhours, it provides a connectionbetweenthe university hospitals and commuter lots during the off-peakperiod. Nelson Nygaard Consulting Associates, Inc.16-13 Iowa City Area TransitStudy 1 FINAL REPORT a HAWKEYE-HOSPITAL The Hawkeye-Hospital is a weekday -only loop route that operates in a counter -clockwise direction during a.m. service and a clockwise direction during p.m. service. This route connects the University of Iowa Newton Road corridor and its hospital sites with commuter parkinglots and the Aspire at West Campus apartments. Major Destinations • Aspire at West Campus • Hawkeye Softball Complex • Hawkeye Commuter Lot • West Campus Transportation Center • Kinnick Stadium • Carver Hawkeye Arena • Iowa City VA • Hardin Library • University of Iowa Hospital Route Characteristics AcademicWeekday Start Time 5:45 AM End Time 9:18 PM Average Daily Boardings 423 Revenue Hours 15.5 Boardings per Revenue Hour 27 Peak Headway (mins.) 30 Off -Peak Headway (mins.) 30 On -Time Performance 85% Ridership The Hawkeye-Hospital route sees 423 average we ekday b oardings. Ridership is slightlypeaked during commute periods and productivity is belowthe CAMBUS average, at 27 boardings per revenue hour—the second -lowest for the system. 350 c) 300 0 250 m T 200 a I, 150 100 50 0 0 0 0 0 o g g 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 L6 R c0 U O .. (N IN c5 U Summary The Hawkeye-Hospital route is a lower -ridership route that somewhat duplicates the service of the other Hawkeye Commuter Lot to hospital routes. The route's a.m. service, which operates counter -clockwise, may cre ate longer trips for commuters traveling from Aspire at West Campus apartments or commuter lots and headingto the university hospitals complex. Nelson Nygaard Consulting Associates, Inc.16-14 Iowa City Area TransitStudy 1 FINAL REPORT a HOSPITAL FINKBINE/ARENA The HospitalFinkbine/Arena route is a short commuter parking shuttle route that carries passengers from the Finkbine Commuter Lot and Arena Lot to the West Campus Transportation Center, where they can access the University of Iowa hospitals complex. It operates with high frequency during peak hours. Major Destinations • Finkbine Commuter Lot • Arena Lot • West Campus Transportation Center • Kinnick Stadium • University of Iowa Hospital Route Characteristics AcademicWeekday Start Time 4:30 AM End Time 6:37 PM Average Daily Boardings 1,610 Revenue Hours 21.2 Boardings per Revenue Hour 76 Peak Headway (mins.) 4-6 Off -Peak Headway (mins.) 12 Ridership Total ridership on the Hospital Finkbine/Arena route is high, at 1,610 average weekday boardings, with distinct peaks during the commute period. It is the second -most productive route in the CAMBUS system, at 76 boardings per revenue hour. 350 300 a 250 m T 200 a m 150 100 50 0 i 1 0000000 8 8 0 0..00..00 V. N U. M.. h Summary The Hospital Finkbine/Arena shuttle is a high -performing commuter parking shuttle with relatively direct, efficient routing. The route does, however, deviate to enter the Arena Lot and may see travel time b enefits from remaining on Hawkins Drive. Nelson \Nygaard Consulting Associates, Inc. 6-15 Iowa City Area Transit Study 1 FINAL REPORT ..L�k �6 {aasaw HOSPITAL VIA HANCHER The Hospitalvia Hancher route is a short, commuter parking lot shuttle operating betweenthe Hancher Commuter Lots and the University of Iowa main campus on Newton Road. The route operates at relatively high frequency and is primarilybi-directional, with terminal loops in the Hancher parking lots and at the VA Loop. The route offers only seven a.m. trips. Major Destinations • Hancher Auditorium and Commuter Lots • College of Nursing • Hardin Library • Iowa City VA • University of Iowa Hospital Route Characteristics AcademicWeekday Start Time 6:48 AM End Time 8:27 AM Average Daily Boardings 70 Revenue Hours 1.7 Boardings per Revenue Hour 41 PeakHeadway(mins.) 15 Ridership This route has the lowest ridership of all CAMBUS routes, at 7o average weekdayboardings (about 10 riders per trip). Productivity on the route is 41 boardings per revenue hour. Ridership is highest at Hancher Lot and relativelylow on Newton Road. 350 300 b 250 o m >. 200 a 0 150 0 0 0 0 0 0 0 r\ co Summary The Hospitalvia Hancher route has a limited service span and relativelylow total ridership. The number of riders per trip is low, as well. The Blue Route duplicates this route's alignment and operates over the same service span. Nelson\Nygaard Consulting Associates, Inc.16-16 Iowa City Area Transit Study 1 FINAL REPORT ..L�k �6 {aasaw INTERDORM The Interdorm route connects the east and west side residence halls and campus buildings with the Pentacrest downtown interchange. This route also includes the late- night Interdorm Saferide service, which operates on Friday and Saturday nights from 12:50 a.m. to 2:20 a.m. Weekend service only operates in the morning. Major Destinations • Mayflower Hall • Main Campus • Old Capitol • Main Library • Campus Recreation &Wellness Center • Rienow Hall • Slater Hall Ridership Ridership for this route is the highest among all CAMBUS routes, at 3,432 average we ekd ay b oardings. Ridership is highestbetween 8:oo a.m. to 4:0o p.m. The route is also the most productive route in the CAMBUS system, with 95 boardings per revenue hour. 350 Fr) 300 O 250 • 200 a to 150 ;100 100 >50 0 Route Characteristics AcademicWeekday Start Time 6:28 AM End Time 10:45 PM (2:20 AM on Fri. nights) Average Daily Boardings 3,432 Revenue Hours 36.2 Boardings per Revenue Hour 95 Peak Headway (mins.) 30 Off -Peak Headway (mins.) 30 On -Time Performance 85% Academ is Weekend Start Time 8:30 AM End Time 11:00 AM (12:50-2:20 AM Sat.) Average Daily Boardings 121 Headway (mins.) 30 • I • I I I I I I • I o o o o o—(N o o o o o o o o o o 0 0 0 0 0 0 x 0 0 0 0 0 0 0 0 O R N M so7 6 — u.O ) R 0 0 — CV Summary The Interdorm is a high -performing route with relatively evenly distributed ridership along its alignment. This route is a truncated version of the Hawkeye Interdorm, and does not extend past the University of Iowa Hospital. The Hawkeye Interdorm, Interdorm, and Mayflower Shuttle all provide service b etween Mayflower Hall and Main Campus. It is not clear that ridership warrants all three routes extending to Mayflower Hall. Nelson Nygaard Consulting Associates, Inc.16-17 Iowa City Area TransitStudy 1 FINAL REPORT a MAYFLOWER SHUTTLE The Mayflower shuttle is a weekday -only a.m. route that connects Mayflower Hallwith the remainder of East Campus and downtown Iowa City. The route operates bi-directionally along N Dubuque Street and N Clinton Street. It serves as a peak hour overlay to the Interdorm route, providing additional morning capacity to Mayflower Hall. Major Destinations • Mayflower Hall • Old Capitol • East Campus Route Characteristics AcademicWeekday Start Time 6:55 AM End Time 9:23 AM Average Daily Boardings 96 Revenue Hours 2.5 Boardings per Revenue Hour 39 Peak Headway (mins.) 20 On -Time Performance 95% Ridership The route has the second -lowest ridership of all routes in the system. The route also hasbelow CAMBUS-average productivity, at 39 boardings per revenue hour. The Too a.m. and 8: oo a.m. hours are the busiest period for this route. 350 c2, 300 o 250 0 >. 200 0 0 m 150 0 100 Q 50 0 d � d 0 0 0 0 0 0 oo 4:iR 05 0; Summary The Mayflower Shuttle is a relatively under -performing CAMBUS route that duplicates a segment of the Interdorm route and operates during the same time period. This route may not provide capacity relief on the Interdorm route, as the hours of operation for the Mayflower Shuttle are during the Interdorm's lower -ridership period. Nelson \Nygaard Consulting Associates, Inc. i 6-18 Iowa City Area Transit Study 1 FINAL REPORT ..L�k �6 {aasaw NORTH HOSPITAL SHUTTLE The North Hospital shuttle is a commuter parking shuttle that operates between Finkbine Commuter Lot, Arena Lot, and the VA Loop. This route serves the samelots as the Hospital Finkbine/Arena shuttle but travels slightly further north. The Pentacrest route also duplicates this alignment and extends into downtown Iowa City. This route only operates during peakhours. Major Destinations • Finkbine Commuter Lot • Arena Lot • CarverHawkeyeArena • Hardin Library • Iowa City VA Route Characteristics AcademicWeekday AM Service Span 536 8:0 AM — 8:02 AM PM Service Span 4:00 PM — 5:22 PM Average Daily Boardings 154 Revenue Hours 2.7 Boardings per Revenue Hour 57 PeakHeadway(mins.) 12-15 Ridership The route has low ridership, with 154 average weekday riders. Productivityis above the CAMBUS average, at 57 boardings per revenue hour. Significantly more ridership activity occurs at Finkbine Commuter Lot than atArena Lot. 350 c 300 0 a 250 T 200 a m 150 100 Q 50 0 No service 0 0 0 0 0 8 8 0 0 0 0 0 0 v) 45 R a7 U c5 — N N M -i Summary The North Hospital Shuttle is a relatively high -productivity commuter parking shuttle. The route currently enters Arena Lot for boarding/alighting; travel times and safety mayb e improved with an on -street stop on Hawkins Drive. This route duplicates service offered bythe Pentacrest route but offers lower headways and earlier a.m. service than the Pentacrest route. Nelson\Nygaard Consulting Associates, Inc.16-19 Iowa City Area TransitStudy 1 FINAL REPORT a PENTACREST The Pentacrest is a weekday -only route that connects downtown Iowa City and East Campus with Main Campus, the University of Iowa hospitals, and commuter lots. The route serves the Newton Road corridorbi-clirectionallybutis otherwise looped in its service of downtown Iowa City, West Campus Transportation Center, and Finkbine/Arenalots. Service on therouteis relatively frequent during the day. Major Destinations • Old Capitol • Iowa City VA • Carver Hawkeye Arena • Finkbine Commuter Lot • Arena Commuter Lot • Kinnick Stadium • University of Iowa Hospital • West Campus Transportation Center (night) Route Characteristics AcademicWeekday Start Time 6:21 AM End Time 12:35 AM Average Daily Boardings 1,357 Revenue Hours 32.4 Boardings per Revenue Hour 42 PeakHeadway(mins.) 15 Off -Peak Headway (mins.) 15-30 On -Time Performance 80% Ridership Ridership for this route is above the CAMBUS average, with 1,357 average weekdayboardings. Most of this ridership occurs between Too a.m. and 4:00 p.m., with ridership trailing off in the evening. The route has b elow-CAMBUS-average productivity, at 42 boardings per revenue hour. 350 2) 300 O 250 >. 200 m 150 100 > 50 0 g g g O N O O O O O O O O O O O O O O O O O O .. .. .. .. .. .. .. .. N M K) �O N W O� g g N Summary The Pentacrest is a relatively frequent route that connects East Campus with Main Campus via Newton Road. This East Campus to Main Campus connection is complementary to the Interdorm route, which connects East Campus to the west side of the river via Grand Avenue. The route duplicates the North Hospital Shuttle service but provides a mid-dayconnectionto these commuter parking lots when North Hospital Shuttle is not operating. Nelson Nygaard Consulting Associates, Inc.16-20 Iowa City Area TransitStudy 1 FINAL REPORT -St Ai_k BLUE ROUTE The Blue route is a counter -clockwise loop that operates on both East Campus and Main Campus, connecting academic buildings with residence halls, the hospital complex, and downtown Iowa City. It shares the same alignment as the Red route but runs in the opposite direction. Major Destinations • Hancher Auditorium and Commuter Lot • Main Library • Campus Recreation and Wellness Center • University of Iowa Hospital • Kinnick Stadium • Mayflower Hall (evenings only) • Carver Hawkeye Arena • West Campus Transportation Center Ridership The route averages approximately 2,561 riders per weekday, making it the second-highest ridership route in the CAMBUS system. Ridership is highest between 7:00 a.m. and 4:00 p.m., with a dip during the afternoon hours and evening. Productivity on this route is above average, at 59 b oardings per revenue hour. Route Characteristics AcademicWeekday Start Time 6:02 AM End Time 12:37 AM Average Daily Boardings 2,561 Revenue Hours 43.7 Boardings per Revenue Hour 59 PeakHeadway(mins.) 12 Off -Peak Headway (mins.) 12-36 On -Time Performance 90% AcademicWeekend Start Time 11:08 AM End Time 12:37 AM Average Daily Boardings 438 Headway (mins.) 36 350 c 300 0 a 250 m T 200 a 0 , 150 N 100 50 0 .�IlliIlllbin r 1 1 1 1 1 1 1 1 1 1 1 O O O O O O 8 O O O O O O O O O O S S O r\ 00 U O N N M O R W (5 a r N Summary The Blue Route provides complementary service to the Red Route and is relatively high - p erforming, with ridership mostly evenly distributed along the route. This route duplicates some other cross -river routes, such as the Interdorm, the Hawkeye Interdorm, and the Hospitalvia Hancher route. Nelson \Nygaard Consulting Associates, Inc. 1 6-21 Iowa City Area Transit Study 1 FINAL REPORT ..L�k {aasaw RED ROUTE The Red route is the clockwise counterpartto the Blue route, connecting academic buildings with residence halls, the hospital complex, and downtown Iowa City. It shares the same alignment as the Blue route but runs in the opposite direction, providing 72 trips per day. Major Destinations • H ancher Auditorium and Commuter Lot • Main Library • Campus Recreation and Wellness Center • University of Iowa Hospital • Kinnick Stadium • Mayflower Hall (evenings only) • CarverHawkeyeArena • West Campus Transportation Center Ridership This route has the third-highest ridership in the CAMBUS Route Characteristics AcademicWeekday Start Time 6:28 AM End Time 12:34 AM Average Daily Boardings 2,472 Revenue Hours 43 Boardings per Revenue Hour 57 PeakHeadway(mins.) 12 Off -Peak Headway (mins.) 36 On -Time Performance 90% AcademicWeekend Start Time 11:17 AM End Time 12:34 AM Average Daily Boardings 418 Headway (mins.) 36 system, at 2,472 average weekdayboardings. Like the Blue route, ridership is highest duringthe work/class period of each day. Productivityis also very close to that on the Blue route, at 57 boardings per revenue hour. 350 F 300 1f5a 250 r 200 a 0 I, 150 1) 100 > 50 Q 0 illilll11l11, 88 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 6 I� co az a 6 cel M 6 r\ co O- O r 6 Summary The Red Route provides complementary service to the Blue Route and is relativelyhigh- performing, with ridership mostly evenly distributed along the route. This route duplicates some other cross -river routes, such as the Interdorm and the Hawkeye Interdorm. Nelson Nygaard Consulting Associates, Inc. 16-22 Iowa City Area TransitStudy 1 FINAL REPORT a RESEARCH PARK The Research Parkroute connects Main Campus with residential communities in Coralville and the Research Park campus. This weekday -only route is the longest in the CAMBUS system and the only route that serves an extended residential corridor of non -residence hall dwellings. Major Destinations • State Hygienic Laboratory • University of Iowa Research Park • UIHC Hospital Services Building • UIHC Iowa River Landing Clinics • Hawkeye Softball Complex • Iowa City VA • University of Iowa Hospital Route Characteristics AcademicWeekday Start Time 5:45 AM End Time 7:10 PM Average Daily Boardings 456 Revenue Hours 25.8 Boardings per Revenue Hour 18 Peak Headway (mins.) 30 Off -Peak Headway (mins.) 30 On -Time Performance 85% Ridership and Productivity The route hasbelow-average ridership, with 456 average weekdayboardings. Ridership is peaked in the morning and evening commute hours. The route has the lowest productivity of all routes in the system, with only i8 boardings per revenue hour. Most ridership activity occurs on Main Campus, at the Hawkeye Softball Complex, and at the East Lot temporarystop. 350 r) 300 a 250 T 200 O a 150 a� 100 a) 50 0 a 0 0 0 0 0 8 0 S 0 0 0 0 0 0 0 O I< a0 O O Summary The Research Parkroute is relatively poorlyperformingbut is the only CAMBUS connection betweenthe Research Park area and Main Campus. The route is duplicative of portions of the Coralville Transit North Liberty, AM Express, and Express routesbut operates 26 trips per day— much more service than the North Liberty route. This route maybenefit from stop consolidation on the Holiday Road/i2thAvenue/Oakdale Boulevard Corridor, where low -ridership stops are relatively close together. Nelson\Nygaard Consulting Associates, Inc.16-23 Iowa City Area TransitStudy 1 FINAL REPORT a CORALVILLE TRANSIT Coralville Transit is seven -route bus system operated by the City of Coralville that serves the communities of Coralville, North Liberty, and Iowa City, as well as the University of Iowa campus. Coralville Transit's service primarily connects commercial and residential areas in Coralville with the university's main campus and downtown Iowa City. General p ublic fares are $1.00 and discounted fares and passes are available. Coralville Transit'sADAparatransit service is operated by Johnson County SEATS. Coralville Transit's operating base is located at the municipal parking and transportation maintenance facility at 900 loth Street. The agency provides connections to intercitybus service at the n ew Coralville Transit Intermodal Facility at Iowa River Landing. The overwhelming majority of Coralville Transit ridership activity occurs at in downtown Iowa City, on University of Iowa campus, and in the commercial and residential areajust north of Highway 6, including at the Coral Ridge Mall. The three highest -ridership stops in the system are the Iowa City Pentacrest downtown interchange, the University of Iowa hospitals complex, and the Coral Ridge Mall. Figure 6-9 Coralville TransitAverageWeekday Boardings Oakdale Blvd Iv 0 Coralville ly Haldayr 80 99 za See inset tor North Liberty Hplicgy Fd W'alrrrurhs au-ewrr Coralville Transit Intermodal facility Foster Ad 41 11 9Park Rd I 67 Hawrcyc Pd:kl7d nktly onaus ' 1ki West Campus WT. Ave Transportation Center g University ROW" N0.5 11=1 Mlles Lata sm. Ora l'iile IYD;OS, OVss sirs bv:a LIsi kr, own 59r'_ L IN 8en;aa St 80 452 �5e 0 Nichary Nil Park Pentaaesl Iowa City Rmlrngmrr.> a Sheridan Ave KlikwoodAye Heights Court Street trai,Spottalioil Center NlghlandAve southgam Ave moo, Bums Ave �`Pa Lakeside Dr Coralville Transit Average weekday boardings on Coralville Transit fixed routes. 10 s0 100 0 Major Transfer Point 5Rcc0e5te nz a E Coad Sr Muscatine Ave Q Nelson \Nygaard Consulting Associates, Inc. i 6-24 Iowa City Area TransitStudy 1 FINAL REPORT a 10TH STREET The loth Street route operates i8 weekday trips, connecting the Coral Ridge Mall and Coralville neighborhoods with the University of Iowa and downtown Iowa City. The route operates in a large counter -clockwise loop, although many a.m. and p.m. stops are within walking distance of one another. Major Destinations • Coral Ridge Mall • Hy -Vee at Lantern Park Plaza • Coralville City Hall • Coralville Recreation Center • Coralville CommunityAquatic Center • Coralville Public Library • Social SecurityAdministration • Carver Hawkeye Arena • Iowa City VA • Old Capitol Ridership Ridership on the loth Street route is the highest for Coralville Transit, at 777 average weekday boardings, with most activity occurring during commuting hours and b oarding/alighting activity distributed relatively evenly along the route. This is the most productive route in the Coralville Transit system, at 51 boardings per service hour. In the morning, the inbound 6:55, 7:25, and 7:3o a.m. trips all have loads greater than 35 passengers, with the 7:3o a.m. trip having a maximum load of 52 passengers. In the afternoon, the 4:3o and 5:00 p.m. outbound departures have maximum loads of more than 5o passengers. Schedule Adherence The loth Street route departs its timepoints on schedule approximately 5o%ofthe time, with most of the untimely departures beinglate. The p.m. trips are more likely to run late than the a.m. trips. The loth street is the second -most delayed route in the Coralville Transit system. Summary The loth Street route is Coralville Transit's highest -performing route and is complementary to the Lantern Park route, which operates as a loop in the opposite direction. For some riders, the bi- directional loop split into two routes maybe confusing. The route operates on several smaller, residential -type streets. Ridership appears to be stronger on the 5th Street segment portion of the loop. This patternis also replicated in the Lantern Park route. Nelson\Nygaard Consulting Associates, Inc.16-25 Weekday Start Time 6:13 AM End Time 6:19 PM Average Daily Boardings 777 Service Hours 15.3 Average Daily Boardings per Service Hour 51 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 52% Early 6% Late 42% Ridership Ridership on the loth Street route is the highest for Coralville Transit, at 777 average weekday boardings, with most activity occurring during commuting hours and b oarding/alighting activity distributed relatively evenly along the route. This is the most productive route in the Coralville Transit system, at 51 boardings per service hour. In the morning, the inbound 6:55, 7:25, and 7:3o a.m. trips all have loads greater than 35 passengers, with the 7:3o a.m. trip having a maximum load of 52 passengers. In the afternoon, the 4:3o and 5:00 p.m. outbound departures have maximum loads of more than 5o passengers. Schedule Adherence The loth Street route departs its timepoints on schedule approximately 5o%ofthe time, with most of the untimely departures beinglate. The p.m. trips are more likely to run late than the a.m. trips. The loth street is the second -most delayed route in the Coralville Transit system. Summary The loth Street route is Coralville Transit's highest -performing route and is complementary to the Lantern Park route, which operates as a loop in the opposite direction. For some riders, the bi- directional loop split into two routes maybe confusing. The route operates on several smaller, residential -type streets. Ridership appears to be stronger on the 5th Street segment portion of the loop. This patternis also replicated in the Lantern Park route. Nelson\Nygaard Consulting Associates, Inc.16-25 Iowa City Area TransitStudy 1 FINAL REPORT a STAVE The 1st Ave route (also called ist Ave/Iowa River Landing or 1st Ave/IRL) connects the Coralville Transit Intermodal Facilitywith the University of Iowa campus in a bi- directional alignment, with terminal loops at the Iowa River Landing and on University of Iowa campus near Carver Hawkeye Arena. The route has six inbound (primarily a.m.) trips and four outbound p .m. trips. Major Destinations • Coralville Transit Intermodal Facility • TraderJoe's • Carver Hawkeye Arena • University of Iowa Main Library • Iowa City VA Ridership Ridership on the 1st Ave route is relativelylowand occurs primarilybefore 8:0o a.m. and after 3:3o p.m., with most activity occurring at the Coralville Transit Intermodal Facility and on University of Iowa campus. This is the third -most productive route in the Coralville Transit system, at 35 boardings per service hour. gh kamik gig alfa Weekday AM Service Span 5:35 AM — 8:20 AM PM Service Span 2:50 PM — 4:55 PM Average Daily Boardings 72 Service Hours 2 Average Daily Boardings per Service Hour 35 Peak Headway (mins.) 25-65 Off -Peak Headway (mins.) 35 Schedule Adherence On Time 56% Early 36% Late 8% The first morning round trip carries only three people. The outbound 3:15 p.m. trip carries only four passengers. Schedule Adherence The 1' Ave route departs its timepoints on schedule 56% of the time, with most of the untimely departures being early. The a.m. trips are more likely to run earlythanthe p.m. trips. This route is the third -least reliable in the Coralville Transit system. Summary The 1' Avenue route is a relatively productive peakhour commuter service. There is extremely limited ridership at the Carver Hawkeye Arena stop (none observed during the ICATS ridecheck). Seve ral trip s, including the first morning round trip and first afternoon outbound trip have extremely low ridership. Nelson\Nygaard Consulting Associates, Inc. 1 6-26 Iowa City Area TransitStudy 1 FINAL REPORT a AM EXPRESS The AM Express route operates three a.m. clockwise loop trips connecting Coralville residential areas north of I -8o with the Coralville Transit Intermodal Facility, University of Iowa Campus, and downtown Iowa City. It operates in the opposite direction of the Express route. Major Destinations • Walmart Supercenter • Goodwill • ALDI • Costco • Coralville Transit Intermodal Facility • Trader Joe's • Lantern Park Plaza • Carver Hawkeye Arena • University of Iowa Hospital • Iowa City VA • Old Capitol Ridership Ridership on the AM Express is relativelystrong, considering the peak directional nature of the route. The mostboardings occur on the 6:5o a.m. trip. Schedule Adherence On-time performance is problematic. TheAM Express route departs its timepoints on schedule only 32% of the time, with most of the untimely departures beinglate. TheAM Express is the least reliable route operated by Coralville Transit. Summary The AM Express is a morning -only peakoverlay of the Express alignment. It has goodpeak directional ridership but its on-time performance is problematic. It serves primarilylow-density residential areas north of I-80. Several destinations, such as Walmart, are not served well bythe AM Express due to the peak directional nature of the route. Portions of this route duplicate the CAMBUS Research Park route. Nelson\Nygaard Consulting Associates, Inc.16-27 Weekday Start Time 6:10 AM End Time 8:45 AM Average Daily Boardings 73 Service Hours 2.4 Average Daily Boardings per Service Hour 30 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) - Schedule Adherence On Time 32% Early 23% Late 45% Ridership Ridership on the AM Express is relativelystrong, considering the peak directional nature of the route. The mostboardings occur on the 6:5o a.m. trip. Schedule Adherence On-time performance is problematic. TheAM Express route departs its timepoints on schedule only 32% of the time, with most of the untimely departures beinglate. TheAM Express is the least reliable route operated by Coralville Transit. Summary The AM Express is a morning -only peakoverlay of the Express alignment. It has goodpeak directional ridership but its on-time performance is problematic. It serves primarilylow-density residential areas north of I-80. Several destinations, such as Walmart, are not served well bythe AM Express due to the peak directional nature of the route. Portions of this route duplicate the CAMBUS Research Park route. Nelson\Nygaard Consulting Associates, Inc.16-27 Iowa City Area TransitStudy 1 FINAL REPORT k EXPRESS The Express route is 10 counter -clockwise loop trips connecting Coralville residential neighborhoods with downtown Iowa City, the University of Iowa Campus, the Coralville Transit Intermodal Facility, and shopping opportunities on Highway 6. It operates in the opposite direction from the AM Express. Major Destinations • Walmart Supercenter • Goodwill • ALDI • Costco • Coralville Transit Intermodal Facility • Trader Joe's • Lantern Park Plaza • ClockTowerPlaza • Carver Hawkeye Arena • University of Iowa Hospital • Iowa City VA • Old Capitol Ridership Ridership on the Express route is low, at log average weekdayboardings. Most activity occurs in the afternoon and is relatively evenly distributed along the route. This is the least productive route in the Coralville Transit system, at 12 hoardings per service hour. Middayproductivityis poor, averaging 7.3 passengers per service hour. Several trips carry fewer than five total passengers during the midday. Schedule Adherence The Express route hasbelow-average reliability, with only 6o% of trips operating on time, with most of the untimely departuresbeing late. Summary The Express route is a long, one-way loop that provides all -day service to commercial areas north of the Mall, including Walmart, as well as residential areas north of I-80. Ridership and productivity are bothbelowaverage. Large, one-wayloops are a disincentive for riders, particularly when travelling to major destinations requires riding the entire route to get backto the starting point. There is limited ridership at the Carver HawkeyeArena stop, suggesting that this deviation may be eliminated to reduce route travel times and improve reliability. Nelson\Nygaard Consulting Associates, Inc. 16-28 Weekday Start Time 8:50 AM End Time 7:10 PM Average Daily Boardings 109 Service Hours 9.2 Average Daily Boardings per Service Hour 12 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) 60-85 Schedule Adherence On Time 60% Early 3% Late 37% Ridership Ridership on the Express route is low, at log average weekdayboardings. Most activity occurs in the afternoon and is relatively evenly distributed along the route. This is the least productive route in the Coralville Transit system, at 12 hoardings per service hour. Middayproductivityis poor, averaging 7.3 passengers per service hour. Several trips carry fewer than five total passengers during the midday. Schedule Adherence The Express route hasbelow-average reliability, with only 6o% of trips operating on time, with most of the untimely departuresbeing late. Summary The Express route is a long, one-way loop that provides all -day service to commercial areas north of the Mall, including Walmart, as well as residential areas north of I-80. Ridership and productivity are bothbelowaverage. Large, one-wayloops are a disincentive for riders, particularly when travelling to major destinations requires riding the entire route to get backto the starting point. There is limited ridership at the Carver HawkeyeArena stop, suggesting that this deviation may be eliminated to reduce route travel times and improve reliability. Nelson\Nygaard Consulting Associates, Inc. 16-28 Iowa City Area TransitStudy 1 FINAL REPORT a LANTERN PARK The Lantern Park route is a clockwise loop connecting Coralville residential neighborhoods with the University of Iowa, downtown Iowa City, and shopping on Highway 6. This route complements the loth Street route, which operates in the opposite direction. The route has 19 weekday trips. Major Destinations • Coral Ridge Mall • Coralville Recreation Center • Coralville CommunityAquatic Center • Hy -Vee at Lantern Park Plaza • Social SecurityAdministration • Coralville Public Library • Carver Hawkeye Arena • Iowa City VA • Old Capitol Ridership Ridership on the Lantern Park route is relatively high, at 585 average weekdayboardings. Most activity occurs during the commute periods and is relatively well -distributed along the route. This is the second -most productive route in the Coralville Transit system, at 41 boardings per service hour. The 4:4o p.m. outbound departure has a maximumload of almost 7o passengers, which is close to a crush-loadedbus. In addition, the last outbound departure at 5:4o p.m. has a maximumload of 32 passengers, which indicates likely demand forlat er service. Schedule Adherence The Lantern Park route departs its timepoints on schedule 61% of the time, with most of the untimely departures being late. The a.m. trips are more likelyto be late and the p.m. trips are more likely to run early. This route is the third -most on-time in the Coralville Transit System. Summary The Lantern Park route is Coralville Transit's second -highest -performing route and is complementary to the loth Street route, which operates as a loop in the opposite direction. For some riders, the bi-directional loop split into two routes maybe confusing. The route operates on several smaller, residential -type streets. Ridership appears to be stronger on the 5th Street segment portion ofthe loop. This pattern is also replicated in the loth Street route. Nelson\Nygaard Consulting Associates, Inc. 6-29 Weekday Start Time 5:58 AM End Time 6:27 PM Average Daily Boardings 585 Service Hours 14.3 Average Daily Boardings per Service Hour 41 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 40-60 Schedule Adherence On Time 61% Early 16% Late 23% Ridership Ridership on the Lantern Park route is relatively high, at 585 average weekdayboardings. Most activity occurs during the commute periods and is relatively well -distributed along the route. This is the second -most productive route in the Coralville Transit system, at 41 boardings per service hour. The 4:4o p.m. outbound departure has a maximumload of almost 7o passengers, which is close to a crush-loadedbus. In addition, the last outbound departure at 5:4o p.m. has a maximumload of 32 passengers, which indicates likely demand forlat er service. Schedule Adherence The Lantern Park route departs its timepoints on schedule 61% of the time, with most of the untimely departures being late. The a.m. trips are more likelyto be late and the p.m. trips are more likely to run early. This route is the third -most on-time in the Coralville Transit System. Summary The Lantern Park route is Coralville Transit's second -highest -performing route and is complementary to the loth Street route, which operates as a loop in the opposite direction. For some riders, the bi-directional loop split into two routes maybe confusing. The route operates on several smaller, residential -type streets. Ridership appears to be stronger on the 5th Street segment portion ofthe loop. This pattern is also replicated in the loth Street route. Nelson\Nygaard Consulting Associates, Inc. 6-29 Iowa City Area TransitStudy 1 FINAL REPORT a NIGHT AND SATURDAY The Night and Saturday routes operate on a counter- clockwise loop covering a nearly identical alignment as the loth Street route, connecting Coral Ridge Mall, Coralville residential neighborhoods, the University of Iowa, downtown Iowa City, and the Coralville Transit Intermodal Facility. The route operates six trips during night service and 13 trips during Saturday service. Major Destinations • Coral Ridge Mall • Hy -Vee at Lantern Park Plaza • Coralville Public Library • Coralville Recreation Center • Social SecurityAdministration • Coralville Transit Intermodal Facility • TraderJoe's • Carver Hawkeye Arena • Iowa City VA • University of Iowa Hospital • Old Capitol Miiiiiiiiaiiiiiiiiiiiii Night Start Time 6:10 PM End Time 12:13 AM Average Daily Boardings 155 Service Hours 5.3 Average Daily Boardings per Service Hour 29 PeakHeadway(mins.) - Off -Peak Headway (mins.) 60-70 Schedule Adherence On Time 62% Early 33% Late 4% Saturday Start Time 7:13 AM End Time 8:09 PM Headway (mins.) 45-75 Ridership Ridership on the Night route is 155 average weekdayboardings and is peaked in the 7: oo p .m. to 8:0o p.m. hours. The highest -activity stops are the Coral Ridge Mall and commercial area by the Iowa River Power dam. The night route is the third -least productive route in the Coralville Transit system, at 29 boardings per service hour. Schedule Adherence The Night route departs its timepoints on schedule 62% of the time, with most of the untimely departures being early. The inbound trips are more likely to be late thanthe outbound trips. Summary The Night route provides coverage for the communities servedby the 1St Ave, loth Street, and Lantern Park routes during the day. For an evening route, ridership and productivity is acceptable. The Night route serves the lower -ridership residential areas on loth Street first on its loop. Like other routes, ridership at the Carver HawkeyeArena is limited. The deviation to serve Coralville Transit Intermodal Facility is also time-consuming and serves only five average daily riders. Nelson \Nygaard Consulting Associates, Inc. 6-30 Iowa City Area TransitStudy 1 FINAL REPORT a NORTH LIBERTY The North Liberty route connects the City of North Liberty with the University of Iowa and downtown Iowa Citywith one morning and one afternoon weekday trip. The alignment is primarilybi-clirectional and for some of its distance is identical to the CAMBUS Research Park route. Major Destinations • North Liberty Community Center • Holiday Mobile Home Court • Coralville Transit Intermodal Facility • TraderJoe's • Carver Hawkeye Arena • Iowa City VA • University of Iowa Hospital • Old Capitol Ridership 1I11Ymitlf;D i.IiE:i Weekday AM Service Span 6:38 AM - 7:37 AM PM Service Span 5:10 PM - 6:07 PM Average Daily Boardings 38 Service Hours 1.9 Average Daily Boardings per Service Hour 20 Peak Headway (mins.) - Off -Peak Headway (mins.) - Schedule Adherence On Time 71% Early 0% Late 29% Ridership on the North Liberty route is low, at 38 average weekdayboardings and with most activity occurring at the University of Iowa hospital complex and the Coralville Transit Intermodal Facility. This is the second -least productive route in the Coralville Transit system, at 20 boardings perservicehour. Schedule Adherence The North Liberty route departs its timepoints on schedule 71% of the time, with all the untimely departures beinglate and occurring in the outbound direction. This route is the most on-time in the Coralville Transit System. Summary The North Liberty route has relatively strong on-time performance but only offers one trip in either direction, making it oflimited use for commuters with a more variable schedule, particularly given that there are no other transit options connecting North Liberty with the University of Iowa and downtown Iowa City. This route provides the only public transit Gonne ction to the University of Iowa and downtown Iowa City for residents of North Liberty. Its peak directional ridership of 19 passengers per trip is relativelylow. Nelson\Nygaard Consulting Associates, Inc.16-31 Iowa City Area TransitStudy 1 FINAL REPORT k IOWA CITY TRANSIT Iowa City Transit is a 19 -route bus system op erated by th e City of Iowa City serving Iowa City, University Heights, and the University of Iowa. The bus network serves many of Iowa City's residential and commercial areas with a transfer hub atthe Iowa City Pentacrest downtown interchange. General public fares are $1.00 and discounted fares and passes are available. Iowa City Transit'sADAparatransit service is operated by Johnson County SEATS. The operating base for Iowa City Transit is located at 1200 S Riverside Drive, and while the agency's primary transfer location is the Pentacrest downtown interchange, it also provides connections to intercitybus service atthe Court Street Transportation Center. Much of Iowa City Transit ridership activity occurs in downtown Iowa City, on the University of Iowa Campus, and in high-density student neighborhoods. The three highest -ridership stops in the system are the Pentacrest downtown interchange, on W Benton Street near the Emerald Court/Seville apartments, and on Newton Road in the University of Iowa campus. Figure 6-10 Iowa City TransitAverageWeekday Boardings Oakdale Blvd Coral ville Holiday Rd 80 0 rorh St NOPda%!,'a 7th St tiawkeye Park Rd nktre 61 west tannin 50 Ions da i nCenter 1iniver46 watermh vri'=Ftii; Coralville Transit 0/ Ndenl1 ddI Fotiiity Downtown Interchange 2,148 Iowa City Transit Average weekday boardings on Iowa Crty Transit hied routes. l 10 50 100 0 Major Transfer Point Neights {Dint Sneer r-- Iransnor ai 113' ' 2, 12 0.5 O 11 Mlles Wta sources. ma, Iowa City, Iowa ENREri,Inn City, US Census ntrean utlmslgrarlo••va Nelson\Nygaard Consulting Associates, Inc.16-32 Iowa City Area TransitStudy 1 FINAL REPORT k 7TH AVENUE The 7th Avenue route is operated on a counter -clockwise weekday loop and connects downtown Iowa City with the Hy - Vee -anchored shopping center on S ist Avenue, along with Iowa City High School. The route's stop is two blocks walking distance from Iowa City High School. The route has seven trips per day. Major Destinations • Hy -Vee • Iowa City High School • Mercy Iowa City • Robert A. Lee Community Recreation Center • PedestrianMall • Old Capitol • Iowa City City Hall Ridership Route Characteristics Weekday AM Service Span 6:13 AM — 8:27 AM PM Service Span 3:00 PM — 6:27 PM Average Daily Boardings 57 Service Hours 2.7 Average Daily Boardings per Service Hour 21 Peak Headway (mins.) 60 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 66% Early 27% Late 8% Ridership on the 7th Avenue route is relatively low, at 57 average weekdayboardings. Ridership is peaked towards commuting hours and is highest at the downtown interchange and near Iowa City High School. There are only three trips that carry more than four passengers, including the inbound 4: i8 p.m. trip and the outbound 8: oo a.m. and 5:oo p.m. trips. Schedule Adherence The 7th Avenue route departs its timepoints on schedule 66% of the time, with most of the untimely departures being early. Inbound trips are more likely to be early than outbound trips. Summary The 7th Avenue route is an underperforming peak period route that duplicates multiple other Iowa City Transit routes. Its highest ridership stop outside of downtown is near Iowa City High School, suggesting that high school students are the reason for the ridership peaks. Most trips operated by the 7th Avenue route are close to empty. The only unique market servedbythe 7th Avenue route is the Longfellow neighborhood, north of the railroad tracks and south of E Court Street, although the 7th Avenue route only serves it during the peak hours. Nelson \Nygaard Consulting Associates, Inc. 1 6-33 Iowa City Area TransitStudy 1 FINAL REPORT a BROADWAY The Broadway route operates bi-directionally between the downtown interchange and Highway 6, and then in a large counter -clockwise terminal loop around Highway 6 commercial and residential communities. This route connects downtown Iowa City to social services, induding Pathways, Shelter House, and the Youth Emergency Shelter. The B roadway route also operates four night trips (after 7:15 p.m.) on a slightlydifferentalignment. Saturday service is 13 trips and follows the night service alignment. Major Destinations • Iowa City Marketplace • Pathways • Shelter House • Hy -Vee • Youth Emergency Center • Kirkwood Community College • Johnson County Department of Human Services • Old Capitol • Pedestrian Mall • Fareway Grocery (night and Saturday) Route Characteristics Weekday Start Time 6:11 AM End Time 6:57 PM Average Daily Boardings 288 Service Hours 8.5 Average Daily Boardings per Service Hour 34 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 64% Early 22% Late 15% Night Start Time 7:15 PM End Time 11:10 PM Headway (mins.) 60-75 Ridership Ridership on this route is 288 average weekday boardings, with activity fairly well -distributed throughout the p.m. period, and lower levels ofboardings in the a.m. The first morning trip carries only four passengers. Major ridership activity occurs at the downtowninterchange and around the commercial plaza and housing south of Highway 6. There is limited ridership between downtown Iowa City and Highway 6. Schedule Adherence The Broadway route departs its timepoints on schedule 64% of the time, with most of the untimely departures being early. Outbound trips are more likelyto be early than inbound trips. Night service on this route is tied for second -most on-time in the Iowa City Transit system, at 83% on-time. Summary The Broadway route carries 34 passengers per service hour, providing connections to a large shopping center and high-densityhousing. Some of the Broadway route's service area south and east of the Hy -Vee -anchored shopping plaza on Highway 6 is also coveredbythe Lakeside route, and much of the route is supplementedby the Cross Park route at mid-day. Cross Park and Lakeside route departures are staggered along their shared corridor, providing reduced headways Nelson\Nygaard Consulting Associates, Inc.16-34 Iowa City Area Transit Study 1 FINAL REPORT --•-- eosaw� (with shared frequency as low as 15 minutes) for some riders. Despite their complementary service, having three routes serve the same corridor maybe confusing for some riders. The Broadwayroute makes a deviation into Pepperwood Plaza to serve a stop near the Taco Bell on Highway6. Nelson Nygaard Consulting Associates, Inc.16-35 Iowa City Area Transit Study 1 FINAL REPORT ..L�k �6 {aasaw COURT HILL The Court Hill route operates on a bi-directional alignment along Court Street with a clockwise terminal loop in the Friendship neighborhood, connecting downtown Iowa City with residential communities to the east and Iowa City High School (approximately two blocks walking distance from the route). The route has 23 weekdaytrips and operates 13 Saturday trips on the same alignment. Major Destinations • Iowa City High School • Old Capitol • Pedestrian Mall • Robert A. Lee Community Recreation Center • Iowa City City Hall Ridership Route Characteristics Weekday Start Time 6:25 AM End Time 9:40 PM Average Daily Boardings 344 Service Hours 9.4 Average Daily Boardings per Service Hour 37 Peak Headway (mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 57% Early 25% Late 18% Ridership on the Court Hill route is 344 average weekdayboardings, with activity relatively peaked in commuting hours. High ridership stops on this route include Iowa City High School, the downtown interchange, and the route's Court Street turnaround. The final evening trip on this route carries only four passengers. Schedule Adherence The Court Hill route departs its timepoints on schedule 57% of the time, with most of the untimely departures b eing early. Outbound trips are more likely to depart e arly than inbound trips. Summary The Court Hill route has high ridership at Iowa City High School and the route's E Court Street/Friendship Street turnaround, where there is some high-densityhousing. The route is complemented by the Eastside Express, which also has an outbound stop near Iowa City High School and departs from the downtown interchange 15 minutes before and after morning Court Hill departures. In the afternoon, the Eastside Express departs the downtown interchange at the same time as the Court Hill route. The Court Hill route is the only route to operate on Friendship Street between E Court Street and UplandAvenue. The Court Hill route also supplements service on the Towncrest route along the E Burlington Street corridor by departing from the downtown interchangein-betweenTowncrest departures, effectively creating a shared corridor with 15 -minute h eadways for some riders. Nelson Nygaard Consulting Associates, Inc.16-36 Iowa City Area TransitStudy 1 FINAL REPORT a CROSS PARK The Cross Park route is a weekday -only mid-day route connecting downtown Iowa Citywith the Hy -Vee -anchored commercial area south of Highway 6. The route, which operates six trips, supplements the Broadway route in connecting important social services to downtown, including Pathways, Shelter House, and the Youth Emergency Shelter. The route has a large terminal counter -clockwise loop around the Hy -Vee shopping plaza and operates on the S Capitol Street corridorbi-directionally, as well as on parallel streets. Major Destinations • Hy -Vee • Pathways • Shelter House • Youth Emergency Center • Johnson County Department of Human Services • Old Capitol • Pedestrian Mall • Court Street Transportation Center Route Characteristics Weekday Start Time 9:00 AM End Time 2:27 PM Average Daily Boardings 67 Service Hours 2.7 Average Daily Boardings per Service Hour 25 PeakHeadway(mins.) - Off -Peak Headway (mins.) 60 Schedule Adherence On Time 60% Early 27% Late 13% Ridership Ridership on the Cross Park route is 25 average dailyboardings per service hour and is relatively well -distributed across the service span. High ridership stops are the downtown interchange and housing stops south of the Highway 6 Hy -Vee shopping center. Schedule Adherence The Cross Park route departs its timepoints on schedule 6o% of the time, with most of the untimely departures being early. Summary The Cross Park route is a mid-day only supplemental route with limited ridership between downtown Iowa City and Highway 6. The route's departures are staggered to supplement the Broadway and Lakeside routes' service, providing reduced headways (with shared frequency as low as 15 minutes) along the corridorbetween downtown Iowa City and the Hy -Vee -anchored shopping center. For some riders, having three routes that serve the same general corridor with different alignments maybe confusing. Nelson Nygaard Consulting Associates, Inc.16-37 Iowa City Area TransitStudy 1 FINAL REPORT a EASTSIDE EXPRESS The Eastside Express is a large counter -clockwise loop connecting downtown Iowa Citywith residential communities east of S Scott Boulevard and off Rochester Avenue, as well aswiththe Regina Catholic Education Center. The route is express in nature, with limited stops, and operates 13 weekday -only trips. Major Destinations • Iowa City High School • Regina Catholic Education Center • Mercy Hospital • Old Capitol • PedestrianMall • Robert A. Lee Community Recreation Center Ridership Route Characteristics Weekday Start Time 6:08 AM End Time 6:47 PM Average Daily Boardings 144 Service Hours 6.3 Average Daily Boardings per Service Hour 23 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) 60-75 Schedule Adherence On Time 46% Early 2% Late 53% Ridership on the Eastside Express is 144 average weekday oardings and is peaked during commuting hours. High ridership stops are the downt own interchange and Iowa City High School. Four trips on this route see seven or fewer total boardings. Midday ridership is much lower than peak ridership. Most middaytrips carry less than10 passengers. Schedule Adherence The Eastside Express route departs its timepoints on schedule 46% of the time, with most of the untimely departures being late. Summary The Eastside Express route is a low -ridership route and the only route to serve the far eastern neighborhoods of Iowa City. The limited -stop nature of the route helps mitigate the route's long running distance and reduce rider trip times. The route's turnarounds in subdivisions off E Court Street are time-consuming and—although somewhat productive from a ridership perspective— also increase trip times for some riders. In the morning, the Eastside Express departs 15 minutesbefore or after Court Hill trips from the downtown interchange, but in the afternoonthe Eastside Express departs the downtown interchange at the same time as the Court Hill route. Nelson \Nygaard Consulting Associates, Inc. 6-38 Iowa City Area TransitStudy 1 FINAL REPORT a EASTSIDE LOOP The Eastside Loop is a large, weekday -only loop route that operates in the eastern portion of Iowa City, connecting residential neighborhoods with the Regina Catholic Education Center, Iowa City High School, and Tate High School, along with limited shopping opportunities. The route offers only two a.m. trips and one p.m. trip, all of which are oriented around high schoolbell times. The p.m. route operates one hour earlier on Thursdays than the remainder of the week The a.m. service operates clockwise, while the p.m. service operates counter -clockwise. Major Destinations • Regina Catholic Education Center ■ Iowa City High School • Hy -Vee • The Arc of SE Iowa • Fareway Grocery • Iowa City Marketplace • Kirkwood Community College • Tate High School ■ Pathways Route Characteristics Weekday AM Service Span 7:35 AM — 8:44AM PM Service Span 4:05 PM 1 4:55 PM Average Daily Boardings 82 Service Hours 1.9 Average Daily Boardings per Service Hour 43 Peak Headway (mins.) 55 Off -Peak Headway (mins.) - Schedule Adherence On Time 50% Early 25% Late 25% Ridership Ridership on the Eastside Loop is 82 average weekdayboardings. High ridership stops include The Quarters apartments and Iowa City High School. The second a.m. trip, which travels only as far as the Regina Catholic Education Center, carries only two riders. Schedule Adherence The Eastside Loop route departs its timepoints on schedule 5o% of the time, with 5o% of its clockwise loop trips departing early and 5o% of its counter -clockwise loop trips departing late. Summary The Eastside Loop route is primarily a secondary school route, providing students in served neighborhoods a one -seat ride to Iowa City High School, Tate High School, Regina High School, and select middle schools. This route has a significant number of stops with zero average weekday boardings, particularly at those stops with longer trip times to the high schools. In the p.m., there is zero ridership at Regina High School, potentiallybecause the route departure is nearly one hour after the end of the school day. The a.m. route's deviation to serve South East Junior High School does provide some riders with a shorter trip but also extends trip times for other riders. 1 Service starts and ends one hour earlier on Thursdays. Nelson\Nygaard Consulting Associates, Inc. 1 6-39 Iowa City Area TransitStudy 1 FINAL REPORT LAKESIDE The Lakeside route is a bi-directional route on much of its alignment, with a large clockwise terminal loop in the residential communities south of Highway 6. The route has 24 weekday trips and connects downtown Iowa Citywith shopping at the HyVee-anchored shopping plaza on Highway 6 and high-density residential neighborhoods. This route also operates 14 trips on Saturdays along the same alignment. Major Destinations • Bon -Aire Mobile Home Park • Pathways • Hy -Vee • Shelter House • Youth Emergency Shelter • Court Street Transportation Center • Old Capitol • Pedestrian Mall Ridership Route Characteristics Weekday Start Time 6:05 AM End Time 6:57 PM Average Daily Boardings 477 Service Hours 14.3 Average Daily Boardings per Service Hour 33 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 59% Early 25% Late 17% Night Start Time 6:45 PM End Time 10:27 PM Headway (mins.) 60 Ridership on the Lakeside route is high, at 477 average weekdayboardings. Boardings on the route are peaked during commuting hours and major ridership activity occurs at the downtown interchange and the Hy -Vee shopping center on Highway 6, although activity is relativelywell- distributed along the remainder of the route's residential alignment. Schedule Adherence The Lakeside route departs its timepoints on schedule 59% of the time, with most of the untimely departures being early. Outbound trips are more likelyto depart early than inbound trips. Summary The Lakeside route is a relatively high -productivity route that overlaps with some ofthe Broadway and Cross Park routes' alignment but with staggered departures, providing reducedheadways along the routes' shared corridor. The route includes a large loop through residential neighborhoods south of Highway 6, which increases trip times for some riders but is the only transit access to downtown Iowa City for these residents. The Lakeside route providesbetter access to Hy -Vee than both the Broadway and Cross Park routes. This route duplicates the service providedto Bon Aire Mobile Home Park and other apartments by the Mall route but also provides residents at these locations alternative shopping, educational, and employment access. Nelson \Nygaard Consulting Associates, Inc. 6-40 Iowa City Area TransitStudy 1 FINAL REPORT a MALL The Mall route operates bi-directional service from downtown Iowa City, and along Kirkwood Avenue and Lower Muscatine Road, with a small terminal loop around the industrial area at Scott Boulevard SE and Highway 6, and front -door service at the Iowa City Marketplance.2 The route connects downtown Iowa Citywith residential neighborhoods, shopping, Kirkwood Community College, and job opportunities. The route operates 19 trips on weekdays only. Major Destinations • Fareway Grocery • Iowa City Driver's License Station • Iowa City Marketplace • Kirkwood Community College • Court Street Transportation Center • Old Capitol • PedestrianMall Route Characteristics ■ Weekday Start Time 6:20 AM End Time 6:40 PM Average Daily Boardings 353 Service Hours 12.3 Average Daily Boardings per Service Hour 29 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 67% Early 21% Late 12% Ridership Ridership on the Mall route is 353 average weekdayboardings and is relatively evenly distributed throughout the day. Major activity occurs at the Kirkwood Community College, Eastdale Plaza, the Bon -Aire Mobile Home Park, and the downtown interchange. There is also significant ridership in the Heinz Road industrial area. Schedule Adherence The Mall route departs its timepoints on schedule 67% of the time, with most of the untimely departures being early. Outbound trips are more likelyto depart early than inbound trips. Summary The Mall route averages 29 boardings per service hour and serves low-density and high-density residential neighborhoods, some commercial destinations, and major employers off Highway 6. This route provides front -door service to the Iowa City Marketplace and Eastdale Plaza, which improves access for some riders but increases trip times for others. The Mall route is the only route to provide consistent daytime access to the Heinz Road industrial area and the residential community on Kirkwood Avenue between S Dodge Street and Franklin Street, south of the railroad tracks. 2 The Iowa City Marketplace was formerly known as the Sycamore Mall. Nelson \Nygaard Consulting Associates, Inc. 1 6-41 Iowa City Area TransitStudy 1 FINAL REPORT a MANVILLE HEIGHTS The Manville Heights route provides bi-directional service from downtown Iowa City, through the University of Iowa Campus, Manville Heights residential neighborhood, and in the Peninsula neighborhood, Oak Grove condominiums, and Forest Viewmobile home park. The route has 19 weekday trips and operates four night and 13 Saturday trips on a different alignment. This route provides the onlytransit connectionto the university and downtown Iowa City for people living between I -8o, the Iowa River, and N Dubuque Street. Major Destinations • Mayflower Hall • McCormick Square Condominiums • The Peninsula Neighborhood • Forest View Mobile Home Park • HancherAuditorium • Iowa City VA • University of Iowa Hospital • Old Capitol • Pedestrian Mall • North Dodge Corridor (night) Route Characteristics Weekday Start Time 6:15 AM End Time 6:55 PM Average Daily Boardings 282 Service Hours 12.7 Average Daily Boardings per Service Hour 22 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 67% Early 30% Late 4% Night Start Time 6:45 PM End Time 10:10 PM Headway (mins.) 60 Ridership Ridership on the Manville Heights route is 282 average weekday boardings and is slightlypeaked during commuting hours. High -ridership stops on this route are the downtown interchange, the Peninsula neighborhood, McCormick Square condominiums, Forest Viewmobile home park, and the University of Iowa Newton Road corridor. Night service on this route is tied for second -least productive route in the Iowa City Transit system, at only 15 hoardings per service hour. Schedule Adherence The Manville Heights route departs its timepoints on schedule 67% of the time, with most of the untimely departures being early. Outbound trips are more likelyto depart earlythaninbound trips. The Manville Heights night service has slightlyhigher on-time performance, at 71%. Summary The Manville Heights route provides the onlytransit connection to downtown and the University of Iowa for residents of the Manville Heights and Normandy Peninsula neighborhoods. This route is relatively unproductive and has low ridership in the Manville Heights neighborhood. Some stops on Park Road have zero average dailyboardings or alightings. Nelson\Nygaard Consulting Associates, Inc. 16-42 Iowa City Area TransitStudy 1 FINAL REPORT a MELROSE EXPRESS The Melrose Express route is a weekday -only route serving the Melrose Avenue corridorbi-directionally with 12 daily trips. Service through university property is provided via a counter -clockwise terminal loop, with inbound trips serving the southern portion of main campus and outboundtrips serving the Newton Road corridor. The route connects downtown Iowa City with the University of Iowa and residential communities in University Heights and along Melrose Avenue. The route also serves some commuter parking lots. Despite it being called an "express" route, trips stop relatively frequently along Melrose Avenue. Major Destinations • West High School • Iowa City VA • University of Iowa Hospital • Main Campus • Old Capitol • Pedestrian Mall Route Characteristics Weekday Start Time 6:35 AM End Time 6:17 PM Average Daily Boardings 129 Service Hours 5.4 Average Daily Boardings per Service Hour 24 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) 60-75 Schedule Adherence On Time 28% Early 17% Late 56% Ridership Ridership on the Melrose Express is 129 average weekdayboardings and is slightlyhigher in the earlier evening than it is later. High ridership stops include the downtown interchange and Finkbine Commuter Drive. Schedule Adherence On-time performance for the Melrose Express is problematic; the route departs its timepoints on schedule 28% of the time, with most of the untimely departures beinglate. Inboundtrips are more likely to depart late than outboundtrips. This route is the least on-time in the Iowa City Transit system. Summary The Melrose Express route is a relativelylow-ridership route that connects communities on the western end of Melrose Avenue with University of Iowa campus and downtown Iowa City. The route's large terminal loop through the University of Iowa campus providesbetter access to certain destinations for some riders but extends travel times for other riders. Outboundtrips on this route are duplicative of service offeredbythe Plaen View, Westwinds, and Westside Hospital routes but these routes largely depart in staggered fashion, giving riders higher -frequency outboundtrips on this shared corridor. This route provides the only transit access to the University of Iowa and downtown Iowa City for people living andworkingwest of Hawkeye Park Road. Nelson\Nygaard Consulting Associates, Inc.16-43 Iowa City Area TransitStudy 1 FINAL REPORT a NORTH DODGE The North Dodge route operates 19 weekdaytrips on the Market/Jefferson Street and North Dodge Street/Highway 1 corridor, connecting downtown Iowa Citywith the northside neighborhood and major employers in northeast Iowa City. The route provides front -door service to both Pearson and the ACT campus and deviates on inbound trip s to serve the residential neighborhood off Prairie du Chien Road. The route also offers three weekday night and 14 Saturday trips on an alternative alignment. Major Destinations • Hy -Vee • Pearson • ACT • Mercy Hospital • Old Capitol and Pedestrian Mall • Regina Catholic Education Center (night and Saturday) Ridership Route Characteristics ■ Weekday Start Time 6:00 AM End Time 6:40 PM Average Daily Boardings 185 Service Hours 12.7 Average Daily Boardings per Service Hour 15 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 40% Early 51% Late 9% Night Start Time 7:00 PM End Time 9:40 PM Headway (mins.) 60 Ridership on the North Dodge route is relatively low, considering the number of trips offered. Boardings are peaked in the commute hours, and high - ridership stops indude the downtown interchange, the ACT campus, and Pearson offices. This route is tied for second -least productive in the Iowa City Transit system, at 15 boardings per service hour. Night service on this route is the third -least productive in the system, at 18 boardings per service hour. The final night trip (9:0o p .m.) carries only one rider. Schedule Adherence The North Dodge route departs its timepoints on schedule 4o% of the time, with most of the untimely departures being early. Outbound trips are slightly more likely to depart early than inbound trips. This route is the second -least on-time in the Iowa City Transit systembut its night service is tied for second -most on-time in the system. Summary The North Dodge route is a low -ridership route that includes three alignment types: a bi- directional couplet, destination loops, and bidirectional corridor. The route deviation to ACT campus provides good access for ACT employees but increases trip times for other riders— particularly those who may be travelling to the Pearson Education campus. The Prairie Du Chien Road deviation, while relatively productive from a ridership perspective, also increases trip times for some riders. This route provides the only transit access to downtown Iowa City for people living and working off Highway 1 and in the northeast Northside neighborhood of Iowa City. Nelson Nygaard Consulting Associates, Inc.16-44 Iowa City Area TransitStudy 1 FINAL REPORT a FREE SHUTTLE The zero -fare Free Shuttle route consists of two weekday - only downtown Iowa Cityloops, the Northside Shuttle and the Southside Shuttle (also called the "Free Shuttle North" and "Free Shuttle South"). The Northside Shuttle circulates on a short, counter- clockwise loop from the Pentacrest downtown interchange, past Mercy Hospital, andthrough the northside neighborhood. This shuttle operates 11 trips perweekday. The Southside Shuttle operates a short, clockwise loop from the Pentacrest downtown interchange and through high- density residential neighborhoods in and around the College Green neighborhood andthrough University of Iowa east campus. This shuttle operates 33 trips perweekday. Major Destinations • Mercy Hospital • Old Capitol and Pedestrian Mall • Iowa City Senior Center • IMU • Court Street Transportation Center Route Characteristics Weekday Start Time 7:30 AM End Time 6:28 PM Average Daily Boardings 624 Service Hours 8.9 Average Daily Boardings per Service Hour 70 Peak Headway (mins.) 15-60 Off -Peak Headway (mins.) 15-60 Schedule Adherence On Time 93% Early 7% Late 0% Ridership Ridership on the Free Shuttle is high, at 624 average weekdayboardings, and is peaked during the a.m. period. The Southside Shuttle is the most productive route in the Iowa City Transit system, at over 8o boardings per service hour. Four trips (all in the a.m.) on the Southside Shuttle see maximum passenger loads of over 3o, with the 9:0o a.m. trip having a maximum passenger load of 65. The ridership on the Northside Shuttle is low, with only 22 daily passengers. Seven ofthe 11 Northside Shuttle trips carried one or less passengers. Schedule Adherence This route departs its timepoints on schedule 93% ofthe time. All untimely departures are early and occur on the Northside shuttle. This route is the most on-time in the Iowa City Transit system. Summary The Southside Shuttle is short, reliable, and popular. Its high ridership maybe due to its fare -free nature and the high concentration of potential riders living and working along the alignment. The route is somewhat duplicative of the CAMBUS East Campus Shuttle, which is also fare -free. High maximum passenger loads on the a.m. Southside Free Shuttle route suggest additional service may be warranted. The Northside Shuttle underperforms. It also duplicates multiple other routes, but ridership has been poor. Nelson\Nygaard Consulting Associates, Inc.16-45 Iowa City Area TransitStudy 1 FINAL REPORT a OAKCREST The Oakcrest route operates in a bi-directional alignment from the downtown interchange, through University of Iowa Campus, along Melrose Avenue in University Heights, and on Sunset Street. The route operates a relatively large clockwise terminalloop around the high-density housing between Oakcrest Street and West Benton Street. On weekdays, this route has 26 daily trips. The route also operates four weekday night andi4 Saturday trips on an alternative alignment that serves shopping destinations on Highway i. There is also a football shuttle version of the route for game days. Major Destinations • Old Capitol • Main Campus • University of Iowa Hospital • Seville and Emerald Court Apartments • Oaknoll Retirement Community • Pedestrian Mall • ALDI (night and Saturday) • Walmart Supercenter (night and Saturday) Route Characteristics Weekday Start Time 6:14 AM End Time 6:57 PM Average Daily Boardings 732 Service Hours 10.9 Average Daily Boardings per Service Hour 67 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 30 Schedule Adherence On Time 69% Early 19% Late 12% Night Start Time 7:00 PM End Time 10:23 PM Headway (mins.) 60 Ridership Ridership on the Oakcrest route is relatively high, at 732 average weekdayboardings, and is peakedin the commute periods. High -ridership stops are relatively well -distributed along the route and are oftenlocated near high-density housing. This is the most productive route in the Iowa City Transit system that charges a fare, at 67 boardings per service hour. The night service on this route is the third -most productive in the system, at 5o boardings per service hour. Two inbound and one outbound trip (7:44 a.m., 8:44 a.m., and5:oo p.m., respectively) have maximum passenger loads of more than 35 passengers. Schedule Adherence The Oakcrest route departs its timepoints on schedule 69% of the time, with most of the untimely departures being early. Inbound trips are more likely to depart earlythan outboundtrips. The Oakcrestnightserviceis slightlyless on-time, at 65% schedule adherence. Summary The Oakcrest route is a high -productivity route that provides relatively short and direct connectionsbetweenhigh-density residential apartment buildings, University of Iowa, and downtown Iowa City. Nelson \Nygaard Consulting Associates, Inc. 6-46 Iowa City Area TransitStudy 1 FINAL REPORT a PLAEN VIEW The PlaenView route is a weekday -only route that operates on a bi-directional alignment from downtown Iowa City, through University of Iowa on Newton Road, Finkbine Commuter Drive, and Melrose Avenue in University Heights, and then transitions to a large clockwise terminal loop that circulates through residential communities southwest of University of Iowa and offers some shopping opportunities. This route has 20 trips per weekday. Major Destinations • Iowa City VA • University of Iowa Hospital • Old Capitol • PedestrianMall • Court Street Transportation Center • Walmart Supercenter • ALDI • Fareway Grocery Route Characteristics Weekday Start Time 6:30 AM End Time 6:58 PM Average Daily Boardings 583 Service Hours 15 Average Daily Boardings per Service Hour 39 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 66% Early 14% Late 20% Ridership Ridership on this route is 583 average weekday boardings and is relativelypeaked during commute hours. High ridership stops on this route are the downtown interchange, University of Iowa campus, andnearhigh-densityhousing. Twotrips (the 6:45 a.m. and 5:15 p.m.) reach approximately 35 passengers maximum load, and the final trip of the day (6:15p.m.) sees 24 boardings, suggesting there maybe additional, later -evening and unserved demand for this route. Schedule Adherence The PlaenViewroutedepartsits timepointson schedule 66% of the time, with most of the untimely departuresbeing late. Summary The Plaen Viewroute is a high -productivity route serving southwestern Iowa City. The route's outbound trips supplement service offeredbythe Melrose Express, Westwinds, and Westside Hospital route on the Newton Road corridor, as they generally depart offset from these other routes, providing riders on the shared corridor with more frequent service. Other portions of the route's service area are also coveredbythe Westwinds (in reverse direction) and Westside Hospital routes. The route's Westside Drive loop provides better access to home for some riders but may increase traveltimes for other riders. Nelson \Nygaard Consulting Associates, Inc. 6-47 Iowa City Area TransitStudy 1 FINAL REPORT a ROCHESTER The Rochester route operates on weekdays only on the Market/Jefferson couplet, bi-directionally on Rochester Avenue, and in a terminal loop through the Lemme neighborhood, connecting downtown Iowa Citywith parts of the Northside neighborhood, Regina Catholic Education Center, and some shopping and medical destinations. The route operates 19 trips per weekday. Major Destinations • Old Capitol • Mercy Hospital • Regina Catholic Education Center • PedestrianMall Ridership Ridership on the Rochester route is 281 average weekday boardings and is relatively peaked at commute hours. High -ridership stops on the route are the Regina Catholic Education Center, downtown interchange, and near the Regency Heights apartments. Route Characteristics Weekday Start Time 6:26 AM End Time 6:42 PM Average Daily Boardings 281 Service Hours 8.4 Average Daily Boardings per Service Hour 33 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 75% Early 8% Late 17% Schedule Adherence The Rochester route departs its timepoints on schedule 75% of the time, with most of the untimely departures being late. This route is the third -most on-time in the Iowa City Transit system. Summary The Rochester route provides an all -day connection between the Regina Catholic Education Center and downtown Iowa City. The large terminal loop at the eastern end of the route provides better access to transit for many residents but also increases trip times for other riders. The route duplicates portions of the Eastside Express. On-time performance on this route is good, relative to other Iowa City Transit routes. This route is the only route to provide consistent daytime service to downtown Iowa City for people living in the vicinity of Pheasant Hill Park. Nelson \Nygaard Consulting Associates, Inc. 6-48 Iowa City Area TransitStudy 1 FINAL REPORT a TOWNCREST The Towncrest route op erat es b i -dire ctionally along E Burlington Street and Muscatine Avenue with a terminal loop traveling through the residential neighborhood off Wayne Avenue. The route connects downtown Iowa City with residential communities, shopping centers (including the S 1st Avenue Hy -Vee), and two lower -grade schools. This route has 25 trips per weekday. The route also operates four weekday night trips and 13 Saturday trips on an alternative alignment. Major Destinations • Old Capitol • PedestrianMall • Robert A. Lee Community Recreation Center • Hy -Vee Ridership Ridership on the Towncrest route is 48o average weekday boardings and is peaked during commute hours. Ridership is relatively evenly distributed along the route corridor. rRoute Characteristics Weekday Start Time 6:11 AM End Time 6:27 PM Average Daily Boardings 480 Service Hours 10.7 Average Daily Boardings per Service Hour 45 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 30 Schedule Adherence On Time 71% Early 18% Late 11% Night Start Time 6:30 PM End Time 9:57 PM Headway (mins.) 60 Schedule Adherence The Towncrest route departs its timepoints on schedule 71% of the time, with most of the untimely departures being early. Outbound trips are more likelyto depart earlythaninbound trips. This route's night service is tied for secondleaston-time route in the Iowa City Transit system. The night service on this route is significantlyless on-time, at 4o% schedule adherence. Summary The Towncrest route is a high -productivity route that primarily operates on a bi-directional alignment with good rider legibility. The route sees decent ridership near the South East Junior High School without providing front -door service. The Towncrest route supplements service on the Court Hill route along the E Burlington Street corridorby departing from the downtown interchange in -between Court Hill departures, effectively creating a shared corridor with 15 - minute headways for some riders. Nelson \Nygaard Consulting Associates, Inc. 6-49 Iowa City Area TransitStudy 1 FINAL REPORT a WESTPORT PLAZA The Westport Plaza route is a we ekday-only route that operates 13 daily trips connecting downtown IowaCitywith residential and commercial districts off Highway i and S Riverside Drive, as well as mobile home communities southeast of the Iowa CityMunicipal Airport. The route primarily operates bi-directionally but includes front -door service to Walmart and has a terminal loop at the Baculis Mobile Home Park Major Destinations • Old Capitol • ALDI • Walmart Supercenter • Cole's Mobile Home Court • Lake Ridge Mobile Home Park • Pedestrian Mall Route Characteristics Weekday Start Time 6:30 AM End Time 6:56 PM Average Daily Boardings 191 Service Hours 17.6 Average Daily Boardings per Service Hour 11 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 58% Early 3% Late 38% Ridership Ridership on the Westport Plaza route is 191 average weekdayboardings and is higher in the p.m. than a.m. period. High -ridership stops include the downtown interchange, Walmart Supercenter, and at the W Benton Street and S Riverside Drive intersection. This is the least productive route in the Iowa City Transit system, at 11 Boardings per service hour. Schedule Adherence The Westport Plaza route departs its timepoints on schedule 58% of the time, with most of the untimely departures being late. Summary The Westport Plaza route is a low -productivity route that combines shopping access with service to residential communities by the Iowa CityMunicipalAirport. The Walmartis the single biggest destination outside of downtownforthe route, yet it is only served in one direction. Anyone wishing to go to Walmart has a long, out -of -direction ride in at least one direction. The route approaches but does not enter the Lake Ridge mobile home community (there are no sidewalks between the bus stop and the mobile home park, making access to and from this bus stop dangerous and difficult), although it does provide `front -door' service to Cole's mobile home community. Nelson \Nygaard Consulting Associates, Inc. i 6-50 Iowa City Area TransitStudy 1 FINAL REPORT k WESTSIDE HOSPITAL The Westside Hospital route is a weekday -only route that op e rat es b i -directionally through downtown Iowa City, University of Iowa campus' Newton Road and Hawkins Drive, and along Melrose Avenue through University Heights. The route also loops through three residential neighborhoods west of Mormon Trek Boulevard, with some shopping opportunities. There are 13 trips per weekday. Major Destinations • Old Capitol • Iowa City VA • University of Iowa Hospital • Fareway Grocery • PedestrianMall Ridership Route Characteristics Weekday Start Time 6:22 AM End Time 7:11 PM Average Daily Boardings 257 Service Hours 10.7 Average Daily Boardings per Service Hour 24 PeakHeadway(mins.) 60 Off -Peak Headway (mins.) 60-75 Schedule Adherence On Time 58% Early 11% Late 48% Ridership on the Westside Hospital route is 257 average weekdayboardings, with ridership peakedin the p.m. period. High -ridership stops on the route include University of Iowa campus and high-densityhousing on Rohret Road. Schedule Adherence The Westside Hospital route departs its timepoints on schedule 58% of the time, with most of the untimely departures being late. Inboundtrips are more likely to depart late than outbound trips. This route is the third least on-time route in the Iowa City Transit system. Summary The Westside Hospital route is a relatively low -rid ership route that struggles with on-time performance (48% of timepoint departures are late). The route has three neighborhood loops, all of which improve access for residents but increase trip times for other riders. This route also duplicates a significant segment of the Plaen View, Melrose Express, and Westwinds routes, although its outbound departures are generally staggered, which provides some riders using the share dNewton Road corridor with higher -frequency service. This route provides the only transit access for people living off Rohret Road west of Mormon Trek Boulevard. Nelson\Nygaard Consulting Associates, Inc. 6-51 Iowa City Area TransitStudy 1 FINAL REPORT a WESTWINDS The Westwinds route operates 19 trips per weekday, connecting downtown Iowa Citywith the University of Iowa Main Campus and hospitals, residential communities in University Heights, and residential and commercial districts southwest of University Heights. The route operates bi- dire ctionally through downtown Iowa City and the University of Iowa, as well as through University Heights on Melrose Avenue. Outside of these areas, there are two loops that travel through primarily residential communities. The route also operates five night and 13 Saturday trips on an alternative alignment. There is also a football shuttle version of the route for game days. Major Destinations • Old Capitol • Iowa City VA • University of Iowa Hospital • Fareway Grocery • PedestrianMall Ridership Ridership on the Westwinds route is 484 average weekday boardings and is peaked during the commute period. Ridership is relatively evenly distributed along the route alignment, with clear employment -based and student activity occurring on the University of Iowa campus. Two trips on the Westwinds route (7: oo a.m. and 7:3o a.m.) have maximum passenger loads of more than 35. Route Characteristics Weekday Start Time 6:19 AM End Time 6:41 PM Average Daily Boardings 484 Service Hours 12.7 Average Daily Boardings per Service Hour 38 PeakHeadway(mins.) 30 Off -Peak Headway (mins.) 60 Schedule Adherence On Time 63% Early 13% Late 23% Night Start Time 6:30 PM End Time 10:56 PM Average Daily Boardings Headway (mins.) 60 Schedule Adherence The Westwinds route departs its timepoints on schedule 63% of the time, with most of the untimely departures being late. Night service has higher schedule adherence, at 74% on-time. Summary The We stwinds route is a relatively high -ridership route that struggles with on-time performance (48% of timepoint departures are late). This route also duplicates a significant segment of the Plaen View, Melrose Express, and Westside Hospital routes, although its outbound trips are generally offset from these other routes, providing some riders on the shared corridor more frequent service. Nelson Nygaard Consulting Associates, Inc.16-52 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 7 SCENARIO DEVELOPMENT INTRODUCTION Convenient and cost-effective transit service requires an appropriate b alance of coverage, frequency, and service span. Prior to developing any recommendations, this study assessed existing ridership patterns, on-time performance, travel patterns, and demographic data. Public meetings and an online survey indicated that expanding service hours, improving service frequency, andbetter connecting locations outside of downtown were some of the improvements desired mostbyriders and non -riders. More information on the community input that was used to shape these scenarios is in Chapter 8. THREE SCENARIOS WITH DIFFERENT PRIORITIES As a result of these efforts, the ICATS project team developed three preliminary scenarios to improve CAMBUS, Coralville Transit, and Iowa City Transit service. These scenarios do not increase operating costs (i.e., they are cost -neutral) and each emphasizes different types of improvements and route planning principles: ■ Scenario ifocusedon improving frequency on the mostpopularroutes. In addition, it made service more direct and improved speed and reliability. Resources were shifted from lower -ridership routes. • Scenario 2 focused on maintaining service coverage, while also improving speed and reliability. This option is most like today's service. • Scenario 3 focused on improving weekday evening and weekend service, a top customer priority, by shifting resources from weekday service to weekend service. It also introduced a limited on -demand type service on Sundays. This scenario involves changes to only Iowa City Transit routes. Route maps for the three scenarios are in Figure 7-1 through Figure 7-3. These scenarios were shared with the public at in-person openhouses in January of 2020 and made available for comment via an online survey that was open from January 2020 through March 2020. More information on this outreach is in Chapter 8 of this report. Nelson\Nygaard Consulting Associates, Inc. 1 7-1 Figure 7-1 Scenario 1 System Map and Highlights Scenario 1: Frequency IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT C�asawr (ass') b i1 1 '5, 'N,i�erwDrF,_ 1 , il;irip I';rk fti Coralville —c oralvine Transit a Illterinodal Facility E' Che_ry Si r r1 � r a LG2fwp.r North Liberty 0 03 -. MIs. NORTH LIBERTY mn 59.10 •40 s.�o FmYpine CrmTyigi Lut wmmder.-r NlSt C0w*l1 TiMplrlaiN Ce51111 N1}1]275.7+.31.10 u..srarma n.¢a 41a 37 13 l4[ m.33 r1.3A 444 , Ub R3rk r" rr', 31 West Win �Transportatla 1{itlmrylfll Pah crest Mown Intecdlange 11 IoµE> Cil¢ Munil Pitpat I � 1 "- Iowa City 0 0.5 1 Miles Nelson\Nygaard Consulting Associates, Inc.17-1 Scenario 1: Frequency Ion City Transit 1 &oasway a CourtSlreet Q E astsde Loop (Peak Trip only) 0 Crosstown © Hal o Pani Isola Q North Dodge (� Oek la Town rest ▪ poen View n Rahe;<er ViOside — — Peak Trip Only TRRA�NSIT STUDY Coralnlle Transit 20 Iowa liver Landing © 501 Street ©. North Liberty (Peak Trip Only) ®10th Street ▪ Saturday 8 Night {MOUS Fast Campus Startle 31 Hawk Lot/Hospital ▪ Haskego-Hospitals- Pentanest ='. Hawk tot - VAExpress Hospital Finkhlnel/rena interdam North Hospital Sha[!le ID PPMacret 0 Nue Route Q Red Rade Researth Park Oakcrest, Towncrest, and new Hawkeye-Hospitals-Pentacrest operate every 15 minutes all day on weekdays. Mall route operates every 20 minutes on weekdays. Connection between west Iowa City and south Iowa City without going downtown. Faster and more direct service on major streets. improved access to Iowa River Landing. Simplified routes that don't change at night or on weekends. Figure 7-2 Scenario 2 System Map and Highlights IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT C•asawl Scenario 2: Simplified Coverage 996 • • \ ■ \ \ • 0 0 0.5 1 Mlles Ft tN Cherry 51 k a North Liberty %5 0 03 r' MIs. NORTH LIBERTY +-Ts yjJ 1,T3f Pal( Coralvine ; [uralvllle Trauslt letermodalfadllty Ir Ir 01 n 20311.22.23.2.3.25, 32.33.93.10 0 0.25 Hrs. n. N.lI.l1.11.1r.6 V 390 41 W 13.14.33, Mil. i>. am i3.30.5253.a0 V. FgkemirarLerir lrrt Cgnmy{Pi LIX IkSt.glgllll 9n.1i RIS. 41.4 ■ 41 � e ItttMlg LAMPUSfDOWNTUWN 13 30 ilinNMMNM [•Nf 00 Hicirily Hill !'ark rwino Goir rag West Cuan .1 - Transt atattor 10 n _Pee arrest luierchauge k n "r y. 1 I 9 -Iowa City Nelson\ygaard Consulting Associates, Inc.17-2 TRf1N5IT STUDY Scenario 2: Simplified Coverage !OM CUT Transit Coralslls Transit 1 lakeside m hexa River Landing © Cowl Slieut ©sm stet © Eastvae Loop Trip Only) 0 Num Liberty (Peak Trip ONy) 0 Oornm°wn Shulte © 10th Sheet © Mall Q Peninsula D North Dodge vOakoiri Toxlrcrest 0 Want& - Ootmtam 11 Ratater Q Walden W40port Plaza Q We2side - Hospital 1 Melrose EIlaess — — Peak Trip Only O Salmday&Night Ekpies CPPIBUS ©' East CampusShdtle A Hawktot/Hapital Hawkeye- Hospitals- Pentacrat S Hospital FinkbinyArena interdorm Norm Hrpitl Shuttle e0 511ltacrat O Flue Route p Red. Rade Cj Research Pah Oakcrest and Towncrest routes operate more frequently on Saturdays. Fewer overlapping routes serving the same destinations. Hawkeye-Hospitals-Pentacrest operates every 15 -minutes all day weekdays. Service to lower -ridership neighborhoods is maintained. Faster, more direct service on major streets. Figure 7-3 Scenario 3 System Map and Highlights IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT inkC�asawl Scenario 3: Restructure & Improve Weekends & Evenings (Iowa City Transit Only) Coraiville service remains unchanged Chem St Vie Dr North Liberty %$ 0 03 MIs. NORTH LIBERTY • Req FNkairP .trot Per ler Weil Campus nrepoftatlon [enter T' Q 8,10 015 Clots. 1 [e...., a r. PIA 91.13,11.1 1,7,5,5,7.8,.'0.17 1, 2, 5, 8, 10.12 2 AGi[i'r CAP Pentarnotwgw, 7t [lantern Gl 5 7 11 1,2,8,10,12 CAM BUS service remains unchanged — Fkkcay VIII 8'atk ——Peutauest° �bW1iW m Ilrterchaiige rOn-demand service area, 1 1 Sundays only, 1 L 9:00AM-6:00PM ,. L r n Iowa City CD 0 0.5 1 Mlles r � fJ� 7J L Nelson\ygaard Consulting Associates, Inc.17-3 TRf1N5IT STUDY Scenario 3: Restructure & Improve Weekends & Evenings nrarnrmw CAMS Sant lora Cay East Carnws SF.ule e Cour Street HarkLttH peal ©EashideLap(Peak This Pay) Hark:ye-Ho ffa Q MIinterns n [7 Peninsula 0 North mays Q flakoest o Trimmest w thxa[Ay 11 iiodiaR oMime x e - - leak Trip Only III A>anue/Y eRirer laming lath Street Pk r.Pnns lantern Pak Saartiay 8fight Mtn Hospital Shut& perramt &ue kme Red name Msea9s yank &Mew Ikadorm Hospital FNrt morkena l antaye Exuma Hospral Ira Hander Milloper Rune No changes to existing CAMBUS and Coralvi[le Transit service. Improved Saturday service on all regular Iowa City Transit routes. Weekday service until 10:OOPM on all Iowa City Transit routes. On -demand Sunday service in Iowa City and University Heights. All ICT routes operate every 30 minutes during weekday peak times. All but three operate every 30 minutes during midday. Simplified routes that don't change at night or on weekends. IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb 8 OUTREACH SUMMARY This chapter summarizes outreach conducted as a part of the Iowa CityAreaTransit Study (ICATS). Most of the outreach conducted during the ICATS canbe separated into five distinct phases. These phases are listedbelow, alongwith the summary and analysis work for each phase that is found in this chapter. • September 2019 onboard survey analysis: This section of the chapter analyzes results from the 2019 onboard survey conducted as a part of the ICATS ride check. It provides baseline information on how people use transit in the Iowa City area. • Fall/winter 2019 DesignYour Own System survey analysis: This section analyzes results from the interactive online D esign Your Own System survey that was open to the public in fall and winter of 2019. It provides information on community members' goals and vision for transit in the Iowa City area. • November 2019 outreach summary: This section summarizes in-person outreach conductedby the ICATS team in November 2019. This outreach included openhouses, operator interviews, and stakeholder meetings, and focused on gathering information on the community's goals andvisionfor transit. • January2020 outreach summary: This section summarizes in-person outreach conductedby the ICATS team in January of 2020. This outreach included openhouses, operator interviews, and stakeholder meetings, and focused on gatheringfeedbackon service scenarios. • Winter/spring 2020 survey analysis: This section summarizes the preferences of survey respondents for the three service scenarios shared on an online survey. Fe edbackre ceived during outreach informed initial scenario development and refinement of scenarios into a Preferred Alternative. Nelson\Nygaard Consulting Associates Inc. 8-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT SEPTEMBER 2019 ONBOARD SURVEY Introduction To learn about current rider behaviors, demographics, and desiredtransit improvements, an onboard survey was distributed to CAMBUS, Coralville Transit, and Iowa City Transit riders during the ICATS ride check. The paper surveys were distributed in September 2019 and were offered in both English and Spanish. A QR code and URL for an online version of the questions was included on each survey, although only 21 respondents completed the online version. Copies of the English and Spanish survey instruments are in Appendix C. A total of 2,777 respondents completed the survey. The most completed surveys were collected on CAMBUS trips (1,418 respondents), followed by Iowa City Transit trips (962 respondents) and Coralville Transit trips (397 respondents). The number of respondents that answered each question is indicated on charts and in charttitles with the nomenclature "n=", with the n -value being the number of respondents or responses. This analysis examines survey results for each ICATS partner agency, reviewing the answers to each question and identifying key findings. Key Findings • Most reportedtrip activitywas either work -or school -related • Relatively few respondents reportedtransferringto or from a different transit system (e.g., transferring from Iowa City Transit to Coralville Transit). Many respondents reported transferring within a system; this maybe respondent error as operators do not report high levels of intra -agency transfers. • Most respondents on Coralville Transit and Iowa City Transit paid their fare with a U - PASS (CAMBUS is fare -free) • Most respondents on all three systems were affiliated with the University of Iowa • Respondents primarily desired more frequent service, weekend service, and later evening service. Many open-ended comments requested updates to Bongo to make it more reliable. • Very few respondents desired service to new areas Nelson\Nygaard Consulting Associates Inc. 8-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT CAMBUS This section analyzes the 1,418 survey re sponses collected on CAMBUS trips. Travel Behaviors Survey respondents on CAMBUS trips were distributed across routes at proportions roughly similar to the distribution of systemwide average weekday ridership, with some exceptions (Figure 8-1). The North Hospital Shuttle, Hawkeye-Hospital, Hawkeye Express, and Hospital via Hancher were slightly oversampled, while the Hawkeye Interdorm, Interdorm, and Pentacrest were slightly undersampled. The most responses were collected on the Blue and Red routes, and the fewest total survey responses were collected on the Research Park and Mayflower Shuttle routes. Figure 8-1 CAMBUS Transit Route Respondentwas Riding (n=1,418) Blue Route — Red Route Hospital Finkbine/Arena Hawkeye Interdorm Hawk Lot/Hospital North Hospital Shuttle Interdorm Hawkeye-Hospital Hawkeye Express Hospital Via Hancher Pentacrest East Campus Shuttle Research Park Mayflower Shuttle EN= -Ni n=157 n=102 n=94 n=9n n=220 n=271 n=56 n=87 n=80 ■ n=29 26 n=26 0% 5% 10% 15% 20% 25% Percent of Tota 1 Res ponses Percent of Total Responses • Percent of Avg. Weekday Ridership Nelson\ygaard Consulting Associates Inc. 8-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT JibC�asa1 Figure 8-2 shows the percent of respondents who were transferring to or from another route. A majority (64%) reported transferring, primarilyto or from another CAMBUS route. Very few respondents transferred to or from a Coralville Transit or Iowa City Transit route. Because operators report there are relativelyfewtransferswithin the CAMBUS system, it is likely many respondents misunderstood the question and considered a return trip a transfer. Fig ure8-2 Percent of Respondents Transferring to or From Another Route (n=1,425) Transfer within CAMBUS 61% Note: This chart includes online responses. Transfer withTransfer with Iowa City Transit 1 /CoralvilleTransit 2% 1% Nelson Nygaard Consulting Associates Inc. 18-4 No Transfer 36% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Figure 8-3 shows the routeswiththe most re ported transfer activity (either to or from the route). A significant number of respondents (233) named only the transit agencytheytransferred to or from, without specifying the route; these responses are excluded. The route pairs withthe greatest number of reported transfers were Red Route/ Blue Route, Hawkeye Interdorm/Hawkeye Hospital, and Hawkeye Hospital/Hawk Lot Hospital. Fig ure8-3 Reported Transfer Activity (to or from) by Route (n=1,425) Red Route Blue Route Hawkeye Hospital Hawkeye Interdorm Interdorm Hospital Finkbine Arena Hawk Lot Hospital Pentacrest Hawkeye Express Hospital Via Hancher East Campus Shuttle Mayflower Shuttle Research Park 10th Street Southside Shuttle Lantern Park Plaen View Oa kcrest North Dodge Mall North Liberty Westside Hospital Westport Plaza Towncrest Rochester Lakeside Broadway n=29 n=25 n=17 n=15 n=11 n=10 n=9 n=4 • n=3 • n=3 ■ n=2 ■ n=2 ■ n=2 ■ n=2 ■ n=2 1 n=1 1 n=1 1 n=1 1 n=1 1 n=1 1 n=1 1 n=1 n=35 n=35 n=87 n=58 n=101 0% 2% 4% 6% 8% 10% 12% 14% 16% Percent of Total Transfers . CAMBUS . CoralvilleTransit . Iowa CityTransit Note: Unidentified routes are not included in this graph. This chart includes online responses. Nelson\ygaard Consulting Associates Inc. 8-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 8-4 shows respondents' trip purposes. Most respondents (55%) were making schooltrips, and approximately 4o% were making work trips. Very few respondents were using CAMBUS for shopping, restaurant/bar, or medical appointment trips. Figure 8-4 RespondentTripType(n=1,314) School Work Other Shopping/Grocery Store Medical Appointment Restaurant/Bar 0% 10% 20% 30% 40% 50% 60% Percent of Total Respondent Trips When asked howthey would have made their trip if the bus route they were riding was not available, respondents primarilyreportedthat theywouldhave walked (Figure 8-5). Around 20% of respondents said theywouldhave driven alone or used another bus route. Fewer than 5% of respondents reported theywould have used other modes or not made their trip. It should be noted that this survey was conducted in September, whenthe relatively mild weather allows for more comfortable active transportation. Figure 8-5 RespondentAlternative Mode of Transportation (n=1403) Walk Another existing route Drive alone Taxi/Lyft/Uber n=50 Bicycle/skateboard NM n=47 Would not have made this trip Get a ride/carpool Other ■ n= Moped/scooter/motorcycle 1 n=8 0% =44 n=281 n=259 n=651 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% Percent of Total Responses Nelson\Nygaard Consulting Associates Inc. 8-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 8-6 shows the number ofyears respondents have b een using CAMBUS. Most respondents reported riding the bus for one to four years, which is likely indicative of CAMBUS' college student ridership base, which consists of riders that typically live in Iowa City for four years. Only 20% of the respondents reported riding CAMBUS for more than five years. Figure 8-6 Respondent Time Riding CAMBUS (n=1,386) Five or more years :11111 19% 1111 One to four years 48% First-time/New rider 9% Less than one year 24% The vast majority of respondents (86%) reported using the Bongo website or app for checking schedules or obtaining on-time bus information (Figure 8-7). Between 5% and 15% of respondents also reported usingpaper/bus stop schedules, Google or Bing Maps, the CAMBUS website, andthe Bongo phone call/text feature. Very fewrespondents reported using text message alerts or agency office phone calls. Figure 8-7 RespondentSource for Schedule/Real-Time Information (n=1,328) Bongo Website or App Paper/Bus Stop Schedule Google Maps/Bing Maps Transit Agency Website Bongo Phone Call or Text Feature Text Message Alert Call Agency Office IIIII� n=161 n=117 n=111 n=1,148 n=76 n=17 n=9 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Percent of Total Res ponses Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson\Nygaard Consulting Associates Inc. 8-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Itti Ai -7-1 In the past month, most respondents used only CAMBUS (Figure 8-8). Only 12% of respondents used Iowa City Transit and only 7% used Coralville Transit. Veryfewrespondents used the 38o Express or private shuttle buses. Figure 8-8 Respondent Transit Used in Past Month (n=1,334) CAMBUS Iowa City Transit n= CoralvilleTransit n=97 380 Express n=24 Private bus(e.g., Quarters, Latitude, Hawks Ridge) n=15 58 304 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do nottotal to 100. Demographic Characteristics Most respondents were affiliated with the University of Iowa in some way; approximately 57% were students and 34% were staff (Figure 8-9). Fewerthanio% of respondents were not faculty or students or were affiliated with Kirkwood Community College. Figure 8-9 Respondent University Affiliation (n=1,399) Yes, Kirkwood Community College Student, Faculty or Staff 1% Yes, University of Iowa Student 57% Nelson Nygaard Consulting Associates Inc. 18-8 No 9% Yes, University of Iowa Faculty or Staff 34% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Figure 8-10 shows the race/ethnicity of respondents. The vast majority identified as white/Caucasian and Asian -identifying respondents were the largest racial/ethnic minority group, at 12%. Figure 8-10 Respondent Race/Ethnicity (n=999) White/Caucasian Asian Hispanic/Latino Black/Africian-American Other American Indian/Alaska Native n=11 n=77 - nk66 n=13 1 n=9 Native Hawaiian or Pacific Islander + n=5 n=713 0% 10% 20% 30% 40% 50% 60% 70% 80% Percent of Total Responses Approximately 3o% of respondents reported living in households with an annual income of $75, 000 or more (Figure 8-11). This figure may reflect the high percentage of university employees that ride CAMBUS (see Figure 8-9). The second -most commonly reportedhousehold income was fewer than $15,000, which likely represents student ridership. Figure 8-11 RespondentAnnual Household Income (n=1,278) Fewer than $15,000 F $15,000 - $25,000 $25,000 - $35,000 $35,000 - $50,000 $50,000 - $65,000 $65,000 - $75,000 More than $75,000 n=97 n=108 n=107 n=146 n=163 n=270 n=387 0% 5% 10% 15% 20% 25% 30% 35% Percent of Tota I Res ponces Nelson\ygaard Consulting Associates Inc. 8-9 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT inikC�asaw� Most survey respondents (54%) were aged 18 through 24 (Figure 8-12). The second-largest group of respondents (19%) wasbetweenthe ages of 3o and 44. Veryfew respondents were over age 6o or under age 18. Figure 8-12 RespondentAge(n=1,384) Underl8 n=8 18-24 25-29 n=21 30-44 =257 45-59 - n=121 60-74 • n=29 75 or older n=3 0% 10% 20% 30% 40% Percent of Total Res ponses n=750 50% 60% The vast majority of respondents (78%) lived in multi -resident households (Figure 8-13). Figure 8-13 Respondent Household Size (n=1,376) Three 19% Two 30% \_0ne 22% Four or more 29% Nelson Nygaard Consulting Associates Inc. 8-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT An overwhelming majority (94%) of respondentshad at least one vehicle available in their household (Figure 8-14). Only6% of respondents lived in zero -vehicle households. Figure 8-14 Vehicles in Respondent Household (n=1,370) Two or more 70% One 24% Desired Improvements When asked to identify the top three service improvements theywouldlike to see implemented, most respondents selected more frequent bus service and less crowded buses (Figure 8-15). Between 2o% and 3o% of respondents also identified more reliable buses and real-time information as desired improvements. Very few respondents requested service to new areas, weekend service, or more comfortable stops. Figure 8-15 Respondent Improvements Desired (n=1,366) More Frequent Bus Service Less Crowded Buses More Reliable Information about Bus Arrival Time More Reliable Service (On Time) Later Bus Service Faster Service (More Direct Routes) Faster Service (Fewer Stops) Earlier Bus Service Saturday Service More Comfortable Stops Sunday Service Service to New Areas n=452 n=350 n=306 n=285 n=266 n=261 n=156 n=134 n=133 n=95 MN n=66 n=965 0% 20% 40% 60% 80% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson\Nygaard Consulting Associates Inc. 8-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb At the end of the survey, respondents were provided an open -response space and encouraged to leave thoughts or suggestions. Several open-ended comments requested updates and fixes for the Bongo app, and other respondents expressed frustration with overcrowdedbuses. Commenters also requested more frequent service in the mornings and evenings. Multiple respondents requested improved frequency on the Hawk Lot -Hospital route. Summary of CAMBUS Rider Characteristics • Very few respondents reported transferring to or from a Coralville Transit or Iowa City Transit route • CAMBUS was used almost exclusively for trips to work or school • Most respondents would walk if their CAMBUS route was unavailable • Approximately 9o% of respondents were University of Iowa students or employees • Almost all CAMBUS riders have access to a vehicle • The most desired improvements were increased frequency and less crowdedbuses. Very few respondents desired service to new areas. Nelson\Nygaard Consulting Associates Inc. 8-12 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Coralville Transit This section analyzes the 397 total survey responses collected on Coralville Transit trips. Travel Behaviors Figure 8-16 shows the percentage of survey responses received on each route, compared to the share of average weekday ridership on each route. Most respondents (33%)were riding the loth Street route, followedby Lantern Park (2o%).A significant percentage of respondents (2o%) did not identify the route they were currently riding, instead confirming only that they were riding a Coralville Transit route. By and large, survey responses were collected at similar proportions to a route's ridership, although the Lantern Park, loth Street, and Night routes were slightly undersampled, and the Express route was slightly oversampled. Figure 8-16 Coralville Transit Route Respondentwas Riding (n=379) 10th Street Lantern Park Express North Liberty - n=14 1st Avenue/Iowa River Landing n=13 Night n=10 n=74 n=70 n=74 0% 5% 10% 15% 20% 25% 30% 35% 40% 45% Percent of Total Responses • Percent of Avg. Weekday Ridership Percent of Total Responses Note: Unidentified routes are not included in this graph. Nelson Nygaard Consulting Associates Inc. 8-13 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT inkC�asaw� Figure 8-17 shows the percentage of respondents that reported transferring to or from another route. Approximately 65% of respondents reported making a transfer on their trip, with most of these transfers b eing within the Coralville Transit system. Figure 8-17 Percent of Respondents Transferring to or From Another Route (n=394) Tra nsfers with CAM BUS 5% Transfers within Coralville Transit 47% Note: This chart includes online responses. Tra nsfers with Iowa City Tra nsit 13% Nelson Nygaard Consulting Associates Inc. 8-14 No Tra nsfers 35% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Figure 8-18 shows the CAMBUS, Coralville Transit, and Iowa City Transit routes that respondents reported transferring to or from. Most respondents transferred between Lantern Park and loth Street. Because these routes are peak directional loops, it is likely that many respondents interpreted the question which asked about "transfers"—as asking about round-trip behavior, and these responses reflect the two routes they used for a round trip. Figure 8-18 Top Transfers made by Respondents (n=394) 10th Street Lantern Park Express Night n=8 Research Park n=7 Mall n=7 1st Avenue/Iowa River Landing n=6 Lakeside n=5 Rochester — n=4 Plaen View — n=4 Broadway — n=4 Westport Plaza NE n=3 Towncrest - n=3 Manville Heights NE n=3 Court Hill - n=3 Red Route n=2 Blue Route n=2 North Liberty • n=2 Westside Hospital • n=2 Oakcrest • n=2 Melrose Express • n=2 Pentacrest n=1 Hawk Lot Hospital n=1 Westwinds • n=1 Cross Park 1 n=1 n=10 n=20 n=35 0% 5% 10% 15% 20% 25% 30% Percent of Tra nsfers CAMBUS • CoralvilleTransit • Iowa City Transit Note: Unidentified routes are not included in this graph. This chart includes online responses. Nelson Nygaard Consulting Associates Inc. 8-15 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Over 4o% of respondents were taking school or home trips, and very few respondents were taking shopping, medical appointment, or restaurant/bartrips (Figure 8-19). Figure 8-19 RespondentTripType(n=1,288) School Work • Other • Shopping/Grocery Store • Medical Appointment 1 Restaurant/Bar 0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% Percent of Res pondetTrips About half of respondents (48%) reportedpaying their fare with a U -PASS. The second most - comm only reported fare payment type was adult cash fare, at 22% of respondents. Just over io% of respondents reported using a 31 -day youth or adult pass, and fewer than io% reported using other fare types. Some respondents reported using fare types that are not accepted on Coralville Transit (e.g., io-ride pass); this is likely respondent error. Figure 8-20 Respondent Fare Typefor Current Trip (n=394) U -PASS n=41 Adult Cash Fare 1 n=23 31 -Day Pass (Youth/Adult) r n=18 Senior/Disabled (Free or Discounted) n=17 Other n=6 Free (CAM BUS) n=4 20 -Ride Pass • n=3 Youth Cash Fare 1 n=2 10 -Ride Pass 1 n=1 Kirkwood Semester Pass 1 n=0 24 -Hour Pass I n=0 0% 10% 20% 30% 40% 50% 60% Percent of Total Responses Nelson Nygaard Consulting Associates Inc. 8-16 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i When asked what means of transportation theywould have used if the bus route theywere currently riding was unavailable, most respondents reported that they would have used another bus route (28%) or driven alone (21%, Figure 8-21). Active transportation options (walking or biking) made up 15% of the responses. About 7% of respondents reportedthat theywould not have made the trip. Figure 8-21 Respondent Alternative Mode of Transportation (n=392) Another Existing Route n=110 Drive Alone i n=84 Taxi/Lyft/Uber n=61 Walk i n=43 Get a Ride/Carpool n=38 Would not have made this Trip n=29 Bicycle/Skateboard n=16 Other n=9 Moped/Scooter/Motorcycle 1 n=2 0% 5% 10% 15% 20% 25% 30% Percent of Total Responses Around 4o% of respondents reported takingthe bus for one to four years, which maybe related to the large studentpopulation in the area and their typical four-year residence period. Approximately 25% of respondents reported riding Cora1vi leTransit for five ormore years. Figure 8-22 RespondentTime Riding Coralville Transit (n=390) Fi rst-time/New Fiveormoreyears r Rider 25% 6% IIIOne to four years 40% Nelson Nygaard Consulting Associates Inc. 8-17 Less than one yea r 28% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i The vast majority of respondents reported using Bongo to access bus schedule or real-time information (Figure 8-23). Calling the agency office and text message alert were respondents' least -used means for accessing this information. Figure 8-23 Respondent Source for Schedule/Real-TimeInformation (n=384) Bongo Website or App Bongo Phone or Text Feature n=72 Google/Bing Maps n=69 Paper/Bus Stop Schedule n=63 Transit Agency Website n=53 Call Agency Office n=17 Text Message Alert n=14 n=280 0% 10% 20% 30% 40% 50% 60% 70% 80% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do not total to 100. Figure 8-24 shows the different bus services respondents used in the past month. Most respondents (93%) had used Coralville Transit, and 40% to 5o% of respondents had used CAMBUS or Iowa City Transit. Veryfewrespondents hadused the 38o Express service or a private shuttle bus. Figure 8-24 RespondentTransit Used in Past Month (n=381) Coralville Transit I CAMBUS n=187 Iowa City Transit n=156 380 Express , n=16 Private bus (e.g., Quarters, Latitude, Hawks Ridge) n=6 n=355 0% 20% 40% 60% 80% 100% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 8-18 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ..fi�& igh Demographic Characteristics Most respondents who rode Coralville Transit were affiliated with the University of Iowa in some way; 37% were students and 26% were faculty or staff (Figure 8-25). Approximately 37% of respondents were unaffiliated with the University of Iowa. Figure 8-25 Respondent University Affiliation (n=385) University of Iowa Student, 37% Ki rkwood Community College Student, Faculty or Staff, 2% University of Iowa Faculty or Staff, 26% No Col lege/University Affi I iati on, 35% Most respondents (54%) identified as white/Caucasian (Figure 8-26). Approximately 23% of respondents identified as Asian and 16% as black/African-American. Figure 8-26 RespondentRacelEthnicity (n=384) White/Caucasian n=231 Asian n=87 Black/Africian-American n=60 Hispanic/Latino n=35 Other • n=8 American Indian/Alaska Native 1 n=5 Native Hawaiian or Pacific Islander 1 n=2 0% 10% 20% 30% 40% 50% 60% 70% Percent of Total Responses Nelson Nygaard Consulting Associates Inc. 8-19 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Nearly 3o% of respondents reported an annual household income b elow $15, 000, which may represent the large number of students (approximately 37%, see Figure 8-25) surveyed (Figure 8-27). Figure 8-27 RespondentAnnual Household Income (n=360) Fewerthan$15,000 ■ n=98 $15,000 - $25,000 ■ n=54 $25,000 - $35,000 ■ i n=47 $35,000 - $50,000 n=53 $50,000 - $65,000 n=50 $65,000 - $75,000 n=14 More than $75,000 n=44 0% 5% 10% 15% 20% 25% 30% Percent of Total Responses A total of53% of respondents were age 18 through 29 (Figure 8-28). Although a significant number of respondents were b etween ages 29 and 75, veryfewwere over age 75 or under age 18. Figure 8-28 RespondentAge(n=382) Under 18 Eft n=7 18-24 _ n=126 25-29 n=75 30-44 n=79 45-59 n=59 60-74 n=32 75 or older • n=4 0% 5% 10% 15% 20% 25% 30% 35% Nelson Nygaard Consulting Associates Inc. 18-20 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Only 31% of respondents lived alone; 69% of respondents lived in multi -person households (Figure 8-29). Figure 8-29 Respondent Household Size (n=384) Two 35% Three 14% 4_Four or more 20 % One 31% Approximately one-third of respondents lived in zero -vehicle households (Figure 8-3o). Figure 8-30 Vehicles in Respondent Household (n=384) One 37%� 111111P411114 Zero 32% Nelson\Nygaard Consulting Associates Inc. 8-21 Two or more 31% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Desired Improvements When asked to identifythe top three service improvements theywouldlike to see implemented, over 6o% of respondents selected more frequent bus service (Figure 8-31). The second- and third - most requested improvements were later evening service and Sunday service. Service to new areas and earlier morning bus service were the least -commonly re quested improvements. Figure 8-31 RespondentTop Improvements Desired (n=388) More Frequent Bus Service Later Bus Service n=101 Sunday Service n=95 Less Crowded Buses n=90 Faster Service (Fewer Stops) n=87 More Comfortable Stops n=77 More Reliable On -Time Information n=73 Faster Service n=69 Saturday Service n=46 More Reliable Service n=45 Earlier Bus Service n=38 Service to New Areas n=29 n=249 0% 10% 20% 30% 40% 50% 60% 70% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do not total to 100. At the end of the survey, respondents were provided an open -response space and encouraged to leave thoughts or suggestions. Many respondents requested fixes and/or updates to the Bongo app, while others requested improved bus stop amenities, such as shelters or benches. Other respondents requested improved weekend service and improved frequency on all routes. Summary of Coralville Transit Rider Characteristics • Approximately 20% of Coralville Transit respondents transferred to either Iowa City Transit orCAMBUS • Between 4o% and 5o% of respondents have used CAMBUS or Iowa City Transit in the past month. The majority of trips were eitherworkor school related. • Almost5o% of respondents paid their fare with a U -PASS andjust under 25% paid an adult cash fare • When asked howthey would have made their trip if th e bus route they were riding wasn't available, most respondents reportedthey would have used another bus route or driven alone • Most respondents (65%) were affiliated with Kirkwood Community College or University of Iowa • One third of respondents did not have access to a vehicle • Most respondents desired increased service frequency, later evening service, or Sunday service. Very few respondents desired service to newplaces. Nelson Nygaard Consulting Associates Inc. 18-22 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT b k ink Iowa City Transit This section analyzes the 962 total survey re sponses collected on Iowa City Transit trips. Travel Behaviors Survey respondents on Iowa City Transit trips were distributed across the routes at proportions roughly similar to the distribution of systemwide average weekday ridership, with the exception of the Oakcrest and Lakeside routes, which were slightlyundersampled, andthe Melrose Express and Westside Hospital routes, which were slightly oversampled. (Figure 8-32). A total of 152 respondents identified that theywere riding an Iowa CityTransitbus but did not identifythe route theywere riding. The most surveys were collected from the Plaen View and Westside Hospital routes andthe fewest surveys were collected on the Manville Heights Night and North Dodge Night routes. Figure 8-32 Iowa City Transit Route Respondentwas Riding (n=913) Plaen View Westside Hospital Towncrest Rochester Westwi n ds Eastside Express Manville Heights Mall Oakcrest Melrose Express Broadway North Dodge Lakeside Court Hill Westport Plaza 7th Avenue Cross Park Manville Heights Night North Dodge Night n=69 n—SR n=55 n=51 =48 n =47 = 52 n=78 n=74 n=41 =40 n=38 n=28 n=16 `n=10 6i=2 n=31 0% 2% 4% 6% 8% 10% 12% Percent of Total Res ponses • Percent of Total Responses • Percent of Avg. Weekday Ridership Note: Unidentified routes are not included in this graph. Nelson Nygaard Consulting Associates Inc. 18-23 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT C�asaw) Approximately 73% of respondents reported making a transfer to a CAMBUS, Coralville Transit, or another Iowa City Transit route (Figure 8-33). Figure 8-33 Percent of Respondents Transferring to or From Another Route (n=952) Tra nsfers with CAM BUS 4% Tra nsfers within Iowa City Transit 63% Note: This chart includes online responses. Tra nsfers with Cora Iville Transit 6% \_No Tra nsfers 27% Nelson Nygaard Consulting Associates Inc. 18-24 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Figure 8-34 shows the routes with the most reported transfer activity (either to or from the route). The Westwinds, Mall, Towncrest, and Plaen Viewroutes sawthe highest levels of reported transfer activity. Over 16o respondents identified the agencytheytransferredto or from (without specifying the route). Figure 8-34 Reported Transfer Activity (to or from) by Route (n=952) Westwinds n=39 Mall n=30 Towncrest n=28 Plaen View n=28 Broadway n=25 Westside Hospital n=24 Eastside Express n=22 Rochester n=21 Oakcrest n=20 Melrose Express n=18 Court Hill n=18 Manville Heights n=18 Lakeside n=17 North Dodge n=16 10th Street n=14 Westport Plaza n=13 7th Avenue n=9 Cross Park n=8 Lantern Park n=7 Pentacrest n=6 Red Route n=6 Hawkeye Interdorm n=6 Express n=3 Blue Route n=3 Manville Heights Night mm n=2 Oakcrest Night - n=1 Research Park n=1 Interdorm n=1 North Dodge Night • n=1 0% 1% 2% 3% 4% 5% 6% 7% 8% Percent of Res pondent Tra nsfers CAMBUS Cora lvilleTransit Iowa City Transit Notes: Unidentified routes are not included in this graph. This chart includes online responses. Nelson Nygaard Consulting Associates Inc. 18-25 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT SO Over 4o% of respondents were taking a work or school trip (Figure 8-35). Just under 5% of respondents were taking a shopping trip andveryfew were taking medical or restaurant/bar-type trips. Figure 8-35 Respondent TripType(n=859) School Other Shopping/Grocery Store Medical Appointment • Restaurant/Bar 1 0% 10% 20% 30% 40% 50% 60% Percent of Res pondent Tri ps Most respondents (54%) reported p aying their fare with a U -PASS and approximately 20% reported paying with an adult cash fare (Figure 8-36). Very few respondents reported using discounted or other pass types. Figure 8-36 Respondent Fare Type Used for Current Trip (n454) U -PASS Adult Cash Fare 31 -Day Pass (Youth/Adult) Senior/Disabled (Free or Discounted) n=27 Other - n=26 10 -Ride Pass — n=21 24 -Hour Pass - n=20 Free (CAMBUS) MI n=19 Youth Cash Fare • n=4 20 -Ride Pass 1 n=3 Low -Income Monthly Pass 1 n=3 Kirkwood Semester Pass 1 n=0 n=35 — n=85 n=199 0% 10% 20% 30% 40% 50% 60% Percent of Total Responses Nelson Nygaard Consulting Associates Inc. 18-26 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb When asked how they would have made the trip if the bus route they were currently riding was not available, most respondents reported that they would have taken another bus route (25%) or driven alone (23%, Figure 8-37).Activetransportation (walking andbiking) alternatives were reportedby24% of respondents. Figure 8-37 RespondentAlternative Mode of Transportation (n=948) Another Existing Route n=240 Drive alone n=216 Walk n=174 Taxi/Lyft/Uber n=106 Geta Ride/Carpool n=86 Bicycle/Skateboard n=56 Would not have made this Trip n=46 Other n=20 Moped/Scooter/Motorcycle 1 n=4 0% 5% 10% 15% 20% 25% 30% Figure 8-38 shows the number ofyears respondents have been using Iowa City Transit. Most respondents (39%) have beentaking the bus for one to four years, which is likely relatedto the large college student populationin Iowa Cityandtheir typical four-year residence period. Respondents who have been taking the bus for five or more years form the second-highest percentage (36%) of respondents. Figure 8-38 RespondentTime Riding IowaCity Transit (n=936) One -Four Years, 39%J First Time/New Rider, 5% 1 Less than One Year, 20% Five or More Years, 36% Nelson\Nygaard Consulting Associates Inc. 8-27 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink The vast majority of respondents (74%) reported using the Bongo website or app for checking schedules or obtaining on-time bus information (Figure 8-39). Between 5% and 15% of respondents also reportedusingpaper/bus stop schedules, Google or Bing Maps, the Iowa City Transit website, and the Bongo phone call/text feature. Very fewrespondents reported using text message alerts or agency office phone calls. Figure8-39 Respondent Source for Schedule/Real-Time Information (n=915) Bongo Website or App Transit Agency Website n=165 Google Maps/Bing Maps n=163 Bongo Phone Call or Text Feature n=158 Paper/Bus Stop Schedule n=153 Call Agency Office n=46 Text Message Alert 1 n=21 n=678 0% 10% 20% 30% 40% 50% 60% 70% 80% Note: Respondents were able to select more than one answer so percents do not total to 100. Figure 8-4o shows the different transit services respondents reported using in the past month. Iowa City Transit topped the list, followed by CAMBUS and Coralville Transit. Relatively few respondents usedthe 38o Express and only six reported riding a private shuttle bus. Figure8-40 Respondent Transit Used in PastMonth(n=926) Iowa City Transit CAMBUS i n=904 Coralville Transit 380 Express 1 n=28 Private bus (e.g., Quarters or Latitude) I n=6 n=258 n=403 0% 20% 40% 60% 80% 100% Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 18-28 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Demographic Characteristics Most respondents who rode Iowa City Transit were affiliated with the University of Iowa in some way (Figure 8-41). University of Iowa students were 37% of respondents, while 26% of respondents were University of Iowa staff. There was stilla significant number of respondents (33%), however, who were not affiliated with the University of Iowa or Kirkwood Community College. Figure 8-41 Respondent University Affiliation (n=948) University of Iowa Student, 37% 11 Ki rkwood Community College Student, Faculty or Staff, 4% No Affi I i ation, 33% University of Iowa Faculty or Staff, 26% Figure 8-42 shows the racial/ethnic identification of respondents. White respondents were the majority at 54%, followedbyblack/African-American respondents at 2O%. Figure 8-42 Respondent Race/Ethnicity (n=979) White/Caucasian Black/Africian-American Asian Hispanic/Latino Other American Indian/Alaska Native Native Hawaiian or Pacific Islander n=195 n=156 n=68 n=528 l� n=18 n=10 1 n=4 0% 1O% 20% 30% 40% 50% 60% Percent ofTota I Responses Nelson\Nygaard Consulting Associates Inc. 8-29 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i The percentage of respondents reporting an annual household income b elow $15,000 was 32% (Figure 8-43), which maybe relatedto the fact that 41% of respondents reported being university or college students. The next -largest group were respondents who earnedbetween $15,000 and $25,000 (2o%), followedby respondents who earned above $75,000 (15%). Figure 8-43 RespondentAnnual Household Income (n=867) Fewer than $15,000 1 $15,000 - $25,000 $25,000 - $35,000 n=66 $35,000 - $50,000 n=103 $50,000 - $65,000 n=78 $65,000 - $75,000 n=36 More than $75,000 n=134 n=171 n=279 0% 5% 10% 15% 20% 25% 30% 35% Percent of Total Responses Approximately 46% of respondents we re age 18 through 29 (Figure 8-44). People over age 75 and below 18 formed relatively small percentages of respondents, although people aged 6o through 74 represented io% of respondents. Figure 8-44 RespondentAge(n=933) Under 18 18-24 25-29 30-44 45-59 60-74 75 or older ■ n=6 n=33 n=94 n=147 n=150 n=226 n=277 0% 5% 10% 15% 20% 25% 30% 35% Percent of Total Responses Nelson\Nygaard Consulting Associates Inc. 18-30 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT C�asaw� Most respondents (73%) livedwith at least one other person and 27% of respondents lived alone (Figure 8-45). Figure 8-45 Respondent Household Size (n=935) _Four or more, 20% One, 27% Three, 18% Two, 35% / Most respondents (72%) reportedhaving at least one car in their household (Figure 8-46). Almost 3o% of respondents lived in zero -vehicle households. Figure 8-46 Vehicles in Respondent Household (n=933) Zero, 28%�ll Nelson\Nygaard Consulting Associates Inc. 8-31 Two or more, 34% IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Desired Improvements When asked to identify the top three service improvements theywouldlike to see implemented, most respondents selected more frequent service, Sunday service, and later evening service (Figure 8-47). Very few respondents requested service to new areas or less crowdedbuses. Figure 8-47 RespondentTop Improvements Desired (n=934) More Frequent Bus Service Sunday Service Later Bus Service More Reliable On -Time Information n=187 Saturday Service n=157 Faster Service (More Direct Routes) n=154 More Reliable Service (On Time) n=142 Faster Service (Fewer Stops) n=137 Earlier Bus Service n=128 More Comfortable Stops n=100 Less Crowded Buses n=68 Service to New Areas n=48 n=311 n=295 n=565 0% 10% 20% 30% 40% 50% 60% 70% Percent of Tota I Res ponses Note: Respondents were able to select more than one answer so percents do not total to 100. At the end of the survey, respondents were provided an open -response space and encouraged to leave thoughts or suggestions. Most of these commentswere directedtowards improving the reliability of the Bongo App, which was reported to crash frequently. Respondents also called for an increase in frequency for multiple routes, especially during the weekends, and for more routes that connect to the east side of the Iowa River. Summary of Iowa City Transit Rider Characteristics • Only io% of respondents reported transferring to a CAMBUS or Coralville Transit route • More than one quarter of respondents had used Coralville Transit and/or CAMBUS in the past month • Most trips were either work- or school -related • Over half of all respondents paid for their trip using a U -PASS, and approximately 20% paid an adult cash fare • Approximately 63% of respondents were affiliated with the University of Iowa • Just under one third of respondents did not have access to a vehicle • Most respondents desired more frequent service, Sunday service, and/or later evening service. Very few respondents desired service to new areas. Nelson\Nygaard Consulting Associates Inc. 8-32 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb FALL/WINTER 2019 DESIGN YOUR OWN SYSTEM SURVEY Introduction This section ofthe chapter summarizes the results of the online Design Your Own System (DYOS) survey. The survey was conducted from October through December of 2019 as part of the ICATS and collected information on respondent demographics and transit improvement preferences. In the DYOS, community members were given alimited, fictionalbudgetof $2o and askedtouse thesefundsto select improvements to Iowa City -area transit infrastructure and service. Each improvement cost a certain amount of `dollars'. After completing the budget game portion of the survey, respondents were given the option to answer demographic questions. The potential transit improvements that respondents could choose from are in Figure 8-48. Figure 8-48 DYOS Transit Improvement Options and Categories Bus Service Strategies Bus Facilities Im provement Strategies • Provide more frequent weekday rush hour service • Pr ovide more frequent weekday mid-day service • Provide more frequent weekday evening service • Pr ovide later weekday service • Provide earlier weekday service • Pr ovide more frequent Saturday service • Provide earlier and later Saturday service • Provide Sunday service • Pr ovide faster, m ore frequent service on major streets instead of u sing n eighborhood streets • Pr ovide direct service from outlying r esidential areas to downtown Iow a City/University of low a campus •Make service morereliable • Im prove on-time performance through infrastructure • In stall more benches and shelters • In stall route and schedule information at stops • In stall real-time arrival information at major bus stops • Im prove access to stops • In stall more lighting at major bus stops A total of 1,325 respondents completed the budget game portion of the survey and approximately 95% of these respondents chose to answer the demographic questions. The Johnson County Mobility Coordinator and Community Transportation Committee conducted approximately 125 surveys with mobility challenged or transit -dependent area residents. Nelson\Nygaard Consulting Associates Inc. 8-33 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Key Findings • Overall, most respondents desired Sunday service and b oth earlier and later Saturday service. • Most respondents who ride Iowa City Transit and CoralvilleTransitdesiredSunday service and earlier or later Saturday service. CAMBUS riders' top desired service improvement was direct service to outlying residential areas. • Respondents that ride transit both frequently and infrequently primarily desired Sunday service. • Respondents that were b oth affiliated and unaffiliated with the University of Iowa and Kirkwood Community College primarily desired Sunday service, although affiliated respondents' top desired improvement was frequent rush hour weekday service. • Respondents who lived in Iowa City/University Heights primarily desired Sunday service while those living in Coralville/North Liberty primarily desired more lighting at major stops, frequent rush hour service, and direct service from outlying areas. Respondents living in University of Iowa residence halls primarily desiredfrequent Saturday service. Respondent Demographics Figure 8-49 shows the transit system most frequently used by respondents. Most respondents (56%) reporting using Iowa City Transit most frequently, followed by CAMBUS at 23%. Figure 8-49 Most -Frequently Used Transit System (n=1,245) Iowa City Transit CAMBUS Does not use Transit in Iowa City n=135 CoralvilleTransit n=119 n=293 n=698 0% 10% 20% 30% 40% 50% 60% Percent of Total Res ponses Nelson Nygaard Consulting Associates Inc. 18-34 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Most respondents were frequent transit riders, with 56% riding the system two or more days a week (Figure 8-5o). Approximately 24% were infrequent users, riding the system three times each month or less. Figure 8-50 Frequency of Transit Use (n=1,206) 5 or more days a week 2-4 days a week Once a week 1-3 times a month Less than once a month Does not use Transit in Iowa City n=255 n=451 0% 5% 10% 15% 20% 25% 30% 35% 40% Percent of Total Res ponses Most respondents were affiliatedwiththe University of Iowa in some way; approximately 22% were students and 31% were staff (Figure 8-51). Approximately 42% were not affiliated with the university or Kirkwood Community College. Figure 8-51 University Affiliation (n=1,235) No, 42% Yes, Kirkwood Community College Student, Faculty or Staff, 3% Yes, University of Iowa Student, 22% millrYes, University of Iowa Faculty or Staff, 31% Nelson\Nygaard Consulting Associates Inc. 8-35 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Figure 8-52 shows the distribution of respondents' home locations in the Iowa City area. Most respondents (74%) lived in Iowa City/University Heights, followed by Coralville/North Liberty (16%). Although 22% of respondents were University of Iowa students, only 2% of respondents lived in campus residence halls. Figure 8-52 Residence Location (n=1,238) Iowa City/University Heights Coralville/North Liberty Other University of Iowa Student (Residence Hall) n n=89 n=28 197 n=924 0% 10% 20% 30% 40% 50% 60% 70% 80% Percent of Total Res ponses Figure 8-53 shows the race/ethnicity of respondents. The vast majority identified as white/Caucasian. Black/African-American respondents were the largest racial/ethnic minority group (7%), followed by those identifying as Asian (6%). Figure 8-53 Race/Ethnicity (n=1,260) White/Caucasian n=1,013 Black/Africian-American ME n=92 Asian n=74 Hispanic/Latino n=52 Other 1 n=21 American Indian/Alaska Native n=7 Native Hawaiian or Pacific Islander I n=1 0% 20% 40% 60% 80% 100% Percent of Total Responses Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson\Nygaard Consulting Associates Inc. 8-36 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb The vast majority of respondents (71 %) lived in multi -resident households. Around 27% of respondents lived alone (Figure 8-54). Figure 8-54 Household Size (n=1,226) Two, 36% One, 27% Three, 15% Four or more, 19% Most respondents lived in households (29%) that earned more than $75, 000 per year (Figure 8-55). The next largest group were respondents who earned fewer than $15,000 (19%). Figure 8-55 Household Income (n=1,184) Fewer than $15,000 $15,000 - $25,000 $25,000 - $35,000 $35,000 - $50,000 $50,000 - $65,000 $65,000 - $75,000 More than $75,000 n=136 n=88 n=119 n=82 n=150 r1=239 n=370 0% 5% 10% 15% 20% 25% 30% 35% Percent of Total Res ponses Nelson\Nygaard Consulting Associates Inc. 8-37 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Respondent Desired Improvements When asked to prioritize potential transit service improvements in the budget game portion of the survey, most respondents selected Sunday service, followed by earlier andlater Saturday service. The top physical improvements selectedbyrespondentswere route and schedule information and more lighting at major stops. Some of the least -desired improvements were improving access to stops and earlier weekday service. By and large, the desired improvements selected by DYOS respondents were similar to the improvements selected by ICATS on -board survey respondents. Figure 8-56 Desired Improvements (n=1,325) Sunday Service Earlier and Later Saturday Service Route and Schedule Information at Stops More Lighting at Major Stops Frequent Weekday Rush Hour Service Later Weekday Service Direct Service from Outlying Residential Areas Frequent Saturday Service More Benches and Shelter Real -Time Information at Major Stops Increase Reliability Increase On -Time Performance w/ 1 nfrastructure Frequent Weekday Evening Service Use Major Streets Frequent Weekday Midday Service Earlier Weekday Service Improve Access to Stops 0% 10% 20% 30% 40% 50% 60% 70% Percent of Respondents Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 18-38 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ..fi�& Ink Overall desiredtransit improvements are cross-tabulatedin the following charts to help identify differences in desired improvements by respondent university affiliation, home location, frequency of transit ridership, and transit agency most frequentlyused. Figure 8-57 shows the desired improvements of respondents who rode the three transit agencies in the Iowa City area. Sunday service was the most desired improvement for both Coralville Transit and Iowa City Transit rider respondents. Earlier and later Saturday service was selected the m ost by respondents who rode Coralville Transit and Iowa City Transit. Respondents who rode CAMBUS mostly asked for direct service from outlying residential areas and more lighting at major stops. Figure 8-57 Desired Improvements by System used by Respondent Sunday Service Earlier and Later Saturday Service More Lighting at Major Stops Route and Schedule Information at Stops Frequent Weekday Rush Hour Service Later Weekday Service Frequent Saturday Service Direct Service from Outlying Residential Areas Real -Time Information at Major Stops More Benches and Shelter Increase Reliability Increase On -Time Performance w/ Infrastructure Frequent Weekday Evening Service Use Major Streets Frequent Weekday Midday Service Earlier Weekday Service Improve Access to Stops 0% 10% 20% 30% 40% 50% 60% 70% Percent of Responses CAMBUS • Coralville • Iowa City Transit Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson\Nygaard Consulting Associates Inc. i 8-39 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Figure 8-58 compares the desired improvements of fre quent and infrequent transit rider respondents, with frequent riders defined as those who ride more than once a weekand infrequent riders defined as those who ride once a weekorless. By andlarge, frequent and infrequent rider respondents desired similar improvements, although infrequent riders were more likely to choose route and schedule information at stops and direct service from outlying areas. Frequent riders were more likely to desire increased reliability than infrequent riderswere. Fig ure8-58 Desired Improvements by Respondent Frequency of Transit Use Sunday Service Earlier and Later Saturday Service More Lighting at Major Stops Route and Schedule Information at Stops Frequent Weekday Rush Hour Service Later Weekday Service Frequent Saturday Service Direct Service from Outlying Residential Areas Real -Time Information at Major Stops More Benches and Shelter Increase Reliability Increase On -Time Performance w/ Infrastructure Frequent Weekday Evening Service Use Major Streets Frequent Weekday Midday Service Earlier Weekday Service Improve Access to Stops 0% 10% 20% 30% 40% 50% 60% 70% Percent of Res ponses • Infrequent • Frequent Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 18-40 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�& jah Figure 8-59 shows desired improvements by respondent affiliation to the University of Iowa or Kirkland Community College. The top desired improvement of university -affiliated respondents was frequent weekday rush hour service, followed by Sunday service. Non-affiliated respondents were most likely to desire Sunday service and earlier and later Saturday service. Overall, university -affiliated respondents were more likelyto desire frequent weekday rush hour service, increased reliability, and increased on-time performance than unaffiliated respondents. Non-affiliated respondents were more likelyto desire Sunday service, earlier/later Saturday service, and frequent Saturday service than affiliated respondents. Figure 8-59 Desired Improvements by Respondent University Affiliation Sunday Service Earlier and Later Saturday Service Route and Schedule Information at Stops More Lighting at Major Stops Frequent Weekday Rush Hour Service Later Weekday Service Direct Service from Outlying Residential Areas Frequent Saturday Service More Benches and Shelter Real -Time Information at Major Stops Increase Reliability Increase On -Time Performance w/ Infrastructure Frequent Weekday Evening Service Use Major Streets Frequent Weekday Midday Service Earlier Weekday Service Improve Access to Stops 0% 10% 20% 30% 40% 50% 60% 70% Percent of Responses • Not Affiliated Affiliated Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 18-41 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Figure 8-6o shows desired improvements by respondent home location. The top desired improvements for Iowa City resident respondents were Sunday service and earlier/later Saturday service. The top improvements desired by Coralville resident respondents were more lighting at bus stops, direct service from outlying residential areas, and frequent weekday rush hour service. For University of Iowa student respondents living in residencehalls, top desired improvements were frequent Saturday service, more lighting at majorbusstops, and real-time information at major stops. Figure 8-60 Desired Improvements by Respondent Residence Sunday Service Earlier and Later Saturday Service Route and Schedule Information at Stops More Lighting at Major Stops Frequent Weekday Rush Hour Service Later Weekday Service Frequent Saturday Service Direct Service from Outlying Residential Areas More Benches and Shelter Real -Time Information at Major Stops Increase Reliability Increase On -Time Performance w/ Infrastructure Frequent Weekday Evening Service Use Major Streets Frequent Weekday Midday Service Earlier Weekday Service Improve Access to Stops 0% 10% 20% 30% 40% 50% 60% 70% Percent of Responses • Iowa City/University Heights • Coralville/North Liberty University of Iowa Student (Residence Hall) Note: Respondents were able to select more than one answer so percents do not total to 100. Nelson Nygaard Consulting Associates Inc. 18-42 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb NOVEMBER 2019 OUTREACH Introduction and Key Findings This section of the chapter summarizes public outreach conducted by the ICATS team in November 2019. The purpose ofthe outreach was to understand local transit improvement priorities. Outreach consisted of openhouses, stakeholder meetings, and operator interviews and direct outreach to underserved populations through communitypartnerships. Key findings from the outreach are: • Stakeholders and members ofthe public desire increased frequency, Sunday service, and later evening service. Early morning service was not frequentlymentioned. • The lack of fare integration and service legibility across systems is frustrating for many riders and maybe a barrier to mobilityfor certainpeople. • Many people and stakeholders are interested in the idea of a crosstown route that allows riders to avoid transfers at the Pentacrest. • Improved service to North Liberty has broad public and stakeholder support. • Reducing greenhouse gas emissions from public transit is important to many riders and communitymembers. Nelson\Nygaard Consulting Associates Inc. 8-43 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink Open Houses Three open houses were held during the ICATS November outreach week. At each openhouse, poster boards with project information were set up for public viewing, consultant and project partner staff were present to answer questions and receive comments about the ICATS, and comment cards and paper versions of th e Design Your Own System survey were available for attendees to complete. Attendees at the open houses were riders, interested stakeholders, and non -rider community members. City of Coralville The City of Coralville openhouse was held at Coralville City Hall on November 14, from 6:3o p.m. to 8:3o p.m. More than 20 people attended the meeting. Comments received at the meeting included supportfor Coralville Transit's current connections to downtown Iowa City and the University of Iowa. Riders at the meeting valued Coralville Transit, as it allows them to commute without automobiles and avoid trafficandparking congestion. Some infrequent riders explained that they might ride more often if routes were not one-way loops that forcedthem to spend extra time on the bus. Two representatives of Integrated DNATechnologies, a large Coralville business, expressed interest in operating a shuttle service on their campus and shared these concepts with project partners. Some meeting attendees explained how it was somewhat confusing to plantransfers because of fare structure incompatibilities and service legibility issues across various operators. Figure 8-61 November 14, 2019 Coralville Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-44 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ink�gg City of Iowa City The City of Iowa City open house was held at the Iowa City Public Library on November 13, from 6:3o p.m. to 8:3o p.m. More than 5o people attendedthe meeting and i6 comment cards were turned in. Zero -cost rides home for attendees were provided by Iowa City Transit. Three laptops were set up for attendees to complete the online Design Your Own System survey. Many of the comments submitted at the openhouse were requests for additional service in the form of Sunday service, greater frequency, and evening service. Other comments were in favor of electric buses, improvements to the Bongo app, better pedestrian access to bus stops, and more comfortable bus stops. Some open house attendees expressed an interest in streamlining service by reducing the number of stops on each route to allow for faster trips. Other attendees raised equity concerns about the geographic distribution of service and the importance of providing good options for low-income communities and communities of color. Figure 8-62 November 13, 2019 Iowa City Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-45 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�& jah University of Iowa The University of Iowa open house was held at the Iowa Memorial Union, in the Historic Iowa River Room, on November 12, from 5:00 p.m. to 7: oo p.m. More than 20 people attended the meetings and two comment cards turned in. Comments received at this open house included requests for Sunday service, additional service to the Latitude apartment complex, and a greater focus on the environmental sustainability of CAMBUS operations. Community stakeholders at the open house highlighted the importance of connecting campus with areas of high-density student housing. Riders with visual impairments requested greater accessibility of outreach materials. Figure 8-63 November 12, 2019UniversityofIowa Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-46 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Operator Interviews The consultant team conducted drop-in operator interviews at each of the three ICATS partner agencies. These interviews were held informally in operator break areas. Snacks were provided, and comment cards were available for operators who did not have time to or feel comfortable providing in-person comments. CAMBUS Operator interview sessions were held on November 14. A morning session was held atthe CAMBUS maintenance facility, at 517S Madison Street, from 6: oo a.m. to 7:30 a.m., and an afternoon session was held at the CAMBUS offices in the West Campus Transportation Center from 3:3o p.m. to 6:00 p.m. During these meetings, operators expressed general contentment with CAMBUS' current service, although some reported on-time performance couldbe improved. Operators explained that many students would like to see CAMBUS go to more high-density student housing and shopping areas, because riders like the fare -free nature of CAMBUS. Some operators were concerned about pedestrianbus conflicts, especially at the Pentacrest and Rienow Hall stops. Other operators shared thoughts about reducing redundancy in the CAMBUS network, and having fewer routes operating on the same corridors. Coralville Transit The Coralville Transit operator interview session was held at the Coralville Transit facility at 9o0 loth Street in Coralville, on November 13, from 2:3o p.m. to 3:10 p.m. Coralville Transit operators thought the current route alignments, although sometimes challenging to drive, serve community ne eds well. They unanimously agreed that the greatest impacts to their on-time performance were causedbytraffic on Hawkins Drive and on Highway 6 in the p.m. commute period. Operators were also frustrated by the pedestrian and auto traffic at the Pentacrest, which delays their trips and canbe unsafe. Operators reported that some riders are frustrated and confused bythe different passes and fare structures across systems. One operator, who also serves as a dispatcher, explained that they field regular phone calls requesting additional service to North Liberty. Iowa City Transit The Iowa City Transit operator interview session was held in the Iowa City Transit base operator break room, at 1200 S Riverside Drive, in Iowa City, from 1:30 p.m. to 2:45 p.m. on November 12. Iowa City Transit operators also submitted 10 comment cards. Many operators complained about the difficulty of operating atthe Pentacrest. Auto and pedestrian traffic were frequently mentioned as delaying trips, particularlywhen classes are changing. Operators raised safety concerns regarding people walking in front of general purpose and bus traffic in this area. Some operators expressed concerns about operating on small, neighborhood streets—particularly those with steep grades that are not well -salted in winter. They also explained that many riders are confused by routes' transitions to `night and weekend' alignments, as well as transfer policies and the lack of fare integration across systems. Nelson\Nygaard Consulting Associates Inc. 8-47 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i Operators also commented on the need for more layover/recoverytime on routes, and for better outreach/marketing to encourage good rider b ehavior. Some operators noted that there is significant shopping- and employment -based demand for transit on the Highway 1 commercial corridor west of the Iowa River. Stakeholder Meetings Thirteen meetings were held with community stakeholders as part of this outreach process. A complete list of these meetings is in Figure 8-64, followed by summaries of concerns and comments from each meeting. Figure 8-64 Stakeholder Meeting List and Schedule Organization(s) Attendee(s) Date/Time Goodwill of the Heartland Stefanie Throckmorton 11/12/19 10:00 a.m. — 10:30 a.m. Community Transportation Committee Jeremy Endsley 11/12/19 10:30 a.m. — 11:00 a.m. Iowa City Chamber of Commerce Jennifer Banta 11/12/19 10:45 a.m. — 11:15 a.m. Johnson County Mobility Coordinator Kelly Schneider 11/12/19 11:30 a.m. — 12:00 p.m. Hawk's Ridge Apartments Teddy Abdelmalek 11/12/19 2:45 p.m. — 3:15 p.m. Center for WorkerJustice Rafael Morataya 11/13/19 10:00 a.m. — 10:30 a.m. The Quarters Apartments Drew Coffin 11/13/19 10:45 a.m. — 11:15 a.m. Iowa City Downtown District Nancy Bird 11/13/19 11:30 a.m. — 12:00 p.m. Community Transportation Committee Johnson County Livable Communities Transportation Committee Johnson County Paratransit Advisory Apprx. 25 attendees 11/13/19 1:00 p.m. -2:15 p.m. Kirkwood Community College - Kristie Leeman - Mark Butland Nick Borders 11/14/19 9:00 a.m. — 9:30 a.m. Iowa City Community School District Chace Ramey - Esme Davis 11/14/19 10:00 a.m. — 10:30 a.m. Neighborhood Centers ofJohnson County Chastity Dillard 11/14/19 11:00 a.m. — 11:30 a.m. Access to Independence Systems Unlimited - Gerald Rath, Access to Independence - Josh Super, Kristin Rankin, Mallory Moore, and Steve Oulman from Systems Unlimited 11/14/19 1:00 p.m. — 1:30 p.m. Nelson Nygaard Consulting Associates Inc. 18-48 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Goodwill of the Heartland Goodwill assists approximatelyi45 local workers in their area -wide supportive employment program. For many of their clients, transferring at the Pentacrest extends their trip times and can be challenging, especially if multiple schedules and fares mustbe used to plan the trip. Goodwill's clients would b enefit from added service to North Liberty and a more user-friendly disabled bus pass. Many of their clients currentlyuse SEATS but might use fixed -route service if it were easier to understand the routes and pay fares. Community Transportation Committee The Community Transportation Committee (CTC) reportedthat manyworkers in the areahave quit or turned down jobs because of a lack of bus access. In many of these cases, jobs were starting earlier or ending later than bus service operates. For many of these people, Sunday and later evening service would unlock significant employment opportunities. The CTC also reported that the lack of fare integration and a customer service center at the Pentacrest presents challenges for many riders. Other concerns and comments from the CTC included: • There is a lack of service to mobile home communities • Aft e rs chool activity service for students would b e beneficial • Improvements could be made to pass structures for seniors and low-income riders • There is an opportunity fora demand -response late-night service for workers • More service is needed in North Liberty • Both loop routes and downtown transfers extend trip times for many riders Iowa City Chamber of Commerce The Iowa City Chamber of Commerce reported concerns from both Chamber staff and member businesses. The Chamber's concerns were generally related to span of service. The lackoflate- night service was reported as affecting employee access for businesses, and also contributing to parking challenges. Likewise, workers with weekend shifts face similar transit access challenges. The relativelylow frequency of existing service was also cited as a challenge for member organizations, particularly Kirkwood Community College. The Chamber also expressed an interest in improving transit access to North Liberty and its employment opportunities, and in experimenting with smaller vehicles and demand -response service in places and times that may not warrant fixed -route service. Johnson County Mobility Coordinator This meeting focused on mobility challenges for Johnson County residents and particularlythose residents with low incomes, with disabilities, and who are over the age of 65. A number of concerns with current transit operations were raised, induding: • The current fare structure makes transferring difficult to understand and intimidating for some riders • Challenges with bus stop maintenance and snow clearance, particularly affecting riders with disabilities • Limited mobility options late at night and to North Liberty Nelson\Nygaard Consulting Associates Inc. 8-49 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Hawk's Ridge Apartments Hawk's Ridge management described the operations of their resident shuttle bus service and expressed interest in exploring some type of partnership with public transit agencies in the area. Center for Worker Justice The Center for Worker Justice (CWJ) stakeholders primarily raised concerns about transit's role in providing equitable access to employment opportunities. The CWJ is supportive of Sunday service andbetterlate-night service, primarily to support people working jobs outside of the 9:00 a.m. to 5:00 p.m. window; hoteljobs in Coralville were called out as a specificarea of need. Concerns about necessary transfers andloop routes causing riders to travelfor long periods of time out-of-directionwere also raised. Other issues of note for the CWJ were: • Improving frequency on existing routes • Connecting SE Iowa City to shopping opportunities • Developing a mini transfer center at the Iowa City Marketplace The Quarters Apartments Management staff from The Quarters described the operations of their resident shuttle bus service and expressed interest in exploring some type of p artnership with public transit agencies in the area. Iowa City Downtown District Representatives from the Iowa City Downtown District (ICDD) were generally supportive of Sunday service andfare -free transit. The ICDD is supportive of provision ofbetter options for people to access downtown without autos. The ICDD is also interested in ensuringpublictransit worksformiddle andhighschoolstudents, as well as more involvement from North Liberty in the ICATS. The lack of shelter and transit resources for riders at the Pentacrest was also raised as a problem. Nelson\Nygaard Consulting Associates Inc. 8-50 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Paratransit Advisory, Livable Community, and Community Transportation Committees This stakeholder meeting was the largest h eld during the outreach week. It had approximately 25 attendees and involved an initialpresentationby Iowa City Transit and consultant staff, along with an extended question -and -answer -style discussion. Attendees expressed a clear desire for Sunday and late -evening service. Attendees also voiced supportfor routes that connected neighborhoods to work and shopping destinations without a downtown transfer. Other comments raised at the meeting induded: ■ Greater accessibility ofbus passes for people withlow-incomes and/or experiencing homelessness ■ Need for translation of outreach and rider materials into additional languages, specificallyArabic ■ Need for better service to North Liberty • Frustration with the number of fare types and lack of integration of fares across systems • Interest in experimenting with demand -response options and public-private partnerships Kirkwood Community College Three stakeholders from Kirkwood Community College's (KCC) Iowa City campus joined this stakeholder meeting andhighlightedthe important role public transit plays in connecting people to educational opportunities. The Iowa City Marketplace was discussed as a potential transfer hub that could playa role in providing more robust transit connections between KCC Iowa City, KCC Cedar Rapids, and the University of Iowa. The lack of fare integration across transit providers was raised as a barrier for some KCC students, along with reduced service on nights and weekends (KCC offers Saturday classes). The KCC representatives also identified the cost of publictransit as a challenge for many students and expressed interest in being a part of a fare -free transit coalition. Iowa City Community School District Iowa City Community School District (ICCSD) representatives were primarily concerned with ensuring public transit service's compatibilitywith local educational opportunities. Concerns raised by ICCSD included: • Eastside Loop operating hours have not adjusted to accommodate changing bell timesi • Providing direct access to schools, particularly new schools and schools in Coralville • Parking problems at the high schools that could be alleviated by b etter transit service • Making low-income student or general studentbus passes available2 The ICCSD also noted that theywouldbe supportive of a fare -free policy for students and potentially for all riders. 1 The Eastside Loop has been adjusted to accommodate changing bell times. 2 Youth passes are available and are functionally equivalent to an ICCSD student pass. Nelson\Nygaard Consulting Associates Inc. 8-51 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Neighborhood Centers of Johnson County Although this meeting took place at the Pheasant Ridge Neighborhood Center, the discussion related to all Johnson County Neighborhood Centers (NCJCs). Service to North Liberty and more direct service to Coralville were raised as opportunities to provide better access to employment. Sunday service and increased frequency were also raised as important improvements for shopping, recreation, and employment access. Translation of rider materials into additional languageswashighlighted as an opportunity area for local transit agencies to grow ridership. Access to Independence and Systems Unlimited This meeting included four stakeholders from Systems Unlimited and one from Access to Independence. Throughout the meeting, concerns were raised about fixed -route transit's accessibility for people with disabilities. Several concerns regarding operator training and courtesy were raised and highlighted with anecdotes of distressing operator interactions with people with disabilities. Specific concerns were raised about the lack of accessibility of fixed -route bus stops for people using mobility devices, including lack of sidewalks, curb ramps, and shelters. Access to recreational opportunities at places such as Terry Trueblood Recreational Area was raised in the context of service expansion discussions. Better service to North Liberty was also requested. Stakeholders at this meeting also expressed support for Sunday and fare -free service. The bright red "disability passes" were discussed as a stigmatizing physical fare medium, anda need for fare vending machines at the Pentacrest and other major stops was discussed. Nelson\Nygaard Consulting Associates Inc. 8-52 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i JANUARY 2020 OUTREACH — FEEDBACK ON SCENARIOS Introduction The ICATS project team held three open houses, two operator meetings, and two key stakeholder meetings as a part of January 2020 outreach. The purpose of this outreach was to receive feedback on three proposed service scenarios. Open Houses Three open houses were held during the week of January 26. These events were open to the public and included p oster b oards that showed three service scenarios proposed for ICATS partner agencies. Each open house also induded a brief presentation by ICATS project staff on study process and next steps. Staff answered questions and discussed the scenarios with the public at project poster stations. One op en house was held in the City of Iowa City, one in Coralville, and one on University of Iowa campus. City of Coralville A public openhouse was held at Coralville City Hall at 5:3o p.m. on January 3o. Over 3o community members attended for a presentation by the ICATS team and to discuss service scenarios. Comment cards were available for community members to submit written comments. Comments received during the Coralville open house included concerns about a proposed Iowa City Transit Westside -Hospital route not serving the Newton Road corridor, support for the Coralville Transit 5th Street route extending to Walmart, and concern about the Iowa City Transit Melrose Express route being eliminated. Some riders were interested in being able to board CAMBUS vehicles on Melrose Avenue and in Coralville Transit operating Sunday service. One attendee was adamantly opposed to zero -fare bus service and one commenter requested that Coralville Transit's span of service extend later into the evening to allow for evening shopping. Figure 8-65 January 30, 2020 Coralville Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-53 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�& City of Iowa City The Iowa City public open house was held in the Iowa Public Library Meeting RoomA on January 28 at 5:15 p.m. The event was well -attended, with over 7o community members signing in at the front door. Staff from the ICATS presented information on study process and then made themselves available to the public for questions and comments at poster stations in the meeting room. Comment cards were available for community members to submit written comments. Comments received included general support for increased frequency on Iowa City Transit routes and compliments on Iowa City Transit operators' courtesy and professionalism. Meeting attendees expressed concerns with the proposed elimination of the Iowa City Transit 7th Avenue route, as well as the proposed re -alignment of the Court Hill route off Friendship Street. Some community members were concerned about the proposed elimination of the Melrose Express. Meeting attendees also shared ideas for the Iowa City area transit system, such as developing a network of park-and-ride lots. One community member was surprised to learn that CAMBUS was a zero -fare service for everyone and not just for students. Figure 8-66 January 28, 2020 Iowa City Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-54 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�& jah University of Iowa Apublic openhousewas held on University of Iowa campus in the Iowa Memorial Union room 355 on January29. This event induded a brief presentation by project staff on the ICATS process and proposed service scenarios, as well as time for attendees to ask questions and discuss proposed service scenarios at poster stations. Comment cards were available for community members to submit written comments. Over 3o people attended the event. Attendees at this public meeting were supportive of the proposed route numbering concept and for increasing frequency on the Iowa City Transit Oakcrest route. Community members were concerned about routes not serving the Newton Road corridor, as many people used these routes to commute to University of Iowa hospital facilities. Some community members said they had hopedto see more improvements and asked about what a fiscallyunconstrained scenario for improving Iowa City area transit might looklike. Figure 8-67 January 29, 2020 Universityof Iowa Open House Source: Nelson\ygaard Nelson Nygaard Consulting Associates Inc. 18-55 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Operator Interviews ICATS staff members conducted two interview sessions with Iowa CityTransitbus operators on January 28, at 9:00 a.m. and 12:3o p.m. The purpose of these interviews was to solicit feedback on the proposed service scenarios for Iowa City Transit. The interviews were conducted in a casual, focus group -type format, with operators able to chat with ICATS staffbefore and after operating shifts ended, for as long as they felt comfortable. Feedbackreceived from the operators included concerns about continuing to serve the Forest View mobile home community (turning around there is dangerous) and not serving Concord Terrace apartments, given the riders with disabilities and older people that b oard the bus there. Operators also shared that serving Newton Road was important for commuters that worked at the hospital, and that increasing frequency on the Oakcrest andTowncrest routes was a good idea. Operators supported a reduction in the number of stops on most routes. Stakeholder Meetings Two stakeholder meetings were conducted at the Johnson County SEATS facility to share ICATS updates and solicit feedback on the proposed service scenarios. One meeting was held on January 29 at 10:3o a.m.with SEATS staffto discusstheparatransitimplications of p otential service changes. This meeting's purpose was primarily informational. A second meeting was held in the SEATS facility meeting room on January 3o at 10:45 a.m. and was attended by members of the ParatransitAdvisory Committee, Livable Community Transportation Committee, and Community Transportation Committee. This meeting involved a discussion of the proposed service scenarios, as well as information sharing on the status of the ICATS project. Comments received from meeting attendees included support for adding Sunday service and for numbering bus routes. Attendees also expressed support for simplifying fares and integrating them across systems. Nelson\Nygaard Consulting Associates Inc. 8-56 i IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ..fi�& WINTER/SPRING 2020 ONLINE SURVEY Concurrentwith the publicmeetings in January 2020, an online survey was publicized and made available to the public through March 2 ofthe same year. This survey asked respondents to comment on which service scenario they preferred and provide feedback. Scenario 1 received the highest percentage of supportive survey responses while scenario 2 receivedthe lowest percentage of supportive responses (Figure 8-68). Scenario 1 was also the most polarizing scenario, with th e highest percent of respondents believing both that these responses were good andbad, and the lowest percent of respondents who were unsure. Overall, no single scenario was rated by respondents as drasticallybetter or worse than the others. The survey also included multiple comments for each potential route recommendation. Respondent concerns about not having service to Newton Road or needing to transfer downtown were two common themes. Figure 8-68 Respondent Opinion on ServiceScenario 35% 30% m 25% m 20% 0 15% c 5% 0% 1 Scenario 1 i 1 Scenario 2 Scenario 3 • I think these are good dianges. I'm not sure but I think this might be good. • I'm not sure but I think this might be bad. • I don't think you should make these changes. Nelson Nygaard Consulting Associates Inc. 18-57 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 9 PREFERRED ALTERNATIVE The Iowa CityAre a Transit Study (ICATS) Preferred Alternative was developed using public input, market conditions, and existing ridership data. Initially, three scenarios were developed that represent different principles of route planning and areas of emphasis. Following a public outreach and comment period on these three scenarios, a fiscally constrained Preferred Alternative was developed to address operational issues, future growth, industry -standard best practices for route design, and established project goals. OVERVIEW The ICATS project seeks to improve transit service to better serve existing and potential riders, new developments, and essential services in the community. Two rounds ofpublic outreach were conducted as part of the ICATS process. After hearing from residents through public meetings, conversations about the system, and online and in-person surveys, the service planning team developed a Preferred Alternative to best meet the needs of the community. The Preferred Alternative is fiscally constrained and designed for implementation with existing resources. The service proposed in this Preferred Alternative is for academic schedule periods ofthe year. Summer and holiday service would likely see service reductions by CAMBUS and Iowa City Transit, in similar fashion to current practice. Numbers are addedto route names in the Preferred Alternative, b as ed on positive feedbackfrom riders and non -riders during outreach, who confirmed that numbering routes would make them easier to understand. In the numbering system recommended for the Preferred Alternative, numbers 1 through 19 are reserved for Iowa City Transit, numbers 20 through 29 are reserved for Coralville Transit, and numbers 3o and above are reserved for CAMBUS.1 Key themes addressedbythe Preferred Alternative include: • Increasing frequency on core routes • Simplifying routes • Addressing on-time performance • Providing more direct service to popular destinations Details for proposed service are described in the agency -specific sections of this report that follow. 1 If route numbering is coordinated with the 380 Express intercity bus, it is recommended that route be numbered 380 or 380X. Nelson\Nygaard Consulting Associates, Inc. 1 9-1 CAMBUS IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT C�asawr Figure 9-1 CAMBUS Preferred Alternative System Map RD age \ See Oakdale Inset 2 ca 4.)1 . ), b�5 Miles Holiday Rd 43 Coralville Aspire at West Campus 2nd St Hawkeye Park Rd ffa�ki�s0v� 1rikolrle 34 Golf Course ` O ` Prairie 6adow Dr 40 Waterworks Pralfle Park Foster Rd • \e( ,2'To Mayflower 4 I! O V� Park d o HICPar�Hill 41 965) University Pkwy ti Oakdale Blvd O Postal Rd Q.6„ 05 X454. a � M is. "Ofei10 OAKDALE City Park Mayflower Residence Hall A 32 CAMBUS Preferred Alternative CAMBUS - ' East Campus Shuttle 31 Hawk Lot/Hospital - Hawkeye - Interdorm 34 Hawkeye Express 35 Hospital Finkbine/Arena - Interdorm - Hospital via Hancher - North Hospital Shuttle 40 Pentacrest — 0 Blue Route - Red Route .-_► (Serves Mayflower after 7:30 ���► PM on Academic Weekdays) 43 Research Park 43 Research Park (Weekday Peak Times Only) 34, 38, 39, 40, 41, 4Z 43 4"c:s West Campus �E Transportation Center Melrose q�e 31 32 43 Rd ©Grand Ave 42 University Heights 1 Nelson Nygaard Consulting Associates, Inc. 19-2 lu�wa Ave 30 Pentacrest Downtown Interchange 30, 32, 34, 37, 40, 41, 42 E leffers E Washingt E Burlington E Prentiss St on St on St St Iowa City IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT inhC�asaw� Figure 9-2 CAMBUS Preferred Alternative Service Summary Route Service Summary Frequency: Proposed Weekday Frequency: Proposed Night/Wknd. Service Span: Preferred Alternative 30 East Campus Shuttle No change from today. Serves the downtown Iowa City and campus area in a clockwise loop on Jefferson Street, Clinton Street, Prentiss Street, and Madison Street. 15 6:30 a.m. - 6:30 p.m. (M -F) 31 Hawk Lot/Hospital No change in alignment from today. Serves the Hawkeye Commuter Lot and the West Campus Transportation Center. This loop route would operate counter -clockwise in the a.m. and clockwise in the p.m. Span of service broadened and peak period frequency improved. 7/10/7 20 4:40 a.m. - 9:00 p.m. (M -F) 32 Hawkeye - Interdorm A night and weekends route connecting Mayflower Residence Hall, the Pentacrest Downtown Interchange, West Campus Transportation Center, Hawkeye Commuter Lot, and Aspire at West Campus. This route would include weekend late-night Interdorm Saferide service. -- 30-60 8:00 p.m. - 1:00 a.m. (M -F) 11:00 a.m. - 1:00 a.m. (Wknd) 34 Hawkeye Express No change in alignment from today. Connects Hawkeye Commuter Lot and Aspire at West Campus with Newton Road and20 Pentacrest Downtown Interchange. Span of service broadened and frequency improved. 4:40 a.m. - 8:00 p.m. (M -F) 35 Hospital Finkbine/Arena No change in alignment from today. Connects Finkbine and Arena lots with West Campus Transportation Center. p.m. period frequency improved. 4/12/4/6 4:45 a.m. - 7:00 p.m. (M -F) 37lnterdorm No change from today. Connects Mayflower Resident Hall with Pentacrest Downtown Interchange and Rienow/Slater hall area. 10/30/10/20 30 6:30 a.m. - 10:45 p.m. (M -F) 8:30 a.m. - 11:00 a.m. (Wknd) 38 Hospital via Hancher No change from today. Connects Hancher Lot with Newton Road in a.m. period only. 15 6:30 a.m. 8:30 a.m. (M F) 39 North Hospital Shuttle change in alignment from today. Connects Finkbine and Arena lots with Newton Road in early a.m. period only. 12 __ 4:30 a.m. 6:45 a.m. (M F) 40 Pentacrest Connects Pentacrest Downtown Interchange with Newton Road, Arena Lot, and Finkbine Lot. Nighttime deviation to West Campus Transportation Center would be eliminated. 15/20 15 30 6:30 a.m. - 12:15 a.m. (M -F) 41 Blue No change in alignment from today. A counter -clockwise loop route connecting East Campus, the Pentacrest Downtown Interchange, Rienow/Slater hall area, West Campus Transportation Center, Newton Road, and Hancher Lot. 12 36 6:30 a.m. - 12:30 a.m. (M -F) 11:00 a.m. - 12:30 a.m. (Wknd) 42 Red No change in alignment from today. A clockwise loop route connecting the Pentacrest Downtown Interchange, East Campus, Hancher Lot, Newton Road, West Campus Transportation Center, and Rienow/Slater hall area. 12 36 6:30 a.m. - 12:30 a.m. (M -F) 11:15 a.m. - 12:45 a.m. (Wknd) 43 Research Park Connects the Coralville Research Park area with Newton Road via 12th Avenue, Holiday Road, 1st Avenue, and 2nd Street/Highway 6. Deviates to serve the N Ridge Drive/Waterford Drive/Holiday Road residential community during peak hours. 30 -- 5:45 a.m. - 7:15 p.m. (M -F) Note: Frequencies are in minutes. A slash between frequency numbers indicates that frequency changes throughout the day, typically with on- and off-peak perbds. For example, 30/60/30 indicates three perbds of varying frequencies: one period of 30 -minute frequency service, followed by a perbd of 60 -minute freq uency service, follovted by a period of 30 -minute frequency service. Nelson\ygaard Consulting Associates, Inc.19-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Key Themes for CAMBUS Recommendations CAMBUS' current system is a blend of intra -campus circulation service, commuter parking shuttle service, and inter -campus shuttle service. The system operates productive core routes but also provides a number of routes that duplicate one another in purpose, operating span, and alignment. The recommended changes to CAMBUS service in the Preferred Alternative focus on three key areas: ■ Better the serving Hawkeye Commuter Lot: The Hawkeye Commuter Lot is currently served by four routes that provide similar service and overlap on much of their alignment. This service is confusing for many riders and connections from the Hawkeye Commuter Lot to downtown Iowa City are significantly less frequent than those to the Hospital area. Recommendations in the Preferred Alternative focus on simplifying service to the Hawkeye Commuter Lot and increasing the frequency of service from the Hawkeye Commuter Lot to downtown Iowa City. • Coordinating with Coralville Transit: Many University of Iowa students, faculty, and staff live in Coralville and use both Coralville Transit and CAMBUS. Also, a number of University of Iowa campus facilities are located in Coralville. The recommended Preferred Alternative considers CAMBUS and Coralville Transit resources holistically— instead of in silos—to better serve these markets. • Right -sizing Mayflower service: Mayflower Residence Hall is currently served by four routes, at different times ofthe day andweek This duplication provides slightly more service than is necessary and the recommendations shift these resources to parts of the system where they can serve more riders. The Preferred Alternative will have some drawbacks that may affect certain markets' mobility. Mayflower Residence Hall is recommended to be served by fewer routes and trips, which— although appropriate—will inconvenience some residents. Ridership at Mayflower Residence Hall is not likelyto decrease, as it retains io-minute service throughout much of the day. The recommended changes to the Research Park route extend its running time slightly, which may inconvenience some riders. Challenges with congestion on Newton Road and Hawkins Road are likely to persist, absent transit priority improvements. Most CAMBUS riders will see little change to their campus mobility and many are likelyto experience an improvement. The maj orbenefits to CAMBUS riders and the University community include improvements to system legibility and improved service from the Hawkeye Commuter Lot to downtown. The recommended 20 -minute all -day service from the Hawkeye Commuter Lot to downtown on a single route will make parking at this location (the largest lot on campus) a more appealing scenario for University employees. This service will also increase mobility for the hundreds of Aspire at West Campus residents, providing them more frequent, direct service to main campus. Ridership at Aspire at West Campus willlikelyincrease as their access to downtown is improved. Nelson\Nygaard Consulting Associates, Inc. 1 9-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT igS Route -Level Recommendations Route 30: East Campus Shuttle This route is an East Campus circulator that also serves parking locations south of Burlington Street. No change is re commended for this route. Route 31: Hawk Lot/Hospital The HawkLot/Hospital route serves the Hawkeye Commuter Lot and West Campus Transportation Center. The current HawkLot/Hospital route operates only in peak periods, which means mid-day riders must learnthe direction and alignment of another route to make a return trip. To simplifythis and to accommodate the recommended elimination of the H awkeye- Hospital route, Route 31 should offer mid-day service every 10 minutes andlate evening service every 20 minutes. Route 31 should also increase the frequency of its peak -period service from everylo to every seven minutes, to accommodate demand caused by the recommended elimination of the Hawkeye-Hospital route. Expanding service on Route 31 will simplify overall service to the Hawkeye Commuter Lot and provide a consistent, recognizable route option for people parking at this location andworking at in the hospital area. Route 32: Hawkeye-Interdorm The current Hawkeye-Interdorm provides an important cross -campus connectionbut duplicates weekday service providedbythe existing Interdorm, Red, Blue, and HawkLot routes. It also spends a significant amount of in-service time to serve the Mayflower Residence Hall, which is se rvedby three other routes. Most of the resources used to operate this largely duplicative route are recommendedto be reallocated to other services. To improve service legibility and reduce rider confusion, Route 32 should provide only weekday night andweekend service, connecting the Hawkeye Commuter Lot and Aspire at West Campus, which complements—without duplicating—the daytime service providedby other routes. It would perform the same late-night andweekend complementary service for the Interdorm, Red, and Blue routes. Route 32 shouldbe re -aligned to operate bi-directionallyon Melrose Avenue, instead of ist Avenue, 2nd Street/Highway 6, and Hawkins Road. This will improve route legibility for riders and serve the Melrose Ave nue corridor, which is just north of high-density student housing. The remainder of the route's alignment would remain the same. Stopping on Melrose Avenue will likely increase ridership on this route andbe popular with riders. Route 34: Hawkeye Express The current Hawkeye Express route provides a weekday express connection from Hawkeye Commuter Lot and Aspire at West Campus to Newton Road and downtown Iowa City, without a stop at West Campus Transportation Center. The alignment of this route serves its purpose well, so no change in alignment is recommended. In the a.m., this route would travel east on Newton Road and west on Highway 6. In the p.m., this route wouldtravelwest on Newton Road and east on Highway6. Nelson\Nygaard Consulting Associates, Inc. 1 9-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb The current Hawkeye Express route is not a high -frequency service: it operates every 4o minutes during peak periods. This frequency is recommended to be improved to every 20 minutes from 4:4o a.m. to 8:0o p.m. on weekdays, providing a frequent connection to Newton Road and downtown Iowa City for Hawkeye Commuter Lot parkers andAspire at West Campus residents. The increase in span of service andfrequency on Route 34 will compensate for the elimination of daytime Hawkeye-Interdorm service and provide significantly faster, more legible service for hundreds of commuters andAspire residents. Ridership on this route willlikelyincrease considerably and single -occupancy vehicle travel from Aspire to downtown Iowa City will likely also decrease, takingpressure off downtown and campus parking ramps. Route 35: Hospital Finkbine/Arena The current Hospital Finkbine/Arena route serves primarily as a weekday commuter shuttle service betweenthe Finkbine andArenalots andthe West Campus Transportation Center. The route alignment is simple and serves its purpose well, so no change in alignment is recommended. Demand is slightly greater later in the evening, so Route 35 is recommended to operate weekdays from 4:45 a.m. to 7:oop.m., instead of 4:3o a.m. to 6:3o p.m. To accommodate slightly reduced frequency on Route 4o, the route's p.m. period frequency should increase from every four to 12 minutes to every four to six minutes. Route 37: Interdorm The current Interdorm route connects the Mayflower Residence Hall, downtown Iowa City and East Campus, and the Slater/Rienowhall area on West Campus. It is the highest -ridership and - productivity route in the CAMBUS system. No change is recommended. Route 38: Hospital via Hancher This route serves primarily as a weekday a.m. period commuter shuttle betweenthe Hancher Lots and Newton Road. No change is recommended. Route 39: North Hospital Shuttle The current North Hospital Shuttle serves primarily as a weekday peak -period commuter shuttle betweenthe Finkbine andArenalots and Newton Road. Ridership is relativelylow and is lower in the p.m. peakperiod than the a.m. peakperiod, andthe route duplicates service providedbythe Pentacrest route. To simplify service and reduce confusion, Route 39 is recommended to not operate simultaneouslywith Route 4o and onlyto operate from 4:3o a.m. to 6:45 a.m., before Route 4o service has b egun. This will provide access for Newton Road area employees who arrive at Finkbine andArenalots before Pentacrest is operating. The Route 39 alignment is simple and effective so no change in alignment is recommended. Route 40: Pentacrest The current Pentacrest route provides a frequent, direct weekday connection between the Pentacrest Downtown Interchange, Newton Road, andthe Finkbine andArenalots. This bi- directional alignment serves its purpose well so no change in alignment is recommended. Nelson\Nygaard Consulting Associates, Inc. 1 9-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb To improve route legibility and reduce rider confusion, Route 4o is recommendedto operate a consistent alignment, without a nighttime alternate alignment to the West Campus Transportation Center. Travel to the West Campus Transportation Center willbe possible from the Pentacrest Downtown Interchange after 7:00 p.m. on weekdays via the 32 Hawkeye- Interdorm and 42 Red routes. Route 41: Blue The current Blue route operates in a counter -clockwise loop through east and west campus, serving Hancher Lot, Newton Road, West Campus Transportation Center, Slater/Rienowhalls, and the Pentacrest Downtown Interchange. This route serves the Mayflower Residence Hall after 7:3o p.m. on weekdays. The Blue Route has the second-highest ridership in the CAMBUS system. Route 41 is recommended to operate an evening period of i8 -minute frequency service as an intermediary step b etween p.m. peak 12 -minute service andlater evening 36 -minute service, to accommodate some of the evening demandthatwas previously servedbythe Hawkeye-Interdorm route. Route 41 is recommended to begin operating a half-hour later on weekdays, at 6:3o a.m., as early a.m. ridership on the route is currently low. No change in alignment is recommended for this route. Route 42: Red The current Red route operates the same loop as the Blue route but clockwise. The Red route has the third-highest ridership in the CAMBUS system. Both the Red and Blue routes provide importantintra-campuscirculation service. Route 42 is recommended to operate an evening period of i 8 -minute frequency service as an intermediary stepbetweenp.m. peak 12 -minute service andlater evening 36 -minute service, to accommodate some of the evening demand that wa s previously served by the Hawkeye-Interdorm route. No change in alignment is recommended for this route. Route 43: Research Park The current Research Park route connects the University of Iowa's Research Park community with the Newton Road areavia all -day weekday 30 -minute service. As part of recommended Preferred Alternative coordination with Coralville Transit, Route 43 is recommendedto deviate to serve N Ridge Drive, Westford Drive, and Holiday Road in the inbound direction in the morning and outbound direction in the afternoon. Providing CAMBUS service to this neighborhood, which is proposed to lose Coralville Transit service in the Preferred Alternative, is an efficient, collaborative recommendation that allows Coralville Transit to better use its resources for more productive service. This deviationwilllikelyincrease ridership on Route 43 by approximately 20 daily riders but will result in longer travel times for some riders. Nelson\Nygaard Consulting Associates, Inc. 1 9-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Eliminated Routes Hawkeye-Hospital One key goal of the CAMBUS PreferredAlternative was to streamline service to the Hawkeye Commuter Lot and make it easier to understand. To this end, the Hawkeye-Hospital route is recommendedto be eliminated and re placed by other service. The Hawkeye-Hospital route currently serves largely as a commuter shuttle, connecting the Hawkeye Commuter Lot, Aspire at West Campus, West Campus Transportation Center, and Newton Road. The route duplicates service provided by other routes and has the second -lowest productivity in the CAMBUS system. Because of the route's duplicative service and low productivity, it is re commended for elimination. Riders currently servedbythis route willbe able to use the 31 Hawk Lot/Hospital and 34 Hawkeye Express to make their trips. Mayflower Shuttle Another key goal of the CAMBUS Preferred Alternative was to re -allocate resources away from Mayflower Residence Hall, which is currently over -served by four routes. To this end, the Mayflower Shuttle is recommendedto be eliminated. The Mayflower Shuttle currently operates only during a.m. periods on weekdays, providing supplemental service betweenthe Mayflower Residence Hall and the Pentacrest Downtown Interchange. This route duplicates service offered by the Interdorm route and has below-average productivity for a CAMBUS route. Because of its duplicative alignment, this route is recommendedto be eliminated. This should reduce confusion for riders without negatively impacting mobility for Mayflower Residence Hall residents. Riders currently servedbythis route will be able to use Route 37 to make their trips. Nelson\Nygaard Consulting Associates, Inc. 1 9-8 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ANIk CORALVILLE TRANSIT Figure 9-3 Coralville Transit Preferred Alternative System Map 1 2-2 Walmart Supercenter c \a 43 IT 1 See North Liberty Inset 1 1 Q b -Ne c. ip � ▪ A tell 1—.„,,, ,=. 14 9 1� ^� 1 loth st 1 Coral Ridge Mall \40.\\ coo �N91i�daYrd� _ Coralville Hy -Vee ( 27 ) 7 h St :aVV Cherry St , doff View Dr North Liberty 965 do as ©Mis. I; titazl:3aar�� 4 1 Coralville Transit 43 Intermodal Facility 9th sr _id! FosterRd I • E7th St Hawkeye Park Rd Prairie Meadow Dr Frkbire Golf Course •20,, '_mss a 43 Iowa Ay Coralville Transit Preferred Alternative Coralville Transit zo Iowa River Landing 5th Street ---e North Liberty (Peak Trip Only) - e 10th Street - Saturday & Night CAMBUS 43 Research Park 43 Research Park (Weekday Peak Times Only) Iowa City Pentacrest Downtown Interchange Nelson\Nygaard Consulting Associates, Inc. 1 9-9 o cz • 0 CD EMarketSt EJefferson St E Washington St E Burlington St IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 9-4 Coralville Transit Preferred Alternative Service Summary Route Service Summary Frequency: Proposed Weekday Frequency: Proposed Night/Sat. l Service Span: Preferred Alternative 20 Iowa River Landing Connects Iowa River Landing with downtown Iowa City via Newton Road in Iowa City. 60 -minute mid-day service is added and the route is extended to downtown Iowa City. 30/60/30 -- 6:30 a.m. - 6:30 p.m. (M -F) 21 5th Street Connects downtown Iowa City with the Walmart-anchored shopping center north of 1-80, with stops at the Coral Ridge Mall, in Coralville's residential communities, and on Newton Road in Iowa City. Operates bi-directionally instead of as a loop. 30/60/30 6:30 a.m. - 6:30 p.m. (M -F) 22 North Liberty No change from today. This route provides one trip in the a.m. and p.m. peak periods that connects North Liberty, Iowa River Landing, and downtown Iowa City via Front Street NE, 12th Avenue, Holiday Road, and 1St Avenue, and Newton Road in Iowa City. One trip -- Peak period only (M -F) 23 10th Street Connects downtown Iowa City with the Coral Ridge Mall, with stops in Coralville residential communities and on Newton Road in Iowa City. Operates bi-directionally instead of as a loop. 30/60/30 6:00 a.m. - 6:00 p.m. (M -F) 24 Saturday & Night Weekday night and Saturday service covering Coralville residential communities in a loop, with stops at Iowa River Landing, on Newton Road in Iowa City, and in downtown Iowa City. -- 60 6:30 p.m. - 12:30 a.m. (M -F) 7:00 a.m. 8:00 p.m. (Sat.) Note: Frequencies are in minutes. A slash between frequency numbers indicates that frequency changes throughoutthe day, typically with on- and off-peak periods. For example, 30/60/30 indicates three periods of varying frequencies: one period of 30 -minute frequency service, followed by a period of 60 -minute freq uency service, follovted by a period of 30 -minute frequency service. Nelson\NygaardConsulting Associates, Inc. d 9-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Key Themes for Coralville Transit Recommendations Coralville Transit currently operates a coverage -based commuter system that connects most of Coralville's residential communities to the Newton Road and downtown areas of Iowa City. The PreferredAlternative recommends improvements to this system that enhance its viability for non -commute trips and make the system easier to understand. The recommended changes to Coralville Transit service in the Preferred Alternative focus on three key areas: • Better non -commute trip options: The Walmart-anchored mall district north of I -8o is currently not well served by Coralville Transit, and service in the Highway 6 commercial area is challengedby poor pedestrianinfrastructure. The Preferred Alternative provides all -day bi- dire ctional service to these shopping opportunities and strengthens connections to downtown Iowa City from Iowa River Landing by providing direct, all -day service. • Improvements to Iowa River Landing service: Iowa River Landing is the fastest-growing part of Coralville but current Coralville Transit service has not yet caught up to its growth. The Preferred Alternative provides bi-directional all -day service to Iowa River Landing, strengthens the neighborhood's connection to the University of Iowa campus and downtown Iowa City, and re -aligns routes to serve major residential developments. Iowa River Landing is likely to see Coralville Transit's fastest-growing ridership under the Preferred Alternative. • Improved system legibility: Coralville Transit routes currently operate primarily in large loops, which forces many riders to travel out -of -direction and take longer trips. These loops can also be confusing. The Preferred Alternative shifts Coralville Transit to bi-directional alignments, which are easier to understand, allow riders to take shorter trips, and use municipal resources more efficiently. This should increase ridership along bidirectional corridors. Shortcomings of the Preferred Alternative will largely e experienced by riders of the existing AM Express and Express routes in in the neighborhood west of 12th Avenue. Approximately five riders will need to walk more than 1/4 -mile to access the proposed CAMBUS 43 Research Park route duringpeakperiods, and approximately 21 riders will need to walk more than 1/4 -mile to access mid-day service on this route. The CAMBUS 43 Research Park, however, will operate every 3o minutes and is zero -fare. The benefit of more frequent, zero -fare service may outweigh the increased walking distance for some riders. Systemwide, ridership should increase, driven by improvements to route alignment, access to shopping destinations, all -day connections, and improved service to Iowa River Landing. Anypartnership developedwith large residential housing operators to fund service improvements will likely further boost ridership and offset operating costs. Improvements to system legibilitywill also make the system more attractive to new, first-time riders. Nelson\Nygaard Consulting Associates, Inc. 19-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Route -Level Recommendations Route 20: Iowa River Landing The current Iowa River Landing route connects Iowa River Landing with Newton Road in Iowa City. The route suffers from on-time performance issues but is productive, and its trip times and destination are designed to accommodate hospital employees—not students. Latitude, a large student apartment complex, operates a free, Latitude resident-onlybus service from Iowa River Landing to downtown Iowa City on a schedule tailored to students. This service competes for riders with Coralville Transit. To better serve the student market and growing commercial development in Iowa River Landing, Route 20 is recommended to extend from its current Newton Road terminus to the Penta crest Downtown Interchange. Route 20 should also depart the Iowa River Landing area on E 7th Street to provide better service to Latitude and avoid congestion on E 9th Street. Route 20 should replace the privately -operated Latitude service. Route 20 is recommendedto operate every 6o minutes on weekdays between 9:0o a.m. and 3:0o p.m. Morning peakservice shouldbegin at 6:3o a.m., instead of 5:30 a.m., due to low ridership on the first morning trip. In addition, afternoon 30 -minute peak service shouldbe extended from 5:oop.m.to 6:30 p.m. In downtown Iowa City, Route 20 would interline with the proposed Route 215th Street. This means that every inbound Route 20 trip arriving at the Pentacrestwould continue outbound as Route 21, and every inbound route 21 trip arriving at the Pentacrestwould continue outbound as Route 20. Route 21: 5th Street The current Lantern Park route operates in a clockwise loop connecting Coralville residential neighborhoods with the University of Iowa, downtown Iowa City, and shopping on Highway 6. To make the route easier for existing and future riders to understand, it is recommended to operate bi-directionally between downtown Iowa City and Walmart-anchored mall district north of I-80, via the Coral Ridge Mall, Lantern Park Plaza, 5th Street, and Newton Road. Route 21 will improve service to and increase ridership at the Walmart commercial area north of I-80. Providing service to this area with Route 21, instead of two infrequent loops (as is current practice) will give Coralville residents more and better access to shopping destinations, as well as a one -seat ride to most of Coralville's major destinations. Route 21 is recommendedto begin operation at 6:3o a.m., instead of the current 6:0o a.m., due to resource constraints. The route is recommendedto be re -named 215th Street to better describe its east - west alignment. In downtown Iowa City, Route 21 would interline with the proposed Route 20 Iowa River Landing. This means that every inbound Route 21 trip arriving at the Pentacrest would continue outbound as Route 20, and every inbound route 20 trip arriving at the Pentacrest would continue outbound as Route 21. The portion of the current route not covered by the recommended realignment will be servedby the proposed 23 loth Street. Nelson\Nygaard Consulting Associates, Inc. 19-12 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Route 22: North Liberty This route is operated under contract with North Liberty. No change is recommended. Route 23: 10th Street The current loth Street route operates in a counter -clockwise loop connecting the Coral Ridge Mall and Coralville neighborhoods with the Newton Road area and downtown Iowa City, serving as a directional counterpartto the current Lantern Park route. Having two separate routes that serve the same area in opposite directions is confusing for many riders, so it is recommended that Route 23 serve the northern portion of its current alignment to increase system legibility. Route 23 should operate bi-directionally between downtown Iowa City and the Coral Ridge Mall via 7th Street, 14th Avenue, and loth Street. The portion of the current route not covered by the recommended realignment will be servedbythe proposed 21 5th Street. Route 23 is recommendedto operate on 14th Avenue between 7th Street and 8th Street, to reduce the number of turning movements and delay. Route 24: Saturday & Night The current Saturday &Night route provides evening and Saturday service to the neighborhoods covered by the existing Lantern Park and loth Street routes by operating in a counter-dockwise loop from downtown Iowa City, with a stop at Iowa River Landing. No major changes are recommended for this route, as it provides essential weekend and evening service using a small amount of resources. Route 24 is recommended to follow the same alignments and use the same stops as the proposed 21 5th Street and 231oth Street in Coralville's residential communities, and to maintain the Iowa River Landing deviation. At Iowa River Landing, the route is recommendedto operate westbound on E 7th Street, instead of E 9th Street, to provide better access for the residents of the Latitude apartment complex. Eliminated Routes The AM Express and Express routes are recommended for elimination under the Preferred Alternative. These routes are large, dire ctionally-paired loops that connect the Walmart-anchored shopping area, Holiday Road residential communities north of I -8o, Iowa River Landing, Newton Road, downtown Iowa City, and Highway 6. The AM Express and Express suffer from poor on-time performance and low productivity, respectively. The size of the loops and their infrequent headways make them of limited utility to most Coralville residents for shopping trips, so they are used primarily as commuter shuttles. Eliminating these routes will allow their resources to be used for more productive, all -day bi-clirectional service to the Walmart shopping area. Riders currently using these routes south of I-80 will have improved, all -day service via routes 20, 21, and 24. The approximately21 riders currently using these routes north of I -8o on Holiday Road west of 12th Avenue, North Ridge Drive, and Lynncrest Drive will have peak period service via the CAMBUS 43 Research Park route, which is a zero -fare service that is recommended to operate with 30 -minute headways. During the mid-dayperiod, these riders will have to walk over 1/4 -mile to access the 43 Research Park; this is a drawback to the Preferred Alternative. Nelson\Nygaard Consulting Associates, Inc. 1 9-13 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ifek IOWA CITY TRANSIT Figure 9-5 Iowa City Transit Preferred Alternative System Map Iowa City Transit Preferred Alternative Iowa City Transit 1 South Iowa City -0 Court Street Eastside Loop (Peak Trip Only) -0 Downtown Shuttle _ Q Lower Muscatine/Kirkwood 6 Peninsula — 0 North Dodge — 0 Oakcrest -0 Towncrest West Iowa City West Iowa City (Mid-day Only) 11 Rochester — 0 Highway 1 -0 South Gilbert Doer Creek Dr Re of Rd Route 10 trips alternate ^ between serving the Vi1lest Loop and South Loop N 01 0.5 le re Park Rd Inkbine Golf Course Melrose Ave rviog Ave Sauth Loop City Ra, 6 Pentacrest Downtown Interchange ti 1,2,5,6,78,9,10,11,12,13 a,o :'V,�:eiG/J ter "%"°4'4,50r TOLc c Ave it.Jniversity of Iowa ©Hospitals Melrose Ave SS T Hickory Hill star N Dubuque Rd 6 E Market S 6 ERoa•se� EJefferson St EWashln•ton St Court 5t University Heights GakcrtatSt $ �� VV. Benton St 10 H -Vee Southgate Ave Iowa City Municipal Airport O" *c7iv,,e7 lorry Tnieblonc Miles Recreational Area ePye York Pl FWashihgton St ♦ o" Iowa City 04115101 _ _ I © E Court Sr 0`1 Al ar Kirkwood Ave • Muscatine Ave _ 1 1 <I Kirkwood I t. y — Community College 1 ,9 B 1_ ` Cross Park Ave It Sandusky Dr `- s ♦ —1- Cafi Porn Ave �s alrnsAvE.' baa Lakeside Or 1 — — . Nelson\Nygaard Consulting Associates, Inc. 19-14 Iowa City Ia Liberty Dr 3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 9-6 Iowa City Transit Preferred AlternativeService Summary Route Frequency: Frequency: Proposed Proposed Service Span: Preferred Service Summary Weekday Night/Sat. Alternative 1 South Iowa Cityindustrial Connects downtown Iowa City with the commercial area south of Highway 6, South Iowa City residential neighborhoods, and the Heinz Road area. Consolidates service that is currently provided by the Lakeside, Cross Park, and Broadway routes into a single route that operates primarily on abi-directional alignment. The combination of this route and the 13 South Gilbert provides frequent service on 5 Gilbert Street between Highway6 and Kirkwood Avenue. 30/30/30 60 6:30 a.m. - 10:00 p.m. (M -F) 7:00 a.m.-7:OOp.m. (Sat.) 2 Court Street Connects downtown Iowa City with E Court Street neighborhoods, with a new terminal loop to Frauenholtz-Miller Park. This route covers some neighborhoods currently served by the Eastside Express and operates bi-directionally on E Court Street. 30/30/30 60 6:00 a.m. — 9:15 p.m. (M -F) 7:00 a.m. — 6:45 p.m. (Sat.) 3 Eastside Loop No change from today. This route provides one trip in the a.m. and p.m. peak perbds that connects educational destinations in east Iowa City. The p.m. schedule varies on Thursdays. One trip -- Weekday peak trips only 4 Downtown Shuttle Northside trips are eliminated and the Southside alignment operates more frequently, at 15 -minute headways all day. Operates as a zero -fare downtown loop connecting high-density residential neighborhoods to downtown Iowa City. 15/15/15 -- 7:30 a.m. —6:30 p.m. 5 Lower Muscatine/ Kirkwood Connects downtown Iowa City to the Lower Muscatine Road corridor and residential neighborhoods in southeast Iowa City. This route no longer operates a terminal loop in the Heinz Road industrial area or deviates from Lower Muscatine Road to serve off-street stops. The route nowturns around at the Bon -Aire Mobile Home Lodge. 20/20/20 40 6:00 a.m. - 10:00 p.m. (M -F) 7:00 a.m. - 7:00 p.m. (Sat.) 6 Peninsula Connects the Peninsula neighborhood and Forest View mobile home community directly to downtown Iowa City, with transfer opportunities b tie University of Iowa hospitals. This route no longer serves the Manville Heights neighborhood. 30/60/30 60 6:30 a.m. —8:00 p.m. (M -F) 7:00 a.m. —6:30 p.m. (Sat.) 7 North Dodge Connects major empbyers on Highway 1 with the N Dodge Street and E Market Street corridors and downtown Iowa City. This route no longer deviates to serve Prairie du Chien Road and serves major employers off N Dodge Street on alternating trips. 30/60/30 60 7:00 a.m. — 8:30 p.m. (M -F) 7:30 a.m. —7:00 p.m. (Sat.) 8 Oakcrest No change in alignment from today but operates more frequently during peak hours, at 15-mnute headways. Connects residential neighborhoods in University Heights and Iowa City with the University of Iowa and downtown Iowa City. 15/30/15 60 6:30 a.m. — 10:00 p.m. (M -F) 7:30 a.m. —7:00 p.m. (Sat.) 9 Towncrest No change in alignmentfrom today. This route connects residential neighborhoods in east Iowa City with the Muscatine Avenue and E Burlingbn Street corridors and downtown Iowa City. 30/30/30 60 6:30 a.m. —9:30 p.m. (M -F) 7:00 a.m. —6:30 p.m. (Sat.) 10 West Iowa City Connects residential neighborhoods in west Iowa City with the University of Iowa and downtown Iowa City. This route covers west Iowa City residential areas currently served by Melrose Express, Plaen View, Westwinds, and Westside Hospital. The route's two tails are served on alternating trips: one serves Rohret Road and one serves Westside Drive. 30/30/30 60 6:45 a.m. — 10:00 p.m. (M -F) 7:45 a.m. — 7:30 p.m. (Sat.) 11 Rochester Connects residential neighborhoods in northeast Iowa City with downtown Iowa City. This route alignment is slightly altered from the existing Rochester route by serving N Scott Boulevard instead of Amhurst Street. 30/60/30 60 6:30 a.m. —6:30 p.m. (M -F) 7:00 a.m. —6:30 p.m. (Sat.) 12 Highway 1 Connects residential neighborhoods in west Iowa City with the Walmart-anchored commercial district south of Highway 6 and downtown Iowa City. This route serves areas currently served by the Plaen View, Westwinds, and Westport Plaza routes. 30/60/30 60 6:30 a.m. — 10:00 p.m. (M -F) 7:00 a.m. —7:00 p.m. (Sat.) 13 South Gilbert Connects Cole's mobile homes, Terry Trueblood Recreation Area, commercial destinations near Highway 6/S Gilbert Street, and S Capitol Street with downtown Iowa City. This route serves areas currently served by the Westport Plaza and Cross Park routes. This route and the 1 South Iowa City combined provide frequent service on S Gilbert Street from Highway6 to Kirkwood Avenue. 30/60/30 60 7:00 a.m. —7:00 p.m. (M -F) 7:30 a.m. —7:00 p.m. (Sat.) Note: Frequencies are in minutes. A slash between frequency numbers indicates that frequency changes throughoutthe day, typically with on- and off-peak perbds. For example, 30/60/30 indicates three periods of varying frequencies: one period of 30 -minute frequency service, followed by a perbd of 60 -minute frequency service, followed by a period of 30 -minute frequency service. Nelson\Nygaard Consulting Associates, Inc. 19-15 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Key Themes for Iowa City Transit Recommendations Iowa City Transit currently connects residential neighborhoods throughout Iowa City totwo primary destinations: the University of Iowa hospitals and downtown Iowa City. The Preferred Alternative recommends improvements to this system that improve frequency and reliability on routes that serve the most people. The PreferredAlternative also eliminates confusing `nights and Saturday' alignments by operatinga consistent network at all times. New routes proposed in the Preferred Alternative will allow many residents greater access to commercial destinations for work and shopping, without needing to transfer atthe Pentacrest Downtown Interchange. The recommended changes to Iowa City Transit service in the Preferred Alternative focus on three key areas: 1. Faster, more frequent, and more reliable service: The Preferred Alternative streamlines existing service by operating most service bi-directionally on major arterials and eliminating loops that require riders to travel out -of -direction. These changes will reduce trip times for many riders and improve on-time performance. The Preferred Alternative increases the frequency on key routes; 8 Oakcrestbuseswill arrive every 15 minutes ands Lower Muscatine/Kirkwoodbuses will arrive every 20 minutes. 2. Enhancing non -commute mobility: The Preferred Alternative increases access to commercial destinations without the need for a transfer atthe Pentacrest Downtown Interchange, particularly for low-income communities of color in the Pheasant Ridge neighborhood via the 12 Highway 1. Service between South Iowa City neighborhoods andthe Hy -Vee -anchored shopping mall on Highway 6 is also improved. The Preferred Alternative als o increas es frequency during non -commute hours for the 4 Downtown Shuttle service to every 15 minutes and on the 5 Lower Muscatine/Kirkwood route to every 4o minutes. 3. Improved system legibility: Iowa City Transit currently operates two different sets of alignments: daytime routes and `nights and Saturday' routes. This route structure is confusing for existing riders and intimidating for potential future riders. The PreferredAlternative recommends changing the dual alignment to a single, consistent set of alignments, as well as operating fewer loops and route deviations. The Preferred Alternative also recommends shifting bus routes off neighborhood streets and onto arterials. Together, these changes make the system easier for riders to use, in addition to reducing rider trip times and improving on-time performance. Shortcomings of the Preferred Alternative will generally be experienced by riders that will have to walk further to the nearest bus stop, albeit for faster, more frequent, and more reliable service. Proposed re- alignments in the Preferred Alternative improve the transit system and make operations more efficient by removing buses from certain small, neighborhood streets, such as Amhurst Street, Kimball Road, Friendship Street, Huntington Drive, and Hollywood Boulevard. A small number of riders will also see service removed from th eir neighborhood altogether, as is the case of the approximately 10 riders currently boardingthe Manville Heights route in the Manville Heights neighborhood (some of these riders will still have easy access to zero -fare CAMBUS service). Service is recommended to be removed from these low -ridership corridors to be allocated to areas of greater need and demand. Systemwide, ridership should increase, driven by improvements to route alignment, frequency, access to shopping destinations, and trip times. Any partnership developed with large residential housing operators to fund service improvements will likely further b oost ridership and offset operating costs. Improvements to system legibility will also make the system more attractive to new, first-time riders. Nelson\Nygaard Consulting Associates, Inc. 19-16 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Route -Level Recommendations Route 1: South Iowa City Route 1 South Iowa City is recommended to replace the current Lakeside route. The existing Lakeside route connects south Iowa City neighborhoods and commercial areas with downtown Iowa Cityviathe S Gilbert Street corridor and is relatively productive but suffers from poor on-time performance. The route serves the same areas as the existing Cross Park and Broadway routes, which are recommendedto be eliminated in the Preferred Alternative. To provide a simpler, more efficient service in the south Iowa City area, Route 1 is recommendedto cover this neighborhood, as well as the Heinz Road industrial area (this is currently served by the Mall route). Route 1 is recommended to operate bi-directionallythroughout south Iowa City, instead of on different inbound and outbound corridors, as the Lakeside route currently does. The route is recommendedto continue serving S Gilbert Street, given the high-density development occurring on that corridor. Route 1 is recommended to serve Highland Avenue on inboundtrips, which will provide service to some riders that currently use the Broadway route, which is recommended to be eliminated. Route 1 is recommended to operate with weekday 3o -minute all -day and 6o -minute nighttime service, from 6:3o a.m. to 7:00 p. m. The 3o -minute mid-day service is an improvement over the hourly mid-day service currently operated on the Lakeside route, although the span of service is approximately one hour fewer than the Lakeside route. Route 1 will operate from Too a.m. to 7: oo p.m. on Saturdays, which is approximately 1.5hours fewer than the current Lakeside route, due to resource constraints. The proposed Route 1 will also offer riders transfer opportunities to the proposed Route 5 Lower Muscatine/Kirkwood, which will serve The Quarters apartments and Bon -Aire Mobile Home Lodge. The route is recommendedto b e called South Iowa Cityto b etter describe its service area. Route 2: Court Street The current Court Hill route operates from downtown Iowa Cityto neighborhoods east of downtown, turning around on Friendship Street. The route has 344 average weekday boardings but suffers from poor on-time performance. The route duplicates some of the alignment of the existing Eastside Express. To more efficiently allocate resources and reduce duplicative service, Route 2 is proposed to operate further east and serve neighborhoods that are currentlyservedbythe Eastside Express route, which is recommendedto be eliminated. Route 2 is proposedto turn around north of E Court Street, on Ashford Place, York Place, and Kenneth Drive (which is planned to be extended). Route 2 is proposedto not operate on Friendship Street, which is a smaller, neighborhood -type street that reduces the route's on- time performance, increases trip times for some riders, and reduces the route's legibility to new and future riders. Route 2 is recommended to operate with weekday 30 -minute all -day and 6o -minute nightheadways. This is an improvement over the existing Court Hill service, which operates at 6o -minute he adways during the mid-day. Route 2 is recommended to interline with the Route 10 West Iowa City at the Pentacrest Downtown Interchange, providing some riders with a one -seat ride to and from points west of downtown. Route 2 is recommended to be named Court Street to better describe its service corridor. Nelson\Nygaard Consulting Associates, Inc. 19-17 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Route 3: Eastside Loop No change is recommended. Route 4: Downtown Shuttle The current zero -fare Downtown Shuttle route is split intotwo alignments: the Northside Shuttle andthe Southside Shuttle. One vehicle operatesboth alignments by repeating two consecutive Southside Shuttle trips and then one Northside Shuttle trip. The Northside Shuttle currentlyhas low ridership (an average of 22 weekdayboardings) and low productivity (an average of 12 boardings per service hour) and serves a neighborhood that is close to downtown and has good pedestrian infrastructure. Route 4 is recommended to operate only the Southside Shuttle and to eliminate the Northside Shuttle alignment, so resources can be concentrated on the Southside Shuttle, which sees much higher demand. The Southside Shuttle also suffers from occasional capacity issues, which willbe alleviated by shifting resources from the Northside Shuttle. Riders that currently use the Northside Shuttle will still have access to transit via the proposed Preferred Alternative routes 6 Peninsula, 7 North Dodge, and 11 Rochester. No change to the Route 4 span of service is recommended andthe route is recommendedto be operated every 15 minutes, all day, on weekdays only. Route 5: Lower Muscatine/Kirkwood The current Mall route connects downtown Iowa City withthe Kirkwood Avenue and Lower Muscatine Road corridors, as well as withthe Heinz Road industrial area. Kirkwood Community College is a major destination on the route. The current route makes two parking lot deviations on Lower Muscatine Road. The route has 353 average weekdayboardingsbut on-time performanceisbelow7o%. The proposed Route 5 Lower Muscatine/Kirkwoodis recommendedto terminate at the Bon Aire Mobile Home Lodge, instead of on Heinz Road, and to serve The Quarters apartments, both of which are high- density residential communities. The route is also recommendedto no longer deviate off Lower Muscatine Road to serve parking lot stops, which will improve speed and reliability and reduce trip times for many riders. Although the proposed Route 5 will no longer serve the Heinz Road industrial area, that area will be servedbythe proposed Route 1 South Iowa City. Route 5 is recommendedto operate on weekdays at 20 -minute all -day and 40 -minute nightheadways. This is a significant improvement over the current Mall route, which operates at 3o- and 6o -minute weekday headways during peak periods and mid-day, respectively. The route is recommended to operate from 6:oo a.m. to 10:0o p.m. on weekdays, which is earlier than the current Mall route but not later than the current Broadway Night route, which covers Lower Muscatine Road. The proposed Route 5 is also recommendedto operate from 7:00 a.m. to 7:oop.m., which is approximately 45 minutes fewer than the current Broadway Saturday route, which covers some of the proposed Route 5's service area. The proposed Route 5 will also offer riders transfer opportunities to the proposed Route 1 South Iowa City, which will stop near The Quarters apartments and Bon Aire Mobile Home Lodge. Route 6: Peninsula The current Manville Heights route connects downtown Iowa City, University of Iowa Hospitals and Clinics, the Manville Heights neighborhood, and Peninsula communities. For some riders, the route travels far out of direction into the Manville Heights neighborhood, where very few riders board (this sectionhas an average of approximately 10 weekday boardings). On-time performance on this route is low, at under 7o% of all timepoints stops occurring on-time. Nelson \Nygaard Consulting Associates, Inc. 9-18 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb The recommended Route 6 alignment does not serve the Manville Heights neighborhood andthe University of Iowa hospitals, due to low ridership on the Manville Heights segment and unsafe operating conditions in winter. Some riders currently using the bus in Manville Heights will have access to zero -fare CAMBUS service on N Riverside Drive, while others will no longer have transit access close to their residences. Riders that currently use the route to travel from Peninsula communities to the University of Iowa hospitals will nowtransfer at the Pentacrest Downtown Interchange to complete their trip. The frequency and service span of Route 6 is not recommended to change significantly. Route 6 is recommended to interline with the Route 7 North Dodge at the Pentacrest Downtown Interchange. As this route is no longer recommendedto serve the Manville Heights neighborhood, it is recommendedto be re -named Peninsula to better describe the service area. Route 7: North Dodge The current North Dodge route serves large employers on Highway 1, connecting them with downtown Iowa City via the North Dodge corridor andthe E Market Street corridor. The route operates on a couplet on these corridors and bi-directionally on Highway 1, with deviations to Pearson and ACT parkinglots, as well as a small residential neighborhood off Prairie du Chien Road. The route chronically poor on-time performance, with 6o% of all timepoint stops either late or early. The recommended Route 7 will operate the same alignment but without serving the Prairie du Chien road deviation. Eliminating this deviation will decrease trip times for many riders and improve on-time performance. Some current North Dodge riders living off Prairie du Chien roadwillbe able to walkto Highway 1 to access the proposed Route 7 but some will needto walk more than 1/4 of a mile. To further improve on-time performance, this route is re commended to serve ACT only every other trip during the peak period. Service during weekday peaks hours and middaywill serve Pearson once an hour. ACT will be servedhourly during weekday peak times only. No changes to route frequency are recommended and the proposed Route 7 is recommendedto operate from 7:00 a.m. to 8:3o p.m. on weekdays. The proposed Route 7 will operate the same alignment at night and on Saturday, as opposed to using the current `nights and Saturday' alignment, which is currently the second -lowest ridership weekday alignment in the Iowa CityTransit system. Route 7 is recommendedto interline with the Route 6 Peninsula at the Pentacrest Downtown Interchange. Route 8: Oakcrest The current Oakcrest route connects high-density residential communities in University Heights and Iowa City to the University of Iowa and downtown Iowa City via Melrose Avenue. This route is the highest - ridership and second-highestproductivityroute in the Iowa CityTransit system. No alignment changes are recommended for the proposed Route 8 but it is recommended to operate every 15 minutes in the peak period, which is a significant improvement over the current 3o -minute peak period service andwillhelp address vehicle crowding issues that currently occur in the peak period. No significant changes are recommended for the Route 8 weekday operating spanbut it is proposed to operate one fewer hour on Saturdays, due to resource constraints. Route 8 is recommendedto operate the same alignment at night and on Saturdays, to improve system legibility. Some riders that currently use the Oakcrest Night and Saturday alignments to access Walmart Nelson\Nygaard Consulting Associates, Inc. 19-19 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb will still have accessviathe proposed 12 Highway1 while others will need to walkfurtherto access the proposed Route 12 or use Route 8 andtransfer downtown to Route 12. Route 8 is recommendedto interline with the proposed Route 9 Towncrest in the evening and on weekends, at the Pentacrest Downtown Interchange, providing some riders a one -seat ride cross-town connection. During the day, Route 8 will not interline with another route. Route 9: Towncrest The current Towncrest route connects neighborhoods in east Iowa Cityto downtown Iowa City via Muscatine Avenue and E Burlington Street. This route is the fifth highest ridership route in the Iowa City Transit system. No alignment changes are recommended for the proposed Route 9 but it is proposedto operate the same alignment at nights and on Saturdays, for improved system legibility. Many riders currentlyboarding the Towncrest on stops from its `night and Saturday' alignment will still be able to walk to Route 9 stopsbut the approximately eight weekday riders that alight on Sheridan Avenue will need to walk more than 1/4 of a mile. Route 9 is recommended to operate for one fewer hour on Saturdays and approximately 45 minutes fewer on weekdays, due to resource constraints. Route 9 is recommended to interline with the proposed Route 8 Oakcrest in the evening and on weekends, at the Pentacrest Downtown Interchange, providing some riders a one -seat ride cross-town connection. Route 10: West Iowa City Route 10 is recommended to replace the current Plaen View and Westwide Hospital routes that connect west Iowa City neighborhoods to University of Iowa hospitals and downtown Iowa City. The proposed Route io will connect downtown Iowa City to University of Iowa hospitals via Newton Road, and west Iowa City destinations to these locations via Melrose Avenue, Mormon Trek Boulevard, and two `tails' that will be served on alternating trips. One tail will serve the Westside Drive loop currently served by the Plaen View route and the other tail will serve the Rohret Road communities currently servedbythe Westside Hospital route. The Rohret Roadtail is proposedto end in a slightly smaller terminal loop that will improve route speed and reliability but will force five -to -ten riders to walk further to access the route. Riders living in the Irving Avenue neighborhood, including residents of the Concord Terrace and Lexington Place apartments, will be served on mid-daytrips only. Riders currently living in the western portion ofthe Pheasant Ridge neighborhood and on Sunset Street that are currentlyservedby the Westside Hospital route will be served by the proposed Route 12 Highway1. Route 12 is proposed to operate every 3o minutes during weekday peak periods and every 6o minutes during weekday off-peakperiods and Saturdays. The route is proposedto operate from 6:3o a.m. to 10:00 p.m. on weekdays and 7: oo a.m. to 7: o p. m. on Saturdays. Route 11: Rochester The current Rochester route connects downtown Iowa City with neighborhoods in northeast Iowa City and operates a large terminal loop on Amhurst Street, E Washington Street, and S 1st Avenue. Currently 25% of weekdaytimepoint stops are not on-time. The proposed Route 11 includes only one minor alignment change of moving the eastern corridor of the route from Amhurst Street to N Scott Boulevard, which is an arterial and has some higher -density uses Nelson\Nygaard Consulting Associates, Inc. 19-20 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBbL that will allow more people to use the route. Pedestrian improvements maybe necessary to facilitate safe crossings of N Scott Boulevard for riders. Route 11 is proposedto operate from 6:3o a.m. to 6:3o p.m., which will eliminate late-night service for approximately five riders that currentlyuse the North Dodge Night route, although most of these riders will be able to walk to access the proposed Route 2 Court Street. Route 11 is proposedto operate from Too a.m. to 6:3o p.m. on Saturdays, which is one fewer hour than is currently operated on the North Dodge Saturday route that serves a portion of the proposed Route 11 alignment. No changes to route frequency are recommended. Route 11 is proposedto interline with the proposed Route 13 South Gilbert at the Pentacrest Downtown Interchange. Route 12: Highway 1 The proposed Route 12 Highway 1 route is an alteredversion of the current Westwinds route. The current Westwinds route connects residential areas in the Pheasant Ridge neighborhood and along Melrose Avenue, Westwinds Drive, Mormon Trek Boulevard, E Benton Street, Sunset Street, and Westgate Street to the University of Iowa hospitals and downtown Iowa City. The proposed Route 12 serves the Pheasant Ridge neighborhoods along E Benston Street and Sunset Street but connects them to downtown via the Walmart-anchored commercial district south of Highway 6, instead of via the University of Iowa. This connection providesbetter non -commute transit mobility for residential communities servedbythis route, and also a better connection to the Walmart area for riders transferring at the Pentacrest Downtown Interchange. The previous route serving Walmartfrom the Pentacrest forced riders to make long, out-of-directiontrips to access commercial destinations. For Westwinds riders that currently use the route to access the University of Iowa hospitals, the proposed Route 10 West Iowa City and Route 8 Oakcrest will serve these trips. Although some riders on Westgate Street will no longer have front -door service via the Westwinds route, they will stillbe able to access transit within a 1/4 -mile walk Fewer than 10 riders that use the Westwinds route on Denbigh Drive will need to walk slightly more than 1/4 -mile to access the route. Route 12 is proposedto operate on weekdays from 6:3o a.m. to io:oo p.m. and on Saturdays from 7:00 a.m. to 7:00 p.m. Route 13: South Gilbert Route 13 is proposed as an alteredversion of the Westport Plaza route, which currently serves communities in south Iowa City along the Iowa River. The existing Westport Plaza route is the lowest - productivity route in the Iowa City Transit system and connects downtown Iowa City with the S Riverside Drive corridor, mobile home communities south of the Iowa CityAirport, and shopping destinations anchoredbyWalmart. The proposed Route 13 continues to serve mobilehome communities south of Iowa CityAirport, although the approximately four ridersthatboard at the Lake Ridge mobilehome community will need to walk further to access the route. Cole's Mobile Home Communitywill retain an adjacent stop, although it would be moved to the opposite side of the street. The proposed Route 13 would alsoprovide new service to Terry Trueblood Park and S Gilbert Street south of Southgate Avenue. The route would provide riders with access to Hy -Vee, although pedestrian improvements on Stevens Drive maybe necessary for this connection to be comfortable for all travelers. Nelson\Nygaard Consulting Associates, Inc. 19-21 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Riders that currently use the Westport Plaza route to access the commercial area south of Highway 6 will be able to make that trip with the proposed Route 12 Highway i, which will reduce trip times between downtown and these commercial destinations significantly over the current Westport Plaza route. Riders that currently use the Westport Plaza route to access the S Riverside Drive corridorwillbe able to make these trips using the proposed Route 12 Highway 1. Route 13 is proposed to operate 7:ooa.m. to 7:0o p.m. on weekdays and hourly from 7:3o a.m. to 7:00 p.m. on Saturdays, which represents an improvement over existing Westport Plaza span of service, which does not include Saturdays. Weekday service will operate every half-hour at peak periods and every hour during off-peak periods. Route 13 is proposed to interline with the proposed Route 11 Rochester at the Pentacrest Downtown Interchange. Eliminated Routes Night and Saturday Routes One of the primary goals of the Iowa City Transit Preferred Alternative is to improve system legibility for existing and new riders. To achieve this, all `nights and Saturday' routes are recommendedto b e eliminated in the Preferred Alternative. Most of the areas that the existing `nights and Saturday' routes serve will continue to be covered in the Preferred Alternative bythe new, all -day alignments. The Scott Boulevard/NIA Avenue alignment of the North Dodge Night route, which currently has one average weekday boarding, will no longerbe served at anytime of day. 7th Avenue The 7th Avenue route is the lowest -ridership route in the Iowa City Transit system, carrying an average of 57 average weekday passengers. The route also suffers from on-time performance issues; only 66% of weekday timepoint stops are on-time. The route operates largely as a loop, which forces many riders to travel out of direction and increases their trip times. This route is recommendedto be eliminated in the Preferred Alternative to allocate resources to places with greater need and demand. Riders using the 7th Avenue route will continue to have transit access via the Preferred Alternative 9 Towncrest and 5 Lower Muscatine/Kirkwood routes, which will operate every 3o and 20 minutes during peak hours, respectively. Some riders that currentlyboard on Sheridan Avenue will have to walk further than 1/4 of a mile to access transit service. Broadway The current Broadway route serves many of the same areas as the Lakeside, Mall, and Cross Parkroutes and suffers from on-time performance problems (only 64% of timepoint stops are on-time). To improve service legibility and more efficiently allocate resources, the Broadway route is recommendedto be eliminated. Most riders that use this route will be served bythe proposed 1 South Iowa City and 5 Lower Muscatine/Kirkwoodroutes, which will operate with3o- and2o-minutepeakperiodheadways, respectively. Approximately 22 riders living on Highland Avenue would needto walk more than 1/4 -mile to access transit service. Nelson\Nygaard Consulting Associates, Inc. 1 9-22 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Eastside Express The Eastside Express currently operates as an hourly express service, although it serves small neighborhood streets for part of its alignment, which makes it slower than typical express service. The route duplicates service providedby existing Court Hill and Rochester routes. To reduce this duplication andbetter allocate resources elsewhere in the Iowa CityTransit network, the Preferred Alternative recommends eliminating this route. Most riders living on the alignment will still have access to service on the proposed 2 Court Street and 11 Rochester routes, although some will need to walk more than 1/4 of a mile to transit, including the approximately seven average daily riders currently boarding on Huntington Drive. Cross Park The Cross Park route currently operates as a mid-day only route connecting downtown Iowa City with the Hy -Vee -anchored commercial area south of Highway 6. This route serves similar markets as the existing Lakeside and Broadway routes. The northern portion ofthe route duplicates service provided by the frequent and zero -fare CAMBUS East Campus Shuttle. To improve service legibility and better allocate resources, it is recommended that this route be eliminated. Operating a mid-day only route, in addition to daytime alignments and `nights and Saturday' alignments—all to the same area—is confusing for riders. The neighborhoods servedbythis route will continue to be servedby the proposed 1 South Iowa City and 13 South Gilbert. Melrose Express The Melrose Express is a local route (despite being called an "express" route) serving the Melrose Avenue corridor, University of Iowa hospitals, and downtown Iowa City. The route duplicates service provided by CAMBUS, as well as the Iowa CityTransit Plaen View, Westwinds, and Westside Hospital routes. The portion ofthe Melrose Express' service area that is served only by this route generates approximately 18 boardings per day. The route suffers from chronic on-time performance issues, with only 28% of timepoint stops on time. To shift resources to places with a higher level of transit demand and reduce service duplication, this route is recommended to be eliminated. Most riders will continue to be servedbythe proposed Preferred Alternative 10 West Iowa City,12 Highway 1, and 8 Oakcrest routes. Zero -fare CAMBUS service would also operate on Melrose Avenue east of Mormon Trek Boulevard. Because of this elimination, approximately 18 riders will no longer have access to fixed -route transit, although some will be able to walk to service in the Pheasant Ridge neighborhood. Nelson \Nygaard Consulting Associates, Inc. 9-23 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 10 TRANSIT INFRASTRUCTURE AND ZERO -EMISSIONS TRANSITION CONSIDERATIONS INTRODUCTION This chapter reviews best practices for select transit infrastructure elements in the context of the ICATS and makes recommendations for agency implementation, where appropriate. The document is organized into four sections: • Introduction: Introduces this chapter of the report. • Bus Stops: Reviewsbestpracticesforbus stops, with special focuses on and recommendations for bus stop signage and the Pentacrest Downtown Interchange. This section also discusses best practice in stop spacing and opportunities for optimizingbus stop locations in the existing transit network • Speed & Reliability: Reviews context -specific best practices for speed and reliability improvements, making planning -level recommendations for select portions of the transit network. • Zero -Emissions Vehicles: Discusses key considerations for the transition of a fossil fuel -based bus transit fleet to battery -electric or fuel cell -electric. Nelson\Nygaard Consulting Associates Inc. 10-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT BUS STOPS This section of the chapter reviews bestpractices in bus stop signage, making recommendations for future sign installation and replacement activities. It also discusses the current state of b us stop infrastructure at the Pentacrest Downtown Interchange, making recommendations to improve rider comfort. Stop location and optimization is also discussed. Bus Stop Signage Well-designed bus stop signage provides useful customer information while simultaneously marketing transit service. Current bus stop signage for CAMBUS, Coralville Transit, and Iowa City Transit couldbe improved to provide more information andbetter advertise the service. Existing stop signs at ICATS agency stops indude the agency name, stop ID, agency contact information, and information regarding real-time arrival information access. Iowa City Transit bus stops do not always include the routes serving the stop, and CAMBUS signs do not always include a no parking or standing notice. Stop signs for all three agencies displaythe stop ID more prominently than the names of the routes serving the stop. Figure 10-1 CAMBUS and Iowa City Transit Bus Stop Sign Designs I0WA CITY bon &US ..17),..14g C,O (319) 356 - 5151 www.bongo1org Stop 8207 1 NO PARKING ANY TI Sources: Left to right, Iowa City Transit, CAMBUS CAMBUS Red Route Hospital Via Hancher Stop 2110 Gel access la real•lime bus locaione.. Trip alarming. artd morel M�9 TME MP F Wim. F ED transit' art:'1.1:.illti. l i'•:; .i .: -"ri: :......1:!,.-li:,,!, ji... .�n.i i:i lei Nelson\Nygaard Consulting Associates Inc. 10-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Bus stop signs are the single most important and cost-effective wayto showwhere a bus operates, stops, and what destinations are served. Bus stop signs help new and p otential riders learn the system and raise the visibility of the system in the community. Recommended changes to ICATS agency stop signs are to ensure the following information is included on every sign: • Agencylogo and colors (for all agencies serving the stop). • Unique panels/stickers for each route serving the stop, with route number (if implemented) and name. • Unique stop identification number (also called "stop ID"), which canbe used to access schedule information via app or website. This information shouldbe displayedless prominently than the names and numbers of routes serving the stop. • Customer service phone number and website address. • ADA -accessible symbol indicating that buses (not necessarily the stop) are accessible. The placement of bus stop signage should be consistent for all stops. New signage shouldbe installed on a free-standing pole and placed at the far end of the stop to mark the stopping point of the bus. Signage should ideallybe installed three to five feet from the curb to maximize visibility. Displaying route -specific information on bus stop signs is key for communicating route information to potential riders. Information can be displayed directly on the sign, or on separate placards that canbe updated as route alignments change, without needing to replace the entire sign. Figure 10-2 Best Practice Single -Route Bus Stop Sign in Chicago N bus stop • Chicago (5'L ChInagn BOnN arnne s3ora a L3 a g�� Navy Plbr West to Austin Daily, early morning thru late evening Overnight (owl) service between Pulaski and Downtown (State/Washington) www.transitchicago.com 836-7DDD TDD 1312} B38.4949 Source: Marc Heiden, licensed under CC BY -SA 3.0. Nelson\Nygaard Consulting Associates Inc. 10-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT �asaw Downtown Interchange The Pentacrest downtown interchange is served by CAMBUS, Coralville Transit, and Iowa City Transit, and is the primary transit interchange for the Iowa City metropolitan area. On an average weekday when University of Iowa is in session, over 3,600 riders beginbus trips at the interchange. This chapter addresses the lack of shelters and real-time information at the Pentacrest Downtown Interchange and provides examples of context -sensitive implementations elsewhere in the United States. Shelters Despite high ridership at the Pentacrest Downtown Interchange, there are no shelters for riders. This location is one of the few—if not the only—bus interchanges in the United States with over 3,500 average weekday b oardings that does not have shelters. The recommended threshold for installing shelters in urban areas (5o to ioo boardings per day)lis well under the current boardings at the Pentacrest Downtown Interchange, and input gathered from the public, agency staff, and transit operators during the ICATS process included a clear desire from all parties for rider shelters at this location. Figure 10-3 shows riders waiting for buses on E Jefferson Street at the Pentacrest Downtown Interchange without shelter. In inclement weather, the lack of shelters likely causes some riders to shift their trip mode away from transit. It also makes transfersbetween routes at this location much less attractive to existing and potential customers. Figure 10-3 Riders Wait for Buses without Shelter at the Pentacrest Source: NelsonlNygaard 1 Transit Cooperative Research Program. 1996. Guidelines for the Location and Design of Bus Stops. <http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_19-a.pdf> p. 66 Nelson Nygaard Consulting Associates Inc. 110-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Bus shelters are available in a variety of designs with different sizes, functionality, amenities, and aesthetics. Shelters can include benches, waste receptacles, HVAC equipment, lighting, green roofs, and artwork. In a downtown transit interchange context, a series of shelters or large pergola -type structures are frequentlyimplementedto allow large numbers of riders protection from the elements. For installation in historically sensitive environments, shelters canbe customized to include design elements that are compatible with surrounding architecture. Two examples of custom shelters are in Figure 10-4. Figure 10-4 Bus Shelters in Historic Environments (leftto right: Memphis, TN and Seattle, WA) Sources: Left to right, Thomas R. Machnitzki, licensed underGNU Free Documentation License; Joe Mabel, licensed under GNU Free Documentation License Nelson\Nygaard Consulting Associates Inc. 10-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Ars -Th Real -Time Arrival Information Improved real-time arrival information was an important desired improvement for riders and non -riders that engaged in ICATS public outreach. Access to more reliable on-time information was the third -most de sired transit improvement for respondents taking the ICATS on -board survey,2 and 39% of all online Design Your Own System respondents desired real-time information at stops.3 Real-time information increases riders' impressions of reliability and can allow them to better plan their trips. For some occasional or non -riders, real-time information provides just enough extra confidence in the reliability of the service to change their behavior and encourage them to ride more often. Real-time information displays also give riders without smartphones the ability to track approachingbuses. A significant portion of survey respondents complained about the reliability ofthe Bongo real- time bus tracker application used by ICATS agencies. These responses, however, were recorded before the introduction of Transit App to the Iowa City area. Transit App is, generally speaking, a higher -quality platform for real-time transit information, with improved user interface and experience and a trip -planning feature. The introduction of this app mayhave addressed many of the survey respondents' concerns and may generally improve access to real-time transit information for smartphone users in the Iowa City area. In addition to supporting real-time bus tracking applications, many transit agencies install re al - time information equipment at high -ridership stops using kiosks, televisions/monitors, or LED tickers. Examples of real-time displays in Urbana -Champaign, Illinois, are in Figure 10-5. Figure 10-5 Real -Time Bus Arrival Information at University of Illinois Urbana -Champaign Source: Nelson \Nygaard 2 Iowa City Area Transit Study. November 2019. Survey Analysis. p. 14 3 Iowa City Area Transit Study. December 25, 2019. (CATS "Design Your Own System" Survey Results. p. 6 Nelson\Nygaard Consulting Associates Inc. 10-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Stop Spacing Optimalbus stop spacing requires a balance of customer convenience and operating efficiency. Closely spaced stops reduce the distance to and from customer origins and destinations but result in slower bus speeds andless reliable service. Stops spaced far apart result in faster, more reliable service but can significantlyincrease walking distance for riders. Bus stop spacing varies in the ICATS area and is based on several factors, including population and employment densities, sidewalk availability, travel speeds, and past rider requests. In general, stops in the ICATS area are more closely -spaced than is ideal and—on some corridors— are spaced more thantwo times as closely as is ideal. In general, the recommended stop spacing for local bus service is between 1/5 and 1/3 of a mile, or a five-minute walk. This industry standard is supported by optimization research.4 Figure 10-6 Stops Spaced Approximately 500 Feet Apart on W Benton Street Source: NelsonlNygaard In general, bus stops are recommended to be located in areas with good pedestrian access and safe crossings of nearby streets to and from major destinations. Stops are typically recommended to be located at the far side of signalized intersections. Whenpossible, bus stops shouldbe located close to the `front door' area of major destinations, without requiringbuses to deviate into driveways or p arking lots. 4 Peter Furth and Adam Rahbee, "Optimal Bus Stop Spacing Through Dynamic Programming and Geographic Modeling", Transportation Research Record 1731, Paper No. 00-0870 (2000) Nelson Nygaard Consulting Associates Inc. 110-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Pedestrian infrastructure in the stop areais an important consideration; stops shouldbe accessible via ADA -compliant sidewalks and should consider local topography and traffic patterns. Figure 1O-7 shows Iowa City Transit Stop #8117, which lacks safe pedestrian access in winter conditions. Figure 10-7 Bus Stop withoutAdequate Pedestrian Infrastructure on Oakcrest Street Source: NelsonWygaard Stop Optimization Recommendations Eliminating stops that are too close together can improve schedule reliability and bus travel speeds while minimally impacting access to the route. However, stop spacingis not the only factor involved in bus stop optimization. Each stop's potential for transit demand, as well as its location relative to other streetscape elements, amenities, and pedestrian and wheelchair access are also important factors in optimizing a network ofhigh-quality, appropriately spaced stops. Guidedbythese considerations and using the industry standard 1/5 -to 1/3 -mile bus stop spacing, a bus stop optimization program in the ICATS area could consolidate up to 187total stops. Stop optimization could also relocate up to 39 stops and add up to nine stops. Such a bus stop optimization program should also be guided by ADA accessibility requirements and should ensure that every bus stop is universally accessible. This includes—but is not limited to paved sidewalks of the appropriate width and grade, s atisfactory transit vehicle ramp deployment space, and tactile curb ramps at nearby curb cuts. This level of opportunityfor improvement to the bus stop networkis significant. Consolidating 187 of 752 total bus stops (25% of stops) in the ICATS area would improve speed and reliability of nearly every route in the system, without increasing stop spacingbeyond optimal distances, and without significant capital investment. Reducing the total of number of stopswould alsolower ICATS agencies' stop infrastructure maintenance and capital replacement costs. Nelson\Nygaard Consulting Associates Inc. 10-8 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Ars -Th SPEED & RELIABILITY This section of the chapter highlights potential infrastructure upgrades to improve the speed and reliability of ICATS agencyservice in Iowa City, focusing on transit -only lanes and signal improvements. Transit -Only Lanes Providing transit vehides with dedicated right-of-way is one of the most effective means of improving speed and reliability. Transit -dedicated right-of-wayis most appropriate in select locations where transit carries high passenger volumes and consistent delays impact hundreds or thousands of riders per day. Successful implementations of transit-onlylanes increase the total number of people moved on a road during congested periods and are a relatively low-cost strategy for decreasing travel times. Jefferson Street Eastbound The two eastbound general purpose lanes climbing the Jefferson Street hill between N Madison Street andN Clinton Street produce significant delay for transit, partially due to general purpose traffic interference and partially due to pedestrian crossings of Jefferson Street to and from Universitybuildings (Figure io-8). This location was highlighted bybus operators as problematic. Figure 10-8 Buses in Mixed Traffic Climbing the Jefferson Street Hillat the Pentacrest Source: NelsonWygaard Nelson\Nygaard Consulting Associates Inc. 10-9 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb It is recommended that a transit -only lane be considered for the southern of the two general purpose lanes to provide transit priority for buses in this congested area. A transit -only lane in this location will also reduce rider frustration, asbuses with high occupancy levels often climb the Jefferson Street hill more slowly thanwalkingpace, and within eyesight of riders' destination. A transit-onlylane in this location wouldbenefit 297 CAMBUS, 58 Coralville Transit, and 23 Iowa City Transit trips each weekday. At peak hours, this transit-onlylane would serve a bus every one to two minutes. It is likely that waiting times for general purpose traffic at the pedestrian crossing would increase with this treatment, but prioritizing transit will move more people faster through this area. Newton Road Newton Road, between S Riverside Drive and Elliott Drive, was alsoidentifiedby agency staff and bus operators as an area with significant transit vehicle delay, particularly during peak commute periods. Future University of Iowa campus planning efforts are recommendedto study limiting general purpose traffic through -access on Newton Road. These restrictions would dramatically improve the speed and reliability of the 286 CAMBUS, 68 Coralville Transit, and 88 Iowa City Transit weekday bus trips that currently use this road. Nelson\Nygaard Consulting Associates Inc. 110-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Signal and Intersection Improvements There are several locations in the ICATS area where changes to signalization could improve bus flows with minimal impacts to other users. Each of these options shouldbe studied further to confirm feasibility and more accurately quantify b enefits. Pentacrest Downtown Interchange General purpose vehicle and pedestrian traffic on roadways adjacent to the Pentacrest Downtown Interchange contribute significant delayto transit. Many transit trips serving the Pentacrest circumnavigate the Old Capitol megablock in the clockwise direction and incur the greatest delay when making right turns through high volumes of pedestrians in the E Jefferson Street, Clinton Street, and E Washington Street crosswalks. Duringperiods of high pedestrian volume, only one or two buses can make a right turn per signal phase, as pedestrians continue to enter the intersection during the flashing "don'twalk" phase. To safely move more transit riders through these high-volume pedestrian crossings, many communitiesbalancing pedestrian mobility and vehicular turning movements shorten conflicting pedestrian crossing "walk" times and add right -turn arrows to signals. In this type of signalization (technically called a lagging protected right turn phase), the pedestrian signal shows "Don't Walk," thus allowing right -turning vehicles to turn without pedestrian conflict. This improves pedestrian safetybyreducing conflicts and reduces delayto turning vehicles. Figure io-9 shows this type of signal improvement in Seattle, WA. Figure 10-9 Lagging Protected RightTurn Phase in Seattle, WA Source: Nelson\Nygaard Nelson\Nygaard Consulting Associates Inc. 110-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i ink This lagging protected right turn phase approach could improve pedestrian safety and reduce vehicle delay at the following intersections, where 295 CAMBUS, 58 Coralville Transit, and 127 Iowa City Transit trips operate eachweekday: 1. E Jefferson Street eastbound, turning on to N Clinton Street 2. S Clinton Street southbound, turning on to E Washington Street 3. E Washington Street eastbound, turning on to S Clinton Street These three locations are shown as orange circles in Figure 10-10. Figure 10-10 Pentacrest Downtown Interchange Potential Signal Improvement Locations Source: Nearmap Nelson\Nygaard Consulting Associates Inc. 110-12 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Hawkins Road The Hawkins Road corridorbetween Elliott Drive and Highway 6 was also identified by agency staff, riders, andbus operators as an area of severe transit delay, particularly northbound in the p.m. peak. Implementing a transitvehicle queue jump in the northbound direction on this roadway would likely produce significant savings for the 79 CAMBUS and 68 Coralville Transit weekday trips that currently conduct this turning movement in service. A commonly applied transit p riority tre atment for this type of delayis the queuejump, which dedicates one lane approaching an intersection for transitvehides, allowing them to advance to the front of a general purpose queue. This is typically implemented with an exdusive signal phase or leading interval for transitvehides. A likely application of a queue jump to Hawkins Road at Highway 6 would involve rechannelization of Hawkins Road in both directions, converting the current northbound right -turn lane to transit -only, and extending it to Finkbine Commuter Drive. This lane addition may require widening the right-of-way or repurposing an eastbound lane, and would require changes in signalization at Highway 6 to allowtransitvehicles to access Highway 6's two receiving lanes without conflict. Figure io-ii identifies the general area of Hawkins Road that is re commended for further analysis of northbound queue jump lane placement. Figure 10-11 Hawkins Road at Highway 6 Potential QueueJump Source: Nearmap Nelson\Nygaard Consulting Associates Inc. 110-13 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ZERO -EMISSIONS VEHICLES This section of the chapter highlights the most important considerations for a transit agency considering converting fossil fuel -powered ve hicles to battery -electric or fuel cell -electric alternatives. Key findings are: • For b attery-electricb uses (BEBs), the type/number of vehicles and charging logistics are the primary considerations whenbuilding or upgrading a maintenance facility/bus depot. • Maintenance facilities currently serving dieselbuses should re main useful for BEB maintenance. As BEB technology matures, the reductionin BEB maintenance needs should free capacity in maintenance facilities. • Handling, storage, and replacement ofbatteries is likely to have minor impacts on maintenance facilities. As greater numbers of BEB batteries in North America reach their midlife replacement date, more robust data on this subjectwill become available. • Hydrogen fueling impacts the design of b ase facilities for fuel cell -electric buses (FCEBs). Even in small-scale applications, transit agencies must at least install storage tanks, compressors, and dispensers for a few buses. • Alarge FCEB fleet will require a hydrogen generation facility, likelyusingmethane reforming or water electrolysis. • Because hydrogen is highly flammable, FCEB base operation involves regulations requiring leak sensors/alarms, fire extinguishing equipment, and other infrastructure construction guidelines. • FCEB bases require larger footprints to accommodate equipment and meet regulations. Nelson\Nygaard Consulting Associates Inc. 10-14 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Battery -Electric Buses (BEB) Battery-electricbuses (B EBs) use an electric motor and electricity stored in anon boardbattery pack. BEBs eliminate tailpipe emissions and are entirelyzero-emissionswhen renewable energy sources (such as windpower) generate their electricity. Typically, BEBs are more energy-efficient than dieselbuses, and have lower per -mile maintenance costs. Electric motors are more efficient than diesel internal combustion engines because they do notlose energy throughheat dissipation, and require less maintenance because they have fewer moving p arts. Figure 10-12 summarizes major differences between BEB and diesel bus maintenance.5 In general, maintenance components in the `Other' category will not change in a transition to BEBs. Everyday activities, such as washes, tire inspection, and lighting testswillbe the same. Checking suspension, steering, axles, and HVAC will use most of the same tools and equipment. Facilities at a depot for welding and sheet metalwork will still support cab, frame, andbody maintenance and repair. In the `Brakes' category, a regenerative system will likely reduce brake pad wear and extend their scheduled replacement. Although regenerative brakeswill require more maintenance than traditional brakes, it is unlikely significant facility changes are needed to accommodate this work. Some adjustments to maintenance facilities to service BEB propulsion system are expected. Although service of electricmotor, transmission, and other elementswill require staff training, only marginal facility adjustments are likely. Often, BEB manufacturers will assign a technicianto work under warranty at a BEBbase.6 The BEB elements most likely to affect maintenance facility planning are managing battery pack capacity and installing charging infrastructure. Planned charging, parking, and shifting ofbuses inside a depot is a critical consideration for building or adapting a BEB transit base. Instead of fueling (generally at an on-site diesel station) andthen parking diesel buses, BEBs must eitherbe charged for a long period of time while parked, or charged quickly and then driven to a parking location. Selection of one of these charging methods will impact base design, particularly yard or indoor bus storage space. If BEBs are to be charged for a long period of time using depot chargers, additional space will be required. If BEBs are to be rapidly charged andthen movedto a parking stall, additional laborwillbe required. Handling batteriesand high-voltage electricalcableswillrequiremaintenancefacilitiestomeet special fire protection construction standards establishedbythe National Fire Protection Association (NFPA).7 Battery storage and charging locations shouldbe well ventilated to quickly evacuate gases released during charging, and facilities may need to upgrade smoke andheat detectors near charging areas, and/or install automatic shut -offs for chargers that may overheat. 5 BEB evaluations reviewed in this memo used these maintenance categories to highlight differences with diesel buses. Each category may contain preventive/scheduled maintenance, unscheduled maintenance, and other repairs. 6 Zero -Emission Bus Evaluation Results: King County Metro Battery Electric Buses. (2018). Federal Transit Administration. 7 Tracking Costs of Alternatively Fueled Buses in Florida. (2013). National Center for Transit Research, University of Florida. Nelson\Nygaard Consulting Associates Inc. 1 10-15 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Lia Figure 10-12 Primary Differences in Maintenance between Diesel Busesand BEBs bySystem Category Category Components BEB Differencesys. Diesel Buses erall Impact on Maintenance Propulsion System • Exhaust • Engine • Air intake system • Cooling system • Transmission • BEB propulsion is simpler than internal combustion engines • BEB motors do not require air intake and exhaust • BEB motors do not need motor oil and oil filters • Reduced scheduled maintenance to change oil and filters • As electric technology matures, unscheduled repairs should also decrease in frequency • Battery pack • BEBs must have a battery pack on board • Because battery capacity degrades over time, a mid- life battery replacement is required • Day-to-day operations require battery state -of -charge management • Increased scheduled maintenance, particularly at bus mid-life for battery replacement • Increased maintenance of systems tracking battery state -of -charge • Fueling/Charging • Charging BEBs requires more time than diesel fueling • More depot chargers are required than diesel pumps • Increase maintenance (charging infrastructure is the most significant factor) Brakes • Brake pads • Brake relines • No significant difference in general braking components • Reduced scheduled maintenance • Less wear -and -tear, due to regenerative braking • Brake regenerative system • When BEBs brake/decelerate, the motor reverses its field and generates electricity, which is stored in the battery • Increased maintenance of regenerative system ■ Extended life cycle of braking components Other • Cab and body • Frame, steering, and suspension • Heating, ventilation, and air conditioning (HVAC) • Lighting • Axles, wheels, and driveshaft • Tires • Most of these components are common to BEBs and diesel buses • No major change expected to maintenanceof these components Sources: California Air Resources Board. (2016) Literature Review on Transit Bus Maintenance Cost. Analysis of Electric Drive Technologies for Transit Applications. (2005) U.S. DOT. Nelson\Nygaard Consulting Associates Inc.110-16 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb In cold weather, indoor vehicle storage maybe needed to preserve BEB battery charge. Even in temperatures above freezing, warming the inside of the bus at the start of service can take a considerable toll on battery energy, which limits vehicle range.8 Recent research from AAA shows that using the HVAC system to heat the inside of an electric vehicle from 20°F to passenger -ready temperature reduces the driving range by 41% of nameplate estimates. To reduce the impacts of onboard heater energy consumption, many agencies operating BEBs in cold -weather climates have installed supplemental fossilfuel-poweredheaters. As transit agencies start moving from small-scale BEB implementations to medium- and large- s cale deployments, they will require upgrades to the power infrastructure at their operating bases. Southeastern Pennsylvania Transportation Authority (SEPTA), for example, installed a two - megawatt substation at their maintenance facility to support the energy demands of its 25-BEB fleet. It is common for BEBs to have components mounted on the roof of the bus, including the battery pack, HVAC equipment, and charging terminals or pantograph (in the case of overhead charging buses). Because of this, transit agencies should ensure they have appropriate lift and fall protection equipment for safe maintenance. 8 New MBTA Bus Maintenance Facilities & Evolving Battery Electric Bus Technology. (201 9). A Better City. Nelson\Nygaard Consulting Associates, Inc. 110-17 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�& jah Charging Infrastructure BEBs use three primary charging systems: plug-in charging, overhead inverted pantograph charging, and wireless induction charging. Of these three, onlyplug-in and inverted pantograph chargers are in widespread use. A summary table for each charger type, with pros and cons and images of each charger type, is in Figure 10-13. Figure 10-14 includes pictures of each charger type. Figure 10-13 Charging InfrastructureSummary Table Charger Type Pros Cons • Typically costs more than other options • Can charge buses on route • Requires substantial supportive infrastructure Inverted • Can charge buses faster • Can incur demand charges Pantograph • Can provide buses with functionally unlimited range Siting can be difficult • Can restrict route adjustments • Typically lower cost than other options • Must be manually plugged in Plug-in • Can charge more slowly to avoid • Typically cannot charge vehicles on -route demand charges • Typically slower than other chargers • Can charge buses on -route • Slightly less efficient than conductive charging ■ Relatively small footprint • Typically higher cost than other options Wireless Induction • Siting can be easier than other • Requires substantial supportive infrastructure options • Can incur demand charges • Very few moving parts • Can restrict route adjustments Figure 10-14 BEB Charging Methods Left to right: Plug-in charger, overhead inverted pantograph charger, and wireless induction charger. Source: Nelson\ygaard Nelson Nygaard Consulting Associates, Inc. 110-18 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Charger Types Plug-in chargers are typically used in a depot or base setting. Drivers or mechanics must manually plug the charger in to the bus to charge batteries. The primary advantages of plug-in chargers are that they are relatively inexpensive and can be networked and programmed to manage charging costs. The primary disadvantages of the system are that they charge vehicles more slowly so require more time (multiple hours or an overnight period) and must be manually plugged into and removed from the vehicle. Overhead inverted pantograph chargers are used in both depot and on -route contexts, where they automatically extend and retract from an overhead system, making contact with a receiver on the roof of the bus for the conductive charging process (this can be as short a time period as a fewminutes). This apparatus is closely related to the pantographs that have been used on trolleybuses, electric streetcars, andhigh-speed rail for decades, meaning that many aspects of the technology have fully matured. Inverted pantographs may ormaynot require workers to charge the vehicles, depending on base infrastructure. These chargers canbe used at transit maintenance or storage facilities to charge BEBs whenthey are out of service, and in an on-line context to `top up' batteries and extend a vehicle's range. Becausebuses can charge more frequently throughout the day, BEBs using this type of charging usuallyhave smallerb attery packs (s mailer b atteries are lower cost, helping to offset the higher cost of overhead chargers). To be effective, this type of connection typically requires fast chargers that can deliver 175 kW of power or more, but at this rate a large number of buses charging simultaneously might require the installation of an electric substation at the depot. The main advantage of overhead charging is that it allows BEBs to be deployed in a similar fashion to conventional dies elbuses. The main disadvantage is cost; overhead charging systems are expensive and high -s peed charging requires highvoltagepower,which can incur higher costs (especially duringpeakperiods). Induction chargers are a relatively new technology thatwirelesslytransmit electricityfrom a charger embedded in the ground to receivers on the bottom of a BEB. These chargers have few moving parts, which may drastically reduce their operating and maintenance costs. They also typically have fewer visual impacts. Early implementations of these chargers have been in layover zones. The cost to purchase and install these charging systems ranges dramatically, depending on power or wattage of the charger, amount of electrical infrastructure required, general site conditions, and the extent to which indirect services and costs are required (e.g., consulting, engineering, and design). Figure 10-15 shows an approximate range of costs for each primary charger type, based on U.S. transit agency implementations. Nelson \Nygaard Consulting Associates, Inc. 10-19 IOWA CITY AREA TRANSIT STUDYDY1 FINAL REPORT �asaw� Figure 10-15 Charging Infrastructure Element Approximate Cost Range Wireless Induction Inverted Pantograph Plug -In $0 $200,000 $400,000 $600,000 $800,000 $1,000,000 Sources: Various project engineering cost estimates, agency budgets, press releases, and agency interviews. Note: Most costs in above cost ranges are fully instaled but plug-in charger maximum and inverted pantograph minimum are unitonly. Additional potential costs that maybe incorporated into a BEB charging system are in Figure io-i6. These costs vary dramatically, depending on the site chosen, charging needs, quantity of chargers installed, power of the chargers, quality of the goods and services, and labor market. Equipment and supportive infrastructure will influence maintenance facility configuration. Figure 10-16 Charging Infrastructure CostVariables Equipment Supportive Infrastructure Labor Transformers Foundations Architecture Switchgear Gantries Electrical engineering Power units Cable trays Consulting Charging units Cabling Environmental engineering Energy storage Lighting General contracting Grounding Subcontracting Ductwork Administrative Source: Foothill Transit, 2019. In Depot Charging and Planning Study. Nelson\Nygaard Consulting Associates, Inc.110-20 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Fuel Cell -Electric Buses (FCEBs) Fuel -cell electric buses (FCEBs)likeBEBs—arepropelledbyanelectricmotor.Thedifference between a FCEB and a BEB, however, is that FCEBs generate on -board power using hydrogen and a fuel cell. In other words, they do not need charging. The only tailpipe emission producedbythis process is water vapor; ifthehydrogen consumed by a FCEB is produced using renewable energy, then the upstream emissions are close to zero. FCEBs are still in development; only a handful of transit agencies are testing a small number of buses. Since FCEBs have a similar electric -drive architecture to BEBs, the maintenance analysis presented in the BEB section above is also applicable to FCEBs, with the exceptions of the b attery pack and charging infrastructure. FCEBs only need a smallbatterypackto store energy for the immediate use of the motor and auxiliary systems. As an FCEB operates, its batterywill continuously obtain electricity from the fuel cell. In turn, the fuel cell can generate electricity as long as there is hydrogen, just as a conventionalbus runs as long as there is diesel in the tank. The implications of this difference are important. Because fueling buses with hydrogen can be as fast as with diesel, the disadvantages oflengthy electric charging periods (e.g., with BEBs) can also be eliminated, induding the need to build charging infrastructure and optimize bus movements inside the depot. However, procuring hydrogen is challenging, and its production is energy -intensive. It also requires special handling and safety measures, given its high flammability and lighter-than-airweight. Because of this, transit agencies pursuing an FCEB fleet will need to invest considerable effort in buildinga hydrogen fueling station and adjusting maintenance facilities to applicable regulations. The alternatives for hydrogen delivery/generation available to transit agencies are:9 • Liquid or gaseous hydrogen delivery: The hydrogen is generated at an off-site location (usuallyby an industrial gas firm) and deliveredbytruck to the transit agency's fueling facility. Hydrogen can be delivered in a liquid state and stored on-site cryogenically. It can alsobe transported in a gaseous form and put into on-site pressure tanks. • On-site reformation of methane: accounts for 95% of hydrogen production in the U.S. This process uses natural gas, to water, and extreme heat to separate hydrogen from carbon in the natural gas. This process can be used at a smaller scale to produce hydrogen from pipeline natural gas at the fueling facility. • Pipeline delivery of hydrogen: less common than vehicular hydrogen delivery or on - sit e generation, hydrogen is distributed through approximately'700 miles of hydrogen pipelines in the U.S. This mode is limited bythe high cost and the need for fueling facilities to be near a pipeline. ■ On-site electrolysis of water: this produces hydrog en by applying an electric current to water and splitting the oxygen from the hydrogen. This process requires water purification equipment and consumes high levels of electricity. 9 Sokolsky, Steven, Jasna Tomic, and Jean -Baptiste Gallo. "Best practices in hydrogen fueling and maintenance facilities for transit agencies." World Electric Vehicle Journal 8, no. 2 (2016): 553-556. 10 Natural gas is mainly composed of methane (carbon and hydrogen). Nelson\Nygaard Consulting Associates, Inc.110-21 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT • Mobile fueler: these portable stations are relatively easy to move and feature on -board fuel storage in need of periodic replenishment. Because they incorporate both storage and dispensing capabilities into one unit, a mobile fueler is a solution for smaller fleets. Given that most transit agencies are onlytesting a few FCEBs, the most common method for procuring hydrogen is liquid delivery. If transit agencies are interested in deploying FCEBs on a larger scale, it will likelybe necessary to construct a fueling station using reformation of methane or water electrolysis. Figure 10-17 shows the fueling characteristics of transit agencies currently testing FCEBs. Figure 10-17 Select FCEB Fleet Fueling Station Characteristics Transit agency Hydrogen source Station dispensing capacity (kg/day) FCEBs in fleet Public use available Station capital cost AC Transit (Bay Area, CA) Liquid Delivery* 600 12 Yes $10 million SunLine (Riverside, CA) Natural Gas Reformer 216 5 Planned $750,000** VTA (Santa Clara, CA) Liquid Delivery Not reported 3 No $640,000 SARTA (Canton, OH) Liquid Delivery 300 11 Planned $2.2 million CMRTA (Columbia, SC) Gaseous Delivery 120 1 Yes Not reported Sources: Calstart (2016) Best practices in hydrogen fueling and maintenance facilities for transit agencies. MassDOT (2017) Zero -Emission Transit Bus and Refueling Technobgies and Deployment Status. Sunline Transit Agency. https:/lwww.sunline.org/hydrogen-cng-construction-project, Notes: * AC transit also has an on-site electrolyzer with acapacity of 65kg/day. This production is only available for light-duty vehicles. ** SunLine is building a large electrolyzer that will be open to the public. Estimated cost is approximately $5 million. After selecting a fueling station type, most transit facility conversion efforts are focused on reducing the risk of fire and explosion. Hydrogen stations must meet the minimum separation distance requirements setbythe Hydrogen Te chnologies Code (NFPA 2). The separation distances depend on the pressure of the stored hydrogen and the size of the equipment's tubing. Figure io-i8 shows an example of required clearance for a compressor, storage, and dispenser. Nelson\Nygaard Consulting Associates, Inc.110-22 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT driBb Figure 10-18 Minimum Separation Distances Guidelinesfor Hydrogen Stations (NFPA2) Dispenser • 3 ft Radius No storage containers 10ft Radius None of the following allowed: - Public street or sidewalk Buildings Lot lines Railroad track Compressor and Gaseous Storage 29 ft Radius Group 1 Exposures: - Lot lines (must be station property) - Building doors or windows - Air intakes (HVAC, air compressors) - Ignition sources {open Flames) Electric Classification: - Class 1, Div 1 for 3 ft radius around any vents - Class 1, Div 2 for 15 ft around any storage equipment 13 ft' dius Group 2 and 3 Exposures: - Buildings Unauthorized entrants Unclassified electrical equipment Overhead power lines Parked cars Combustible waste Source: Calstart (2016) Best practices in hydrogen fueling and maintenance facilities for transit agencies. This example is based on a 3,000 - 7.000 pound -force per square inch (PSGI) hydrogen system and 0.288 inches of tubing diameter. The NFPA 2 also sets requirements to minimize the risk of explosion in vehicle repair garages, as follows: • Defueling is required for all work on the fuel system. Also, welding or open flame work cannot occur within i8 inches of the bus' hydrogen tanks. • A gas detection system must b e installed that activates the following if hydrogen levels exceed 25% of the lower flammability limit: - Initiation of audible andvisual signals - Deactivation of heating systems - Activation of the exhaust system • Facilities must remove all open -flame heaters or heating equipment with a temperature over 750°F in areas subject to ignitable concentrations of gas. Nelson \Nygaard Consulting Associates, Inc. 10-23 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT 11 VISION FOR TRANSIT INTRODUCTION The Preferred Alternative developed as part of the Iowa CityAreaTransit Study (ICATS)will improve publictransit service in the Iowa City area but is fiscally constrained and does not propose manyofthe service improvements that the community voiced support for during the ICATS outreach process. The outreach process uncovered significant public support for expansions of and improvements to service that would require additional resources, b oth in terms of operating funds and one-time or ongoing capital expenditures. This chapter summarizes the unfunded transit improvements that the community expressed support for and makes planninglevelestimatesofrequiredoperatingandcapitalcosts.These improvements are collectively referred to as the Iowa City area "Vision for Transit". THE VISION FOR TRANSIT The ICATS Vision for Transit is b ased on public feedback and is not cost -constrained. The Vision for Transit imagines a transit system that connects most parts of the Iowa City area, operates frequently, and serves riders early in the morning and late at night. The Vision for Transit imagines a transit system that is free to Iowa City Transit riders and includes on -demand service for people living in lower -ridership neighborhoods. Figure 11-1 summarizes these improvements. Annual operating costs and capital costs are estimated using 2020 dollars and should b e considered planning estimates. None of the estimated capital or operating costs assume matching federal or local grants. Cost estimates for heavy-duty transit vehicles are assumed forbattery-electricvehides. A more detailed description of the Vision for Transit improvements follows Figure 11-1. Nelson\Nygaard Consulting Associates, Inc. 111-1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure 11-1 Vision for Transit Summary Table Improvement Description Coralville Transit Annual Operating One -Time Costs Capital Costs Iowa City Transit I Total Annual Annual Operating One -Time Operating One -Time Costs Capital Costs Costs Capital Costs Zero -Fare Iowa City Transit Service Zero -fare service on Iowa City Transit fixed -route and- demand -respond services. - $2,300,000 $4,900,000 $2,300,000 $4,900,000 15 Minute Service on Multiple Corridors Bus routes with 15 -minute frequency on two major corridors in Coralville and nine major corridors in Iowa City and University Heights. $1,700,000 $4,000,000 $3,800,000 $11,000,000 $5,500,000 $15,000,000 Sunday Service Hourly Sunday service from 6:00 a.m. to midnight on Coralville Transit and Iowa City Transit routes in the Preferred Alternative. $320,000 - $1,170,000 - $1,490,000 - Improved Saturday Service All -day Saturday service on Coralville Transit routes in the Preferred Alternative. Saturday service from 7:00 p.m. to midnight on Iowa City Transit routes in the Preferred Alternative. $200,000 $260,000 $460,000 - Late -Night Weekday Service Service until midnight on Coralville Transit and Iowa City Transit routes in the Preferred Alternative. $300,000 $540,000 $840,000 On -Demand Night OM Service Subsidized ride -hail trips during late night periods near- Coralville Transit and Iowa City Transit fixed routes. - $130,000 $130,000 On -Demand Service n Low -Density Neighborhoods Subsidized ride -hail trips to places outside the fixed - route service area but within Coralville, Iowa City, and University Heights city limits. -- $560,000 - $560,000 - A New Crosstown Route A new crosstown Iowa City Transit fixed route operating with 30 -minute headways on weekdays from 6:00 a.m. to midnight and weekends from 7:00 a.m. to midnight. - - $1,300,000 $2,000,000 $1,300,000 $2,000,000 A New South Iowa City Route A new route to south Iowa City that serves growing neighborhoods off Sycamore Street and helps provide more frequent service on the S Gilbert Street corridor.- This route would have 30 -minute peak hour headways and operate from 6:30 a.m. to 10:00 p.m. on weekdays and 7:00 a.m. to 7:00 p.m. on weekends. - $600,000 $1,000,000 $600,000 $1,000,000 Total $2,520,000 $4,000,000 $10,660,000 $18,900,000 $13,180,000 $22,900,000 Note: Heavy-duty transit bus costs assume battery -electric buses are purchased. Nelson \ Nygaard Consulting Associates, Inc.111-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Afitb ELEMENTS OF THE VISION FOR TRANSIT Free to all users! Fare -Free Iowa City Transit Service Fare -free service is an increasingly common fare model in the United States. Small- to medium-sized cities such as Chapel Hill, NC; Corvallis, OR; Missoula, MT; and Olympia, WA now operate with zero fares paidbyriders. Communities that have switched to fare -free service have seen ridership increase bybetween 4o% and 6o%. Operating fare -free is one of the most cost-effective ways Iowa City Transit could contribute to achieving its goal of doubling ridership in the next 10 years. The cost estimates for fare -free service on Iowa City Transit's demand -response and fixed -route services are from the ICATS Fare Study Report, which is included as Appendix D in this report. The additional annual operating cost is estimated to be approximately $1,4o2, 000 for fixed -route service and $872, 000 for demand -response service. The one-time capital costs for newvehides to support zero -fare service is estimated to be $4,000,000 forbattery-electricfixed-route vehicles and $900,000for demand-responsevehicles. OAKCREST , bus every 15 mins 15 -minute service on multiple corridors 15 -Minute Service on Multiple Corridors Improving frequency means providing transit that comes more often. More frequent service is more convenient, thereby attracting and retaining more riders. Currently, most bus routes in the Iowa City area operatewithheadways greater than 15 minutes, reducing the attractiveness of the service. Many routes in the Iowa City area operate hourly at off-peak periods, which does not attract many discretionary riders. Frequent service corridors in the Iowa City area would provide service every 15 minutes on weekdays at peak hours and 3o minutes at off-peakhours. If these corridors operated every 15 -minutes, approximately 65% of all Coralville and Iowa City residents wouldbe within a 1/2 -mile walk of 15 -minute service. This service is estimated to cost Coralville Transit and Iowa City Transit $5,500, 000 peryear in operating costs and $15,000, 000 in one-time capital costs, which wouldbe used to pay for new battery -electric vehicles that would be neededto provide frequentservice. Figure 11-2 Cost Estimates by Agency for 15 -Minute Service on Multiple Corridors Agency Annual Operating Costs One -Time Capital Costs Coralville Transit $1,700,000 $4,000,000 Iowa City Transit Total $3,800,000 $5,500,000 $11,000,000 $15,000,000 Nelson\Nygaard Consulting Associates, Inc.111-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT The cost estimates in the Vision for Transit assume the following corridors operate with 15 - minute headways for two threehourpeakperiodseachweekday,andeverY30 minutes for seven weekday off-peakhours. Coralville Corridors: • Downtown Iowa City/Iowa River Landing • Downtown Iowa City/5th Street/Coral Ridge Mall Iowa City Corridors: • N Dubuque Street • Westwinds Drive/MelroseAvenue/downtown Iowa City • Westside Drive/Highway 6/downtown Iowa City • E Court Street • E Jefferson Street/E Market Street between downtown Iowa City and N Dodge Street • Oakcrestroute • South Iowa City/downtown Iowa City • Lower Muscatine/Kirkwood route • Towncrest route Note: "fl in the above bullet points indicates separate portions of the same corridor. E.g., "Downtown Iowa City/Iowa River Landing" indicates the corridor extends from downtown Iowa City to Iowa River Landing. Sunday Service Adding Sundayservice is a popular desired service improvement in Iowa City and Coralville. Although CAMBUS already operates Sunday service, its routes are primarily limited to the University of Iowa campus. Adding Sundayservice to Coralville Transit and Iowa City Transit would provide mobilityfor people without other travel options and would allow m ore people to shop, work, recreate, and attend some religious services without using personal vehicles. The Vision for Transit estimates that Sunday service would cost $1,490,000 per year in operating costs. These costs would fund all -day hourly Coralville Transit service from 6:oo a.m. to midnight, and all -day Sunday hourly Iowa City Transit service from 8:0o a.m. to midnight. These costs are estimated for the Preferred Alternative alignments and include ADA paratransit. Sunday service ....... ....... .. .... Figure 11-3 Cost Estimates by Agency for Sunday Service Agency Annual Operating Costs One -Time Capital Costs Coralville Transit $320,000 Iowa City Transit $1,170,000 Total $1,490,000 Nelson\Nygaard Consulting Associates, Inc. 111-4 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Improved Saturday Service Current Saturday service on Coralville Transit and Iowa City Transit routes ends in the early evening, meaning later - night trips are not possible by public transit. Expanding Saturday service hours later in the evening will help serve workers with late shifts, people eating out, and other people that need to make late-night trips. Expanding Saturday service was a common theme uncovered in ICATS public outreach. The Vision for Transit estimates operating Coralville Transit with hourly headways from Too a.m. to midnight on Saturdays would cost approximately $200,000 peryear and operating Iowa City Transit routes with hourlyheadways until midnight would cost $200, 00o peryear. ComplementaryADAparatransit is estimated to cost $6o,000 a year and is included in Iowa City Transit operating costs in Figure 11-4. Figure 11-4 Cost Estimates by Agency for Improved Saturday Service Agency Annual Operating Costs One -Time Capital Costs Coralville Transit Iowa City Transit $200,000 $260,000 Total $460,000 Later evening service Late -Night Weekday Service Extending public transit's span of service later into the evening was a common theme in feedback received during ICATS outreach. Late-night service will help Coralville Transit and Iowa City Transit serve people working different types ofjobs, tap into new markets, and provide mobility for non -commute trips. It will alsogive customers the ability to utilize transit fornon-workevening purposes. The current span of service providedby Coralville Transit and Iowa City Transit is oriented to serve peak -hour commute trips and does not support all employment types and potential trip markets. There is public support for improving span of service. During the ICATS community outreach process, adding weekday evening service was among the top community priorities. Nelson \Nygaard Consulting Associates, Inc. 11-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT The ICATS Vision for Transit estimates that late-night weekday service would cost approximately $840,000 in annual operating costs. This estimate assumes all Coralville Transit and Iowa City Transit routes operate until midnight each weeknight (except Route 3 Eastside Loop and Route 22 North Liberty, which would remain peak -only routes). This estimate is based on the ICATS Preferred Alternative and indudes complementaryADAparatransit costs. Figure 11-5 Cost Estimates by Agency for Late -Night Weekday Service Agency Annual Operating Costs One -Time Capital Costs Coralville Transit $300,000 Iowa City Transit $540,000 Total $840,000 On -Demand Night Owl Service Providing late-night on -demand service was a common theme in the feedback received during ICATS public outreach. Iowa City area residents understood that providing fixed -route transit after midnight would be expensive andlikely see few riders but still desired a way to travel at this time without using personal vehides. For many shift workers without access to a vehicle, on - demand night owl service would allow them to commute either to or from workwhenfixed-route publictransit does not operate. The Vision for Transit estimates an on -demand night owl service would cost approximately $13o, 000 peryear andwouldbe available only in Iowa City and University Heights, and financially supportedby Iowa City Transit. This assumes trips are provided by a private ride -hail service such as a taxi, Uber, or Lyft vehicle, and the chosen provider would have anADA- accessible vehicle. The estimate assumes a transit agency subsidy of $7.00 per trip and an average of 50 trips per day. On -demand service to lower -density areas On -Demand Service in Low -Density Neighborhoods Many parts of Iowa City are low density and will not support efficient fixed -route transit service. Residents of these communities still desire publictransit service and feedback during the outreach ICATS process revealed there is community support for an on -demand transit service in these areas. The Vision for Transit estimates on -demand service in low-density neighborhoods within the City of Iowa City borders would cost approximately $ 56o,000 peryear and b e supportedby Iowa City Transit. This assumes trips are provided by a private ride -hail service such as a taxi, Uber, or Lyft vehicle, and the chosen provider would have an ADA -accessible vehicle. The estimate assumes a transit agency subsidy of $7.00 per trip and an average of 200 trips per day, as well as $5o,00o in annual administrative costs. Nelson \Nygaard Consulting Associates, Inc. 11-6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT A New Crosstown Route Many comments received during the ICATS public outreach process described riders' frustration with needing to transfer to make cross-town trips, p articularlyb etwe en west and east Iowa City. A crosstownbus route that does not stop at the Pentacrest Downtown Interchange would allow these riders to make trips without traveling through the congested Pentacrest area and without transferring from one bus route to another. The Vision for Transit does not propose a specific alignment for a new crosstownbus route. Options could include service along Highway 1, Scott Boulevard, ist Avenue in Iowa City, and Mormon Trek Boulevard/ist Avenue. The vision includes the estimated required operating and one-time capital costs for Iowa City Transit to operate one such route. These estimates assume this route would operate at 30 -minute headways on every day of the week, with service from 6:00 a.m. to midnight on weekdays and Too a.m. to midnight on weekends. This service would cost approximately $1,300, 000 in annual operating costs and would require two new battery -electric transit vehicles, which are estimated to cost $2,00o,000in total. A New South Iowa City Route The ICATS outreach process uncovered public supportfor a new Iowa City Transit fixed route serving the furthest south areas of Iowa Citythathave seen greenfield development in recent years. Such a route would p rovide residents of this neighborhood access to shopping at the Hy - Vee and other businesses on Highway 6, the S Gilbert Street corridor, and downtown Iowa City, where they could transfe r to other Iowa City Transit, CAMBUS, and Coralville Transit routes. This route would travel bi-directionally on the Sycamore Street corridor south of Burns Avenue and couldbe called `Route 14 Sycamore'. Specific streets served by Route 14 include Washington Street, Gilbert Street, Highway 6, Boyrum Street, Southgate Avenue, KeokukStreet, Sandusky Drive, Taylor Drive, Burns Avenue, Sycamore Street, Langenberg Avenue (or McCollister Boulevard, when the extension is open), S Riverside Drive, and Old Highway 218. The new South Iowa City Route would operate in conjunctionwith Route 2 South Iowa City to provide a bus every 15 minutes on weekdays between the Sycamore Street area and downtown Iowa City. This would support high -need neighborhoods and provide cap acityfor projected residential growth. The Vision for Transit Route 14 Sycamore route is estimated to cost $600,000 in operating costs and would require one additionalbattery-electric vehicle at a total one-time cost of $1,000,000. It is assumed this route would replace the Preferred Alternative Route 13 South Gilbert and would also serve Terry Trueblood Park and Cole's mobile home community. It is assumed this route would operate every 3o minutes during peak periods and the mid-dayperiod, and every 6o minutes during late evening and Saturday service. Nelson \Nygaard Consulting Associates, Inc. 11-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT .�fi�i COSTS ESTIMATES BY AGENCY Vision for Transit projects are imagined as primarily built and operatedby Coralville Transit and Iowa City Transit. The financial resources needed for these projects, however, are not shared equallybetweenthe agencies, as significantly more future transit service is planned for the larger, more populous Iowa City. Figure 11-6 is based on the element -level agency splits included above and shows the total estimated one-time capital and annual operating costs for the Vision for Transit by agency. Figure 11-6 Vision for Transit One -Time Capital and Annual Operating Cost Estimates by Agency Agency Estimated Annual Operating Costs Estimated One -Time Capital Costs Coralville Transit $2,520,000 $4,000,000 Iowa City Transit $10,660,000 $18,900,000 Total $13,180,000 $22,900,000 Nelson \Nygaard Consulting Associates, Inc. 111-8 A Appendix Ridership Maps Figure A-1 CAMBUS Blue Route AverageWeekdayBoardings Coralv Onn+oax A'ac Cr Glr 7 SlcLe, a 1F5 ®ancherAuditlrium Hawkeyc S11tha Rive, 51 u 00.1.5± Rtl3rg Eay1N SI Fi•,s 541 31 Wing Pae g Mayflower Hall 1J �f amwn 5r Ronald, Sr 1411 1 Church 5: IFahr 4151 E oeznprl S1 9354951 Iowa City Transit: Blue Route O Average Zero Riders 43 Alighting (AMBOS Routes University of Iowa (41111MS 11114(ily4'A 0 10 12 ®Hardin Li3ran. r !mailman! Hniln 81 1744 199 1'11niver5i4 of Iona Hospitals P. Clinics Una Sladium \ / R 4 508567 SINWFl1yI A'nueirrrrr,- nivers University of Iowa Main Lihrary 212 e—I -h -s. 160 nFl�1A•� Mercy Hospita 1c3s A':> Imes Pity Senior CenlerCipl 1-1a11 tentlwn Inler[hange® Iowa(11, P11111L131413 Pedestrian Mall© O Poked A. Lee Commun ill Recreation Centel Cott Street transportation (enter O .,5: ',n4r�N'- IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT �asaw r Figure A-2 CAMBUS East Campus ShuttleAverage Weekday Boardings Iowa city VA 0 0 Hardin Literary 0University al I ovra Hospitals & (lin its Iowa City 0I00a Memorial Union 1 40 62 1.1 16 Downtown Interchange -07 iarsan 01 University of Iowa Main Library c 55 cn Iowa City Transit: East Campus Shuttle 0 Average tern Riders 7 Alighting CAMBUS Rollins University of Iowa Campus 1 16 E Hams,nA 0 Mercy Has* Iowa city Senior teniar0(tHall ® Nov Pioneer F.odCo-or Iowa City Puhlit Library Pahestrian Mali0 0 0Court 511.11 iranspo Nation Center n:rhanr 51 Rohen A. Lee Community Recreation Ccola n.V75 Nelson Nygaard Consulting Associates, Inc. 1 A-2 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-3 CAMBUS Hawk Lot/Hospital Average Weekday Boardings aurroak Ct --. S a3�a. R r.: Coralvill'e 44 Hawkepe Sof lhal I Camolex 318 Iowa City Rn Foo Iowa City Transit: Hawk Lot/Hospital Average Zero Riders 7 Alighting {AMBOS Routes University of Iowa Campus 5 14 4 ▪ 2-1- M1retrase.4vnkrelrmc A're WHIM Wind a I Perms PI ,,,do CI yss.:n Gtr wer High Schuot aartr.0 Rd Mach -inn Q. D Faierray Grocery r!'1CLaan Sr Fliye Sr, Dna Sr ▪ Rider,gr Arena Lol4 inkbiik {o-mmuter tot war .- a p:' Cnrver Harr keye Arena 283 Q University Heights s o <e.r,ecnarn Ci M'as:gale Cir <a'h in Dr M17arie:k• r:ve e- ▪ G•antl•Acu Ct c Ynwc-C1 ▪ Oak:sest St -' Dernrn Dr Trhur! Dr Hator Dr r - Penhepr k"e'Nn Crs:nX Harr, Si r Fle'+yan Ct Park Rd Bay H in nick Stadium Hnitiersilg of Iota Hosni PllR- 'ylsiraeAve .{ Gros St Boyar, Si. Iowa City .914 Hardin Library c -larrlccNa Sr m viaebcr Ciro'kcke Pi L Harvk.4Uw Or op -h, Avr Si9�!4 N 1 1� sale r;rvy1 C.3 N' r'1e: J Nelson\Nygaard Consulting Associates, Inc. I A-3 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-4 CAMBUS Hawkeye ExpressAverage Weekday Boardings Coralville Iowa City h Haslepe Soil Ira II Com pies 140 krarmrL'r -� M_Lean SI Hiver St 0 a; um, s; .Rio 5 fa rver Hawke50 Arena 0 J Arena lei 1 Ps14. 01 MQLoan Groot SI MlLean SY Hancher Auditorium IowaCity VA 231 3 Hardinlibrary Vksl fampus lra['spoliation Cooler Iowa Memorial Un n s. h 0 9cso 5t 2 11 9 Oniversilp 01 Iowa UniversilyoflowaHospitals &Clinics 0 Kinn ic StadiumO `rani r.n elrnse Ave 0u Iowa City Transit: Hawkeye Express 0 Average Zero Riders 7 Alighting CAMBIIS RDules flniversily of Iowa Campus u PI 10ss"q C'r 11kn Lllcbrirle Dr way Grocery .. LWnard Cir CI yJ 5mlcel 01 olden Rd ae or C.''rvaoe 11 Cclea PI niver KAP - D. Hale:'C1 X Palcrr;l r Flanigan C: i loodherry CI nHeights ur Madera .i':e T. Toren, - _ b Oal,restSt a 0010in IX• hrhury Ih 000010 Dr KinerorG00 0 Ealing Dr s 4 01- 1011015000 CI 10 • - 'eccsi0e ffi 1 h arrlocra 51 Orfiz G 19.1rir Rli.y Dr PoyoniOe f, I '101110 nw 54i.e^�lae C[ o 51 ova Ave 6 111Lib rars29 Pedesrrian Mal Sl reel 'Ira nspo r�lion Centel G30u SI 0 E ridri' nli:s SI E0111Uss SI COge0 111 Douglass C' 35 Ningn[ '0 lb- Larayerte SI = ?enlon St ,73 5_alz `nry Slate Hwy 1 (� A {Z it o _ � 1, L" r�� �� 3 Etat. S, WalmadSupertent Pie: \INS O irport Nelson Nygaard Consulting Associates, Inc. 1 A-4 y,051V. r:d BUN!, 5, fo RCreha S1 Tn - C--.1C, Sf =cirri+ C Davenport 51 = Mcrcg Hospita 0 E Market S. 45127 5 E.effrrs.,5 22 City Hall CD 134 116 Ouri SIIQQI iranSparlatlnn 15nt5I Ems. S10 ^H "son St E'1e-Us= St .P 1pth,.5 L, = o-Yrlgh[S[ �Riembe CI n fiia.:'x'e 51 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT FigureA-5 CAMBUS Hawkeye Interdorm Average Weekday Boardings Car a1v''i11e Lmluille Public Library Social Sac rilrAdministration v Sr City Center Square 0 140 11 149 17 9 8 2 Iowa City Transit: Hawkeye Interdorm ° Average Zero Riders Alighting {AMBOS Routes University of Iowa Campus ROnlrr Rc l fib 51 s, sr 29 ®rl alvktye Softball Complex Fin 193 Park1d m cres'e s. McLean SI MCLe'an 5. 3. RP,. SI r _ i sr Handler Auditorium ?a:.ant sl Based � sI ;erHawkeyeArena 0 0 He, M' Mach..ids Dr 013.32 41 nn a city Heights 7 lay Gimpy w 'F I Y K'Ihli- LP c e;bn ar ocnsin pr :.rtury Or Panfrc ❑' 5a^4110 4.00 ....•�. ,w fs o'r' lC[ 'POcsdside❑r C14' ,, Harrwka S. j Hanocns PI 4 E: HarrkRu.{ 'f! Solon S1 Ri,norido!;. Doug ass Cl n Crugass C1 Sra,c 11 I n 5"ale I,001 - a 0.4 ailes E kIrknecd H1$'1'001nvC Nelson Nygaard Consulting Associates, Inc. 1 A-5 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-6 CAMBUS Hawkeye-Hospital Average Weekday Board ings Coralville g Fhxkeye So AMI Compe, 0 21 7 Hw k ye Arena 8 Ir 103 City Fr p inti, Comm unr Lo 156 Lhixrsin ofloxa Haspi ulsaCln ks F:innick Stadium CAMBUS: Haw keye-Hospital 0 kedge kio tiles • ALI — [1NI6 foals I!M6li�r Fxeeni Gocery 0 University Heights 0 R7S 9S resig6oFimaCampHx I. 'Cid Sour sr i,loxra.Miimsoii.u.S.ienstI :u[eau ,JJai.er t:oIIn,.,a Nelson Nygaard Consulting Associates, Inc. 1 A-6 Ninm(k 51a0 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-7 CAMBUS Hospital FinkbinelArena AverageWeekday Boardings Iowa City Transit: Hospital Finkbine/Arena Average Zero Riders Alighting CAMBUS Routes University of Iowa Campus 150 11 Iowa City iversity Heights t(arver Har:keye Arena 1 f Nelson Nygaard Consulting Associates, Inc. 1 A-7 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-8 CAMBUS Hospital via Hancher Average Weekday Boardings T owa City Iowa City Transit: Hospital via Handier ° AVerag e Zeroplders 7 Alighting CAMS. Routes University of Iowa Campus r; -L«;, sr Iowa Cit Vd 0 1 Hardin Lihrarr 0 1 1 • rs_ 1 3 HancheI Auditoria rc lana MenNrial Unlan 0 r,c- $ Nelson Nygaard Consulting Associates, Inc. 1 A-8 F:e'A5+g IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-9 CAMBUS Interdorm Average Weekday Board ings Coralville WI nra Co sr Riva[ _ rrcLean SI Rancher Auditorium 551 Mayflower Hall mrsea^ St yrs. 2a Oyc Sf RVcr 5. s &ryar Ajam W 6zyarzl SL 22 137 Iowa City Transit: Interdorm Hardin Library o Average Zero Riders down Memorial Union 83 19491 — Nest Campus nansporlatlon Center Alighting CAMBUS Routes University of Iowa Campus University of Iowa Hospitals & Clinics Kinn ir Stadiem rO Fec 'h'hiting Ave Meng Hospital 0 79 Iowa City Senior nlerCil Hell®New Pioneer Food re -op rrff - - _.ion sr llnlversih'oiIowa Main Library 275 Iowa City Public library r3•tint cin 155, Pedestrian Mall© 0 ARobert d. Lee [Hmmunity Recreation Center [ 2u' -7:1i in St Sta H,•.... (Dolt Street transportation [enter _ O _� C:5 02 Cnrcli, 8: 5Y 0Hy-ye P888128 St .2hurrinSiF FE0n:'11:1 S1 F F3.]',ni gton St 15 f •151 Hair 51 F Call^1H 51 Nelson Nygaard Consulting Associates, Inc. 1 A-9 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-10 CAMBUS Mayflower Shuttle Average Weekday Board ings 72 ,,,arlar LJ L, GOV. °MEM° PHI,Ra 4'.'...., n. -I ..Z. R RE,r 111 'ICLCJ Iowa City Transit: Mayflower Shuttle 0 Average Zero Riders 7 Alighting — (AMOS Roules University of Iowa Campus stfam pus 'transportation {puler 81 2, Flawflotver Hall 5 Handier dud itorium Iowa MomaraI Polon .1., 0 Csr E3 OMNI ov-Vo 5-10 Iowa City Ejrchic 5: Bra, 5: Rcrialds 11 31:00 51 ".1 Markel Sa 0MercN Hospital Market 51 FA' Dodge St StA. Hy Davenpur, SI Er, 5 Aliersan St lam Ave Harolds 30 Rc 1c 51 D_:•,11OlE all St 5 Ratestef Ave HES- Aw wlaT,-a" Wa‘.3abri Avo 5 lora Cll.' Senior Center CitY Hall Now Pioneer Food Co-op Downtown Interchange 31oE SI E J,l,O Unimsily [Iowa Hain Library %,Ilon St O. Iowa Lil)l Public LihraLP 1,11 co .111. Nilingar 51 eri Nelson Nygaard Consulting Associates, Inc. A-10 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-11 CAMBUS North Hospital Shuttle AverageWeekday Boardings Carver Ilawkepe plena G Iowa City Transit: North Hospital Shuttle 0 Average Zero Riders 7 Alighting CAMBIK Routes ilniversily of Iowa Campus Transportation Centel iersity Heights Nelson Nygaard Consulting Associates, Inc. 1 A-11 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-12 CAMBUS Pentacrest Average Weekday Boardings Coralvd-1 Came wheR Arena 0 20 7 10 Arena Or 9 58 152 — Finkhine Commuter Lot 121 Iowa City Transit: Pentacrest 0 Average lero Riders IihLinq — {MBA Ravin University of Iowa Campus eAbu-r110 I owa 58 Iowa Mmiorial Union • °2866 Hardin LI hrar 21 185 3 5827 76 , Kinniik owa Unhireit3a1Iao3HDspi[aIs&(Iinks5 [Alum 0 39 , rI,enricr Iowa CO -Senior University o owa Main LI brair 233 Pedestrian 10110 Iowa (:1, Pit lir Ural., Pork lir Iniversity Heights .1_ Rivers 's•rriss Sr 5 Riverside CI 58 [10 0110 Cour! Slreel Transportation rents EPreni 113. _ . l_wfs)iere St 2 110, E 0 5- . 4 0 l' 2 a . rl '7' 0 01 Kirakod ?:: Deida. Er Dn.. glass [1 311°1 3110101311 K NJ E11L0 -T. Nelson Nygaard Consulting Associates, Inc. 1 A-12 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-13 CAMBUS Red Route AverageWeekday Boardings Coralville 53 ■ River St Dim at Park Rs Masa. St 4A'i's ar O tiiJ VcLean sr s1cL 102 it y 11).._ , j Ha Kim Auditorium 24 i 14 131 Savard SI owa Iowa City Transit: Red Route o Average Zero Riders Alighting — (ARA Roulss University of Iowa Campus Bnrec e'[ ti� Hardin Li boary 145 2 Mpflpvrer Ha II 5C F'iinati1 st E Commits a [ &w'ningbn St Merry Hospital z 0 1. tikrlx: 51 :y Iowa Memorial Union 141 — EJefer:. mt Stan,, Iowa City Senior CenterCita Hall New Pioneer Fond Ca -op University of Iowa Hain Lihrarp439 Kinni(ItSIBOium UJnive rsily of lour] Hospitals & Clinic 0 s9. 21 - Iona City Public Lih rary 355 , Pedestrian Hallo Robert A. Lee {ammu nily Rerreati oa Center 9 s1 os_ Stain 1155Stale. Hng Court Sire' liansporlation{enler O1 w' E✓; �MJe. Nelson Nygaard Consulting Associates, Inc. A-13 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-14 CAMBUS Research Park AverageWeekday Boardings North Central Jr. High ,masAve NE North Libertyv"''Vee °a Coralville Abbie Cr 32 s 22 I �i a Johnsbin'NavN4. UlC —9' F. ,- -- - _ x �,�C 4 p Yom"" CaK'''' K Cn Ra "fir RV / o(j . DINE 44'1. LaBecreu,pr.N5 Doll/bum Eas!Lr, �lWk I(nnuYhng 7r ceriicw x' Ne dniversilyofIowaP4dialrics V. s -- © O Vlalmart supercenter I, 4 - - O $ - ® ▪ ',P 7r f 'x ▪ N 11 ,,,,os' 12 16 (c•r id III Tiffin Iowa City Transit: Research Park o Average Zero Riders 13 Alighting — (AMBLE Ruins Rniversily of Iowa Campus ty*,L 14h Slaw St x yh s' •bqm ry uu5, V' Northwes[lr.High Lantern Park Plaa,� _ Hy -17 0 23 fig'ase 5v'.'.-: Trader Joe's ora Mlle Transit intermodal Facili ly University of Iowa Health Can. 5 �:I saeNmw..., , (lock Tower Plaza p a (oralr ille Puhlic LiArary rn s. sA 0Social Security An ministration' 1 o:w a Ki ty Center Square Y 'rlehase Ave. McImse �. ViF3 a o West HIghSchool n s b s. s.s. 6 47 Finn LINE A YI'hile Ode pr Flo - r u vtgo Per,.kd— 1 aF G ]]]]]]����¢ �rcN , n d Carse awkeye Arena ` Iowa (11y VA a Lpl 5 52 Fl nkhi ne (annular tot los GTY West Campus Transportation Center Minnick Sladiu�r _Ca -I t S I t Faraway Grocery ,_, Linder Ad N° `n S i rn ▪ Mayflower Hallenn udilorium II &'r.•,n 51 �'n. • yrs 51 • Our Mercy Haspita lora Me-. I Union° 3n :rym Ste! Nelson\Nygaard Consulting Associates, Inc. 1 A-14 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT i nk Figure A-15 CoralvilleTransit 10thStreet (Inbound) Average Weekday Board ings Coraluil le Transit Inlermadal FaciliI Pork R5 Iowa City Transit: 10th St Inbound 0 Average Zero Riders Average Daily Boarding & Alighting Goading Alighting — {malville Transit Routes IMiversily of Iowa Campus owa City .4' Cr; — S ,� Kgyr,e5 Rd Ceram 151 9oncgm Ct TU.erary Rd L'r etics Ln Hawkers Pa'[ Rd i i.in° "a1'of Oak�dgatiae a. 5-c1e SI a or SI Mayflower Hal: 0 41 rtlmtr n 151 Rancher nod nQrinm Rr5fl •$1 1..15Leen r I Fairhild 51 wairic I loadrnv Dr Finkhine Commuter Lot a di Pe g 4934 3Atigh 33 nre.,>Ee a,� $ andrese .re ,� `� . _- ▪ Cour tee ransporlation Centel U: n,A v .e r 51 t y_r . H e g.i t HAMM 5, Harsmi 5r yp s 4 eCl _ .. c PrenE;s _: 411551 Hi h School = Nie^ran'-'�r g — p 9 k n F 4 wrE:..a_,c ▪ a Yn1a A� , L7 Fa.. - — w q.:- it -. "e@Ra F4:1•;i p Tcwar G[ `et> `11 Larr i NJ r Srm.�r Or = r �jkcre::.: o ,- EBerta.5l 3 Nelson \NygaardConsulting Associates, Inc. I A-15 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-16 CoralvilleTransit 10thStreet (Outbound) Average Weekday Boardings iik \._........„. _. F Coral Ridge Mall 61 2 1 O;lya'S! I Aparluna � C'. a v�l�la - ss = � 5n, � - 5 M.'S! qhs, N rthvreat ir. High RrverviewLrr ME r, NJOe's Coraluil le iransil Inter—modal Facility teen Park Plaza Baa Hfilti tare re Iowa City Transit: 10th St Outbound 0 Average Zero Riders Ali Average Gaily Boarding & Al ig hting ir Boarding Alighting (oral die transit Routes UnivEnsity of Iowa Campus L.' 17 11 Cola Ivil Ix Public Litra r1117 Social Security Alm inistrat a - Il�i[e oak PI 21 Iowa City 19HarukeyeSpitball Complex Har. ge Pae Rd wairic Morsdrnv Er meira;e. A,;a . Cr.iic EIS 2 F>'er ad oaxdde Are a a ParkRi .9-c,e 51 1,'• LL nkLcan SY River St i,Aral ▪ ear<t.''' �(aruerHarrkeysArena Iowa City SA -Arena lot ,8 Finkhine COnim L Lar loLO 26 26 L brAry rrynrr41 Rancher Andllprium Rrr nS.. • Ronelds SI,'r E 1 F L]axanyoc 5 ' E P.01s-gmn St -- Iowa Memorial Union' '....r. s F Jenar:nn St • .' tilyHal Dumdum Inter[hange,vL� Vilest Campus transperLalian CenLerUnis'ersity of I9ma Main Library Wr O CA) lei nick Stadium U.niv.ersity Heights ;Vest High Shc odd ; Ptil^of .Aa f v Or41 d3.^et Rtl fA w a 3 .m a To. Cr Srei = `.4.6 D, :a cw Or o*cM,:S1 o f. Nelson Nygaard Consulting Associates, Inc.1 A-16 Pedestrian Mal I{ Cowl Slreel Transportation Centel IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-17 Coralville Transit lstAve(Inbound)Average Weekday Boardings r.e Sr Coralville inu SI �oralwill a Public Library — =l cr Serial Senility Administration {enter Square eti SI Trader Joe's 0 LCCmalviIIeTransitInterrnodal Fadlih! 1 Vn ive rsi ly of Iowa Heami Ulf' i. 1 Hr�cnh add 515 Iowa City Transit: 1st Ave Inbound 0 Average Zero Riders Average Daily Boarding & Alighting Boarding Alighting CvralwiIIe Transit LILACS University of Iowa Campus W- w Ct:k PI tri Iowa City �rz .en.' R4 7ai4Sn'r+a9 Sr Rrcr Si Oda r:, Manor 9r Park Rd C ,ridge 6.11 ,ri,'s'Dr Gauld .x R s McLean St McLean St ter St Fricer. 3ayaro & z na:ara 5: a keye Arena IOWA City 00 1 "- 4 Hardin Library 36 riikhine Comm* lot 010 s1 Nelson Nygaard Consulting Associates, Inc. 1 A-17 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-18 Coralville Transit 1stAve (Outbound) Average Weekday Boardings Co ralvi II a Public Library 0 Social Security Administration Coralville let 51 Coralville Fransit Imermodal Fa€iIILy University of Iowa He3i7are Et', 'it me =diu.:d` tt Iowa City Transit: 1st Ave Outbound 0 Average leroRiders Average Daily Boarding & Alighting Boarding Alighting (odd le Cransil Roulcs University of Iowa Campus o,. Career Hawkeye Arena 1 0Fi,khine Commuter Lot 0..-.Areaq for Nelson Nygaard Consulting Associates, Inc. 1 A-18 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-19 Coralville Transit AM Express (Inbound) Average Weekday Boardings rest rarer University or SMS Pe115111[s walmaHSupe r ' r zs iia Oierk R. @- Serra Trre h Co rat Ridge Hall 45 mys �1 - irh 3r $s 1 - •,51 51 -r-`tt a� Is J J -g tc.h St hra • Lan tern Park Plat 15 Iowa City Transit: AM Express Inbound 0 Average Zero Riders Average Daily 7 Boarding &Alighting pp Boarding Alighting Coralville Transit Routes University of Iowa Campus PI y -Vee - 51 HO west Jr High 4 5n S mmit o•1 CS TOR f PIa7a (it/ Center yr. Tie 5 any! (0r. Social Security Administration 515151 51- 51 51 n:l 51 , 4 F[ad[r Jac's CoalviIle Tran sit lnlernruda I Fad lit7' 1 F1O0 nieeroty of. Mat Health (are - '5. -. =osier Ra wr^f a3� E71h St _ -Ca; S9aa5xxy=�s tics '511115OnuP "far Mayflower Hal 'O e 51 t PI owa City (5 s -aukeye Fad, Rn Hate e toltballCompl 1 � x Atnar 7r - After.' Rd Part, Rd Handler Auditorium .1 ¢ Cmra 51 49 Qrs,V St c " d 50551251 5! a' _ 4 v me,h El Ritter SI afI _Lei S' 6.-' - yl = Carver Hawkeyo Arena r9Wa City VA Iowa Memorial Minion -,Assns Lot® ` Har,7ihrarg r'-.I,ha-son sr Fin in a Commuter Lott'. • _. 8 1A ! qfte�"Hal orr. - O West[ampns FranspertaHoncenterllniuersl Pr ci lcwa Main[6mryL Den Ion l er[han ge„ IH Fra �Mcadory 6r G) 0 © W +W PedeshIan Mall ' _ - .:a^Aao 5 ®rinnIlstadium alehnt-3Aoc -4d F:le a It AarF:we A.r. -A.1 en '�} s• t "--s-1) . CoV Slfeel fran3j ' 011 CentH 55111'510 Dt ,�' � 'x Uvn1verslet.y Heip ttlfrila 'a, _ r ;� Weit High School a Hi9nia�'A �r - - (:J y�heAs4s, fuacnnc'e a, 1 ;0 W A1xHena avc - v Nelson\Nygaard Consulting Associates, Inc. 1 A-19 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-20 Coralville TransitAM Express (Outbound) Average Weekday Boardings ALAI 4 University of Iowa PedianiG 4 - (`a Wo l marl Su per[en Ler 8i ',n!inrorparh Pl Libor Dark Rd Coral Ridge Hall r .k D131ho'1 s ,arha' o05:, FareslriliCr Irrofir c1 FA �4-a 3/ ex4oa' SI 9,81 c. FL Iowa City Transit: AM Express Outbound o Average Zero Riders AO Average Daily Boarding & Alighting Boarding Alighting (oralville Transit Routes Hniversily of Iowa Campus m S1 ern Park Plan Ho (k (ower Plan SI west Jr. High giros NNItp (ante Social Security Adm mistrati0 1-1114r J00'0 (81018ille Transit la Lermudal 5.1Folilil7 sJnioersit! Iowa Health Care fi '49,, E 7ht 51 £" 'h 'dihiwoau.P St aper J PI owa City 1.1=Ir!oA',•e 1 GoRd Fafi ca100; Cr yo -cam z: C5 kxvkey! Park R. hF:�'rae A•:3 P.a5ood0:1'81 West High School 0 wR. =o'cenRd 04 n1amr Or Mayflower ;0_ '118311 88, Par'. Rd i Han[het Andilarium PP _ra, SI pro r &S P333108 81.., � _ n Gn �-hsJ Wall Complex W. a w1rn `" 0,x•5, B kilors; 05:5:001 s aPrer Hawkey: Arena Iowa City VA 4— :Arena Lot OH3iHimLihr0a rp 0 Finkhine Commuter Lola) • 0 City Hal 0 West Campus Transportation (en terUniuersi[y of 10120 Main li6ralyr?owmtcwn In r( 11020 ffi ® 7 2z 0 0 ©destrian Mal 10 1111 Kinni;k Stadium [Conri Slreehran N Ce ntelUpivepsIty He ig ht;com s • Iowa Memorial Union I 15,11.0.1., Nelson\Nygaard Consulting Associates, Inc. I A-20 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-21 Coralville Transit Express (Inbound) AverageWeekday Boardings ,ate tr, 07 GSC University ei Iowa Pennines °3 (Loi a VIallrmrtSuper[enter z --0 o r,- 2 9 965 • [oral Ridge Mall -01 f� Y 107031 ',5intopar11. P1 Libe a 6.a he"'Aiey .060ea ' -ores!'Ha(Dr irnaer CI 77 '50 eo-r-rialyJ1e 01:� - a 10:11 St Iowa City Transit: Express Inbound 0 Average iero Riders Average Daily 7 Boarding & Alighting iv Boarding Alighting {oralville Transit Routes University of Iowa Campus Lantern Park Plao 3 9c 0,5111 P1 Vee Ho 0 SI - west to High ai h [k Tawe r PIa7a Social Security Administration 'My 014 Center owa City (5 -aukeye Par, RS ' rradcr Joy's 101 t ocord Ivil le Transit lnlermudal Fa[ilil7 rAilltiversi hl:af Iowa Heal h (are = eci Po yo z� Role Rd _N w7��, �g q E Eh RI. "tib=.yn�`w t -Ca � S9aa5xxY=L Gk's q khlre OAP "rd14 , s" `6s, P1 77 m Mayflower Hal Q �' 1 tx 7701101 =r - d x'm,H Rd PEA Rd _ ;: 1 C-rn;e 0,~ 5Hawk HeSplthallComplex• x Ri,:1St m 'D Ro rs. ;ad til 5110WkegaAre50 Is_waC'ityVAS lon'aMemorialUnion Arena Lot® 2 ` 0}yrii!�tihrarg 0 - 1e0rson S7 IIIn Cil}'Hi! Ply. 0 0e1t[am pus Transportation(enterllniuerslty or Ina Main tibia ryU h't Ion Interchange G1u01h 51 rinkhlne Commuter Handsel Auditorium ¢ra„ 37 Rena100 51 Loaf) q 11 F1,-3 f��yA7 az ' PoMestr inn Mall'-' m Ki sa"Ap , rink marine .i 6lehnviAo a 6 -Rd F:15 Gae Ar'•'R,�e pa - '_' '- :r- COurI SI reel bans � On CentH -y9 Cr ."P<< Uni iers1ty Height West High School rr: b 0 o - W 01HneJ3 x.c _•".- .-.- v Nelson\Nygaard Consulting Associates, Inc. 1 A-21 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-22 Coralville Transit Express (Outbound) Average Weekday Boardings a' v Univetsitk of Iowa PedidtliCS • ALIO' 4 3• 1• c o 7v Wallrr Super[enter7 = g Wintcrpnrk Pl "a HIV Dr m CI 9 1 /� L 3 L'�Hwi R Rd k y. qCoral Ridge Mall Y V 1,J!61 4 v . r�:rlh Sl rami �v -a :�i J J Ietst p Oa SIxT'sI ern Park Pia k tower Pim fR1 social Security Apr in istratio frddcr JOe'1 (Ora lville Tram Sil Iilerri da I Fad lay e,. Si 5 Uni.gRoiof Iowa Health Care E 7111 Sl ci E�,.N 'arh t CAI r4 Iowa City Transit: Express Outbound 0 Average Zero Riders Average Daily Badding & Alighting El Boarding Alighting Coalville Iransit Routes University of Iowa Campus a lkfenter drh Sr PI Iowa City Fiawkeye Perk Re �t 4 Mehl,. Ake 1 Co Rd Fam ArF'.�rs'e os..t eahaal Cr 1m A{o West High School - e Revons R': 3 Gr Hawk€ye Softball Complex • �\ a a^ s Arena lot 'oiler 8d rbr 'PO - .cd, SPeeS'x�y .t ue� _k kkknor 7r Pah Rd aCm;e Si -74 coe,h01 River St dayaM Mayflower Hal o 'Aka! Rd Han [her Auditorium O 131o,k- St Rallis 01 Carver Hawkeee Arena Iowa City VA 1a Fein Libra ry Fidkhine Commuter Ielo 92 4 O Vest Campos Transportation CenlerUniversitoelIowa Hain llllrary 0 0 Pedestrian Mall"" n• "'Kink it stadium N Urn i ver s -Lt y H e i= a n t s I� Coui15eI rrdn N 5Centei fuaconc'a n 3 E hlnr'e Ave ... •_.. - u 0 w io,na Memorial Union I 0 gwntown In lily Hal halloo® Hi91'n�"� Nelson\Nygaard Consulting Associates, Inc. I A-22 entei IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-23 Coralville Transit Lantern Park (Inbound) Average Weekday Boardings IMILmtwast 141h 51 e an tern Park Plaza S. My -Yee 215 C't St Northwest Jr. High Fa.:chid SI 1 at51 Ca[k lower Plaza 2211114..' Iowa City Transit: Lantern Park Inbound 0 Average Tern Riders Average Daily Boarding & Alighting • Boarding Alighting Coialville Transit Roulcs University of Iowa Campus ICoral06 (alai S e[u rity Administration CP t 1[y (5l4er 511 •re •_• i oHar • I:aeseyc 'a Py '•�lelnse 4.a - 3 tg a 9h 1 .eHoe's 15555511155155115111515535555051 Fadi lily Awa Hcaltl (arc e* le Oak PI 5553. S"'5. s, owa City ot(hall Complex n fin kline Commuter tat 0 55 10 Poste- Rd °G1H� rtiver•nex Ln NE e 3 •e'HF Last-Rc'A'c sneimvay mor Oaerid05Ave park Rd — ti SI,. S1 = v Me.ear.St ,2River S- Rear Sr x J E' 5, ' Rijye. Sr 4 .� w . 9. 555350 Sr g.;nnI Sl S _ aruer Hawkeye Arena lo1'a City VAz 1, .• laws Memorial Vnio-n,, 21 45 HaruZdrv_dip 29' 19 i*11 Ione MO!I' oownl5wn lntelch an ge Wes( Campus Transportation Center University of Iowa Main Libra r 0 0 - aqi 491(inni[k Stadl um 03 Mayflower Hal c Handler Auditorium 0 Chute- S- N aireN2I s' npz ----,-- University 1University Height� lnl�f5nrnr aieera°NJAi 5e 5055555 S Nelson\Nygaard Consulting Associates, Inc.1 A-23 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-24 Coralville Transit Lantern Park (Outbound) Average Weekday Boarding s Coral Ridge Mall `r +� J 141h5 43 -13th S'. Elk 1 1 N 6, 13 4ade a 9r1•,g, � 11 4 Qs' Y Park Plaza 9e� Cora 21 �s 3 V:IFie IC1h 5t Hort vest Jr. High SI Fa. h.11d 51 et,x 12oner Plaza 5115. Coralvi Ile Put•l is Library '^ • �� Social security Admin istrati:n Iowa City Transit: Lantern Park Outbound 0 Average Zero Riders 7 Average Daily Boarding & Alighting II Boarding Alighting Coralvil le Transit Routes University of Iowa Campus City Ate:515 05,1 ,: Riverv.ea Ln NE 15511:1115 TrarSi t In rermadal Facili t .a Health(ar: a. ▪ f E r1h SI VV. le Dal PI 7651 5��5r5! Frau Rd yq snexr;•vsy 51 54� �7 «15_ Iowa City 1 PDM Rd !-]'• (imwo5r � River s.. � rar Sri 29' ED A=. t rad.ean St �?r c - Chun -SI Han °Rhall Complex Mayflower Hal YC Rancher to ditorium 0 � Fairmild5 ▪ s, l� z: R�dcr sr � . � ,._ p't� sjaycor S'. _, 1!_ Carver Hawkeye Arena Iona LOU o lama Memorial Vnian ® 4 47 Iuhrnrv2Q n�aLot o 1 ▪ toilI Inkhine(ommu ler Lot w" O 17 DOSulawrl In Ler[Ih anyf West Campus Transportation Centeriniversity of Iona Main Lihrary V 0 ®Mani rk Stadium S"�°' 1 Ped est r iannMMal �1 .. [otaPSlree ran An Centel University Heig�it �" rr,7 ,NJ� c tie Sr Nelson\Nygaard Consulting Associates, Inc. 1 A-24 s 16 n MayflowerHd a0 3 T .I er toe's Co rahrille transit Intermodal Fay itity wa Health ON Phi,oa,w Sofftrall complex Pan Fa y Iowa City Pone Meadc. Dr A edla lot Fink bine Commuter Lelia 0 Downtown InterdranyFQ West Campus Transportation (erste rUnivcrsity of Iowa MI library /� V O 0 � ® 0 Minnick Srad; l um . &4DSfman Mal Glnru Pe P M,IInscAre c' River Fester RC ILverrer Ln rve 51 Ta° s�x'•'`rer Oakridge Are park HU Grarp 51 ! HlcsnSl Handier Auditorium .n - = eavenpert6 r Hawkeye Arena Iowa City yA Icwa Hemorial Onion ,1 °Hard nrul brarp 01 4 • klelroce Arc CggIIS led rdnspolldtlun Centel `F ▪ o " § y �• 4i i leen raEiarrigi,iri ' o U n;i v e r s i t y3 H g h t sn .� r'rephas 5r 6Prene�a 51 St wes[HIgh School 'F - High dG M,-lapr�O _ Vvngnr dl Ireland A kr c6na3 �f s EN„ Cr !^rcccsitle Dr C-` 015 a0.; 'dr.+Rrs farew66 Grocery▪ ESanu�-��I gpJ baton St 6 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT igiAl caa,y�el Figure A-25 Coralville Transit Nig ht (Inbound)Average Weekday Boardings (oral Ridge Mall 5 - whsl s •�^l Ih5• •nese a' e .,,ns- ��, aax • nth. to3:1E14 n r-. let a1 Apadana C, 9t,S!rmt PI .r.h SI 1 421' Hort west Jr. High ntern Park Plaza Yee sl r -chiId sr O ;r. EllM1Sf tower Plaza — — 9,44 4s Oral, Rug itg Centee t ialviIlePublic Sot ial Security Administration of Iowa City Transit: Night and Saturday Inbound 0 Average lera Riders Average Baily Boarding & Alighting Boarding Alighting Coralville Transit Routes University of Iowa Campus Nelson\Nygaard Consulting Associates, Inc. I A-25 Handler Auditorium 0 cavenpen S' IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-26 CoralvilleTransit Night (Outbound) Average WeekdayBoardings Coral Ridge Mall '4'.11 .I 17 ,21n sr 2— _ 6 SRAM'` Mter!4ey awl Oram R: r Oak'ealSt 81n6• a� a 94°'1 n1e Sr iW.„ Grc i14i4e „Leh St ' 'S' °� Hort west Ir.High -Vee ©41 F; -child st 3 rpl•.Pv` alh SI rawer Plaza 'I12 ASN SI 2 ii ePuhlicL14 [olnlvilll r A Soda! Rol illy Administralion.a 1{rii it' Centeriq'•`- - -- - .tyeRey fi Cotler lues 4 {orahrille transit l ntermodal FaciIit tjalniversi Iowa Health Care N E ?U -a N'hi-=0,- Q Hti ase M Rieerkh en NE st _ ▪ - 21 Iowa City Transit: Night and Saturday Outbound o Average Zero Riders Ali Average gaily Boarding & Alighting Boarding Alighting (oralville Transit Routes University of Iowa Campus Park Rd a 'z Ha? 011 Sottha ICoinp12% Oekedge Are = Q Genre St LL Mau.n St RrerS,Sayare Q• Rd =46 Ireland FX 0 - Raae 61t6aoo 7r co-c2,'la nI ex;crcr T D�� ligan _y�V. Faraway Grocery 0 yaakeyc Park F o Iowa City Prairie 1.1c-.idnx ]r Arena_ Lc Fin IOW Corium ler LotO. relAr 0 Iowa Memorial Union n'uunl0lerchanyF� ' ii'r-•_y 0 G•. r, pre 3whk:n.^ 0® ®Hinnitk Stadium i ¢gslrian Mal 1mphnu A'oe C 5 2 Melrose Ave F COI S roe ran or non CentFl i University i Hei Q g h t s t'' &: 4'';F._•rsen5[ E-Inrrls,:, cr U n yi PrerE,e SI E Prenl•rs S1 West Campus Transporlation [enlerUniversicp oilowa Ma West High Schooh , r „a Toa+^CI !Mcccsid gn[ of Gam�• � • 025 qi es ` 1 F P:.nh. 9. Y! Eaton St �., Nelson\Nygaard Consulting Associates, Inc. 1 A-26 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-27 Coralville Transit North Liberty (AM) Averag eWeekday Boardings r'er' SI ti'l`l 1 Rd r9 q1E) 73. — Penn 241: 1_e:r'sl North Liherly Community Lihrar9 5 Maple SIL 2 w q,. , sr Herr'egxar 7r pry Ct • • Faraway Glue FY Junipar riadclirn Dr N or t ire'r try 21e L27 Sar - Norlh (en hal Jr. High '9 F rresVeen Ra Red 9am Or Coralville 1'lalmat Super[ Iowa City Transit: AM North Liberty 0 Average Zero Riders 7 Average gaily Boarding &Alighting Boarding Alighting Coralville Transit Routes Ilrliversily of Iowa Campus Co Rd F46 lye, Rd SW rns. 4nae 7r Krmonene DalrLn NE $ Liherly High School 215re, St NE z N m 1crn6lco Y,gy NE nvUn,9 diI q• escv;•�t• _ '9, wIing9r E DrivCFi; C rcy Health Coralville 0,O' ,pigvd Irm University of Iowa Pediahi; • Halida Rd Lcax C'r 'Vas ot40's0. Taxi R4 NE 4' Ee 9` `' T, 9rfl Ln NE s - • 3271h 5! NE A sP � �rN, L9de Rc NC }❑CrNE Ira Her Joe's 3t Fnn�: 19 orlhwest Jr. High 1. I CCorahriIIeFoosillnlermodal1acilIly �`. St Far..a,io.s _ �. r ,esrerRa .f.... - _ Ilnicersity of Iowa Health Care kn02 l n c: [ L[drary 1,4 °, int' yeeh't+al .-" Mayflower HAI Hy -Vee cs Pearson O 0 1101 Semnly IImistrall_n F_ htplrxAye Cro Ra 046 Iowa City.n[hcrAuditorium 0 Hawker Softball 1090100 VJonick Ln ��, el. Catholic Edurati on Center Sal Mercy Hospital v 1 Hnwkerc PO.. R-_ loin City 4A O ma a Arena 11,10:'p-,aer;,la HI1Nhllle Commuter Lot - 104a Qv {ity Hall New Pioneer Food Co-op - lowo Cily Nig 5[ho (l 1:0 Lori e •n - 1111 N a �" ' "" -i ECorlrt uil JCourl SI reef Tran sporlatiOn [0119 h. `'9 .4 9t, Femdalr,Lr Prairie 612229.. MFmse Ave West[a9P us Transporldlioll Centel Inn�l(N 59511111 Nelson Nygaard Consulting Associates, Inc. 1 A-27 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-28 Coralville Transit North Liberty (PM)Average Weekday Boardings 6a: Nan.) ppa 218 °eon c+r m chert Staple StlnE lu — `—' Cay CI Harvel at ipt tr:,l•$ra'+• N o r t 1SrNLL i[n re rs 'PJ Fnrxvarrreen Rd Rea Barn Dr Werth Liberty Cornlrmnity Library 0 1 Hemmyr.zy 1,w Faraway Grocer Juniper sr k�'+;esu 14 o L3cnt Dr Alm t Loctsien.4se N, 4 T Stan Or E T Can Ln NE G � l Liberty High Schaal 2751.h Sr NE z � F ,..2 lc kr n r ci 3 North Central Jr. High 'Hy -Vee Jd.nat.• tw y NE till I'e° 5 � C o r a l i i i l e` 3r - Walmart Supero Iowa City Transit: PM North Liberty 0 Average Zero Riders Average Daily 7 Boarding & Alighting Boarding Alighting {oral villc Transi l RDutes University of Iowa Campus ALHI University of lona Pediatric w w "inocn Valley T•n NE Topory Crazy hO NE n _ Oakr'df�Trl NE Court Ln NE xCrR1`c Rirl:agyTrl NEd Ra NE rakeu�n Dr NE g,, H �wm, { p},s �'� Toa NE P2C Nnury^9 Cr F9u�Je';r xrdr �I-blel�i ur trealarrn Ls NE Q' Mercy Health Coraluille e, <> {oral Ridge Mall r'a 1 ° orthwestir. High ° 6 a20Ih St NE re N 49, Linder Rd N EKyE pr NE 9 Trarier Joe's o -'°La li; r StJ+ones L. jai 1 Cclalvi I le transit Jn lerinarial Fainly `r glJniversily of lepra Health Caro, Rd -g. a�Wil YLihrary .. .... -,ai SoNeda'n's. Magflower Hell udal Security LiMaiistration 0 Melrne Aus r,1,—ore Ant Iowa Ci i 1 Ilan ter do an ther pu dilorium Pearsan Ncrthgate D, „�rC51 W S St,rt ehr Hedcry Tn y- Hawkeye Softball rom pl es Regina Catholic Notation Centel Cadnrsr ,a,�°` ©m loam [i[ Vd Mercy Hospital 'jO =N rixraue'ra'rn•a Y /k ernwo r a Arena Loll , 0 1 '<f a"°Ik, �r cr = Fink6ina Commuter Lot .`z trry Hall Nes Pianarr toad Co-op �1 �NaPore Lihrar lois%City Hig i airi_•neaaawD, 0 /� mat lMllrenre��j OCA°•,_.. VT ^ E;:curt £' Campus Transppr[atirn{rn[e Winnick Stadium rr_woud Street Ira neyorta lion Center Fe"Nala Pr Nelson\Nygaard Consulting Associates, Inc. 1 A-28 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT F ig u re A-29 Iowa City Transit 7th Avenue (Inbound) Average Weekday Boardings Ilconingwo 51 `!'404 ! L—+141411,01, spital O � ! i9 E 1.1srv.l z I u r T � on EJenersan 81 p,;rdsm ROcV,aalel Le e ra Ave 1,0k2 AVE Iowa Lit Se nit Lc Lily HallNew Pioneer Focd( o -op V �' � F':,asnina:an PetleOn Mail f 0 Iowa City Pt E :5115. F. 51 Robert A. Lee {Ommllnitp R8 scion (ewer E 51 Hu.1A.c 51 E JeNel:Pi S1 E L•_. iy::. 5•. Cog 1t Sited tra nspo Itati on (enter E sc▪ d51 E Prentss 5. E Cour Iowa City Transit: 7th Avenue Inbound 0 Average Zero Riders 111111 Average Daily Boarding &Alighting ■ Boarding ■ Alighting Iowa City Transit Rou l¢ University of Iowa Campus Bowery 81 wa City Calk C, Made 51 Gram CI 801.151 51 c 7 - N Camel AVE °4 0 55 cf' tLt 10182 ay High School 4 '"op p 011111115 m E Waning -Lon sL 6lalniold RC 4 Friend, p5 Saymouriwa SheddanSve Kirkwood Ate o e Flo rem'b 8- o▪ 7' 5..5..81.1 r Nilkee d CI ?inter Rye .71 E tic Fricnd5Ane Jactso AL5 Sprue ESI ggN5 '51 C51 S1 5t HS 151 55-0181 Wayne Ave, � z � Kirkwood CommunitlCollege Hig^lend Ava a ,•, g C,1 C.2 ( i EI Hiles AM Nelson\Nygaard Consulting Associates, Inc. I A-29 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-30 Iowa City Transit 7th Avenue (Outbound) Average Weekday Boardings 1--11wevoir aspilak O E rda vI z lova City Senior Co I owa City Put � 0 E toll OPerlestiIan Mall E nrIirglun SI zn_ Husk, - E Jefferson SI F i E.'6Per:ct St lerdily Hall New Pioneer Focd Co -Q6 ® C';trashingr Et N a tihrary Court %eel Transportation Centel 0251 te E Cour. at Iowa City Transit: 7th Avenue Outbound 0 Average Zero Riders 0 Average wily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transii Routes U1niv4r5Ily of Iowa I.an1FJ115 ora Bowery Si ty age SI Woodlaa•^A':e Gant Ct (Jude 51. Grant SI u:rdsor[�'. i roug=oay �r Sg ii Hocreroler ca a - Cenlel Fat w I' Say tour A':e Elle dn-A Kirkwood A▪ . Fir:demi Sr. Nirkrn:ad CI Lai Einer Ave Kaok_1 C1 Y 2 65 Iowatfly High 5[hooI ezt �'naA Cf 6 enure 5 odor or E Weshinglm 5r 6Iu1leld RG G3 GBt Highland Art, Nelson\Nygaard Consulting Associates, Inc. I A-30 1 SI AEI Frt 11hip Si He -free 0 FSt ^' Kirkwood Conlin unKyr College e.? Miles U 51 Ara Dr Wayne 65u IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT ask Figure A-31 Iowa City Transit Broadway (Inbound)AverageWeekday Boardings Hardin Library 0 llnivcrsilyollowaHospilaIs&Clinics N in ni:k Sladlu in fie nae A ce Unrife rSit Brock and F C, Cr tl Oakcrso c: .� 0 9 He, cg 18111 r.. SRsen.1 Son on SI Os,Ees, cl fE Iowa City Transit: Broadway Inbound Q Average Zero Riders Average Daily Boarding & Alighting ■ Boarding ■ Aliyilling Iowa City Transit Roates UnisHrsliy of Iowa (mpus E nson St E Pre, iu,s R 'rete St x ply Hall __ O'Nnisi Pioneer Pod ro-op 1ii8sninam sl eNKer•rt nRP{Cstyl— .:. • s:r.3len: ti —firstoirK•r!K4o4anstrx Ks er•FtynnariIngtri Woodloyst A, 01,1 u, 1 E Errr,,,tgten St Sls'z Hu'; 1 IcehTstriymrlatlnn (Fnr?r I. EC '15 a rr a au � KI'[woo5 Aee a. ri 51 City nye 51 E Cour SI :nay. 17,8:.1 Gm ^I Cr Se m, gn Ase 81 15 ,486 2 r., Ki,kn888 Ct 6161.3o 81 6.3 ^'r o Hos Iowa (ily High Rho° G51 HS: SI q c1 Kirkwood Ca really (a!IHsS 0 Cn:wnwood Ave ITT Eudir1 Ave Deforest Aye 8,61,•1:6. 6mnkeoud D, 168u H81 1.815 Ln Crosby Ln DeI1coa7r _ 0.15 0.3 1 hle. Flalin,7_9) _ Gleason 7r Gl5sosfrox Nelson\Nygaard Consulting Associates, Inc. I A-31 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-32 Iowa City Transit Broadway (Outbound) Average Weekday Board ings E! Ova C Hardin Lihra,5 llnivcrsiiyorIowa HospilaIs&Clinics Kirin k Simko] 0 fie 016 A 7r Budl iiia. Hall New Pioneer Food Co-op •'lwohimlcn Sl -Qa4rti noon etrm(ielrkml,, E6r ca:n [ S:ale Mry I ?lasgiralc S1 rglen at E Cr.! cote St EGeF 9• Ho 4raty Iowa (113 High Schou cc E Cot'I Uni-VerSit Brook and F C, Cr 7akcru. Myrtle n._ 1 He, irou Y! Emma 51 E -prvAct" 51 oto E Prat rd. St ,faFeto 51 Fat! a '• 1155. Ct Gm"1 Ct G111,1Sl owa City Se; m qp Ave 5 L Barran 5l Iowa City Transit: Broadway Outbound 0 Average Zero Riders Average Dairy Boarding & Alighting ■ Boarding ■ Aliyhliny - Iowa (iI rTransil Rouln Univlrsily of 14'51313(ah1j1115 ort 0 5t d5[ _ 0A� tttj VC 5t Attr_133 ILeuk -n 51 Fooet,ott Sl Gglr...it:ad ,Ave niknccd:: S oter.3r Frendr3561 Hic-lard Ave 6' 7 CtatMwoad Ave H 51 SI Kirkwood Communal. (aldol 0 Aich:-Nen Frouknacd [k Half rim: Bled Tracy Ln Crosby LnDelnron 7r _ 0.15 ‘F-.3 a3 Nle'. ciuhrl N1 Gleason 3r 51146133 iota Nelson\Nygaard Consulting Associates, Inc. I A-32 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-33 Iowa City Transit Court Hill (Inbound) Average Weekday Boardings FEN Rd Hanchcr Audit5Iium rm k iBhiitne araNY, 51 6�ums S: Refolds Si Rene 51 aweal m' SIE Nk Fairr:.5551 a F5rhil S CaaarSt E9auc o:ISt c 1 _ ._J'ler(v Hasp al ` e m„mgmn 51 r C r 1 Rschp56Al,. 51 .11Ir1 51 Je11eM19n Si Inv, Ave City Hall flew Picneer Food Ea -op It E15 :e' 3: E College 51 y Iowa City Transit: Court Hill Inbound 0 Average Zero Riders Average wily Boarding & RliyMing ■ Boarding ■ Aliyhlirly — Iowa (11/ Transil Routs �HIV4r51jp of Iowa (amps City Municipal Airport otrepf 51 rve Hloa.'5 vm A'+ 511e0.'e x tit 5151115'.. CV .n trititnevir lit �c ▪ 5br;,rp EVlashinptu" 1el599I1iVen St E C911ugc51 �V• Si 51^19[9' Ci Ri5ge"'ag59 51 41a1nu: 51 55 Iowa City High School e ^. ♦��� lM.Je3' Setoicur91: _ Shuri1a9 Ave a 5N 1151 Furenre 51 ` V Rrk+.'uo9 CI Gini dr Ave LL Friendly 0, Hi land fvu K.vN:r,)Trf '5; ▪ �} 31.ivuMd C!92r Regina Cd alikEduLAI r'''n[er 'atashin ratcrnnc ali Hi r19,1rlc RS .; E Co, 51 ,5n7 Snee'. Dial -Ave sedel.r 've Sts cord Ave 01rnell Ave 5519951 re --a11 lir .�kion.av 5111515• Cr The Arc 5H SE Iowa Eash..ead,r Alpine 51 er1 RE - me lgew Shel 5pro, - grrdnrare I:• G51 e ▪ 5 7 rt 1St Kirkwood (cm unity college 55 Di South Ea! Jr. HightP e X Tate Hlgh • hoof o' Procter 8 Gamble NJ = Nelson\Nygaard Consulting Associates, Inc. I A-33 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-34 Iowa City Transit Court Hill (Outbound) Average Weekday Board ings 01 -rancher Auditoitin Wincali 121 Blasco 51 55 aim Fa E Daus' •15 al5ls 51 Refolds 51 Remy Cc.a1 51 'r Hasp d t inglon 51 _ ys. Fig O ar ryorhpve El. �I46[a: � Hele 0.'re Regina (a 0 Cl K.CN:r5col 1 �5 3E5,1.555 Cr Via. 5 'alit Educall n[er 1 Meer 7' 55 2,4 z re re 5 Pidge..ay❑r .$ hn'a AveINrq,'srm A:5 ¢, City Hall N 6'br )�rlewPioneer Food Co-op g EWaahinglu-roEDe91-1l-,a5nst s"�P fi5'A-L11 ei 5 51:515ge 5l N I E Collage 51 'a'eshi11 row 1 1 1 Iowa City Transit: Court Hill Outbound 0 Average Zero Riders 0 Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes Uni1Iersltp of IOWA (511115 E G5511 51 115-.a:e 31 COI, Cr. 5, SayneerPr, Bnard.•e = RadchneAve H16ideR - d_zna 5, �' Sla�f�rd Fve 414100 City Municipal Airport ty p- 51 LValnu' 51 Hy -Yee m 5; 'Y ,�,n-c - Alpine G1 79,,,,c, Le i The Aic cH 51 Is ea- rtrsraune Me s G51 UFlorence 51 Keokulr C'- Y gency Shel Kirkwood Corr unity Co -Deg e e 15 5 05 t,51 w South Eas! 51. High co hoolx y °" es:ew 55 Z' U S.c,-•gu: �_-c': es Hik- t J Proctor 8Gamble g `Oa n� Nelson\Nygaard Consulting Associates, Inc. I A-34 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT igiA Figure A-35 Iowa City Transit Cross Park (Inbound)AverageWeekday Boardings Universkty Hei 9ootland Parts 5, G University of Iowa Hospitals & Clinics 0 G51 Ikcsoun Hd 4'i la V71caa �,= University 01 Iowa Main LIP ary 0 Dak :res: Iowa City Sen i0 { nve r[it1 Hall _ en Pioneer Find Co-op PedeMtian Mall a C am (ily PL9AR9hm1'r cert A. Lee Comrnnnily '2 ▪ test Street Transportation Center E Premiss 51 ycte S1 /115 E Ecnlon 51 65 Iowa City Transit: Cross Park Inbound 0 Average Zero Riders Average Daily Boarding & Alighting Boarding ■ Alighting Iowa C i llr Transi l Ro uln Unnryr5l1y 91 Iowa (amps 5t = iv h'aadla'.snA,e 10n St E5'ashiny;an 51 =rrl.xsr �cunern Ls +et St 15 St; 10/551011 Center Elensty St owa city st kVals10. 51 5, ms's. i1 Sher1151nv '51,100d A50 3 Keckill C darer. 5. 1 4:co d Cr Ginter A..re .s:ksrn Acv. n FriendlyAww Ell nil, CotkIn'.,cud Ave rn CotInr,03d Asc. Lalloa'Aoad 5'5 5uclid Ave (Hy -Vee 2Youth Eln mem Shelter 70 '5 01•;55ie01 51rn11,r SBF" S.rhna,n n,e Pathways _ss 5A6. A,.• a Srchnr Are Oelorrrs, Ave 5 8 'a^'.Ce 151 N Brccknc05 C+' �cl�Neod 51,4 iers NJ Nelson\Nygaard Consulting Associates, Inc. I A-35 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-36 Iowa City Transit Cross Park (Outbound) Average Weekday Board ings i University I Iowa Hospitals&Clinic 1E110 Stadium 0 U niv2 ersrty 5'03la40 Part 5, mriun lid Ni I University of Iowa Ma in L i { am ©* Mr.l`Ave Iowa City Sen i0 { Ave r[ity Hall _ Or' Pioneer Faod (o -op 2 Pelle 'an Mall a CJowl (fly PpTril.pmy ='A'as r5'9odla.snA,e 10n St E'Alashiny;sn 51 = Crlax 5r ieypeln Ls•' ah5m A. Lee Commnnily aCourt Street isanspartalian Center 0,r 01 E Premiss 51 E Renton 51 Iowa City Transit: Cross Park Outbound O Average Zero Riders illAverage Hairy Hoarding & &liyhfing Boarding ■ Alighting Iowa C I 11r Transi l Ro urn University of lova (amps E C33...1 St U 4, E1115 St 2 N C 355 5 ecreatian Center 5c'Ndry 51 owa city a�5! (2Hy-Vee Youth Em Kecknk C mem Shelter olyapic CI ms's. i1 ShernJan1W 5rsrvax.gro Flnrencc 5. Coth rmond hve 1414ahx 01 Ginter A..re (; 11111 15od Sos Callenwol A,0 Arch., 555 .s:ksrn A55 ahiard Ce!orssi Ave 5, — 7515 -clly„eod 5lsd �N) Nelson\Nygaard Consulting Associates, Inc. I A-36 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-37 Iowa City Transit Eastside Express (Inbound) Average Weekday Boardings -43Mapflonar Hall Handler duditn in .114 scan 51 Ronal9a y' y E in: h Stip ED, - rSl MeicyH spilal E'rNke 11 • r rJ-2 St Renu 51. n Cour St � z E Elrninlingtan 51 tity Hall ._......_ Vim[ Ntrr Pioneer Food([ -op ,gig to !RP.nior (en e r d�. E ✓HL=ua Si E..0enii•i - NY neon Gr ` �i_....�..Y. mesio 57 ���Ranspairation =rater E E :huslcr.Prle Fr'.k?we Regina Catholic [dtualion Center ,hr'" E Harissr 5I - c W nts1 St r xer: l `e, Clara C• $,sour Rva Iowa City Transit: Eastside Express Inbound 0 Average Zero Riders 111, Average Daily Boarding & Alighting ■ Boarding ■ Alighting ImvaCilyTransitRoutes University of Iowa (pipits P 9:1• D• Ringa•xey Cr o, A Hlc 3 2 g' Herbert Hoover H•.vy 95 m ua.•erYrres: Dram. R:15E O Lsv:e- ries[Craneh Rd SE 0 <{ �'S'ashing Iowa tilp High Schaal paonac Gr a1515ela RC ,Co 551 i F. -oen as Cornell Fxe Fri anJsni Ciaaer S. a Eaa ,r,01 ❑r, 1151;[ giee n-e•ndl}R5'e .• 5.ahan095, Aoe • rsr.. G 5 10an1'15 The Arc of SE lova Niavne Me ° Kirkwood Comm Cy toll lul.}'rrr ,I 51 racy _n C-:1 Ln v: Delrn:rd pr u2 Gleeyu-s F'eun"n A're Tate H hStool erode! & Gamble 5'' .•r'� Sterling Dr wer- uspranf`: krdV' CI Gstsv 9l to €04 '' 2e,k'le'i c, nL_Fori Rd SE -. Exp., Dr 5,.5lr,ery 51 Remote Sr Sr DN! n 51 y mCt Eenrir. Mohpe Hemi 1illace Sums Mchi'e I'n'ne 1'll3.rye Durns,•ave To'd^ P.t'e C;g;;ei.ced Dr g ran11 Nelson\Nygaard Consulting Associates, Inc. I A-37 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-38 Iowa City Transit Eastside Express (Outbound) Average Weekday Boardings 1,3Mapilower Hall Handler AuditoFium _stun 5l rwnalds r -§ Re -2 ce st Cri 1 V"1.ch L Church SL R enu FLT'ir,^ I� 5to h Caesar St E Ds...rrr SI �' rc -. Flcoe,mgln sl Mercy H spiral Ha s� F.cchuslcr Ave E'shrhe• Si 1 55 , thy Hall lo•.r:o:,e"' ow Pioneer Food (c -op 3 t. U o Herbert Hoover Hwy SE N m m Lorrer'1ae:l a^r,zr 55 5E Lotter ?stet Rd 5E Robert A, Lea Lonlmunihr Ref e5ioq{enEer E Etir 5 .;'S'ashing Imes Ei Hi High Schaal 0 Pa onac Br olnyitel5 RC itis Camel' Rear EH err E OOP Si !Sepia St GI $4,..11,01.11 nwg Friandsmp=. Corer 5, 0 Ea.IrLori pr, o _r SM1an r -r Iowa City Transit: Eastside Express Outbound Q Average Zero Riders 0 Average Hairy Boarding & Alighting ■ Boarding ■ Alighting Iowa C ily Transit Routes Unisersiiy of Iowa (pipits The Arcof SE Iowa CUrr.OS10:1 L" PucH-Oer I,n Arr'•r;.nn L:- se Rd 5E C: CI ; dryP 5.5111und Aye e"ntoal Ave Cr Si -'r G... `aq:regr H Si St =_ Ry Kirkwood (onmunity(oll ,q© Tale H ttoo' re ii+ti Ih EsSLJr. High Procter & Gamble -E-3 5 5s 5 Ln v: Celrn:rd Or Giese, or F'z..tr't use aaascn Pse 2 C,�lifcr,�ir�•e x BamtStve Gs...wed Gr T9'll'r P.4e Dara ❑1 tir„ao Ct Souris. Nohlle Horrz Silla•e Sundt Nahte 19xne <'IIJ.,rye e 505 0.5 Hies JNJ Nelson\Nygaard Consulting Associates, Inc. I A-38 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-39 Iowa City Transit Eastside Loop (AM) Average Weekday Board ings Lentrm Rd 14' loan rr, @Handier Audilari urn � ngvenCar'Ot Fa 19«mingc 00 _ ?rC'•r•ii Rinaldo St Chore - 1512 - a ELN' 51 MercyH rc- Id Sir 11:0.1 51 pita) -braids 51 S rte e'. 11ir_h StE holic Education Cent • 65 J, 0:100+x1' An 10 G1asu^0u6r51 dxur Rod Braver Rd 5E HoizA•w rE Ele": on:l A90 Wnodlawn/me let Hew Pioneer focd Io -op Universir'y of Ipwa 0 51 • 0111110R'n a a4h� :duo Sl.'; �l Lily Hall lo'.rs P�Q;.stria Mall Nowa trAl' L Cewar 11' I•lar _c, 51 Pterliv_ St 110 Sr Ln'tte s'. e 2rid Sr — 016 Sr I Iowa City Transit: Eastside Loop AM E Sl rn '.5'211 Sr rn P 0. SI halnul St F.Bur1 1n Si E Co cetcn run 001/058/ n' C9 Sil,stield Rd 6' Linden Pd -1 Cornell Ave r Camden Rd G-3133 S1 • ' _05 '• • Hy -Vee yCr The Arc of SE Iowa h'. Dr, Ti 0 5C•rHn50v1 e :an Le n1111=1161 Cun'haa3nd BuStinghnnr 50 ,0 F 4 n r ;x,is v K10ou:.;Cl -. r'^1erkre keekr.N CI LL fir Fre-ch, Ar. 3 _ P.r. l Ilona Ave 0 Average Zero Riders erHguse 0 Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa Campus '4SCr:uy,J'Sd„� a g Leta. A.ee ✓, Spruce Cr &cakxcoc Lr Hollyonrrl 8h. Kirkwood Community C011 Tare High School ,t:A74 I th East Ir. nig h Pr0Rel B Gamble Sterling 7r 00 01 Expo o- rlrn�r 5 r,rr'ari 51 HClrate SI S olar SI Da:a Dr VCco Ct Cen ury e1 Tracy' Groat: 1 ., Sndus+v Or Gleeson Er p10 111: 533 A r F3r3Ove A.pan C: rel +•e a�e Pepper Dr Bn .''f G�^•0' I�Asaryr�; Gr vi.c, a; L2kctiiae Br rat O=hio -id GO g d StorrrA04 0r q 1esli Ln Terrnoin Dr 913-.1011 Cr Oic!ermon'.^ SC tiuroirJxey'-z Lannect2rn Ave 1105 Cio:ery 05 1%fi1 St `_ m Or Nelson\Nygaard Consulting Associates, Inc. I A-39 NJ IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-40 Iowa City Transit Eastside Loop (PM)AverageWeekday Boardings @Pon[Iler Audilari urn r.eve0pa`''l ?icer Renalds Sl Chhr6 Fa -:h I51m = = =R' ing.. St Merc9 rc- IJ ST n1:or1 91 pita. =Ti •1onalds 81 Re e`. Chu :h SI E 1extm Rd Trl roar, AE�e, E tele on University of Iowa 0 fi 6entr' Sr 11114 • ownlown �fwiC HotoMitt' Lily Hall P. 101, A:c 191 dIawnlne hr�1� L"f19a v P�Q;.strialMall :also !tar son `- ew Pioneer Food (a -op a Gerr4., ▪ 9611'61691 9 • ECc, E'ry: '_c1 5[ 5t "gnr SE Ln'1tle 5' 11111 'y LL51 P :Aralnul SI K irkv,md65, vV E 6urinston 61 E9 Wert, SI CIZM Ct Seynra6Ave I� Regina cation Center a-, D' ems. :t Y1' An CleErsbers 9� Rir1ge•x7y 9• 9611 ryes 511116` F d SE Yor P' E 5'M4hIn an °Vlnrr , Dr C9 T� 1=1619 Rtl 9 Linden 99 7 5ornell A'rx co 19 9 o - a ei •z v lErkw rt C1 _- 15 Cr'-'erAve 2 47 _ 8 Keok.601 Fr LL Sr 3 x Hiflrlan5A' Iowa City Transit: Eastside Loop PM Average Zero Riders Average Hairy Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes UniV4rsily of Iowa Campus Cr. gr. W ohdr Ar X95• ry7 Si Friend:44r El He 9 91 C rte H SY I �I rklvood Community [olleg'South Eas Spruce r.1 Ererettvo6 91 Fs1 Tare 1 x'550 Hy-11ce i Xi"fir - g Eassro910 r- TRe kr of SE Iowa Aas . 0l ado-nr] a Dr Ih�S[Ip'olpa, rHouse �2F 14halm,,. CPepper Dr Procter B Gamble $ Cr '5t Artpnn C: 611191 .• v 5. Sterling 7r 11 11 Arra :a1 Le inn 151 SC Exon C- 5-61nr,rp Si ;caste S1 Soler SI Doro Dr Sends Diohile !terra+: r :15 -urns 1.11,91'e r1cme LI .1,p9 Ashlynd Cr RSM1 Ln Termrrn Dr Dictierionn 9' SC tieriroxey'�z LanceaLargatrie pen, C.r Lakes'-::, 71 s 9 Slanx_516 9, .91E•m111 Cr ,•r Dr Nelson\Nygaard Consulting Associates, Inc. I A-40 Curr ba•'und L 66 :119ham t” o r5s way Grd:er'y. 55 4155.1 51 E �NJ FigureA-41 - - •end SI Carver Hawkeye A N IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT l camy�el Iowa City Transit Lakeside (Inbound) Average WeekdayBoardings W amp us Transportation Center eO Kit 111 Stec 11 vorsiip of larva R A1,riof3 1110 11011 CS Oast. e.0r S. IM.v2.4ve New Pioneer Nod Co-op Reche,ler J017-seg5.0 7eR E'.SAshin0to- Sr x 81.11'"-110 ECele.-r y 0CcIerr Sr E Surer; Inn S[ v F L rlinnhre 5 Alied:ar 0,735,va•f 7r 4- r Dr 4 J low City HIP School 0 1n Ce1urrnie 01 5 4C� rr, cetae Rd SI We he Hon Hillside Cr i7 _ Parana Gr - - AIa,Mel]Rd Linden ltd - AS/ S e`g• o S�i.e Cf � 5 Douglas Cr Douglass 08 3 y.k ,Ridge Dr Iowa City Transit: Lakeside Inbound Cl Average Zero Riders illAverage Daily Boarding & Alighting ■ Boarding ■ Aliyhhng — IowaCity TransiiRaga University of Iowa Camilla Via;,,ai 0, Al,10114oln1's1 a. • 51e!e11181 L:dd'u1m 51 EE Ecwery 01 Sr Walnut 81 Sey0101218 R.,Sheridan A _ '2,4uor koe (eekuk r:A s G St '0 G51 1 81010n7J CI ISt Oil, Ave 5 �riend181088 a 6,0 iz16 Kirkwood Community College south East Ir. High II'sn 08 A08 •10�� /y 0 v Tate Hi Schaal Gererc01M H 10y181 E Corr St arrotsr+e nr Eaalivonil Dr The Are of SE Iowan laAr,smiinene 079 lU'e y 5 S1 ewe Cr y;herrlrO Scu-hy41 are 4V Shelter Nouse Spmll C1 6413F1010 0' Hc'h+end E'vd t ey Ln Crosby, Ln - oe1'rrad Dr Pater 8 Ga rnhle O c. woecc-c 510.110101 ler 01,,0 0 PQM e1Dir Lakeside Dr H•leM,aroV Pr aY Ashlvnd R. .c 8111myek Dr Vest Ln err,,,1 n Sherman Or 0101,501 111 SE Hemingway rn Nelson\Nygaard Consulting Associates, Inc. I A-41 '%gr IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-42 Iowa City Transit Lakeside (Outbound)Average Weekday Boardings .end SI Carver Hawkeye A Iowa { ity VA Mercy Ho. •ilal W anus Transportation Center NII 1 Iik St 5'er511'f a1 Iowa sc E HIME`egien St Rxhe,erPre VriirrtSior Ct. e• 1 � - w ` 1h'.va.4ve Hew Pioneer Fa od Co-op E'.SAshingto'sr EG.I HO,.4v: ikri.4r Jar?ereonS; 53 grco >n 6. Jc•+t,e�n i 1 CcI c St 1 sor Dr Ccnaroliia 11 a. E a cr Relrf.,Yn'111 D q — ay0 rrncetnn Rd �' ENa=::in, SI 'lhshln ':lowa[it High School O i7 Po[anac n Hillside Cr 8 Ala Meldrd Linden HJ E Carl St Osst. ent S•. A+,ricta �+a Timer Ct ;p�dsldeD Yy Benton Ridge Dr E6 S' F 6. Bowery Si M1+a yE a: Clzd: Ct rhn:�lnu Cf nouylaes Gl Sr Walnut SI - '4r4u•ond Adie Fr Iowa City Transit: Lakeside Outbound Q Average Zero Riders 411111 Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa {arnprr Nivea! Hirt+Swd Cl Ulnt+"k�'e riendl4'+5':a u I narv;goo CefenestAve 8 ISi. " Kirkwood Community College .4 Ct &roks4M nr Eenler•ond rr The Are of SE Iowan • JD. rdso- 10:. AVE 6,Thal [1 South East Jr. High a Schaal Platter & Ga rnhle O Bmni Glea,an[lr Gleason ene Gs.EcrmnPere. Ave GraelwOnd nr sr Ashrmd c: a aesr Le ti errerrn Dicwson 1 r. SE aerningnay In Nelson\Nygaard Consulting Associates, Inc. I A-42 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-43 Iowa City Transit Mall (Inbound) Average Weekday Boardings ay-ara a Z. 5! Iowa City VA 0 hfeIrese Synw t uaoe-p�rt• _ _ erg. Hr<Pita] E ° E!eflesn -eirmire ; Es BrosrersOon 51 SI Hoch:Ere, A•. oan Aec {ily, Hall • Hew Pioneer rood Ca-np VeL Ave Fro sviceccnnArcs E Snllege 51 E ColIage 5 Bower, -51 Bullinntnn a: Maple..`;' Cie*. CI 53i+p'_ eC `a 55'Banlon 51 '3- 51 RIdoway or (314a3ina >atian Cenler nEet,".Rd E Irr35hineE SI An5111nctnr' yP.'r9da; Cue ▪ L. Iowa Gly High School _ - Eadel•EnA+At 0 Palomar Dr 4I, 55 c sinneerd Ase e O yayhe.d 51 � Linde RC _ r —neA;e 6 rc Seymour A>•e E Sheridan Ava CI1 Iowa City Transit: Mall Inbound 0 Average Zero Riders faAverage Baily Boarding &Alio hting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa tsrnpl[s Bo'f 4layc Ur 1555¢ Rid Ant s. 51 '; 2na 51 3r, C'in'er Pee erury Aw- Hy -Vee • 1594 ••x 531.1521 C'. r TY C' Cone- st eafip5'Ond 5- 44 The An of SE Iowa Elgin 5 r• N▪ en:4455d g AuscnLne4+e 55 Bac lord 5- Hl East ll. High 0 h School Hy Emergency St ae r._�She CE rnpis sr House •fr_ "'tlor n;ftf Ps[hway% ti Crgia,,rk 4222 t e r mar d Aspen CI clr•,_,n„ �""- , or Boar Dr l race L ▪ Croohy Ln p144n.,C rdsr-s Piodcr 5 Samble Slaving Dr 'kr", ,Pr L pi 273 '+aneah JO • BEDS Or 5.0355 531 Bsrnole SI color 91 cr Ceelpr 4120 CI De -wry s. L ngenl'e'g era., Delarw 7r Flerinen Ase Cl.rsren Awe Calirr'¢Ave CiranWeerl 53' N Panni Ch 3 2-hlvnrle• 7a.so or Grkenerr Ln 5E 1emingoag Ln 5G5wN:5 53r Aherrcan Dr Nelson\Nygaard Consulting Associates, Inc. I A-43 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-44 Iowa City Transit Mall (Outbou nd) Average Weekday Boardings tynneratet4 Davenport 5 Mem Ho Cri ("Regina atholic .tionCelrtei ital E arhai SI d r ve z t.ehemail ` NewPlmeerioodCo-op ',Noodled', Ave .sA'� r 1Va!hingttri 5< Hot Ave h E fbllage St< e 51 ageway Dr o` 5 Hgh 51 g, eIowa City High Schod Qy� o ^k+ m g Res, 54V e+`Nast9,� Gr a § Q rinteton Rd v - E ashi .ton St washln on Potomac Dra an U Saayheld Rd ; linden Rd tole S aant ah Ct V ' rn ePeen 518 MITA S1 FSt 71, Ginter Ave.AS e a 5 Friendly Ave Iowa City Transit: Mall Outbound O Average Zero Riders toAverage Daily Boarding & Alighting Boarding ■ Alighting — Iowa Cily Transit Routes University of Iowa Campus 551 55 nr Lake Ri'�/J Hy- ee tout Emergency Shgli Sher House nRei gig?. Id en a 51 ys Hlvhland Ave Garter wood Ave a Deforest Ave s G5r GSt 5 5Y J9 15 Radcliffe Ave.o ,T Stanford Ave - m Corned Ave 51 n / � Clover St 6, q 8� zLE o s �e e grooVs� � r¢ NY -gee gE"alwnod Or a Tx:C,, to Ptnry6! - a ":' The Arc of SE Iowa Flnevos1Rd a 53 eyr adios Dr " fa a1Llhfutlr.High o :t° g _ 9 Stu dill] Pr �� 'Mnlc 9men 0. s I�nnah ,lu fry aurel0 G` �o Pathways 1® " 4 _..._ Brookwood Dr � e s nwsa Dr � Ascend Wea LE, Dr Briar Dr 4, 0 °ArkcY er, 025 DS Miles H1IlOvocd ®vd Tracy to Crosby Ln Burn Ave Procter & Gamble Exec Dr 5188180051 51 Remote 5t Solar S Data Dr Metric Rd Video CI Century SI DTIV. 04 Or Flatiron Ave Gleason Dr Glasson Ave Gal'-omla Ave to 6 wetteIby Dr AsNynd CI Vert! to Terrapin Dr Cid.ennon Ln SE HemIrgAny Ln rg Ava Grartieoed Dr P li e 5lenwyck Dr< Shennari Dr Lek es" 4.2 Farewey Un �•ryt Indge 9r Primrose Ct Ming Star Dr Nelson\Nygaard Consulting Associates, Inc. I A-44 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-45 Iowa City Transit Manville Heights (Inbound) Average WeekdayBoardings trader Joe's 0 Co alvi II a Transit Intermodal Facility Univaisity of lows alth Care CIE /E -h 5. =_curs CoraIviIIe ,5Jst Iowa City Iowa City Transit: Manville Heights Inbound 0 Average Zero Riders Average Daily Boarding & Alighting II Boarding ■ Alighting Iowa C iiy Transit Routes UniVersily of Iowa (amps M2-ar Cr 5.:k 55 ,a5K5gq. 4ve Gro, 51 w ler.Lean St McLean 51 ''mac NcLean St y 4 41111)1111 VCf 7 w ' o d o9 R.4-.FSCrc y ayT�Sj 0 I Carver Hawkese Arena Handler Auditorium FsrcNlild 51 Worst pus Transportaticnfatal Uni'OMIT of law Hospitals 8 ❑inns ck Siadi0 _rano ata Mean A 61 c" barn 51 r Sacscl 7..rc1, St N lawIta! Sq E Ba•rznpmt sl E B15ar'Em SI MPrry Hp{pit E Marks!. SE Ranalds E Jen�rw: sI Far -Vee Ronalds 5+ 4npn 51 Church 319 Roc•1.1erhv= FlotoSoq re," 51 IwaA._- 'rcmylarr. 9.5 Lily Hall — m (Hew P'loneer land Co-op . E ;,psl.mgb^ at 95 r -P XPi L r""lu amitwAPGreaHon rataGa loae 51 E huiling'ar� abTrpnrralion Center Nelson\Nygaard Consulting Associates, Inc. I A-45 E Coo -..e: ',Win Si IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-46 Iowa City Transit Manville Heights (Outbound) Average Weekday Boardings Trader 1of.'s .+.,k Utah/111e Transit Intermodal Facility Uniu5rsity of l owe alth fare 'Err! S= mit oioo.,esT osul15e ede 91er.): CS Iowa City ,--�-kNd F = Iowa City Transit: Manville Heights Outbound 0 Average Zero Riders 0 Average wily Boarding & Alighting RI Boarding ■ Alighting Iowa City Transit Routes University of Iowa Campll a McLean 51 McLean 5t Thier St Gro, 51 • Handler Auditorium u Carver Hawkeye Arena F'allld 5: Mat '4 Fria Bova 51 ae..:09 51 N Idako' Sq E Ba;enpmr sr EMI* tun S1 Merry I1 pit 0 E Markel Sl _ pus Transportation Catc1 Hniversi IN al laws Hnspilals & Clinics Kin I ck Made° rora eigti Hv-Ven Ronald: E 9: 11515 SI 3 91 Ronalds 5+ '�''alllr 51 Church 51 F 711 E Jerra 51 CJ Haar R `1. Ho!cAve Cerec„ 5•r 1c.ea Aire 'NWJI#1 Ave Cih9 Hall In Blew P'loneer Fond Ca-ap E E Weekagtor, 51 45,E Ti 73 y4, ..Bahoft8 I AA ruxrll.4.6a4re66,1,49t'• Eca.l � Nelson Nygaard Consulting Associates, Inc. 1 A-46 E F'r iSerden Ccu'. '011111 51 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-47 Iowa City Transit Melrose Express (Inbound) Average Weekday Boardings agle.1 KeQ',"dYPkv;y rav A' (cid lei lie Public Library Social Security Administray¢g {coteI Square % as ...le iiiocERwmriti Ta -00 (11) Pon rdand Dr 1. Iowa City Transit: Melrose Express Inbound 0 Auerage Zero Riders 0 Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit lioutes University of Iowa (rim Coralville Faerkeye rack Rd Par. d Hawkey¢ Softball (moles >§ n Arena b Flab Ater Lot West Hig drool .1,Ind Ave 4r24dan hrar.brlao Dr Grocery la Cr uln Chown rt3t Carver Haorkeye •rend Iowa [ity1d ..Hardtn Library VO y Campus iransportalion (enter O I ikni[k Serum Universi [ifofIowa HaipiIV CIinics c�nynre 711 Hrcc< oaka� ,Iri, ry 'FI! i t H mRslne To'.rH Ll 3 0 St R.ol3n; C Ra Dr F1ushrrore C Ilalen PI bey Ln G; ashn Dr HaiorLdr - Pe•r a sic Flenipaa CI Eyl,Dr charc.a Aberkre 1 Ira -H L;ta Rc tatlon Centel nson SI = poise St LOIS' ele St E 3e^.t n nad Sup Emesr Iowa City Municipal Airport _NJ Nelson\Nygaard Consulting Associates, Inc.1 A-47 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-48 Iowa City Transit Melrose Express (Outbound)AverageWeekday Boardings Tst Engirt .1 K=n "'EdYPkv;y _ x 'Pa 1 c AA, -� r %Acid PubIi! Li hrary Social Security Administray¢g {Eliter Square Coralville Per<. d Oaklidge A'+e Gro x Sr g k D'p s‘ r '` Rorer [a raer Halvkeye 0.a Arena® Field] Inc Crater Lot Q West Campus irar c, dab en Center rCt { Na Im Bro'.in,., rth 5t GarHern: Don ,ht, a:a+. C •'.;1 Dr g. West Hig L. tlmol Iowa City Transit: Melrose Express Outbound 0 Average Zero Riders 111, Average Daily Boarding & Alighting ■ Boarding ■ Alighting Imva City Transit Rsutes University of Iowa Comm Ck.,rk;rrerC' Ave 41'alaan Ct Pa o, Dr rfartalao Dr Ft;of Grocery pro, 0 University of Iowa Hospitals a clinics ran^��-.x -14 Coal SII 1-7 Universi.:Heights 2,1St Inor atm Centel rson sl - we•us=_ St lyY L. nar[Sun Rusnno, Iowa City Municipal Airport Ira:'l lc Ave CNJ Gia Nelson Nygaard Consulting Associates, Inc. 1 A-48 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-49 Iowa City Transit North Dodge (Inbound) AverageWeekday Boardings sw Cora Iville Iowa City Transit: North Dodge Inbound 0 Average Zero Riders Ili Average Roily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes 44, UniversliyofIowa CampII Asjose Om - Hancher Auditoria Brew^ 01 Ronalds Stsj There. s, m F"irilild )Regina C holiuEduca Center rgdo-c 1.. ..„Res.srer Av e— ,,,:"st, Nalr Run , ,J . , „,ie.5"n sl -", z bxae;c {Hy Hall >�( Hew Pioneer Food Co-ope+,x r' ,0mntt 1,709717 enrol Nelson Nygaard Consulting Associates, Inc. 1 A-49 8Iowa City High School r:clo = �i g a ?"Iorrs,c C waM.iy 4 4a r'les 1 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-50 Iowa City Transit North Dodge (Outbound) Average Weekday Boardings Coralville rezr�: I:r Kyle Cakds Dr Mayflower Hall Iowa City Transit: North Dodge Outbound Q Average Zero Riders III Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes Uni i rsily of IOWa I.ampi6 r.: Jose Ave 1 rII t� 4 Regina C; holi[Etlu[a Center L., c e } _ rrdre Y ` a �` a[.r GI r a _ ,,,,,Li 4idgenay Dr o Hui,.Run ' co�•_ , 201 son 51 vn2 Are �..dlawn.4 e {IN Rail efiew Pien& r Food Co-ope • v- e_ ,gme St Avo "'e"aaMRa �p1 ECnlle,e St E d ng[an " 'h'zshrem Nelson Nygaard Consulting Associates, Inc. 1 A-50 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT "�asaw r Figure A-51 Iowa City Transit Free Shuttle (North) Average Weekday Boardings Iowa City Transit: Free Shuttle North 0 Average Zero Riders faAverage gaily Boarding &Alighting ▪ Boarding ■ Alighting — Iowa City Transit Routes University al Iowa Campus Iowa Memorial Union 0 Iowa City 0 'N Jenerson El EJefte:seE 5l 0 0 0 E rle•%e.NEEN 51 0 F3.rchild Mercy Hospital 0 N h•4.rke[ tMar N.''AesliIyion St Ilk lana Ave Iowa City Senior Cen I. City Hall New Pioneer Food Co-op E,Aaseineeon JI O1 n2 1 Miles Nelson Nygaard Consulting Associates, Inc. I A-51 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-52 Iowa City Transit Free Shuttle (South) Average Weekday Boardings 1'l 16v o AVF• City Hall New Pioneer Fed Ca-ap Iowa City Senior Se r'ii n ILL SJ Iowa City Public Library estrian Mall Robert A. Lee Community Recreation Center Court Street Transportation Center 0,i' Iowa City Transit: Free Shuttle South 0 Average Zero Riders Average Daily 4111, Boarding &Alighting II Boarding ■ Alighting — Iowa City Transit Routes University 01 Iowa Campus Ci Wnahl sr E Harrison 51 � of cz Nux; Nelson Nygaard Consulting Associates, Inc. I A-52 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-53 Iowa City TransitOakcrest (Inbound) Average WeekdayBoardings r (arver Havri e 5 Arena lana MN VA 0 5 ()Arena Lot QFin kh irm Comm ler La 04, v Pt'�acter P+� University Her Hardin Linear,. 0West Ce ° .us Transportation Conte Ninni[H 5ta di um F 81221: E :•15c9 51 5 R.oersin 51 5 Prenlss'9 ri 5,ngra 5r y5.551 E Geri Inn Sr Iowa City Transit: Oakrest Inbound Q Average Zero Riders 0 Average Daily Boarding & Alighiing ■ Boarding ■ Alighting Ioesa City Transit Ro utcs Uniaersliy of Iowa (d 51555 Cak-2sr 31 Amy tko.O a Our!Nrti Sr 53 1121c 5a2 Cl I1 4Glastr 51 5542 c C: eia, Green 31 0,1711 Ity al4amart Supercenter I ErnH2, Sr Iowa City Municipal Airport sloven is HY-5e2 Youl h EtrA,Aultui Nue, Sn..14o1e n,e Nelson\Nygaard Consulting Associates, Inc. I A-53 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-54 Iowa City Transit Oakcrest (Outbound) Average Weekday Boardings r E Cwenpur (aver Havrkeys Arena lava City VA 0 ()Arena lot QFin kh IN brinier lul 5 LUrNitaO r,l rker 5: Hardin library E Jeri (ity H5H Wrist ralnp us Tran sp 1 zir Ninni[ksladiuI5 pee University Hefgt.t-s• r`r h'Iihlanu Dr s Cak:tresr 5' Iowa City Transit: Oakrest Outbound Q Average Zero Riders Ili Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa Camilla anon Leak l EraoHa. Pak 7r L: nrolrose Cr C Prenl� s' MO, ti'+e 5 Rrversi5 Cr Our ery Sr E ben Ion Sr DeJpks5C R1.4.5 a '5:'ke PI n 7'Jugle,-s C: Harv, .a59,. �r Stale H•e Vg C:3 yS h:Vi E 5: Ernes 5r V: Il C,ok D 'Iowa City Municipal Airport sl�ven51' Hy-Vt 515 .a_ Youth E APItel .Hales 4N Nelson Nygaard Consulting Associates, Inc.1 A-54 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-55 Iowa City Transit Plaen View (Inbound) Average Weekday Boardings 1'9'4. Kennedy Pkry Galnay Cr '..-5 ? o v o t c" 0,11ayR` West lilghSchool Cr Rd E31 kle-. Hay.kcye FP Rd 13 } nreauawr Dr saersr— Carver Ha vrkeYe Arena �1 Arena lot. Fl nHBine Cnm m91_21 Donegal 31 44 lrarand 'Or 3nnror Lr, cJ Y- Jasaup Mat; ye Dr University Heights SRve,. hila Ur ae. , P; b:o 0 - 10 Ben!al.t 01110-11 S1 m 6`eenarCir Hawk KO, D- Dnuylass N4..21 ¢� $Q F,kYB ilS011 Iowa City Transit: Plaen View Inbound Q Average Zero Riders 0 Average wily Boarding & Alighting um Boarding ■ Alighting Iowa City Transit RDates University of Iowa Caoig i Dolan PI Ahlxy lawn VI. Dr 1, "O n Cr.", FLircy D. Fla -,nn r1 . Waadberryfl 21 Penia Dr Ealing Dr kw'B.[iiae� Aber P':e EInesl St ra It Super, '?lillou Creek Dr owa City Municipal Ai ort ,oera' LY s 03 y t 04 j: Sinl :ii�0 �NJ Nelson\Nygaard Consulting Associates, Inc. I A-55 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-56 Iowa City Transit Plaen View (Outbound) Average Weekday Boardings Kennedy Pktw ;him saPae Co Rd F=5 G91.my erti n , JanagfI .I Pra na hrw; ao e: ra rver Hawkeye Ater FlnhBlne Com mt�F loI University of laws H ospi lals & Clinics w Cl West H'IghS0rDOI Saito F. PES Fartway a.,ia.7r C1 �RC 516' Iowa City Transit: Plaen View Outbound 0 Average Zero Riders 11111 Average Daily Boarding & Alighting nBoarding ■ Aliyh@ny — IowaCilyTransit Routes University of Iowa Campy rocery !Unirersit, . Hrp1,,,g c+uei i:I 7',..d, . nr Cid P S R oers b Lin Si — 1. SI no! SI to 51 BNnton 51 erhlin Ur WBen' 5t _ Harrinsxe 51 m Dn5110, C: VeeherClr ' Dale. Ct Hawkri1ee 5- P 51 Ha'' EInesl St alt Super( Iowa City Municipal AI ort 04 elrr s1 �NJ Nelson Nygaard Consulting Associates, Inc. 1 A-56 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-57 Iowa City Transit Rochester (Inbound) AverageWeekday Boardings Hander Au Hiloriun Kie1Ce" S' 3rown St g co CA Ranalds Sl aanalds Sr Rona Si an, Si m — Church Sl F. Fairchild St Fairrddld _ F.gel Ss arsl N Markel Sq have^par. S/ l 1 .. Kase; 1/1 Mer yHOS �haI Eslrmm�gce, St 4!il 0 -o 1'� lily Hall o 3 err Pioneer Food Co-op ^elm St Regina {all] of is Edu[alio n Center 0 _Wiesen 51 idge•.e,3' ur low Iowa City Transit: Rochester Inbound 0 Average Zero Riders 0 Average Baily Board ng & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa Campy �qL }li rn m.0 5l E Furlinotne 5•. Maple 01 S SCI — e q SepmnW Ave Sheridan Ave E 2 N T Fcrerc SI — c CL � f {}� HceK,X CI' _ .7r, r ' 74 Y U R Jackson A. �51 a 5 pI owa Ci tip High School 47 0.1510:05 RC Heel-na0 0.rr Al - ion 8wect Briar Ave adirra Rrc el E E SoerHord Ove t o Lindell Rd te, CcmnuAre 00tana0 Drs 5e}a:ed ad E Coma. 51 GSt s y'r<nrrad Et t2rn�,b •SSI Ginre.551 — FreaCM Awr Hi....Id a.•.1 F. r g Fy 5515,105 ,. to - Y 4tyryy, N 2 N -: ^ter 4.e f r nrergenry Shel rr: c. Hcus E. a Friendsmp S.. - - 4 H Sl 151 NirNlVood Community COIIg9e e � o Pathways ` ass Pe"Rue eroskr-:o..d ur Holltm's 5 5510 HV -Vee Teem, 0 ro r EalLraad Dr ..e y t C! .9 C 3 - P„rz;rs::l Rd - PhrArcafSElawa y hrasra line MUSE da l+are Lir .0 d, South) Easl Jr. High o - w alto Pinder & GamhIs 0 € 04 les Nelson Nygaard Consulting Associates, Inc. 1 A-57 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT F ig u re A-58 Iowa City Transit Rochester (Outbound) Average Weekday Board ings Han thSr Au diloriun 3rown 51 15 15 5 a Chum- 5: m' AMarkel 5^ - Mercy Host F. HT lily Hall rVew Pioneer Food Co-Vp = '^as"5145 3t R3nalds 5r Rona 5r church 31 I-. x ar 5i 11 al r6 �locmingw, =. St To l7ooAlnocAro 410 E te9es. St 7A - 51 pI owa Ci ry High khool re s^ S' ✓o E Riemies 11 Iowa City Transit: Rochester Outbound Q Average Zero Riders 0 Average Daily Boarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes University of Iowa Carnpls 51, '6.rA n.n St 5rmknd 51 Ginre' 5,5 Freed Ave Hi 'AkAl.A.50 (rg enty Sh x r'. ^v T µ A Archer Av, raMe+s1 Ave Gsr E G 5. g - - H1r 1 51 hroa5'r-o'd ur R1: m'Ra a it. Awl& woo V.414. .sem 12 51 uwe _ VaY:ed dd Linden Hu Comei.Aere 0 a ECoor. 11 a 5! Hy -Vee 111 Nalmood Commonity College S 1-m111ne sd 3115 late Hig 20 151'' Ferndae Cr Eaalrr»rl pr CYC Dr Arc of SE Iowa ;; Eoltnrd Cr !2 51 South Easl Jr. High o -- hoof Pinder & Gamhle 0 rrar:q a � P, 5150-'` 3P,x^n41'.K C1 N 52 9m .¢ Torrence Ln P;,:acre? Rd = Mescaline Fa'e5E 51 eri 2 Nelson Nygaard Consulting Associates, Inc. 1 A-58 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-59 Iowa City Transit Towncrest (Inbound)Average Weekday Boardings Wl Fair:.'tId 5+ arty HospI E NI ket St Hin£yon St Ced, y Rat ':'z=tar Koe d � Dr HatcA•e c Orta A,r Wandlae:•Ave C▪ ity Hall IDelay/Pioneer food Co-op e'lvasnt,tgL5 SIE was" inulm St Gid RN 5.x eller C. ▪ 3 w 8Regina oh( Educati. `enlcr 3 Tzor Dt a' ti '31za g cold Iowa City High School E Coikge' G yy65tter. } E tis N r:hai a >, Sep'ncur Roe Shedd. r:, �,•' geffi C I .t Y aa' { Ave 'nalnut Sl lir L Kirh�„w1 R.(•pert 1 Iowa Iowa City Transit: Towncrest Inbound Average Zero Riders 4.Average Daily Hoarding & Alighting ■ Boarding ■ Alighting Iowa City Transit Routes Universliy of Iowa (amps 5 Kochuk C- a 3 Gin[sr Ave LL 9 -Pad le At,N1.gl- aro Nat Pncean Rd WgshinSL %3 r:inaan f Poftmac D: h. H !Nate,. Or -_2t, E Csurt Sl rfarfydRd a AS w Frrneshi 51 — S Ferndale EN ' m m East•.vond Sr Junina�lY co cL y 5 _ HY-Vee 4.6,40111.14 2ZA 10 Uc� hr � u3 i Hy -4 651lh :mergency She Nrnpie Shelia House mu, Pathways ..rosy Park Are a, andusk; Dr _y I• deo 1 ria Gl ` Briar Or nelnre51 M'/e Sgru_e Ct nronetttUP: r" 5pr:etcc; 51, a '_n Kirhwootl (ammunity(ollode d A .5 a: nn J. 8South East tr. High Tale Highschool Procter & Gamllle OO = Gleason Dr l:el'wcd D0 latnunA e Go5NDr.Ave Argq^1319 SaI Ornla All 7 Fa IS Sis't -er 01 N F r 5.4 rr Nelson\Nygaard Consulting Associates, Inc. I A-59 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-60 Iowa City Transit Town crest (Outbound) Average Weekday Boardings fair 1'3: = Fa chit E 331631971 $1 our Hosp 51 9:913119 51 ra Sada•. 5155star Are Rosilla 8 p.Snsrn Ur 4. g x eser c _ Rdgmuy or d 1- olio Educat Hate 1',6 • ?1',525 gr :1.15611 '663011116 Ass 05 New Pioneer Food Co-oG 15 F. ';;ashiiy ,r, 51 N E Wasnin4Nn Sr ir F601191151 0 joy9Yid 16 Caicos 1,ryap.e 3. 131191. c. -51)55 Are Rio" 94. r Lc1 a PrAss 41 ','151,151 1,'11: 51 E aen1on 51 I O'i aft I t- 7ealnul sl Kir so. Iowa City Transit: Towncrest Outbound 0 Average Zero Riders ▪ Average Daily VRoarding&Alighting DoarSing ■Alighting Iowa — Iowa Cily transit Routes 1011 Un iversitq of lova a Lamplr II' Iowa city High school AC il �J - 5r Oary-ncur 51:6,131'5 A U °9 71L 31 99 0r9710, 11 3 fir„ 2 5 McNair Ginler ASE LL Frms.ship 51 Y o� 111Cr yi00 111'}1 rgs Arg v' ord yep 5 5: s P-nce?n Rd 5. 5';,pshin51 \',§shi11g11 ce 5:+-▪ 'rdr5:r Ave t h.▪ 111113.i.0' 11 -2. 5 = Po[smacG: F. ' 65.919''-511 £ 1.4;49JGa - ▪ -,r, .R., ,n Car,. 0V9 5 El ' EGaud 5I Fe1991111 0' ff J: eaSlll'0a01r O L' ioi 13 esi a5 ▪ 4, - ▪ P''senest RC TM1e Ari of SE Iowa N Fr,clr Ara -` gr. aro Hp- oom inergenrY Shell Ilett' Hu 31+n 51 d Y. o, 'a 1hw.'ey'k x1,11.,,1.15 same CI 091 9169706 5: d GSr eHirk1roo d Community College Tale HighLchnul 4.10'P p 'Sou lh East Jr. H igh Procter & 54M 1111 0,91313 5 Cr Briar Er Glaasnn Or 111,111110 n' IahronAw g A. Cul'3rnia Ann �rarM+5aii Sr 61 SIM -e Cr 0.7 p.4 Id orr Nelson\Nygaard Consulting Associates, Inc. I A-60 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT galk :7Th Figure A-61 Iowa City Transit Westport Plaza (Inbound)Average Weekday Boardings #s,Neya Park Za Prow, rdadow Cl Wesl High rdorrese i � n•erHawkeVeAr�na larva Cily V.4Arena Last O1421 Flnkl}Ine{a nllrRr[e[ Lot o or 'r G .�pec oo 7+v 3e Campus fransportalial Caller Ni nick Syr ani versilp al va Nos Hei=ghts and C i);: <cre,. c, mem Ave Torer Cr ds ira Co, SO' :5 is y 'right 77 alre5w 51 F 5e. E -' y Hr pita l n F.7 Se! 5: " II City Hall en Pioneer Foa4 Co-op rnne ^Glen Roches:cr Ave Rob r E E+.1,30 Beni. Si Hold AYe ,z 'Nar!!enn fvo _ r ac- -glop St F E Coils e S1 151 E 'inl'Ingten 5. ��4:e a •r �� t Graslrx', Gr v+ safer Gr C'''crHoo 1n ]nleri PI E' RAshrrore 7r 41,hcy Ln , Flx pa rl Ylaadherry Gr Boling ., Canal Gr2re, sqp, ACe•A'+e oM n PrJn Iowa City Transit: Westpost Plaza Inbound Q Average Zero Riders Average Daily Boarding & Alighting IBoarding ■ Alighting Iowa City Transi L Ro utrs Universllp of Iowa (amps 27 xery SY E Cor 5 Maple 51 Clark Cr Gram Cl ? C S Seyncor Aye Aar dee Ayn s . yrs Walnut .5- Rrkx•oo: Cr 3n:er5A![> Il.35..4G7 in nk 25 Youth Emergency Sly Iowa City Municipal Airport near., lrek5Mn h4OSs,CM Ln Lti'aseMa1' .Dr 1110171 Port 4n or Hay Ridge Or L6e.4sxWdii Spring Rldge u. note or .ngat=�..•. ;, hel.•r House �F VV �"• r6. �r77 'n Lo nganberg A'.' 0 2.25 \1 517.5 N� Ed CroiereatA, nx Archer A',e _cak,ti 7r Ho ncd Pal hways CY:-arkhve S ndusvv pr a•a '- C7Ev Pepper DF Briar pr Bums Ave Ha:error. 51x:1 Tray• -n 51 Nelson\Nygaard Consulting Associates, Inc. I A-61 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-62 Iowa City Transit Westport Plaza (Outbound) Average Weekday Boardings [a n'er Hawkeye A' na Iowa CO PAPrP. o Arena Lilt FlnkhlnP {OnPr Lill L _ 0 11iRr[ We CampV3 franSpVltalriln Canler ▪ Pmlra rd allow �` L7 '�I Ni ni[N SU1VYIn1 or Rd 0 To S i ,., ; University oil aHasp J West High loo R-rrer,, ci N` 1m F RdDr r c Farm C't'a•wa6:i Cr iialden Ion +ee 5 c.V.tV h Grocery Ido+cess Unr Oral SI hoar ^ob:n Sr y Rerlies'.er Ave ^ city Nall"•T I�Ne1I Pia neer Furl Co-op Ra Ger ECcll=e5l 5. ',Napa ■ $} 555'1-_r 0 \r CI t GrarrcN,, ,7, YDt -Wu Dr �"'"•e Ln hien 0 g' Rnshrrore Dr il,hey Ln Flawgao 1:1 eights - c r Aro atto Ave Moor CI. U,rl" C1 415 Pecan I Vrhadhem5 Cl ii Ealing Dr Carol% Ca' lSr Dam sQ p, Ate., Iowa City Transit: Westpost Plaza Outbound Q Average Zero Riders Average Daily Boarding & Alighting RI Boarding ■ Alighting loos C ily Transit Routes University of Iowa Camper, r�'x„�f �anio al 5 Highlene CI 0 car r 110ery St kgo Sr MINI 2r E Coro 5, Staple 51 Clark Cr Gram Cl g C SeinocrAyn .7i ? Sher don Ave � h . Gi (.rkx'oo:, Cl 65 s 3n:er Arc Henk..[G[ v, a � Fdc+'drp Y;rie N ” ?out 0 Iowa City Municipal Airport rcecial Dr 51,,11.5' 11011 51.0d n+oss1 rva Ln Waseroay➢r 31,151al Port I_n 5Each vee. nl Bay Ridge Dr mRa.4sxwd in Spring Ridge Dr Schur est Ur SF I Nelson\Nygaard Consulting Associates, Inc. 1 A-62 nolo C[ r House roi Ho Palhway5 vxr -alk Aye Archer ASF 3cak erd Dr nrlus',•: Cr m z• a C, q, a:r Pepper Or Briar or HoY rrrcrRl BkBI7 Tracy r n 55 Bums.ave E MI10 f a1�; rn ca ngen6erg 0 025 i �• -� n hli es YV IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-63 Iowa City Transit Westside Hospital (In bound) Average Weekday Boardings Lantern Park Pl Hy -Vee xy Coralville Northwest Jr. High © .e FB�mhlla:i: Clock rawer trader Joe's 0q 9� Hni'reref lerva Health Care • °tr•Coralvilletransit Mini odoIFacility F III1 SI aq I.D0.111e Public Llhrery 0 a" ��,,�� y M wry [vier square '•,• Social Security Ant in istrae 218 Q ��OPC -5.ke.ye Park 1 �.�yr��.1tir]yc � �a - V. -o. Ave _ 1' !t c_r of o • r 91 - r 5 4 Iowa City Transit: Westside Hospital Inbound 0 Average Zero Riders Average Daily Boarding & Alighting RI Boarding ■ Alighting Iowa City Transi J Ro ulso University of lona Campus 1!s 27 West High School • --- - © 11_07,77 titactinaaDr- Dr a; 3'-'s Ln O:ck Creek Dr 27 e 45 SL 'hake ;7ak •I N aa' Haw Heye softball (ample F 6 Te:, qi -:'Na95�. May 4 wer Hal R er ;iiorium Carver Haw keye Arena Arer Finkllineernelg o1 (7 tiversity H H. m N�tlG� Hafar I r ` Flanga-. Ct CCllbl!h o ' a T - w, Aber W, PI: n m Vier Drn Denton 51 s 0 mart Suite co .Prem. Iowa Cit Munici !Airport Ode Oak Ln 5'•`' Hid-PrairiSDL Dish 0 1A0Toi -'ck rd St Is Dr In Ay; Nelson\Nygaard Consulting Associates, Inc. I A-63 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-64 Iowa City Transit Westside Hospital (Outbound) Average Weekday Boardings trader tae's Northwest Jr. High �gqal�•5„.,, F,17 Hnivers�f lore Health Cra Lantern Park p Hy -Vee 0 r Fa�rchilm .. eu. py ar.el LoravielransilIrian oda Facility oFcc•erI {lo:k Farrel Nam- r _ z ��, s- = a.5 F nesl VW, :7 00at112 PubliaLlhrarI r, -132 Coralville - °,,� wry [ear Square ' Social Security Atlm in etre nrr atl SA. Iowa City Transit: Westside Hospital Outbound Q Average Zero Riders 0 Average Daily Boarding & Alighting um Boarding ■ Alighting Iowa City Transit Routes University of Iowa (rim 5ao•a kenne�Y r'av �re ry° 3 tk eye Park +:: o w a Pry Iii Co Rd F=5 West High School s. ver Hal myon Rc lorium Ham keVe Saftha II Camp le 0 �- F-6-1 [a Iver Hawkore Arena P1en1 ?5 5 OILS; Site sa ax=.,e. or ttr 0'' rd 51 Gob D V mart Supercente R.SmnrC Dr as c H& -Prairie St. Hlgh 01115 Jak Ln 5^ 5. E.50r, Ln 5'5V ;aSlrcnt' ek later Teo Nelson\Nygaard Consulting Associates, Inc. 1 A-64 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-65 Iowa City Transit Westwinds (Inbou nd) Average Weekday Boardings Melrose Av GM1 West High Sr hrol 0 Preirie'Meadow Fr Petsel aer; F Jea=ue ala ,bnud Sr FarPwup F ocerp CkordmIo•Cr Sylvan YVzLden den Iowa City Transit: Westwinds Inbound 4111 Average wily Hoard ng & AIiyhting ■ Boarding ■ Alighting Iowa City Transit Ro etas University of Iowa Curnpls larder HawheyE Arena • s O '33 Rana Lot v1 3 Finphine{ommuteO L„�,r: 4 West Cam pus lranspor€ation Center I \ 31arg P•`le n` fr• U im a rh ,9i t MINW 3 5 .. r0-51 Et gRIVertity of low Km Ira I5 $ {1111155 Molt eA're CI 11150.15[ F.- ASS 91 1AyrIle Ave 'MOM SI , r. -:,1'e 51 [Bunton St L<"naro 511 led Benton ['Nen P Rbbev o He:,r Er wre,01 Fo rO19n 01 15'uatlhcrry Ct tiO 0211 rtiherAve • 00,111 Ce Harland'61 _2 ▪ CC:09,9 .2[ Wedbor 011 iodglass CI NauKRibne pr � P0 ;fele HPve 1.110s'1 51 d rt Superfen vW Iraw Carl. -� CNC rgiles a4 f.. Nelson\Nygaard Consulting Associates, Inc. I A-65 IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT Figure A-66 Iowa City Transit Westwinds (Outbound) Average Weekday Boardings Cc Fc F45 Idslrnrx lore West nig h5chosI 0 Carver Havkeye Aren a 0 OArena Lo Fi npH i ne Lamm uter Lot 4 E Gce Ell Van 51 Vint famous transportation [enter Prnra Rlet.'n D Un iversily of Iowa Hasp Ila Is S fli ni rs Sra 1 ao-r 1 � d 63 -P EI A conA,yp, 142-14.1t,", 15 crsr Gr ae,zrnr .a Car' 151 wr,•.jar riven SI 1,64. 51 z My& ikaorl151 or FarewayGrdfar ►1 t1e51 E aonlon 51 'iV 3001:, 51 •°• ::: , Panto Dr Iowa City Transit: Westwinds Outbound Q Average Zero Riders Ili Average Daily Boarding & Alighting um Boarding ■ Alighting Iowa City Transit Rout. University of Iowa Camper, Fo riWn CaW C,1 AharAv'e Harn0110 51 Weebcr Cr ea•n., 4ione Dr De Io s CI 5a4geass CI dr Superfen F1, n• vrir•a..•r' 3rnFv'I S1 5, c', • Miles CNS Nelson\Nygaard Consulting Associates, Inc. 1 A-66 Weekday Running Time by Trip - Inbound 0:25 0:20 d E 0:15 rn 0:10 - 0:05 - 0:00 a a a a a M a o N f ) N 6 6 6 I,-: W ih ih V —Actual —Scheduled Route 1st Avenue Weekday -• teP • • •. Activity Service Hours Productivity 'JJ Boardings Alightings Service Hours Boardings per Service Hour CORALVILLE 37 Total 72 72 2.0 35.4 37 Inbound 36 37 1.3 27.0 35 Outbound 36 35 0.7 51.4 By Segment 64% 29% 7% 1 Coralville Transit Intermodal Facility to 1st Ave 26 31 1.1 23.6 2 1st Ave to VA Loop 46 41 1.9 23.8 By Time Period 3 1st Ave i 30 Early AM 3 3 0.2 18.0 AM 31 31 0.9 34.4 PM 38 38 1.0 39.3 Weekday Running Time by Trip - Inbound 0:25 0:20 d E 0:15 rn 0:10 - 0:05 - 0:00 a a a a a M a o N f ) N 6 6 6 I,-: W ih ih V —Actual —Scheduled Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 0:15 0:10 - 0:05 - 0:00 a a a a In N N N N N <D I,, M M R V —Actual —Scheduled NNELS0N NYGAARD Route Operations Summa Direction ■ .P. 0 m c 0 of c •o coa a x 16 On -Board Load Max Load Location % Early 56% 36% 8% 37 Softball Complex 67% 33% 0% 37 Softball Complex I 44% 39% 17% 35 Newton Rd 0 64% 29% 7% 43% 57% 3 1st Ave I 30 Softball Complex I 34 Newton Rd 0 Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 0:15 0:10 - 0:05 - 0:00 a a a a In N N N N N <D I,, M M R V —Actual —Scheduled NNELS0N NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 40 30 20 10 0 -10 -20 -30 -40 Coralvilla Transit Intermodal Facility Boardings Alightings —On -Board Load - 40 - 30 - 20 - 10 0 0 V 0 0 O E ° --40 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound 40 - 30 d 20 - 0 10 C 0 0) -10 C1 •0 -20 O -30 -40 ■ Boardings Alightings -On-Board Load 40 30 ---------- 20 10 0 o 0 o O m -10 0 -20 -30 -40 E NNELSON NYGAARD Route 10th Street Weekday Boardings 0 perations Summary Alightings cn oService Hours ti m o' a Boardings per Service Hour On -Time 0 3 CD Early m 0 3 w 3 Late m 'JJ CORALV1LLE 52% Total 777 777 15.3 50.8 42% Inbound 460 491 8.0 57.5 61% Outbound 317 286 7.3 43.5 By Segment 1 Coral Ridge Mall to 5th St 269 180 5.4 49.8 2 5th St to Hardin Library 278 164 6.3 44.1 3 Hardin Library to Downtown Interchange 230 433 3.8 60.5 By Time Period 11111 221 Softball Complex I 173 AM 256 255 5.1 50.4 3 Midday 266 267 5.3 50.2 PM 252 251 4.5 56.0 Eve 3 4 0.4 7.5 Weekday Running Time by Trip - Inbound 0:50 - 0:45 - 0:40 - 0:35 - 0:30 0:25 - -, 0:20 - 0:15 - 0:10 - 0:05 - 0:00 )n u) • u) • 0 u) 0 in in in in in in in u) u) 1n in N 0n in N u) N th . O N in N N N N N N N )n N )n N u) 66 1: r 1` W N W O) O N r N M M V V 1[) 0)) —Actual —Scheduled Weekday Running Time by Trip - Outbound Running Time 0:50 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 aasaaas<<aaaaaaaaa • 0 O MOMOO O OOOOMO MO M (n (O W W 0) O N r N 0') C) O V Ln In -Actual -Scheduled NNELSON NYGAARD Max Passengers On Board 0 perations Summary Direction On -Time 0 3 CD Early m 0 3 w 3 Late m On -Board Load Max Load Location 52% 6% 42% 425 Softball Complex 42% 3% 55% 425 Softball Complex I 61% 10% 29% 266 Carver Hawkeye Arena 0 32% 13% 55% 53% 3% 45% 54% 8% 38% 221 Softball Complex I 173 1st Ave I 198 Carver Hawkeye Arena 0 3 5th St I Weekday Running Time by Trip - Outbound Running Time 0:50 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 aasaaas<<aaaaaaaaa • 0 O MOMOO O OOOOMO MO M (n (O W W 0) O N r N 0') C) O V Ln In -Actual -Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 70 60 - 50 - Lao • 40 - c d 30 - 20 - 10 - 0 Boardings fMaxLoad a a a a a aaaaaaaaaaaaaaa N N f0 f0 MNO N N N N N NN N N N N N N N N h h A W W W O N M V V N lf� Trip Time Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 150 100 50 -50 -100 -150 01 U 0 co `s `s Boardings Alightings —On -Board Load 3 0 0 - 450 - 350 - 250 - 150 o 0 0 J - 50 - -50 v `0 0 m c -150 0 -250 - -350 - -450 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boardings Alightings —On -Board Load NNELSON NYGAARD Route AM Express Weekday Boardings o Alightings m v E _ m E Service Hours '< ur :13 a Boardings per Service Hour On -Time 0 3 CD 70 Early m 0 3 w 3 Late m /JJ CORAL N 1LLE Total 73 71 2.4 30.2 Loop 73 73 2.4 30.2 32% By Segment 45% 55 9th St 1 Downtown Interchange to Highway 6 12 0.3 36.0 2 Highway 6 to Goodwill 7 6 0.4 17.5 3 Goodwill to Lynncrest Dr 8 6 0.2 32.0 4 Lynncrest Dr to Holiday Rd 24 1 0.2 96.0 5 Holiday Rd to Coralville Transit Intermodal Facility 8 2 0.4 20.0 6 Coralville Transit Intermodal Facility to Hardin Library 14 10 0.5 28.0 7 Hardin Library to Downtown Interchange By Time Period 67% 48 0.2 AM 73 73 2.4 30.2 Weekday Running Time by Trip - Loop 1:10 1:00 m 0:50 H m 0:40 ------ c 0:30 ------- 0:20 - 0:10 - 0:00 ¢ ¢ ¢ 0 0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 19:12 16:48 14:24 12:00 9:36 7:12 4:48 2:24 0:00 ¢ 4 4¢ C 4¢¢ 4 4¢ 4 4¢ 4 4¢ C¢¢¢ 4 4¢ G¢ O O O O O O O O O O O O O O O O O O O O O O O O O O ni N N N N N N ni N N N N N ni N N N N N N ni N N N N N —Actual —Scheduled NNELSON NYGAARD Max Passengers On Board 1 perations Summary Direction On -Time 0 3 CD 70 Early m 0 3 w 3 Late m On -Board Load Max Load Location 32% 23% 45% 55 9th St L 32% 23% 45% 55 9th St L 50% 50% ' ' ' , ' ' ' ' ' ' , , ' ' ' ' ' , , ' ' , ' ' r 33% 33% 33% 33% 33% 33% 33% 33% 33% 33% 33% 33% 33% 67% 67% v 55 9th St L Weekday Running Time by Trip - Running Time 0:00 21:36 19:12 16:48 14:24 12:00 9:36 7:12 4:48 2:24 0:00 ¢ 4 4¢ C 4¢¢ 4 4¢ 4 4¢ 4 4¢ C¢¢¢ 4 4¢ G¢ O O O O O O O O O O O O O O O O O O O O O O O O O O ni N N N N N N ni N N N N N ni N N N N N N ni N N N N N —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a ¢ a o o o o N Trip Time 0 0 Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 - 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 - 0.5 `m o - 0.4 m 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Weekday Running Time by Trip - Loop 1:10 1:00 ° 0:50 H m 0:40 ----- c 0:30 ------ 0:20 ------ 0:10 ------ 0:00 0 0 0 $ 0 010 10 W 0) O r N 10 l0 —Actual —Scheduled Route Express Weekday 'JJ Direction ■ % On -Time 0 1 3 m % Early 0 3 d % Late Boardings Fit Alightings Service Hours Boardings per Service Hour CORALVILLE 3% Total 109 109 9.2 11.9 Loop 109 109 9.2 11.9 3% By Segment 71 Newton L 1 Downtown Interchange to VA Hospital 60 2 0.7 80.0 2 VA Hospital to Coralville Transit Intermodal Facility 14 13 1.5 9.3 3 Coralville Transit Intermodal Facility to 12th Ave 7 23 1.5 4.7 4 12th Ave to Goodwill 10 20 1.3 7.4 5 Goodwill to Softball Complex 12 15 1.6 7.3 6 Softball Complex to Downtown Interchange 6 9 1.5 4.0 I By Time Period 44 VA Hospital 1 Newton Midday 40 46 5.5 7.3 PM 54 48 2.8 19.6 Eve 15 15 0.9 16.4 Weekday Running Time by Trip - Loop 1:10 1:00 ° 0:50 H m 0:40 ----- c 0:30 ------ 0:20 ------ 0:10 ------ 0:00 0 0 0 $ 0 010 10 W 0) O r N 10 l0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 —Actual —Scheduled NNELS0N NYGAARD Route Operations Summa Direction ■ % On -Time 0 1 3 m % Early 0 3 d % Late T! m 0 m C 0 0) C N 0a a x 16 On -Board Load Max Load Location 60% 3% 37% 71 Newton L 60% 3% 37% 71 Newton L 67% 33% 78% 22% 67% 33% 67% 33% 44% 11% 44% 33% 67% I 22 Holiday Rd L 44 VA Hospital L 7 Newton L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 —Actual —Scheduled NNELS0N NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Boarding/Alighting Passengers 60 40 20 -20 -40 -60 1 75 - 50 - 25 0 J 0 0 - -25 0 - -50 75 �3'zW_�¢i5o2za8_6,dV8g3x c3Q£igKC�iaorn A c3 -Ey- xxxg,=E E c t2 3 Z N 3 € 2 2 2 Eo U oat n4 2. U N - a Boardings Alightings —On -Board Load Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 O - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Lantern Park Weekday Boardings 1 perations Summary Alightings cn oService Hours ti m o' a Boardings per Service Hour On -Time 0 3 CD Early m 0 3 w 3 Late m 'JJ Max Load Location CORALV1LLE 16% Total 585 584 14.3 41.0 Inbound 256 282 7.3 35.1 3% Outbound 329 302 7.0 47.0 29% By Segment 274 Highway6 0 1 Coral Ridge Mall to 14th Ave 138 258 5.1 27.2 2 14th Ave to Hardin Library 220 100 6.0 36.6 3 Hardin Library to Downtown Interchange 227 226 3.8 59.7 By Time Period 111, AM 184 184 4.5 40.9 1st Ave Midday 174 171 4.7 37.0 6th St PM 224 225 4.7 47.7 Eve 3 4 0.4 7.8 Weekday Running Time by Trip - Inbound 0:35 - 0:30 0:25 - 0:20 - 0:15 0:10 0:05 - 0:00 aaaaaaaaa o • M o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 of o W N Cr; 0) O N r N (0 V V Ll) 0) (0 —Actual —Scheduled Weekday Running Time by Trip - Outbound Running Time 0:35 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a a • 0. 0. a a a a a c0 w 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 _ )0 N V V V 0) 0 cn M co co (0 V V l0 60 60 I- n W W W O N r N C) (h V V 6 6 —Actual —Scheduled NNELSON NYGAARD Max Passengers On Board 1 perations Summary Direction On -Time 0 3 CD Early m 0 3 w 3 Late m On -Board Load Max Load Location 61% 16% 23% 274 Highway 6 0 61% 3% 37% 244 Softball Complex I 61% 29% 10% 274 Highway6 0 71% 8% 21% 64% 8% 28% 17% 44% 39% 152 Softball Complex I 71 1st Ave I 195 Highway 6 0 3 6th St I Weekday Running Time by Trip - Outbound Running Time 0:35 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a a • 0. 0. a a a a a c0 w 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 _ )0 N V V V 0) 0 cn M co co (0 V V l0 60 60 I- n W W W O N r N C) (h V V 6 6 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 175 125 75 25 -25 -75 -125 -175 N t c c c t << S a 5 5 5 1 Boardings Alightings —On -Board Load 300 200 100 v J 0 v co0 -100 0 -200 - -300 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 175 - 125 75 25 -25 -75 -125 -175 ■■1l 10.1111•1- 0 z 3 3 ¢ ¢ n n n n ¢ m = x e e 5 • •■ ■ ■ ■ -, Boardings Alightings —On -Board Load %I %I %I r r 300 200 100 0 0 `a 0 -100 O -200 -300 NNELSON NYGAARD Route Night Weekday -• teP . • •. Activity Service Hours Productivity T! a 0 m c 0 L c c 00 a a x 2 On -Board Load Max Load Location a 0 x N U 62% 33% 4% 116 0 62% 38% 0% toiii 10th St Mill.---lrilliiiillik' 62% 29% 112 7 N 0. Carver Hawkeye Arena coc an o CORALVILLE 1.5] t _a) i' .5 a 88 mo ¢ 0) mo Total 155 156 5.3 29.2 0 Inbound 37 45 2.4 15.4 Outbound 118 111 2.9 40.7 By Segment _ 1 Coral Ridge Mall to 9th St 27 45 1.4 19.3 2 9th St to 5th St 9 54 2.5 3.6 3 5th St to Downtown Interchange 119 57 2.4 49.6 r By Time Period Eve 116 116 2.7 43.8 Night 39 40 2.7 15 Weekday Running Time by Trip - Inbound 0:45 ------ 0:40 - 0:35 - N 0:30 H rn 0:25 c 0:20 0:15 0:10 0:05 0:00 a a a a a a co w rn rn w a) M M M 0) V V <O !: W O) O —Actual —Scheduled Weekday Running Time by Trip - Outbound Running Time 0:45 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 O O O O O O O O O O O O r r r r r r —Actual —Scheduled NNELSON NYGAARD Route Operations Summa Direction ■ T! a 0 m c 0 L c c 00 a a x 2 On -Board Load Max Load Location % Early 62% 33% 4% 116 Carver Hawkeye Arena 62% 38% 0% 35 10th St I 62% 29% 8% 116 Carver Hawkeye Arena 0 50% 50% 88 , - Carver Hawkeye Arena 0 58% 42% 42% 42% lb 17% 29 VA Hospital 0 Weekday Running Time by Trip - Outbound Running Time 0:45 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 O O O O O O O O O O O O r r r r r r —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 80 60 40 20 0 -20 -40 -60 -80 b� F g Q Q u�'� �[�i S • Boardings Alightings —On -Board Load 120 - 100 - 80 - 60 - 40 - 20 ' 0 20 --40 - -60 - -80 - -100 - -120 d = `C 1. On -Board Load Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 80 — 60 - 40 20 0 -20 -40 - -60 -80 ■■1 Z l a Q Q 3 -7, ¢ i 5 = z > 3 a N N Coralvilla Transit Inte CO CO CO � r r 1 • $ m Q o o O o o O o N =NBoardings Alightings —On -Board Load 120 100 80 60 40 20 0 -20 -40 -60 -80 -100 -120 On -Board Load NNELSON NYGAARD Route North Liberty Weekday Boardings � o Alightings CD v 0. y � Service Hours °cCD 3 '13 m o Boardings per Service Hour ,F, 'JJ Direction ■ CORALV1LLE % Early % Late Total1.1. 38 38 1.9 19.7 Inbound 22 22 1.0 22.4 0% Outbound 16 16 0.9 16.8 By Segme 100% 0% 0% 1 10th St to Goff View Dr 0.2 43% 2 Golf View Dr to Sugar Creek Ln 2 2 0.2 8.6 3 Sugar Creek Ln to Front St 4 4 0.3 15.0 4 Front St to 12th Ave 9 8 0.3 30.0 5 12th Ave to Coralville Transit Intermodal Facility 1 2 0.3 3.3 6 Coralville Transit Intermodal Facility to Hardin Library 8 0.3 24.0 7 Hardin Library to Downtown Interchange 14 22 0.1 168.0 r By Time Period 50% Ir 50% AM 22 22 1.0 22.4 PM 16 16 0.9 16.8 Weekday Running Time by Trip - Inbound 0:55 - 0:50 - 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 • ■ 2 O --Actual —M—Scheduled Weekday Running Time by Trip - Outbound Running Time 0:55 - 0:50 - 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 • ■ 2 N --Actual —0—Scheduled NNELSON NYGAARD Route Operations Summary Direction ■ On -Ti % Early % Late On -Board Load E F O o T± f0 0 m c 0 rn c a a a 0. x 2co Max Load Location 71% 0% 29% 22 Coralville Transit Intermodal Facility I 100% 0% 0% 22 Coralville Transit Intermodal Facility I 43% 0% 57% 16 VA Hospital 0 100% ' ' ' , ' ' ' ' ' . , , - , ' ' ' ' ' ' ' ' ' ' ' 100% 100% 50% 50% 50% 50% 50% 50% 1.1 22 Coralville Transit Intermodal Facility I 16 VA Hospital 0 Weekday Running Time by Trip - Outbound Running Time 0:55 - 0:50 - 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 • ■ 2 N --Actual —0—Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound 3 —On -Board Load Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound NNELSON NYGAARD Route 7th Avenue Weekday {rdin9s Alightings 0 a or m Service Hours °c 2 N N N 3 3 v - N �- Boardings per Service Hour a - 1 i ,:011 rte~ CITY OF IOWA CITY Total On -Board Load Inbound College St & Summit SE Outbound 39 19 1.5 26.6 Downtown Interchange By Segment 71% 29% 1 Friendship & Garden St to College St & Summit St 26 16 1.0 25.2 2 College St & Summit St to Downtown Interchange 31 38 1.5 20.9 By Time Period 21 Downtown Interchange 0 1 Downtown Interchange AM 21 21 1.0 21.4 Midday PM 35 32 1.2 30.4 Eve 1 1 0.4 2.6 Weekday Running Time by Trip - Inbound % On -Time 0 1asseersooarr d 1 perations Summary —1 Direction CD CO IV % Early o % Late On -Board Load Max Load Location College St & Summit SE College St & Summit St 65% 71% 20% 21% 15% 7% 25 Downtown Interchange 0 71% 29% 17 Friendship & Garden St I 0 21 Downtown Interchange 0 1 Downtown Interchange 0 Weekday Running Time by Trip - Outbound Running Time 0:20 0:15 - 0:10 - 0:05 0:00 a a a a M co w rn w rn co 0 0 0 0 0 0 i6 n of ni v ui ea —Actual —Scheduled NELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 30 20 10 0 -10 -20 -30 Friendship & Garden St 92 er, 8 N y,75 0 1 S ' E (9 W at5 a6 Q (J y 05 y if cii 0' r3.Boardings Alightings —On -Board Load C C it 3' Market St & Linn SI Clinton St & Jefferson 1 Downtown Interchange - 40 - 30 - 20 - 10 0 0 J v 0 0 m --100 - -20 - -30 --40 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 30 20 10 0 -10 -20 1 Washington & Gilbert St College St & Gilbert St • _ ■■1•. N m = Muscatine & 2nd Ave - Walgreens =NBoardings Alightings —On -Board Load 1 • i Friendship & 3rd Ave 40 30 20 10 0 J 0 0 CO -10 8 -20 -30 -40 NNELSON NYGAARD Route Broadway Weekday w Boardings w •• Alightings 0 a or Service Hours 2 sR N 3 3 v o- -1 - co Boardings per Service Hour _ N O 1 at 1 EEO liatakr.„ i a441061M N i rte~ AL AO Mile 1411T CITY OF IOWA CITY Total On -Board Load Inbound Ul Main Library Outbound 225 122 4.8 46.7 UI Main Library By Segment 1 Sycamore Mall to Kirkwood A & Gilbert St 132 150 5.2 25.5 2 Kirkwood A & Gilbert St to Downtown Interchange 156 133 3.2 48.2 By Time Period AM 68 64 2.4 28.1 UI Main Library Midday 108 108 2.6 41.5 Ul Main Library PM 91 90 2.6 35.0 Eve 21 21 0.9 24.2 Weekday Running Time by Trip - Inbound 0:25 0:20 E 0:15 rn 0:10 - 0:05 - 0:00 < ¢ ¢ ¢ < ¢ < ¢ ¢ a a a a a a a a a a a co co CO co co CO co co m CO co CO CO co CO CO co m co co v a a a v a v, v v a v v n cD c0 Oi o N (Si M CJ V .4 CriN ip cp -Actual -Scheduled co A % On -Time 0 w Max Passengers On Board 1 perations Summary — 0 Direction N o N %Early m 0 0 Cr- . O % Late m a o On -Board Load Max Load Location Ul Main Library Benton St & Clinton St 46% 40% 14% 144 UI Main Library 0 III 74% 5% 21% 74% 15% 10% 49 Benton St & Clinton St I 55 UI Main Library 0 52 UI Main Library 0 20 Ul Main Library 0 Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 0:15 0:10 - 0:05 - 0:00 ¢ ¢¢¢¢¢¢aaaaaaaaaaaaa 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o (7 0 (7 0 [7 m m m )i M M o t7 o m o m o [D I� r cD cD ai O ' N M (M V R N N c0 c0 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 150 100 - 50 - 0 -50 - -100 - -150 hland Ave - Kirkwood College Highland Ave & Fan Highland Ave & Ridge Highland Ave & Keokuk St hland Ave & Boyrum St Highland Ave & Gilbert Court Highland Ave & Gilbert St Kirkwood A & Gilbert St Boardings Alightings —On -Board Load 1 - 150 - 100 - 50 -o 0 0 J 0 v 0 m - -50 0 - -100 - -150 Weekday Ridership by Trip - Outbound 20 18 16 14 12 10 8 6 4 2 0 Boardings –M–Max Load 1 M o M O M M M M M M M O M O M O M O M l0 r r NI W W O N N M M 7 a N In id N Trip Time Weekday Boardings and Alightings by Stop - Outbound 150 N 100 d o) c d 50 0 m If 0 •Q g -50 'o N 0 m -100 -150 1 Gilbert St & 3rd Ave 2 V' Gilbert St & Stevens Dr Southgate Ave & Gilbert St 1 - ■ • u ate Ave & Waterfront Dr Southgate Ave & Boyrum St Q Crosspark Ave & 900 Block =NBoardings Alightings —On -Board Load 150 - 100 - 50 ■ 0 - -50 - -100 -150 On -Board Load NNELSON NYGAARD Route Broadway (Night) Weekday Boardings w Alightings 0 a ur c o o Service Hours cc 2 Ng. `G N c II B0, Q a Boardings per Service Hour c. co 1 dl t 1 � .._ 1 III • .wir ® i igrblr CITY OF IOWA CITY TO s co o m c 0 Q, N N co 0 x m Loop apitol 13y „rnn 1 Downtown Interchange to Pepperwood Plaza 2 Pepperwood Plaza to Heinz Rd & Scott Blvd 5 10 0.6 8.3 3 Heinz Rd & Scott Blvd to Sycamore M & Cinema The 2 1 0.5 3.8 4 Sycamore M & Cinema The to Kirkwood A & Summit St 3 3 0.3 9.0 5 Kirkwood A & Summit St to Downtown Interchange 1 11 0.5 2.1 34 Capitol St & Prentiss S L Eve 44 43 1.3 33.0 Night 14 15 1.3 11 Weekday Running Time by Trip - Loop 0:45 - 0:40 - 0:35 - 0:30 - E H rn 0:25 ------ c 0:20 - ----- 0:15 - 0:10 - 0:05 0:00 2 a a a a N N O aD of d —Actual —Scheduled On -Time 0 Route Operations Summary 0 Direction CD VO Early C 0 o % Late m On -Board Load s co o m c 0 Q, N N co 0 x m Max Load Location apitol 83% 17% 0% 46 Capitol St & Prentiss S L 100% 75% 25% 75% 25% 50% 50% 100% 34 Capitol St & Prentiss S L 12 UI Main Library L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < a a a a a a a a a a a a a a < a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV (V (V <V N iV iV iV iV (V <V iV iV (V (V (V <V iV iV iV iV (V —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a a a a 0 0 0 0 0 0 0 0 N N N N Trip Time Weekday Boardings and Alightings by Stop - 0.9 0.8 - c 0.7 m a 0.6 c 0.5 4 0.4 0.3 N Q°p 0.2 0.1 0 Boardings Alightings —On -Board Load 0 4 -10 `m 0 -12 m 0 -14 -16 -18 20 NNELSON NYGAARD Route Court Hill Weekday Joardin9M s o co c Alightings c m -a cr. y c = mom. a Service Hours c 2 N v y wFirBoardings per Service Hour g r 1 .4. AO En i igrilr CITY OF IOWA CITY Total Inbound c o 'p 0 Outbound 230 174 42% 78% By Segment 9% 13% 185 ' '' ' 1 Court St & Friendship to Burlington & Summit St 108 82 2 Burlington & Summit St to Downtown Interchange 82 195 By Time Period AM 113 112 I Midday 90 82 2.9 30.9 0 PM 107 130 2.5 42.8 0 Eve 30 33 1.4 20.7 Night 4 4 0.4 10 Weekday Running Time by Trip - Inbound 0:20 - 0:15 - 0:10 - 0:05 - 0:00 < Q Q a Q Q Q Q a a a a a a a a a a a a a a 0LNNN LON u)NNNN NN L(N N co 00 LL5N 00 51 N N N N l0 t0 1� N W O 67 V 4 N In O n W O —Actual —Scheduled V U N % On -Time 0 e o � lMaxpassen9ersOnBoarr d 1 perations Summary CD % Early m CD 0 w N � 3 rn c % Late m 89, On -Board Load Max Load Location c o 'p 0 Washington & Linn St - IC Library, Senior Centel Burlington & Lucas St I 42% 78% 49% 9% 9% 13% 185 ' '' ' Washington & Linn St - IC Library, Senior Centel ' ' ' ' ' ' 0 ' 47% 22% 31% ' - , 66 Burlington & Summit St I 53 Burlington & Summit St I 100 Downtown Interchange 0 23 Downtown Interchange 0 4 Downtown Interchange 0 Weekday Running Time by Trip - Outbound Running Time 0:20 - 0:15 - 0:10 - 0:05 - 0:00 < < a a a Q a a a a a a a a a a a a a a a 00 !n N 0 N N N N N N N N N N 5 N 5 N 51 N 1 N N (O (O I. - W W C) 0 N r N N Mc, O 0) L() co 0- co 0) -Actual -Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 35 30 - 25 - 20 - 15 - 10 - 5- 0 Boardings tMaxLoad Trip Time Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 175 150 125 100 75 50 25 0 -25 -50 -75 -100 -125 -150 -175 I. - 200 - 150 - 100 - 50 's N Q Q 81 Q _ N N Ary 5 U H U U WeN 2 I 6 i m _ y LL 1 U z< r yM o y :1- w o]m Boardings =fiAlightings —On -Board Load 0 0 m - -50 c - -100 - -150 200 3 Weekday Ridership by Trip - Outbound 35 30 25 20 C 10 0 1 Boardings —M—Max Load 22222222222222222222222 Lo. LLI N N N LI1 . N N N 1.0 N N . LLI . . . N N LO N V N— V (0 O V (0 V V 0) V m l0 1. r m m m O 4 N 4 N N M M 7 7 N In m 1� m 01 Trip Time Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 175 - 150 - 125 - 100 - 75 - 50 - 25 - 0 1 -25 - -50 - -75 - -100 - -125 - -150 - -175 - Downtown Interchange Washington & Gilbert St - Iowa City City Ha '■ Court St & Upland Ave ■ Boardings Alightings —On -Board Load 200 150 100 50 0 0 -o m m° -50 8 -100 -150 -200 NNELSON NYGAARD Route Cross Park Weekday A s< 0 w Fro, Alightings m 0 0 a N c bgi -, Service Hours o < <; N W . c 3 m 0 Q G m Boardings per Service Hour 5. isg. Act 1 k 1 co C Ti O m CITY OF I0 wA CITY Total 66 6 Loop By Segment 1 Downtown Interchange to Kirkwood A & Gilbert St 66 29 2 Kirkwood A & Gilbert St to Pepperwood Plaza 19 21 0.5 38.0 3 Pepperwood Plaza to Benton St & Clinton St 17 12 1.2 14.2 4 Benton St & Clinton St to Downtown Interchange By Time Period Midday 1 66 32 68 0.4 2.7 2.5 24.4 Weekday Running Time by Trip - Loop 0:30 - 0:25 - 0:20 0:15 0:10 - 0:05 0:00 0 0 0 0 0 0 O O N N —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ni N N N N N N ni N N N N N ni N N N N N N ni N N N N N —Actual —Scheduled NNELSON NYGAARD , , N Max Passengers On Board 0 II' m operations Summary On -Time Performance On -Board Load N E c F TO O O co w J tie o .. o Max Load Location p 60% 27% 13% Benton St & Clinton St L 60% 27% 13% Benton St & Clinton St L 67% 33% 50% 50% 67% 33% 17% 67% 17% Benton St & Clinton St L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ni N N N N N N ni N N N N N ni N N N N N N ni N N N N N —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop 40 N 30 — d m Fii 20 N N l6 a 10 C L 0 Q • -10 v o -20 m -30 -40 $ .2 a 72 tgz a c m M a a y 3 5 y a 8rB ; O c U U Y N I- , .u.....I.I.I.I._.u.-. Southgate & Boyrum St Southgate & Keokuk St id N D N s 1 B z x x Kirkwood A & Gilbert St Boardings Alightings —On -Board Load 40 30 20 -20 -30 -40 Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 — 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 - 0.9 - 0.8 - 0.7 - 0.6 J - 0.5 `m o - 0.4 m 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Eastside Express Weekday ▪ Boardings Z o m r • Alightings F. v Ia c = m a Service Hours °c 2 NE 7i CD y C 3 v m o 0.cBoardings per Service Houra a t 1 wry®P:r iaZ III , CITY OF IOWA CITY Total c c 0 p Loop 79 Mercy Hospital L 79 Mercy Hospital L 100% 42% By Segment 58% 55 Mercy Hospital L 1 Downtown Interchange to Court St & Peterson St 66 50% 1.5 45.0 2 Court St & Peterson St to Huntington & Cardigan Ln 23 47 1.0 23.0 3 Huntington & Cardigan Ln to Rochester & 1st Ave 39 27 2.2 17.7 4 Rochester & 1st Ave to Downtown Interchange 16 54 1.6 10.0 By Time Period AM 56 32 1.5 38.2 Midday 40 42 2.7 15.0 PM 41 45 1.6 25.6 Eve 7 9 0.5 13.1 Weekday Running Time by Trip - Loop 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a a a a a a a 0� 0 0 0 0 u) u' u' (0 I. N 0) N N M V 0) (0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 4¢C4¢¢¢4¢G¢¢¢4¢C¢¢¢¢¢¢G 00000000000000000000000000 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 —Actual —Scheduled NNELSON NYGAARD Route Operations S T! a 0 m c 0 O) N 0 a a x 2 On -Board Load Max Load Location c c 0 p o111% Early 79 Mercy Hospital L 79 Mercy Hospital L 100% 42% 58% 55 Mercy Hospital L 42% 8% 50% 50% 50% 25% 75% 23 Downtown Interchange L 41 Downtown Interchange L 9 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 4¢C4¢¢¢4¢G¢¢¢4¢C¢¢¢¢¢¢G 00000000000000000000000000 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Eastside Loop AM Weekday •' Boardings xi o Alightings -a 0 y = mo �. m Service Hours < N N 3 -o a w Boardings per Service Hour I O N K CD CT N o % Early m a o 0 w % Late m t 1 � CITY OF IOWA CITY Total c o 1 g Clockwise C Anti -Clockwise 33 33 0% 33% By Segment 32 . . . . . . . . . William St . . . . . . . r . 1 Sycamore Mall Cinema Theater to City Hill School 2 6 2 City Hill School to Friendship St 3 43 0.3 10.6 3 Friendship St to Wellington Dr 2 15 0.4 5.5 4 Wellington Dr to California Ave 32 18 0.3 91.4 5 California Ave to Sycamore Mall Cinema Theater 43 32 0.3 129.0 By Time Period AM 49 49 1.1 45.9 PM 33 33 0.8 39.6 Weekday Running Time by Trip - Clockwise m E H rn c c c ce 0:56 0:51 0:46 0:41 0:36 0:30 0:25 0:20 0:15 0:10 0:05 0'00 —Actual —Scheduled tri 0 0 % On -Time 0 4xpassen9ersOnBoarr d 1 perations Summary CD CT N o % Early m a o 0 w % Late m On -Board Load Max Load Location c o 1 g Sycamore Mall Cinema Theater C Sycamore Mall Cinema Theater C 50% 67% 0% 33% 50% 32 . . . . . . . . . William St . . . . . . . r . A 50% 50% 50% 50% 50% 50% 50% 50% 43 Sycamore Mall Cinema Theater C 32 William St A Weekday Running Time by Trip - Anti -Clockwise Running Time 0:55 - 0:50 - 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 i 2 a 0 –*–Actual –E–Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Clockwise Weekday Boardings and Alightings by Stop - Clockwise Boarding/Alighting Passengers 50 - 40 30 20 - 10 - 0 -10 -20 - -30 -40 -50 Sycamore Mall Cinema Theater Regina Education Center K � Q LL Mc 0 0 Ail 6 Q m ¢ 1,1 r,1 Boardings Alightings —On -Board Load - 50 30 - 10 m c 0 - -50 - -70 - -90 Sycamore Mall Cin Weekday Ridership by Trip - Anti -Clockwise Weekday Boardings and Alightings by Stop - Anti -Clockwise Boarding/Alighting Passengers 50 40 30 20 10 0 -10 -20 -30 -40 -50 1 ■ – � 1 110 �0 y�'u56- p p p pQm 6 m 8 >, t" EZ y — N N < ——mmm1EEEmFTi,Nm Uz?` 1-H n A'A 2 A m K K U 3 0 0 Boardings Alightings —On -Board Load 50 40 30 20 10 o - -40 -50 NNELSON NYGAARD Route Lakeside Weekday nNi Boardings o CO N Alightings c m -a 11 ' _ or co = m. ca b., a Service Hours c Z74. N N• `G N 11 J 3 v y O Q d ,, CO w Boardings per Service Hour a A K r 1 .4. AO En i igrilr CITY OF IOWA CITY Total Inbound c O 1 'p Outbound 256 179 I By Segment 34% 22% 1 Bon Aire Mobile Home Lodge to Southgate & Keokuk St 203 173 2 Southgate & Keokuk St to Downtown Interchange 274 289 By Time Period 10% 25% ' AM 116 90 20% Midday 142 146 3.7 38.4 PM 149 152 3.7 40.3 Gilbert St & Kirkwood A Eve 56 58 2.5 22.7 Court St & Dubuque St Night 14 16 0.9 15 Weekday Running Time by Trip - Inbound 0:25 0:20 - 0:15 - 0:10 - 0:05 - 0:00 222222222222222222222222 a a a a a a a a a a a a a a a O (O') co co co co co co O co co O O (0 co M O co co (0 O O uo O O 6 6 h 1L O O O O N N 6 6 V V 6 N O N r W O O —Actual —Scheduled A � % On -Time 0 e o � 4xpassen9ersOnBoarr d perations Summary CD v, % Early m a o 0 % Late m On -Board Load Max Load Location c O 1 'p Gilbert St & Benton S I Gilbert St & Benton St I 44% 34% 22% 193 Court St & Gilbert St 0 65% 10% 25% ' 65% 20% 15% 98 Gilbert St & Kirkwood A I 70 Gilbert St & Benton St I 86 Court St & Dubuque St 0 32 Gilbert St & Prentiss S 0 10 Downtown Interchange 0 Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 - 0:15 - 0:10 - 0:05 - 0:00 aaaaaaaaaaaaaa O M (00 N (00 N (00 (00 ��() ��() ��() (00 (00 N (00 N (00 N )00 N )00 )L0 )L0 )N0 (0 (0 (0 N- r O O 0) O N r N C) C) V V (0 N (0 (0 h W 0) —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 30 25 - 20 - 15 - 10 - 0 —Boardings tMaxLoad iii aaaaaaaaaaaaaaa a aaaaaaaa o M O M o M o 0 0 0 0 0 o M O M o co o co o co co o tp f0 3- 3- OD W O) O N N CD 3) V 4 if ND <O <O A GD 0) O Trip Time Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 175 125 75 25 -25 -75 -125 -175 M. ,■1,1,■, Boardings Alightings —On -Board Load Gilbert St & Bowery St Court St & Maiden Ln a At 01 3 MO� O 3 y U - 250 - 200 - 150 - 100 - -150 - -200 - -250 Weekday Ridership by Trip - Outbound 30 25 20 15 10 5 0 Boardings -M-Max Load 222222222222222222222222 ¢¢¢¢¢¢-2¢¢¢ a o_ a a a a a a a a a a a a N N N N N L • L • N N N N N N L N L N L N LO N 0 0 CO V V V V V V V V V V V V V V V V tp l0 tp r r N) W O O N r N M M 7 a In In N• tp r W ai Trip Time Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 175 125 75 25 -25 -75 -125 -175 Downtown Interchange L U Gilbert St & 3rd Ave Boymm St © HyVee Sandusky D & Broadway S Boardings Alightings —On -Board Load Hollywood & Grantwood Hollywood & Fairmeadow 2 Bon Aire & Mobile Home Lodge 250 200 150 100 50 0 0 `m 0 -50 m O -100 -150 -200 -250 NNELSON NYGAARD Route Mall Weekday Boardings • Alightings CD 0 a or a N Service Hours 2 W N `R N 3 v a CD Boardings per Service Hour o rn a t 1 I ia~ CITY OF IOWA CITY Total On -Board Load Inbound Bowery St & Johnson St ll Outbound 224 161 7.0 32.2 Court St & Gilbert St By Segment 1 Heinz Rd & Hwy 6 East to Kirkwood Ave & Dodge St 168 161 8.3 20.3 2 Kirkwood Ave & Dodge St to Downtown Interchange 185 189 4.0 46.1 By Time Period AM 89 85 3.4 26.3 Dodge St & Bowery St Midday 137 144 4.3 32.0 Bowery St & Johnson St PM 114 107 3.7 30.7 Eve 13 14 0.9 13.7 Weekday Running Time by Trip - Inbound 0:30 0:25 0:20 0:15 - 0:10 0:05 - 0:00 ¢ • ¢ < • ¢ ¢ ¢ < ¢ ¢ a a a a a a a a a a M M M M M M M C'J m COMM CO CO CO CO CO CO CO N In N In N In N N N N N N N In N In N In N ip eO !: n c0 W of O N iV M M V V N 6 -Actual -Scheduled elp • % On -Time 0 lMaxPassen9ersOnBoarr d 9 perations Summary —1 Direction CD o %Early m 0 0 O N % Late CD 0 O 0 On -Board Load Max Load Location Bowery St & Johnson St ll Bowery St & Johnson St 55% 36% 9% 161 Court St & Gilbert St 0 74% 13% 13% 81% 5% 14% 52 Gilbert St & Bowery St I 85 Dodge St & Bowery St I 66 Court St & Gilbert St 0 9 Bowery St & Johnson St 0 Weekday Running Time by Trip - Outbound Running Time 0:30 0:25 0:20 0:15 - 0:10 - 0:05 - 0:00 ¢ • ¢ ¢ ¢ ¢ • < ¢ ¢ ¢ a • a • a a 0. a a a • a a o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N LOOM OM 000000 OLOO CO OM O 45 ip n : 60 W 6 O iV M i6 V R iri iri ip —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 30 25 20 15 10 0 Boardings tMaxLoad 2 M N 0) 2 M N 2 M N Trip Time 0 a M N 0 0- M N fM Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 150 100 50 0 -50 -100 -150 - z Rd & Hwy 6 East Lower Muscatine Ave & Spruce St N Lower Muscatine Ave & Kirkwood Ave & Fra $ 4 Kirkwood Ave & S N N N 5 5 Z Z 5 m p 8 ro ro U Y Y Boardings Alightings —On -Board Load is Court St & Madison St 200 - 150 - 100 - 50 0 0 m - -50 - -100 - -150 -200 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound d m N 0 0 150 100 d 50 D) • • -50 — c m -100 -150 - A Court St & Gilbert S Bowery St & Gilbert S Bowery St & Johnson S 03 03 03 coN 3 p 3 m � =u � ¢• ' b • $ $ $ 3 g 35 a a Boardings Alightingf —On -Board Load Commerce Dr & Liberty Dr Scott Blvd & Liberty Dr Heinz Rd & Hwy 6 East 200 150 100 50 0 J 0 0 -50 OC -100 -150 -200 NNELSON NYGAARD Route Manville Heights Weekday w • Boardings ▪ • Alightings co 0 a ur c Q1 N Service Hours °c - v N m N 3 v o3, — N �- o N Boardings per Service Hour _ cn w t 1 � CITY OF IOWA CITY Total On -Board Load Inbound Woolf Ave - VA Hospital ll Outbound 229 143 7.6 30.1 Newton Rd & VA Hospital By Segment 76% 21% 3% 1 Forest View Trailer Park to Park Rd & Normandy Dr 119 105 3.8 31.3 2 Park Rd & Normandy Dr to Downtown Interchange 163 186 5.7 28.6 Laura Dr & Foster Rd By Time Period 75 Newton Rd & VA Hospital 0 6 Iowa Ave & English Philosophy Building, IMU AM 101 103 3.7 27.1 Midday 78 81 4.0 19.5 PM 95 99 4.0 23.8 Eve 8 8 0.9 8.6 Weekday Running Time by Trip - Inbound 0:25 - 0:20 - E 0:15 - m 0:10 - 0:05 - 0:00 < < a a a a a a a a a a a O) W C) W C) CD m CO W rn W rn W CD W CD W CD Q M 0 CO 0 CO 0 0 O O 0 O 0 co 0 co 0 co 0 co cp A: !: N 60 of O N (V M M V V NCri )6 (D —Actual —Scheduled • % On -Time 0 w Max Passengers On Board 1 perations Summary —1 Direction CD o % Early m 0 0 No) %Late On -Board Load Max Load Location Woolf Ave - VA Hospital ll Woolf Ave - VA Hospital 47% 74% 47% 26% 5% 121 Newton Rd & VA Hospital 0 76% 21% 3% 75 Woolf Ave & Rider St I 46 Laura Dr & Foster Rd I 75 Newton Rd & VA Hospital 0 6 Iowa Ave & English Philosophy Building, IMU 0 Weekday Running Time by Trip - Outbound Running Time 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a • a • a a a a a a • a N N N N N N N LO N N N N N N N N N N N In N N N LO In N In N LO N N N N N LO 6 6 6 W ai ip (V (V t+i M V V N eci —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 25 20 - 15 - 10 5- 0 • —Boardings tMaxLoad a a a aaaaaa a a aa a a a a a a M M M M MMOMO O O O O O O O O O (O A n id id O) O N N id id 4 V di La id i0 Trip Time Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 100 - 80 - 60 - 40 - 20 – 0 -20 - -40 - -60 - -80 - -100 - 150 - 100 - 50 v 0 Forest View Trailer Laura Dr & Foster Rd Woolf Ave & Rider St 8 Newton Rd - VA Hospital Boardings Alightings —On -Board Load 5 0 v 0 m - -50 O - -100 -150 Weekday Ridership by Trip - Outbound 25 20 15 10 5 0 Boardings –M–Max Load 1 a a a a a a a a a a • a a a a a a a a a V ▪ V V V ▪ V V V V V V V -.1- 45 l0 tD r r W N W O N r N id id 7 7 IrJ N id Trip Time Weekday Boardings and Alightings by Stop - Outbound 100 80 • 0 °' -20 -80 -100 . F 3 _ U U 0 W K K g N � � K • O S 3 3 - LL • LL LL z > Foster Rd & Idyllwild K K Boardings Alightings —On -Board Load 1,11 150 100 50 0 -50 -100 -150 On -Board Load NNELSON NYGAARD Route Manville Heights (Night) Weekday w Boardings fhtin9s 0 a or Service Hours 2 sR N 3 v °3, • 0, Boardings per Service Hour a 14 1 __ EEO latilid.„ i a 99.. AO En i igralr CITY OF IOWA CITY Total - Inbound -Outbound By Segment 1 Forest View Trailer Park to Downtown Interchange 23 26 23 25 1.1 1.7 20.3 15.6 By Time Period 24 .� 0 Eve 19 19 1.1 17.0 - Night 7 6 0.5 13 Weekday Running Time by Trip - Inbound m 0 H rn c 0) c 0:20 0:15 0:10 0:05 - 0:00 2 2 2 2 a a a a N N N N O O O O r ro m o —Actual —Scheduled i- o % On -Time 0 a Max Passengers On Board 1 perations Summary — 0 Direction CD % Early % Late m On -Board Load Max Load Location Washington & Madison St Laura Dr & Foster Rd 67% 75% 17% 25% 17% II 24 Washington & Madison St . . . . 0 11 - 19 Washington & Madison St 0 5 Downtown Interchange 0 Weekday Running Time by Trip - Outbound Running Time 0:20 0:15 0:10 - 0:05 - 0:00 a a a a N N N N v v v v co n .id of —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 20 15 10 5 0 -5 -10 -15 -20 - 30 - 20 Forest View Trailer Park Laura Dr & Foster Rd Foster Rd & Laura Dr- Church Foster Rd & Dubuque St Dubuque St & Fairchild Dubuque St & Davenport Dubuque St & Bloomingto Dubuque St & Market St Boardings Alightings —On -Board Load 0 0 - - -20 - -30 Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound 20 15 - d c 10 -5 m 'o o -10-- O -15 -20 e 0, a Dubuque St & Church St Foster Rd & La 1 ' I Foster Rd 900 Block Walker Circle & Moses Bloom Ln =NBoardings Alightings —On -Board Load Foster Rd & Idyllwild Forest View Trailer Park 30 20 10 0 0 O m _10 O -20 -30 NNELSON NYGAARD Route Melrose Express Weekday Boardings Alightings 0 a ur c A A Service Hours c 2 N N . 3 v CV a IV Boardings per Service Hour c w m 1 1. 1 EEO latair.„ ~rte~ AL AO UZI i 1411T CITY OF IOWA CITY Total CD o - % Early m rn % Late m a Inbound d E 17 0 e Outbound 70 89 3.0 23.3 31 % 38% By Segment 36% 63% 70 Iowa Ave - English Philosophy Building 0 1 Chatam Oak Residential Facility to Melrose Ave & Hawkins Dr 69 66 2.4 28.8 2 Melrose Ave & Hawkins Dr to Downtown Interchange 60 87 3.0 20.0 28 By Time Period 0 25 Melrose Ave & IC Fire St I 38 AM 32 56 1.4 23.7 Midday 49 48 2.5 19.6 PM 47 48 1.4 34.8 Eve 1 1 0.2 5.0 Weekda Runnin. Timeb Tri . - Inbound E H m 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a a a a < a • a a a a a a O O O O N N 0 0 0 0 0 0 c9 r M m O • � N M V 6 )p —Actual —Scheduled Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a • a < a a a a a a • a a a 0) 0 0 0 N N O O O O O O M a a a a a o 0 0 0 0 0 cD I,..: c0 Oi O . iV M R N 6 —Actual —Scheduled NNELSON NYGAARD Max Passengers On Board 9 perations Summary — 0 Direction On-Tii CD o - % Early m rn % Late m a On -Board Load d E 17 0 e Max Load Location 28% Iowa Ave - English Philosophy Building 25% Melrose Ave & Sunset St 31 % 38% 33% 36% 63% 70 Iowa Ave - English Philosophy Building 0 25% 13% 63% 28 Downtown Interchange 0 25 Melrose Ave & IC Fire St I 38 Hawkins Dr & Melrose Ave -UI Childrens Hospital 0 1 Melrose Ave & IC Fire St I Weekday Running Time by Trip - Outbound Running Time 0:25 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a • a < a a a a a a • a a a 0) 0 0 0 N N O O O O O O M a a a a a o 0 0 0 0 0 cD I,..: c0 Oi O . iV M R N 6 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 50 - 40 - 30 - 20 - 10 - 0 -10 - -20 - -30 - -40 - 1 . Iowa Ave - English Philosophy Buildin 1'. K 6> • m I • m o _ K Z y s .2 m' w c` 3 8m m 3 LL Z eb Q Q 5 m ^a 5 S it 1 7 j, c> 1 Ia `� Q Z g W `2 O ° H � Boardings PI mp Alightings —On -Board Load x ■ � 1 • Melrose Ave & Westwinds Dr Melrose Ave & Dublin Dr i 80 60 40 20 0 J 0 O -20 0 -40 -60 -80 NNELSON NYGAARD Route North Dodge Weekday .• Boardings c7ns- Alightings 0 a cn c N Service Hours 2 N N N 3 3 v Boardings per Service Hour a - 1 EEO latair.„ i a441061M N i rte~ AL AO Mile 1411T CITY OF IOWA CITY Total On -Board Load Inbound North Dodge Outbound 99 88 7.0 14.2 Clinton St By Segment 55% 32% 13% 1 Pearson Main Entrance to Caroline Ave 46 50 12.4 3.7 2 Caroline Ave to Downtown Interchange 139 131 5.4 25.8 North Dodge By Time Period 40 Jefferson St 0 6 Downtown Interchange AM 63 83 3.7 17.0 Midday 44 62 4.3 10.2 PM 68 89 3.7 18.4 Eve 10 11 1.0 10.3 Weekday Running Time by Trip - Inbound 0:50 - 0:45 0:40- 0:35 ------ 0:30 - 0:25 - 0:20 - 0:15 ------ 0:10 ------ 0:05 ------ 0:00 < • ¢ < ¢ < ¢ < ¢ ¢ a a 0. a a a a a a a N N N N N N N N N N N N N N N N N N N N In N In N In N N N N N N N In N In N In N fD f0 !: n 00 W 6 O zzN (V M M V V crif0 -Actual -Scheduled P % On -Time O 8D, Max Passengers On Board perations Summary —1 Direction CD o % Early m 0 3 °A Late m On -Board Load Max Load Location North Dodge North Dodge 35% 45% 53% 50% 12% 5% 82 Clinton St 0 55% 32% 13% 42 North Dodge I 25 North Dodge I 40 Jefferson St 0 6 Downtown Interchange O Weekday Running Time by Trip - Outbound Running Time 0:50 0:45 - 0:40 - 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 < • < ¢ < < • < < < ¢ a • a • a 0. 0. a a a • a a o n n n n n n n n n n n n n n n n n n O M O n O M O O O O O O O M O n O M O cp ip n n 6 W 6 O zz eNi M M V V iri iri ip -Actual -Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 75 50 25 -25 -50 -75 8 Iowa City School District Office 1. Boardings Alightings —On -Board Load - 100 - 80 - 60 - 40 - 20 0 - -20 --40 - -60 - -80 - -100 On -Board Load Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound Boarding/Alighting Passengers 75 50 25 0 -25 -50 -75 2 3 s CO43 0 n y N M n g E E E a (9 (9 (9 (9 (9 0 (9 8 Iowa City School Dist Boardings Alightings —On -Board Load Pearson Main Entrance 100 80 60 40 20 0 -20 -40 -60 -80 -100 On -Board Load NNELSON NYGAARD Route North Dodge (Night) Weekday rn Boardings flIihtin9s o I 0. or c wo Service Hours o 2 N N N c 0 A Boardings per Service Hour w �. 1 i a - 1 EEO latily.„ s~ irte~ CITY OF IOWA CITY CD % Early m 0 o % Late m Total Loop Max Load Location By Segment 1 Downtown Interchange to Rochester Ave & 7th Ave 2 Rochester Ave & 7th Ave to Rochester Ave & Mount Vernon Dr 1 13 0.5 2.0 3 Rochester Ave & Mount Vernon Dr to Pearson Main Entrance 1 5 0.4 2.5 4 Pearson Main Entrance to Governor S & Kimball Rd 5 4 0.5 9.1 5 Governor S & Kimball Rd to Downtown Interchange 1 6 0.2 5.0 67% By Time Period Eve 33 35 1.3 24.8 26 Night 1 3 0.7 2 Weekday Running Time by Trip - Loop 0:43 - 0:36 - 0:28 - 0:21 - 0:14 - 0:07 - 0:00 a a a 0 0 0 0 0 0 -Actual -Scheduled On -Time O Max Passengers On Board 1 perations Summary 0 Direction CD % Early m 0 o % Late m On -Board Load Max Load Location um 83% 17% 0% 28 Jefferson St & Van Buren L 67% 33% 67% 33% 100% 100% 67% 33% 26 Jefferson St & Van Buren L 2 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < a a a a a a a a a a a a a a < a a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 e 0 0 o 0 0 0 0 0 0 0 0 0 e 0 0 o 0 o 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop 0 0) 0 N 0 18 16 - 14 - 12 10 8 6 4- 2 0 0 Trip Time Boardings tMaxLoad 2 a 0 6i Weekday Boardings and Alightings by Stop - Loop Boarding/Alighting Passengers 20 - 15 - 10 -10 - -15 - -20 - I A d 0 0 0 I' 30 - 20 - 10 -8' a "f2, a" 0 Z a a 8 e 0 a '• m m a g 8 .o 0 m 0 0 Y I m .a K 8 K it K — aef E E J 8 .-- K " z Z d Q 4 0 N G < @) ,-5 c_ r K E I 2 P Boardings 4NAlightings —On -Board Load 3 m 0 0 0 - -20 -30 Weekday Ridership by Trip - N 0) c N N N 0 0 0 0 0 0 Boardings -M-Max Load < < < < < < < < < < << < < < < < < < << < < < o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 - 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 - 0.8 - 0.7 - 0.6 1 - 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Northside Shuttle Weekday Route Operations S o a Alightings CD 0 0 % On -Time 0 0 0 7 1 3 0 0 % Early 3, 0 0 % Late m Act xg) m Service Hours bo co N j a N v Boardings per Service Hour C 0 0 a t 1 wry®ar iMXIII, co lE 0 m dia iNal®ice CITY OF IOWA CITY Total 22 Loop 22 100% By Segment 1 Downtown Interchange to Gilbert St & Church St 22 14 0.9 24.0 2 Gilbert St & Church St to Downtown Interchange By Time Period -AM 7 10 8 0.9 0.3 21.0 - Midday 12 11 1.0 12.0 - PM 3 5 0.5 6.0 Weekda Runnin • Time b Tri • Loo 6 H K 0:14 0:12 0:11 0:10 - 0:08 - 0:07 - 0:05 - 0:04 - 0:02 0:01 - 0:00 a < < < < 0. a a 0. a a N LO N LO . LO LO LO LO LO LO V C V V V V V 7 a 7 .1- r,--: I,--: ro m 6N (V M V cd —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a a a a a a a a a a a a a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV (V (V (V N iV N (V (V N N N iV (V (V (V (V N N N (V fV N <V iV iV —Actual —Scheduled NNELSON NYGAARD Route Operations S 0 0 % On -Time 0 0 0 7 1 3 0 0 % Early 3, 0 0 % Late m E m 0 m c 0 i 0 co a a x co 2 On -Board Load Max Load Location 3 11 0 i5 21 Jefferson St & Linn St L 21 Jefferson St & Linn St L 100% 100% . . . . . r . 100% 8 Jefferson St & Linn St L 11 Jefferson St & Van Buren St L 4 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a a a a a a a a a a a a a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV (V (V (V N iV N (V (V N N N iV (V (V (V (V N N N (V fV N <V iV iV —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Boardings EmAlightings —On -Board Load Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M—Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - 0.9 N 0.8 0.7 m a 0.6 c c 0 0.5 Q 0.4 o) 0.3 N Q°p 0.2 0.1 0 1 0.9 0.8 0.7 0.6 E. 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Oakcrest Weekday Boardings cn 4711 --Elco Alightings 0 a or o Service Hours °c 2 N N N 3 v p 1 Boardings per Service Hour _ A a - 1 EEO latilid.„ s~ irte~ 99a AO En i igrilr CITY OF IOWA CITY Total On -Board Load Inbound Melrose Ave & Koser Ave III Outbound 367 249 4.6 80.1 Grand Ave - UIHC Emergency Entrance By Segment 59% 30% 11% 1 Oakcrest St & Woodside Dr to Sunset St & Melrose Ave 365 308 4.9 74.2 2 Sunset St & Melrose Ave to Downtown Interchange 367 433 7.2 51.0 Melrose Ave & Koser Ave By Time Period 136 Melrose Ave & Golfview Ave 0 48 Grand Ave - UIHC Emergency Entrance AM 226 264 2.9 78.8 Midday 266 261 4.8 55.4 PM 180 156 2.4 75.0 Eve 60 60 0.8 75.0 Weekday Running Time by Trip - Inbound 0:25 - 0:23 - 0:20 - d 0:17 - E H rn 0:14 ------ c 0:11 ----- 0:08 - 0:05 0:02 0:00 ¢¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ a a a aa a a a a aa aa a aa a V yV 7 7 O 4 V 4 V 4 7 4 7 yV O 4 V 4 V yV yV 4 V yV yV CO (p 1. n CO CO O) 0) 0 0 N N (V (NI Ni C> R O )() L() V 0) 0) (0 (D —Actual —Scheduled • % On -Time 0 {xasseersooarr d 1 perations Summary —1 Direction CD o % Early m 0 3 co N % Late CD 0 On -Board Load Max Load Location Melrose Ave & Koser Ave III Melrose Ave & Koser Ave 83% 56% 7% 30% 11% 15% 294 Grand Ave - UIHC Emergency Entrance 0 59% 30% 11% 200 Melrose Ave & Koser Ave I 117 Melrose Ave & Koser Ave I 136 Melrose Ave & Golfview Ave 0 48 Grand Ave - UIHC Emergency Entrance 0 Weekday Running Time by Trip - Outbound Running Time 0:25 0:23 - 0:20 - 0:17 - 0:14 - 0:11 - 0:08 - 0:05 - 0:02 - 0:00 ¢ • ¢¢¢¢¢¢¢¢¢• ¢ • a a a a a a a a a • a a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O m O C) O C) O C) O M O C) O M O C) O C) O M O C) O C) (D I� r c0 c0 Oi Oi O O (V (V N N i+i i+i V V (ri (ri (0 (0 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 45 40 35 - 30 - 25 - 20 - 15 - 10 - 5- 0 LO io 65 ro ro ro ro ai Boardings tMaxLoad 1 I I I I I I I ¢¢¢¢¢ a a a a a 000 a a a a a a 4 :I 4 (0 a) O O r r N N N N 09 M V 4 N CO O id N Trip Time Weekday Boardings and Alightings by Stop - Inbound 200 N0) 150 100 Q -50 0 -100 -150 -200 Oakcrest St & Woodside Dr 5 5 5 i Greenwood & Benton St Benton St @ Seville Benton St & George St Benton St & Streb St 6 Q Q O Q I 01 NY S E O m m a 0 U 6 4 ¢ ¢ 2 O Q N N & & 5 01 M Boardings Alightings —On -Board Load ra 01 Madison St & Washington 1 400 - 300 - 200 - 100 J 0 O m --100 - -200 - -300 - -400 Weekday Ridership by Trip - Outbound 45 40 35 30 G) 25 0) 20 a 15 10 5 0 Boardings -M-Max Load 2222222222222222222222222 ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ ¢ 0 a a a a a a a a a a a a a a 0) 0 0 0 009 0 009 0 0 O 0 0 0 0 009 0 0 0 65 0 0 0 foo 0 M t0 N- r N) O 0) a) O O r r N N N N 0) 0) a 7 N 0) 40 N Trip Time Weekday Boardings and Alightings by Stop - Outbound 200 150 - d c 100 a 50 -50 0 -100 m -150 -200 Washington & Madison St e O E Q Boardings Melrose Ave & Golfview Ave Melrose Ave & George St Sunset St & Melrose Ave 1 01 Alightings —On -Board Load 1 Oaknoll Retirement Center Center # 2 400 300 - 200 - 100 oo 0 12, ------------------ -100 0 Oakcrest St & Woodside Dr - -200 -300 - -400 NNELSON NYGAARD Route Oakcrest (Night) Weekday t 1 1 wry ® 1 t VIII, ft. As gm 41r CITY OF IOWA CITY Route i< - 0 0 IQ Alightings F. v Act IEa O m xg) m o Service Hours N a o Boardings per Service Hour g w •— o .. 5. Total 90 - Loop By Segment 1 Downtown Interchange to Sunset St & Melrose Av 90 72 2 Sunset St & Melrose Av to Walmart 8 65 0.6 13.0 3 Walmart to Riverside & Benton St 7 6 0.4 17.0 4 Riverside & Benton St to Downtown Interchange By Time Period - Eve 3 63 19 64 0.3 0.9 10.9 70.0 - Night 27 28 0.9 30 Weekday Running Time by Trip - Loop 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 2 f 2 2 a a a a 0 0 0 0 0 0 0 0 n O of o —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 22222222222222222222222222 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 iV (V (V (V N iV N (V (V N N N iV (V (V (V (V N N N (V es N <V iV iV —Actual —Scheduled NNELSON NYGAARD Route Operations Smakill On -Time O E F O e Performance T! a O m c O co c d H x co 2 On -Board Load Max Load Location 1 C 3 ` i5 >, W e 1a J e 65% 0% 35% 73 Grand Ave - UIHC Emergency Entrance L 65% 75% 0% 35% 25% 73 54 Grand Ave - UIHC Emergency Entrance Grand Ave - UIHC Emergency Entrance L L 50% 50% 75% 25% 50% 50% 19 Grand Ave - UIHC Emergency Entrance L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 22222222222222222222222222 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 iV (V (V (V N iV N (V (V N N N iV (V (V (V (V N N N (V es N <V iV iV —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 35 30 25 20 15 10 5 0 Boardings —-Max Load o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 80 - 60 - 40 20 0 -20 - -40 - -60 -80 Boardings Alightings —On -Board Load 80 60 40 20 0 J o N 0 -20 8 -40 -60 -80 NNELSON NYGAARD Route Plaen View Weekday a t 1 wry®st iIII CITY OF IOWA CITY ▪ ' Boardings Route Pr 0. y b� 0 Service Hours 2 $ _ o y y 3 - A wN Boardings per Service Hour ✓ � II vity A E Alightings On -Time Total 6 1 Loop By Segment Downtown Interchange to Newton Rd - VA Hospital 2 Newton Rd - VA Hospital to Sunset St & Denbigh Dr 58 2.3 25.4 3 Sunset St & Denbigh Dr to Morman Trek & Cae Dr 133 3.2 42.0 4 Morman Trek & Cae Dr to Westwinds & Melrose Ave 152 1 1.7 91.2 5 Westwinds & Melrose Ave to Newton Rd - VA Hospital 100 3.7 27.3 6 Newton Rd - VA Hospital to Downtown Interchange By Time Period AM 20 199 231 1.7 4.3 12.0 • 46.6 1:-.: Midday 157 160 5.0 31.3 C PM 230 174 4.3 53.5 o N Eve 54 39 1.4 37.7 Weekday Running Time by Trip - Loop 1:00 0:55 0:50 ----- ---- ----- ----- --- --- 0:45----- 0:40---- 0:35- 0:30 - 0:25 - 0:20 - 0:15 0:10 ------___ 0:05 - 0:00 ¢ < ¢ ¢ ¢ ¢ < ¢ ¢ a a a a a a a a a a a M 7 N_ 10 7 N N N 10 7 _N 7 10 10 CC:, i0 1'- n 60 c0 Oi O N iV iV iM M V V CO N i0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a <a < a a a a a a a a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV iV iV iN N iV iV iV iV N iN iV iV isi iV iV es; iN iV iV iV iV N N iV iV —Actual —Scheduled NNELSON NYGAARD Route Operations Summary r I Direction ■ On -Time Performance On -Board Load T! a 0 m 0 0 1:-.: C E o N P P°' a O w J x co e e e 2 Max Load Location 66% 14% 20% 11 377 Melrose Ave & Koser Ave 66% 14% 20% 377 Melrose Ave & Koser Ave 63% 16% 21% ' ' ' 47% 5% 47% 80% 20% ' ' ' 65% 20% 15% ' ' ' 70% 20% 10% ' ' ' 50% 35% 15% , , , 169 Melrose Ave & Sunset St 102 Melrose Ave & Koser Ave L 129 Melrose Ave & George St L 37 Hawkins Dr - UI Childrens Hospital L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a <a < a a a a a a a a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV iV iV iN N iV iV iV iV N iN iV iV isi iV iV es; iN iV iV iV iV N N iV iV —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop 60 50 40 30 20 - 10 - 0 Boardings tMaxLoad aaaaaaaaaaaaaaaaaaaaaa M V N 0 V 0) 0 0) LO 0) 0) N 0) N V 0) V N V _N Li" N 10 (G n N- n CD W W 06 O N N N C) th O V lb lA 10 Trip Time Weekday Boardings and Alightings by Stop - Loop Boarding/Alighting Passengers 175 125 75 25 - -25 - -75 -125 -175 II. , ,L1, ,., ■,1,., -11 kins Dr - UI Main Hospital 1,■,1 5 in a o 'z ¢ a •- 1. 111,4-11. 2 3 E s'y °' °1' o U z E N . N N ?' : 1' i i 2 to - 2 W Boardings Alightings —On -Board Load Pappajohn Biomedical Discovery Building - 450 - 350 - 250 - 150 -o 0 - 50 O - -50 op c - -150 0 - -250 - -350 - -450 Weekday Ridership by Trip - 1 Boardings -M-Max Load 0001111- - - - aaaaa aaaaaaaaa aaaaaa < ▪ < O O O O O O 9 O O O O O O O 9 9 O O O O O O N N N N N N N N N N N N N N N N N N N N N Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 250 200 150 - 100 50 0 0 -5 -10 -15 -20 18, - -25 O - -30 0 - -35 - -40 Boardings Alightings —On -Board Load - -45 50 NNELSON NYGAARD Route Rochester Weekday j.Boardin9N-1-11--111N3 s o o Alightings c v 0 0. y c Service Hours c2 N N `G N c 3 v o3, ' Q 1111 a 01 w Boardings per Service Hour a1Z On -Ti r 1 CITY OF IOWA CITY Total E F o e Loop c o g By Segment 1 Downtown Interchange to Rochester Ave & 7th Ave 2 Rochester Ave & 7th Ave to Mount Vernon Dr & Rochester Ave 85 112 3.0 28.3 3 Mount Vernon Dr & Rochester Ave to Market St & Dodge St 65 3 1.9 34.2 4 Market St & Dodge St to Downtown Interchange 9 117 1.3 7.1 By Time Period AM 111 73 2.5 44.1 L Midday 74 73 2.7 27.4 L PM 86 94 2.7 31.9 Eve 10 10 0.5 22.2 Weekday Running Time by Trip - Loop 0:35 0:30 - 0:25 - -- 0:20 - 0:15 - 0:10 - 0:05 - 0:00 0. a a a a a a a a 2 N N N N 0) N 0) 0I) N 0[) 0) In L() N N L() N L() M V V V V V V V V V V id 43 N oi O N N m M V V CO 1[l (D —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD o , , Max Passengers On Board o o perations Summary On -Ti CD i;39, % Early m ■ 3 d 3 [%Late m e On -Board Load E F o e Max Load Location c o g 75% Mercy Hospital L 75% Mercy Hospital L 72% ' 79% 5% 16% 63% 16% 21% 79% 5% 16% r Mercy Hospital L 44 Mercy Hospital L 86 Jefferson St & Linn St L 10 Jefferson St & Van Buren St L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop ,� r r, .-,�,.,.,.,_,�,I,�,_,_,',�,I,I,I,■,',�,�,�,1, ,■,I,� r,1,•,1,ti r r,.,l,l Weekday Ridership by Trip - 0 0 0 0 0 Boardings —M—Max Load <aaa<aaaa<aaaa<aaaa 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 140 - 120 100 - 80 - 60 40 20 0 Boardings Alightings —On -Board Load 140 120 100 80 60 40 20 0 -20 40 On -Board Load NNELSON NYGAARD Route Southside Shuttle Weekday V N ' Boardings < o a _ o Alightings v xg) m aService Hours o N N o. Boardings per Service Hour C cn 5. N w Performance 1 t 1 wr.MM® ,1t ZIII, ��44dia iNal®ice CITY OF IOWA CITY Total 1 c ` 'p Loop m J o By Segment 1 Downtown Interchange to Gilbert St & Bowery St 2 Gilbert St & Bowery St to Downtown Interchange By Time Period AM 85 105 319 104 2.7 0.9 30.9 121.2 301 Midday 302 303 3.9 77.4 PM 170 168 1.9 87.2 Eve 25 25 0.4 57.7 Weekday Running Time by Trip - Loop 0:20 - 0:15 - 0:10 - 0:05 - 0:00 a¢ a¢ a¢¢ a¢ a a a a a a a a a a a a a a a a a a a a O O N O O N O O N O O N O O N O O N O O N O O N O O N O O N O O N M O M O M O M O M O co O M O M O M O M O M O A: 60 aD W Oi Oi an O O O N N N (V N (V iM M Ci V R V N u7 N <O i0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < < < < < < < < < < a a < < < < < < < < < < a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV (V N N N iV N (V (V N N N iV (V (V N N N N N (V fV N <V iV iV —Actual —Scheduled NNELSON NYGAARD Route Operations Sligiall On -Time F O i` Performance T! a 0 m c O i c d a x R 2 On -Board Load Max Load Location 1 c ` 'p co e m J o 86% 14% 0% 301 Court St Transportation Center L 86% 80% 14% 20% 0% 301 Court St Transportation Center ' L 80% 20% - - - - , - - 78 Washington St & Dodge St L 223 Court St Transportation Center L 119 Washington St & Dodge St L 20 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < < < < < < < < < < a a < < < < < < < < < < a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O iV (V N N N iV N (V (V N N N iV (V (V N N N N N (V fV N <V iV iV —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop 70 60 - 50 - 40 - 30 - 20 - 10 - 0 1 Boardings tMaxLoad \7\.-afinth a aQQQQQ Q Q Q .2a a a a as a a a a as a a a a a a as M 0 M 0 • M 0 M 0 N M 0 M 0- M 0- M 0- M 0- 0)) 0 0 0 LO h W W W 0) 0) 0) O O O N N N N N N C) 66 66 0 0 0 1)) 1)) 1)) is; 65 Trip Time Weekday Boardings and Alightings by Stop - Loop Boardings EmAlightings —On -Board Load Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa O o 0 0 0 0 O 0 0 O 0 0 0 0 O 0 0 0 0 0 0 0 O 0 O 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 Trip Time Weekday Boardings and Alightings by Stop - 1- 0.9 - 0.9 L00 0.8 0.7 m 0 0.6 0 c 0 0.5 Q 0.4 o) 0.3 Q°p 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Towncrest Weekday Boardings 11--111w Alightings 0 a or 0 o Service Hours v N `R N 3 v °3, a C.4 p Boardings per Service Hour _ N o 1 r 1 ,~rte~ i ft. Nei am gfir CITY OF IOWA CITY Total On -Board Load Inbound Burlington St & Lucas St .11 Outbound 314 240 5.7 55.4 Burlington St & Lucas St By Segment 53% 33% 14% 1 Village Rd & Village Green Blvd to Muscatine Ave & 7th Ave 222 261 3.7 60.3 2 Muscatine Ave & 7th Ave to Downtown Interchange 258 210 6.9 37.3 Burlington St & Summit St By Time Period 124 Burlington St & Johnson St 0 10 Downtown Interchange AM 142 104 2.4 58.4 Midday 179 184 5.2 34.4 PM 149 168 2.6 57.3 Eve 10 15 0.4 23.1 Weekday Running Time by Trip - Inbound 0:25 - 0:23 - 0:20 - d 0:17 - E H rn 0:14 -------- c 0:11 --- — 0:08 - 0:05 0:02 0:00 ¢¢¢¢¢¢¢¢¢¢¢¢ a a a a a a a a a a a a N N N N N N N N N N N N 7 a 7 a V V V 7 a 7 a 7 7 6 6 !. n N id 6 6 O O N N iV iV iM ih V R —Actual —Scheduled W a o % On -Time 0 w Max Passengers On Board 1 perations Summary — 0 Direction CD o - % Early m 0 3 co - , % Late CD 0 a o On -Board Load Max Load Location Burlington St & Lucas St .11 Burlington St & Summit St 68% 68% 22% 20% 10% 12% 222 Burlington St & Lucas St 0 53% 33% 14% 82 Burlington St & Lucas St I 79 Burlington St & Summit St I 124 Burlington St & Johnson St 0 10 Downtown Interchange 0 Weekday Running Time by Trip - Outbound Running Time 0:25 0:23 - 0:20 - 0:17 - 0:14 - 0:11 - 0:08 - 0:05 - 0:02 - 0:00 < a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O M O M O M O th O m Om O M O M O M O M O M O 6 6 n n c0 c0 6 6 O O iV iV e.; e.; i+i V V iri iri ip —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound 40 35 - 30 - 25 - 20 - 15 - 10 - 5- aaa ▪ Ln m m n Boardings tMaxLoad II.111 ¢ • ¢¢¢¢¢¢¢¢ a a a a a a a a a a a a Ln N LO LO Ln Ln Ln 0 LO 0 Ln Ln Ln N LO LO Ln Ln N N LO V V R 7 7 7 V V R V V 0` W W a; ai O O r r N N . N CJ M M V O 66 O Trip Time 6:15 PM • Weekday Boardings and Alightings by Stop - Inbound 175 N 125 0) m N 75 m a 25 -25 c E -75 m m -125 -175 age Rd & Village Green Blvd y E � CO CO C/3 :5' (Jd g W M M y N u5 i ¢ y m ai m m W q} .0 Q v Q Q Q Q 3 0 Q � I 3 5 m m g )) a m Boardirfrgs Alightings —On -Board Load Muscatine Muscatine Ave Burlington St & Gilbert S - 250 - 200 - 150 - 100 m - 50 0 0 0 - -50 --100 - -150 - -200 - -250 Weekday Ridership by Trip - Outbound 40 35 30 25 20 15 10 5 0 Boardings -M-Max Load 2222222222222222222222222 ¢ ¢ ¢ < ¢ ¢ ¢ ¢ ¢ 0 ¢ a a a a a a a a a a a a a C09 0 O00000MOM0M0M0M0M0M0M0C) 09 C9 LO N N- 0` O Ln LA LA O O r r N CJ 00 CJ M M 7 a 0) N m Trip Time Weekday Boardings and Alightings by Stop - Outbound 175 - 125 - 0 Ln 75 - m a 25 c • 1 ' o ) -25 - Q 2 -75 - 2 0 0 m -125 - -175 - Downtown Interchange Burlington St & Johnson St 0 E Burlington St & Muscatine Muscatine Ave & Rundell St a Q 0 0) Muscatine Ave & 5th Ave Muscatine Ave & 4th Ave Boardings Alightings Muscatine Ave & 2nd Ave - Walgreens � � • a aU � Q 3 —On-Boardoad St @ O 3 Village Rd & Village Green Blvd 250 200 150 100 co 50 0 -o m -50 -100 -150 -200 -250 NNELSON NYGAARD Route Towncrest (Night) Weekday C O a Alightings CD Operations Buguimill Act xg) m 0 w Service Hours °c N N a O o. o r Boardings per Service Hour C 0at 5.Z t 1 1 wry ® 1 iasiZ II ca Oa O m CITY OF IOWA CITY Total 56 - Loop By Segment 1 Downtown Interchange to Sheridan St & 7th Ave 56 48 2 Sheridan St & 7th Ave to Village Rd & Brighton Green 5 32 0.4 12.5 3 Village Rd & Brighton Green to Muscatine Ave & 7th Ave 3 7 0.4 7.5 4 Muscatine Ave & 7th Ave to Downtown Interchange By Time Period - Eve 51 4 49 0.5 1.4 37.8 -Night 5 5 0.4 11 Weekday Running Time by Trip - Loop 0:35 0:30- 0:25 - 0:20 - 0:15 0:10 0:05 0:00 a a a a 0 0 0 0 M M M M (O Ih W Oi —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 22222222222222222222222222 O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Route Operations Buguimill On -Time O E F O e Performance T! a 0 m c O i c d H x co 2 On -Board Load Max Load Location 1 C 3 ` i5 >, W e 1a J e 40% 15% 45% 47 Downtown Interchange L 40% 50% 15% 45% 50% ' 47 ' ' ' ' , Downtown Interchange ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' L ' ' ' ' ' ' ' ' ' ' 25% 25% 50% 25% 25% 50% 25% 25% 50% 42 Downtown Interchange L 5 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 22222222222222222222222222 O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Westport Weekday -F-, x, 0 Alightings m -a • o 0. c = m n m Service Hours c < N c 3 o' Q a - o Boardings per Service Hour c ..c7.. •• o0 1 K Act N 01 C s 0 0 m r 1 CITY OF IOWA CITY Total 191 Loop 191 Max Load Location By Segment 1 Downtown Interchange to Westport Plaza 1 108 2 Westport Plaza 1 to Thatcher/Baculus Trailer Park 47 60 1.7 27.1 3 Thatcher/Baculus Trailer Park to Riverside Dr & Benton St 16 8 0.9 18.5 4 Riverside Dr & Benton St to Downtown Interchange 20 93 1.1 18.5 By Time Period 8% 15% ' ' ' ' ' ' . ' ' ' ' ' ' ' ' ' ' ' . . AM 56 57 13.7 4.1 8% Midday 61 65 2.2 28.2 PM 54 57 1.3 41.5 Eve 20 20 0.4 46.2 Weekday Running Time by Trip - Loop 0:40 - 0:35 - 0:30 0:25 0:20 0:15 ------ 0:10 ------ 0:05 - 0:00 a a a a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 co co Co co co co Co co co co CJ CJ co 6 1- O O O N N M 4 1[) (O —Actual —Scheduled m ao % On -Time 0 0 0 aMax Passengers On Board 1 perations Summary CD % Early m 0 ■ 3 w 3 Late m On -Board Load Max Load Location c O 1 'p UI Main Library L UI Main Library L 77% 8% 15% ' ' ' ' ' ' . ' ' ' ' ' ' ' ' ' ' ' . . ' ' ' ' ' ' ' ' ' ' ' ' 38% 8% 54% 38% 62% 38% 62% 33 Riverside & Myrtle Ave L 38 Washington St & Madison St L 38 UI Main Library L 14 Benton St & Riverside L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 22222222222222222222222222 O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 - 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 Boardings Alightings —On -Board Load 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 - 0.1 0 NNELSON NYGAARD Route Westside Hospital Weekday Boardings Ci Alightings c 01 m v tia ur c = mom. Service Hoursya Boardings per Service Hour , K t 1 � .4. AO iiii ii latilr CITY OF IOWA CITY Total Inbound On -Board Load Outbound 186 146 By Segment 1 Phoenix Dr to Morman Trek Blvd 63 79 2 Morman Trek Blvd to Hawkins Dr 62 68 3.6 17.3 3 Hawkins Dr to Downtown 132 102 3.9 33.8 142 By Time Period O AM 59 79 2.2 26.6 Midday 79 98 5.1 15.6 54% PM 103 98 2.6 40.4 ' Eve 16 16 0.9 18.8 Weekday Running Time by Trip - Inbound 0:40 0:35 0:30 0:25 0:20 0:15 0:10 0:05 0:00 a a a a a a a N N N N N N n n 0- C- 0- 1` r CJ CO CO CO CO CO V V V V O V V (O r 07 O O N r N M O ([) (O —Actual —Scheduled A On -Time 0 a o � W - Max Passengers On Board perations Summary CD - %Early m 0 % Late m On -Board Load Max Load Location c O 1 'p Hawkins Dr & Melrose Ave 0 Melrose Av I 35% 22% 43% 142 Hawkins Dr & Melrose Ave - O 42% 4% 54% ' ' ' ' ' ' ' ' ' ' ' ' 42% 58% 28% 40% 32% 53 Melrose Av I 39 Melrose Av I 91 Hawkins Dr & Melrose Ave - O 15 Hawkins Dr & Melrose Ave - 0 Weekday Running Time by Trip - Outbound Running Time 0:40 0:35 - 0:30 - 0:25 - 0:20 - 0:15 - 0:10 - 0:05 - 0:00 NZ - a a a a a a a N • (n ▪ u7 N N • u7 0 0 0 0 0 0 N O O O 9 9 N N N N N N N el:: n O W O r N M V (f) tD —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Inbound Weekday Boardings and Alightings by Stop - Inbound Boarding/Alighting Passengers 70 50 30 10 -10 -30 -50 -70 175 150 125 --••••""100 75 50 25 Ill" !o -zs -50 -75 -100 -125 -150 - -175 L L L L L a i a a o 0 0 0 0 0 0 E== c �' �' T33 T2E_�'0 30KKCK0 0 0 g g i i i 2 2 Z Z Z 0 Boardings Alightings —On -Board Load On -Board Load Weekday Ridership by Trip - Outbound Weekday Boardings and Alightings by Stop - Outbound 70 0 50 - d 0 • _10 m -30 0 -50 -70 �•Ii.iiI 1 175 150 125 100 75 50 25 ,I•_ 0 - -25 - -50 - -75 - -100 - -125 - -150 - -175 Boardings Alightings —On -Board Load On -Board Load NNELSON NYGAARD Route Westwinds Weekday —‘411-110 Boardings 5. 0 o �• 'm Alightings CD 0. c 5"' ri Service Hours 2 O V la Nyc3m m Boardings per Service Hour .-.1 W On -Time F O e 63% 63% a t l --=--.4171.-:•—s i1 VIII, CITY OF IOWA CITY Total On -Board Load Max Load Location Melrose Ave & Koser Ave Melrose Ave & Koser Ave Loop W e 13% 13% By Segment 1 Downtown Interchange to Melrose Ave & Sunset St 2 Melrose Ave & Sunset St to Pheasant Ridge Neighborhood Center 7 96 2.7 2.6 3 Pheasant Ridge Neighborhood Center to Denbigh Dr & Sunset St 69 66 1.3 54.5 4 Denbigh Dr & Sunset St to Hawkins Dr - UI Main Hospital 151 40 2.8 53.0 5 Hawkins Dr - UI Main Hospital to Downtown Interchange 67 223 2.8 23.5 By Time Period AM 178 201 3.8 47.0 L Midday 125 124 4.1 30.5 L PM 176 150 4.1 42.9 Eve 6 6 0.7 8.8 Weekday Running Time by Trip - Loop 0:50 0:45 - 0:40 - 0:35 - 0:30 - 0:25- 0:20 - 0:15 - 0:10 - 0:05 - 0:00 Ak 0.aaaaaaaaa M O M O M M M M M M M O M O M O M O (0 (0 h I. W N 0) O 7 N N C) M V V N (0) (0 —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Route Operations S On -Time F O e 63% 63% Performance T! a 0 m c O coc d 12 a x R 2 219 219 On -Board Load Max Load Location Melrose Ave & Koser Ave Melrose Ave & Koser Ave 1 c ` a L L W e 13% 13% m J a 23% 23% 56% 6% 39% 63% 32% 5% 74% 26% 47% 21% 32% 53% 21% 26% 147 Melrose Ave & Koser Ave L 63 Melrose Ave @ IC Fire Station #2 L 111 Hawkins Dr & Melrose Ave - UI Childrens Hospit L 5 Downtown Interchange L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 QQQQQQQQQQQQQQQQQQQQQQQQQQ O O O O O O O O O O O O O O O O O O O O O O O O O O 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 —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop 50 45 - 40 - 35 - 30 - c y 25 - m 0 20 - 15 - 10 - 5- 0 Boardings tMaxLoad aO a an a!aW a00 am aO aaaaaa a a a a MOMOMMM MMMMOMOMOM t0 ai N ▪ t74 4 Trip Time Weekday Boardings and Alightings by Stop - Loop Boarding/Alighting Passengers 150 100 - 50 - 250 - 200 - 150 - 100 0 50 0 J - -50 50 0 - -100 -100 - -150 m 5 3 c - o E 3 U a9' c y E "' 3 - c Y - aif Y 2 0 9 K � w U Q a`� '3 Q Q Q a o O - N g dy� - C Z 0- e_ 4 K m 0 m— 9 ' e w 2 E 0 Boardings Alightings —On -Board Load - -150 - -200 -250 Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M—Max Load a a a a a a< a a a a a a a a a a a a a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `m 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Route Westwinds (Night) Weekday flBoardin9 s 0 XI ..< o N3 To Alightings 0 ir v ur0. c N Service Hours Z i:ci iv II N N N 3 ' Q a .c.rici Ill Boardings per Service Hour g °'1 I r 1 .._ 1 III • .wr®ice CITY OF IOWA CITY s co o m c 0 0) ) w A 0 m Total Loop c C g By Segment 1 Downtown Interchange to Melrose Ave & Sunset St 2 Melrose Ave & Sunset St to Westside Dr & Earl Rd L 48 0.7 3 Westside Dr & Earl Rd to Pheasant Ridge Neighborhorhood Center 1 33 0.5 2.1 4 Pheasant Ridge Neighborhorhood Center to Hawkins Dr - UI Main Hospi 5 6 0.5 10.7 5 Hawkins Dr - UI Main Hospital to Downtown Interchange 3 9 0.6 5.0 By Time Period 64 Eve 72 72 2.1 34.3 Night 25 26 1.1 22 Weekday Running Time by Trip - Loop 0:45 ------ 0:40 ------ 0:35--- °� 0:30 ------ E H rn 0:25 - c 0:20 - 0:15 - 0:10 0:05 0:00 a a a a a 0 0 0 0 0 m m M m M <O 1-: N m O —Actual —Scheduled Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < a a a a a a a a a a a a a a a < a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 e 0 0 o 0 0 0 0 0 0 0 0 0 e 0 0 o 0 o 0 0 0 0 iV (V (V <V N iV iV iV iV (V <V iV iV (V (V (V <V iV iV iV es (V —Actual —Scheduled NNELSON NYGAARD Route Operations Summary IN m °-' rn % Early m 0 3 SO 3 9 % Late CD 0 On -Board Load s co o m c 0 0) ) w A 0 m Max Load Location c C g Hawkin Hospit L 88 Hawkins Dr & Melrose Ave - UI Childrens Hospit L 100% 60% 40% 100% 25% 75% 50% 50% 64 Hawkins Dr & Melrose Ave - UI Childrens Hospit L 24 Newton Rd - VA Hospital L Weekday Running Time by Trip - Running Time 0:00 21:36 - 19:12 - 16:48 - 14:24 - 12:00 - 9:36 - 7:12 - 4:48 - 2:24 - 0:00 a a < < a a a a a a a a a a a a a a a < a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 e 0 0 o 0 0 0 0 0 0 0 0 0 e 0 0 o 0 o 0 0 0 0 iV (V (V <V N iV iV iV iV (V <V iV iV (V (V (V <V iV iV iV es (V —Actual —Scheduled NNELSON NYGAARD Weekday Ridership by Trip - Loop Weekday Boardings and Alightings by Stop - Loop Boarding/Alighting Passengers 60 40 20 -20 -40 -60 r�,■r�,_, ,1r, , - 90 - 70 - 50 - 10 v m A = Q `'.51 U _@ s -I n $ m y o 3 Zz 9 LE z 2 8 N 3 -. 6 0 9 m o A � r 0 3 Boardings Alightings —On -Board Load O § ▪ O --102 c - -30 0 - -50 - -70 -90 Weekday Ridership by Trip - 0 0 0 0 0 Boardings -M-Max Load a<aaaa<aaaa<aa<aaaa<aa<aaa o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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 Trip Time Weekday Boardings and Alightings by Stop - Boarding/Alighting Passengers 1 - 0.9 0.8 - 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1 0.9 0.8 0.7 0.6 1 0.5 `8 0 - 0.4 0 - 0.3 - 0.2 Boardings Alightings —On -Board Load - 0.1 0 NNELSON NYGAARD Appendix C Survey Instruments CITY OF lown C,.. CORALVILL eambur TRANSIT RIDER SURVEY Please help improve transit service by completing the survey below. Return to surveyor or any bus driver. 1. Which bus route are you currently riding? (write in route name) Iowa City Transit Route Coralville Transit Route CAMBUS Route 2. Which bus route(s) did you (or will you) ride to complete your trip? (write in route name(s)) Iowa City Transit Role Coralville Transit Route CAMBUS Route 3. Where did you begin this one-way trip? ❑, Home/residence hall ❑2 Work 73 School/college ❑, Shopping/grocery store ❑5 Medical appointment ❑6 Restaurant/bar ❑ , Other 4. Where is your final destination on this one-way trip? ❑, Home/residence hall 175 Medical appointment 72 Work ❑ Restaurant/bar ❑, School/college ❑, Other ❑, Shopping/grocery store 5. What type of fare did you use (or will you use) for your trip? (check one) ❑, Free (CAMBUS) 111 ❑, Adult cash fare ❑,, Kirkwood semester pass ❑, Youth cash fare ❑,, Research Park pass ❑, Senior/disabled (free or discounted) 171„24 -hour pass ❑, 10 -ride pass 1'112 Low-income monthly pass 72 20 -ride pass ❑„ Other ❑2 31 -day pass (youth/adult) 6. If this route didn't exist, how would you have made this trip? ❑ 5 Walk q Moped/scooter/motorcycle ❑ a Would riot have made this trip ❑g Other ❑, Another existing route ❑. Drive alone ❑, Get a ride/carpool ❑, Taxi/Lyft/Uber ❑, Bicycle/skateboard 7. Below are potential service improvements. Select the three improvements most important to you. ❑, More frequent bus service ❑2 Less crowded buses ❑, Faster service (fewer stops) ❑, Faster service (more direct routes) ❑, Earlier bus service ❑, Later bus service ❑, Saturday service (where/when 72 Sunday service (where/when 02 More reliable service (on time) ❑,o More comfortable stops (seating, shelter/bench, etc.) ❑,, More reliable Information about bus arrival time ❑„ Service to new areas (where 1 www. research. net/r/ IowaCityBusSurvey 8. Are you a University of Iowa or Kirkwood Community College student, faculty, or staff? (check one) ❑ , Yes. University of Iowa student ❑„ Yes, University of Iowa faculty or staff ❑, Yes. Kirkwood Community College student, faculty, or staff El, No 9. Which best describes your racial or ethnic background? (check all that apply) ❑ , White/Caucasian ❑, Asian ❑ , Hispanic/Latino E, Native Hawaiian or Pacific Islander ❑ , BlacklAfrican-American ❑, Other El, American Indian/Alaska Native 10. What is your approximate household income? ❑, $50,000465,000 ❑, $65,000-$75,000 ❑, More than $75,000 E l, Fewer than 815,000 ❑ 2 515,000-525,000 ❑, $25,000-535,000 ❑ $35,000-$50,000 11. What is your age? ❑, Under 18 CI, 18-24 ❑ , 25-29 ❑, 30-44 ❑, 45-59 ❑, 60-74 El, 75 or older 12. How many people live in your household? Ell 1712 73 74ormare 13. How many cars are in your household? D 11 ❑2ormore 14. How long have you been riding the bus in Coralville or Iowa City? E l, First timelnew rider ❑ ; Less than 1 year ❑,1-4 years ❑, 5 or more years 15. When you plan a bus trip, check a schedule, or check on the status of an arriving bus, what do you use? (check alt that apply) ❑ , Transit agency website ❑5 Bongo website or app ❑ ; Call agency office ❑, Bongo phone call or text feature ❑ , Google Maps/Bing Maps El, Text message alert ❑, Paper/bus stop schedule 16. Within the past month, have you used any of the following? (check all that apply) ❑ , Iowa City Transit ❑ . Coralville Transit E l, CAMBUS ❑, 380 Express 75 Private bus (e.g., Quarters, Latitude, Hawks Ridge) 17. Do you have any other thoughts or suggestions? IOWA CITY AREA TRANSIT STUDY 1 FINAL REPORT tt-Leci. 4g21 CITY of 100,. u.v CORALVILLk ENCUESTA PARA PASAJEROS Por favor ayudenos a mejorar el servicio de transporte publico respondiendo la siguiente encuesta. Regresela a uno de los encuestadores o al chofer del autob is, 1. e:,En que ruta de autobUs esti viajando en este momento? (Escriba el nombre de la ruts) Iowa City Transit ruta Coralville Transit ruta CAMBUS ruta 2. gQue ruta(s) de autobus tomo (o tomara) para completar su viaje? (Escriba el nombre de la(s) ruta(s)) Iowa City Transit ruta Coralville Transit ruts CAMBUS ruta 3. gD6nde inicio este viaje (solo ida)? ❑, Hogarldormitorio universitario ❑5 Cita Medica ❑, Trabajo 05 Restaurantelbar ❑, Escuelalcolegio ❑, Otro ❑, Centro comercialltienda de comestibles 4. ZCual es el destino final de este viaje (solo ida)? ❑ Hogarldormitorio unlversitario 05 Cita Medica ❑, Trabajo ❑ Restaurantelbar , Escuelalcolegio ❑, Otro ❑, Centro comercialltienda de comestibles 5. ,Que tipo de tarifa pag6 (o pagara) por este viaje? (seleccione solo uno) ❑, Gratis (CAMBUS) ❑, U -PASS ❑, Tarifa adulto en efectivo LI, Pase semestral Kirkwood E, Tarifa joven en efectivo 015 Pase Research Park 04Adulto mayorldiscapacitado (gratis o con descuentol ❑, Pase de 10 viajes ❑, Pase de 20 viajes ❑„ Pase 24 horas 0,2 Pase mensual de bajos ingresos ❑1, Otro ❑ Pase 31 dias (adulto o adolescente) 6. Si esti ruta no existiera, Zcomo hubiera hecho este viaje? ❑, En una ruta de aulobus diferente ❑ Caminando ❑, Manejando autombvil ❑, Motonetalmonopatin (scooter)/ ❑, Alguien me Ilevarialcompadir auto motocicleta ❑ Taxi/LyfliUber ❑nNo hubiera hecho este viaje ❑ Bicicletalpatineta ❑ Otro 7. Las siguientes son mejoras potenciales al servicio. Seleccione las tres mejoras mas importantes para usted. ❑, Servicio de autobus mas frecuente ❑ Autobuses menos saturadoslllenos ❑, Servicio mas rapido (menos parades) ❑, Servicio mas rapido (rutas mas directas) ❑. Servicio mas temprano ❑ Servicio mas tarde por la noche ❑, Servicio los sabados (dondelcuando ❑, Servicio los domingos (dendelcuando ❑6 Servicio mas cant able (puntual) ❑15 Paradas mas cdmodas (bancas, sombre, etc.) ❑11 Informacion conflable sobre hora de Ilegada de autobuses ❑12 Servicio en nuevas areas (donde www.research.netlrl IowaCityBusSurvey 8. LEs usted estudiante, profesor o empleado de la University of Iowa o Kirkwood Community College? (seleccione solo una) E l, Si, estudiante de University of Iowa LI; Si, profesor o empleado de University of Iowa L I, Si, estudiante, profesor o empleado de Kirkwood Community College 171, No 9. LCuales de las siguientes opciones describe su identidad etnicalracial? (seleccione una o mas de una) ❑, Blancolcaucasico ❑,Asiatico ❑ , Hispano/Latino ❑ Nativo de Hawaii o De las Islas del ❑ , Negro/Afroamericano Pacifico ❑ AmerindiofNativo de Alaska ❑, Otro 10. ,Cual es el ingreso anual aproximado de su hogar? LI, Menos de $15,000 ❑, $50,000-$65,000 0,065,000-875,000 ❑, Mas de $75,000 ❑, $15,000-$25,000 ❑ , $25,000-$35,000 ❑, $35,000-$50,000 11. LCual es su edad? ❑, Menos de 18 ❑ 18-24 ❑ , 25-29 ❑, 30-44 ❑, 45-59 E, 60-74 0,75 o mayor 12. ,Cuantas personas viven en su hogar? ❑1 02 E ❑4omas 13. ,Cuantos automOviles hay en su hogar? ❑O ❑l ❑2omas 14. LDesde cuando he estado usando el autobus en Coralville o Iowa City? ❑, Primera vezlnuevo pasajero ❑ Menos de un ano ❑,1-4 anos ❑, 5 o mas arcs 15. Cuando usted planea un viaje en autobus, revise los horarios del autobus, o reviser la hora de Ilegada del siguiente un autobris, Ique utiliza? (seleccione todas las que use) ❑ , Sitio web de la agencia de transito ❑, Sitio web o aplicacien de Bongo ❑, Llamada a la agencia ❑, Llamada o mensaje de texto a LI, Mapes de GoogletMapas de Bing Bongo ❑ , Horarios en papeVen parada de ❑,Alerta de mensaje de texto autobus 16. Durante el mes pasado, ha utilizado alguno de los siguientes servicios (seleccione todas los que apliquen) ❑ , Iowa City Transit ❑, 380 Express ❑, Coralville Transit ❑, Autobus privado (e.g. Quarters, ❑3 CAMBUS Latitude, Hawks Ridge) 17. , Tiene usted algun otro comentario o sugerencia? Nelson Nygaard Consulting Associates, Inc. 1 C-2 rl APPENDIX D: Fare Study Report September 2020 IOWA CITY AREA N NELSON NYGAARD IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY This page is intentionally left blank. Nelson \Nygaard Consulting Associates, Inc. I i IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Table of Contents Page 1 Introduction 1-1 Fare Analysis Goals 1-1 Report Organization 1-1 2 Existing Conditions 2-1 Key findings 2-1 Fare Structure 2-1 Fare Media and Technology 2-8 Revenue Trends 2-9 Fare Media Use 2-1 2 3 Fare Free Peer Review and Best Practices 3-1 4 Fare Free Analysis 4-1 Key Findings 4-1 Existing Fare Costs and Revenue 4-2 Equity Considerations 4-3 Fixed -Route Ridership and Cost Implications 4-5 Paratransit Ridership and Cost Implications 4-1 1 5 Fare Scenarios 5-1 Approach and Assumptions 5-1 Existing Fare and Pass Structure 5-2 Fare Scenarios 5-3 6 Recommendations 6-1 Fare Recommendations Summary 6-1 Fare Structure Recommendations 6-2 Policy Recommendations 6-4 Nelson\Nygaard Consulting Associates, Inc. 1 ii IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Table of Figures Page Figure 2-1 ICT and Coralville Transit Fixed -Route Fare Structure 2-2 Figure 2-2 Agency Pass Multipliers 2-4 Figure 2-3 Available Fare Discounts 2-5 Figure 2-4 Existing Pass Distribution Network. 2-6 Figure 2-5 SEATS Paratransit Fare Structure 2-7 Figure 2-6 Coralville Transit Fare Media 2-8 Figure 2-7 Annual Operating Expense by Agency, 2012-2018 2-9 Figure 2-8 Farebox Recovery Ratio by Agency, 2012-2018 2-10 Figure 2-9 Operating Expense per Passenger Trip by Agency, 2012-2018 2-10 Figure 2-10 Average Fare by Agency, 201 2-201 8 2-1 1 Figure 2-11 Average Subsidy per Trip by Agency, 2012-2018 2-11 Figure 2-1 2 Ridership by Fare Media Type 2-12 Figure 2-13 Revenue by Fare Media Type 2-13 Figure 3-1 Mountain Line Partner Pricing and Benefits Structure 3-3 Figure 3-2 Chapel Hill Transit Fixed -Route Passenger Trips and Revenue Hours (2000- 2017) 3-5 Figure 3-3 Corvallis Transit System Fixed -Route Passenger Trips (2009-2017) 3-5 Figure 3-4 Mountain Line Fixed -Route Passenger Trips 3-6 Figure 3-5 Chapel Hill Transit Passenger Trips per Revenue Hour 3-6 Figure 3-6 Corvallis Transit System Passenger Trips per Revenue Hour 3-7 Figure 3-7 Mountain Line Passenger Trips per Revenue Hour 3-7 Figure 3-8 Chapel Hill Transit Fixed -Route Employee FTEs 3-9 Figure 3-9 Chapel Hill Transit Revenue Hours and Ridership per Employee FTEs 3-10 Figure 3-10 Mountain Line Fixed -Route Employee FTEs 3-10 Figure 3-1 1 Chapel Hill Transit Demand Response Passenger Trips 3-12 Figure 3-1 2 Chapel Hill Transit Demand Response Revenue Hours 3-1 2 Figure 3-1 3 Chapel Hill Transit Demand Response Employee FTEs 3-1 3 Figure 3-14 Mountain Line Demand Response Passenger Trips 3-1 3 Figure 3-15 Mountain Line Demand Response Revenue Hours 3-14 Figure 3-16 Mountain Line Demand Response Employee FTEs 3-14 Figure 4-1 Iowa City Transit Fare Revenue by Source (FY201 8-FY2019) 4-2 Figure 4-2 Iowa City Transit Estimated Annual Fare Collection Costs 4-2 Figure 4-3 Iowa City Transit Farebox Recovery (FY2016-FY2017) 4-3 Figure 4-4 Iowa City Transit Ridership by Income Level 4-3 Figure 4-5 Iowa City Housing and Transportation Costs as a Percent of Income 4-4 Figure 4-6 Iowa City Transit Projected Fixed -Route Ridership Increase 4-5 Figure 4-7 Iowa City Transit Ridership by Fare Media 4-6 Figure 4-8 Iowa City Transit Projected Daily Time Savings 4-7 Figure 4-9 Iowa City Transit Additional Trips Required 4-8 Figure 4-10 Iowa City Transit Projected Operating Cost Increase 4-9 Figure 4-1 1 Iowa City Transit Additional Peak Vehicles Required 4-9 Figure 4-1 2 Peer Agency Fare Free Impacts Summary 4-10 Nelson \ Nygaard Consulting Associates, Inc. 1 iii Figure 4-1 3 Figure 4-14 Figure 5-1 Figure 5-2 Figure 5-3 Figure 5-4 Figure 5-5 Figure 5-6 Figure 5-7 Figure 5-8 Figure 5-9 Figure 5-1 0 Figure 5-11 Figure 5-12 Figure 5-13 Figure 6-1 Figure 6-2 Figure 6-3 Figure 6-4 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 0,4 Paratransit Operating Cost Implications Paratransit Capital Cost Implications ICT and Coralville Transit Fixed -Route Fare Structure 4-11 4-11 5-2 5-4 5-4 5-4 5-5 5-5 5-5 5-6 5-7 5-8 5-9 5-10 5-12 6-1 6-2 6-3 6-3 Initial Fare Scenarios Ridership Initial Fare Scenarios Ridership Initial Fare Scenarios Ridership Initial Fare Scenarios Ridership Initial Fare Scenarios Ridership Initial Fare Scenarios Ridership Scenario 1 Fare Structure Scenario 2 Fare Structure Scenario 3 Fare Structure Scenario 4 Fare Structure ICT and Coralville Transit Scenario 6 Fare Structure Fare Recommendations Summary Recommended Fare Structure Total Ridership and Revenue Impacts of Recommended Fare Structure Percent Ridership and Revenue Impacts of Recommended Fare Structure and Revenue Change - ICT and Revenue Net Change — ICT and Revenue % Change — ICT and Revenue Change — Coralville Transit and Revenue % Change — Coralville Transit and Revenue Net Change — Coralville Transit Fixed -Route Fare Structure Nelson Nygaard Consulting Associates, Inc. 1 iv IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 0,14 1 INTRODUCTION The Iowa City Area Transit Study (ICATS) fare analysis is a comprehensive review of the current fare structure and policies for Iowa City Transit (ICT) and Coralville Transit. The fare analysis includes a review of: • Existing fare policies • Relevant fare -related best practices • Implications of a fare free system for ICT • Potential impact to ridership and revenue of modeled fare scenarios • Fare and policy recommendations Fare recommendations incorporate results from reviewing national best practices, evaluation of fare scenarios, and refining concepts with agency staff. FARE ANALYSIS GOALS Specific goals and objectives for the fare study are summarized as follows: • Increase Ridership while Balancing Revenue Goals. ICT is seeking to double ridership in 10 years, and Coralville Transit is similarly hoping for increased ridership. At the same time, maintaining farebox revenue is important. • Improve Passenger Experience. Simplifying fare pricing improves the passenger experience and makes the fare payment process more intuitive. A revised fare policy should help remove barriers and make transit easier to use. • Streamline Fare Structures and Policies. Look for opportunities for fare integration and improved coordination between agencies, including opportunities for mobile ticketing. • Make Transit an Affordable Option. Consider low-income and disadvantaged populations. REPORT ORGANIZATION The report is organized into four chapters in addition to this Introduction: • Chapter 02 Existing Conditions. This chapter highlights fare policies, pricing, fare structure, and revenue and ridership trends. • Chapter og Fare Free Peer Review and Best Practices. This chapter provides an overview of findings from other agencies operating fare free service. • Chapter 04 Fare Free Analysis. This chapter summarizes the implications of converting ICT to a fare free system. Nelson\Nygaard Consulting Associates, Inc. 1 1-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 ■ Chapter 05 Fare Scenarios. This chapter summarizes the fare scenarios that were modeled and highlights the associated ridership and revenue impacts. ■ Chapter o6 Recommendations. This chapter builds on the fare scenarios by identifying priority outcomes and combining scenarios into a single preferred recommendation. There is additional discussion of policy recommendations for consideration. Nelson\Nygaard Consulting Associates, Inc. 1 1-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 2 EXISTING CONDITIONS This chapter reviews existing fare structure and policies for ICT and Coralville Transit, as well as summarizing revenue trends, fare media usage, other regional fare policies and practices, and rider demographics to determine opportunities for modifications to fare policies and structure. KEY FINDINGS • There is opportunity for better integration of ICT and Coralville Transit passes, and existing pass interoperability is not well advertised. Both agencies offer several different passes, some of which cannot be used on both systems and can only be used during specific off-peak hours. This information is not clearly communicated on either agency website and may be confusing for passengers. • The University of Iowa (UI) U -Pass is the most commonly used pass product and generates the majority of fare revenue for both ICT and Coralville Transit. • Farebox recovery ratio is generally high for both ICT and Coralville Transit. Since 2012, farebox recovery ratio has ranged from 21% to 28% for ICT and from 31% to 39% for Coralville Transit. Farebox recovery ratio for Coralville Transit has been steadily decreasing since 2015. • Cash fares are used more often and account for a larger portion of fare revenue on Coralville Transit than ICT. Cash fares account for 32% of passengers and 31% of fare revenue on Coralville Transit, compared to 21% of passengers and 22% of revenue on ICT. FARE STRUCTURE Overview Transit fares differ across the transit providers. Figure 2-1 compares the fare structure across agencies. Each agency has a unique fare structure and discount policies, which are discussed in greater detail below. Nelson\Nygaard Consulting Associates, Inc. 12-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 404 Figure 2-1 ICT and Coralville Transit Fixed -Route Fare Structure are Type ICT Coralville Cash Fares Adults $1.00 $1.00 Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 $0.75 (between 6:00 p.m. and midnight and all -day Saturday) Children under 5 FREE FREE Passes 24-hour pass $2.00 N/A 10 -ride pass $8.50 N/A 20 -ride pass N/A $20.00 31 -Day adult pass $32.00 $32.00 31 -Day youth pass $27.00 N/A Youth semester pass $100 N/A Elderly low-income monthly pass $27 N/A UI student U -Pass (12 months) $240 ($168 without a University parking permit) $240 ($168 without a University parking permit) UI faculty/staff annual pass $28/month ($15 without a University parking permit) $28/month ($15 without a University parking permit) Kirkwood semester pass $100 N/A Intermodal Facility Pass N/A $50 Pass Products ICT and Coralville Transit each offer unique pass products, some of which are interoperable and some of which can only be used for a specific agency or at specific times. Inter -Agency Passes These passes are valid on both ICT and Coralville Transit service: • 31 -Day Pass — Magnetic swipe cards that become valid the first time they are used in the farebox and are good for the next 31 days. These passes provide unlimited rides during the 31 -day period. • 31 -Day Youth Pass — Magnetic swipe cards that become valid the first time they are used in the farebox and are good for the next 31 days. Valid only for youth between the ages of 5 and 18. This pass is offered through ICT and accepted on both ICT and Coralville Transit. • U -Pass — The combined category for the UI Annual Student Pass and Faculty/Staff Pass. The U -Pass is an RFID smartcard and provides unlimited rides. Nelson\Nygaard Consulting Associates, Inc. 12-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 • Semester Pass — Semester passes are available to Iowa City Community School District (ICCSD) students and Kirkwood Community College students. The Semester pass is a magnetic strip card that provides unlimited rides over the duration of the semester. These passes are offered through ICT and accepted on both ICT and Coralville Transit. • ICT Disabled Off -Peak Pass — The disabled off-peak pass is an RFID smartcard issued free of charge every two years to individuals with a temporary or permanent disability. The pass provides unlimited rides from 9:0o a.m. to 3:3o p.m. and after 6:3o p.m. on weekdays, as well as all day on Saturday. This pass is offered through ICT and accepted on both ICT and Coralville Transit. • ICT Senior and Senior Low -Income Off -Peak Pass — ICT offers senior citizens who are residents of Iowa City a magnetic swipe card that provides a 5o% discount on fares during off-peak service. The senior off-peak low-income pass operates the same way as the senior off-peak pass except it allows the pass holder to ride for free during off-peak service. To qualify for the senior low-income off-peak pass, the customer must be at least 6o years of age, an Iowa City resident, and have proof from Social Security or Department of Human Services (DHS) of low-income status. These passes are offered through ICT and accepted on both ICT and Coralville Transit. • Coralville Intermodal Facility Pass — The Coralville Intermodal Facility offers a park-and-ride commuter program which includes a parking space and unlimited bus trips for $5o per month. This pass is offered through Coralville Transit and accepted on both Coralville Transit and ICT. • Coralville Senior and Disabled Pass — These magnetic swipe card passes are free to Coralville residents 65 and older or with a temporary or permanent disability. This pass can be used on Coralville Transit anytime and on ICT during the off-peak hours of 9:00 a.m. to 3:3o p.m. and after 6:3o p.m. on weekdays, as well as Saturdays. Iowa City Transit Passes These passes are valid only on ICT service and cannot be used as payment for Coralville Transit service. ICT exclusive passes include the 24-hour pass, io-ride pass, and strip tickets. • to -Ride Pass — The io-ride pass is a magnetic swipe card encoded with 10 single trips for use on ICT service. • Strip Tickets — Orange strip tickets are individual tear -off paper tickets that are sold or donated by ICT to local social service agencies. Each ticket is good for one ride. Coralville Transit Passes These passes are valid only on Coralville Transit service and cannot be used as payment for ICT service. The only Coralville Transit exclusive pass is the 20 -ride pass. • 20 -Ride Pass — The 20 -ride pass is a magnetic swipe card encoded with 20 single trips and is only valid on Coralville Transit service. Rider Information and Communication The primary source of public information for fares, pass products, and discounts are the agency websites. While most pass products are accepted by both ICT and Coralville Transit, neither agency makes this particularly clear. The Coralville Transit website marks each pass product that Nelson\Nygaard Consulting Associates, Inc. 12-3 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY is honored by ICT with an asterisk, and ICT does not provide any information on interagency passes. The lack of clarity on pass product availability and interoperability may be confusing to passengers and create a barrier for using the service. Clearly indicating passes that are accepted by both agencies and those that are exclusive to specific agencies would make the systems easier to understand for passengers and improve the customer experience. In the future, there is opportunity to better integrate and streamline pass offerings. Pass Multipliers Pass multipliers are the number of single trips that a rider must purchase to "break even" on the cost of a given pass product. For example, a day pass with a 2x multiplier means that a passenger would need to ride transit twice in a day to break even. Pass multipliers can be adjusted to make passes more attractive fare options for riders or to raise additional revenue for the agency. ICT and Coralville Transit pass products and multipliers are shown in Figure 2-2. ICT offers day passes, monthly passes, and discounted monthly youth and low-income passes. Coralville Transit only offers monthly passes. The 31 -day monthly passes are priced consistently between the two agencies. There is an opportunity to further improve consistency between the agencies by standardizing other pass products. Figure 2-2 Agency Pass Multipliers Iowa City Transit Coralville Transit Base Fare Day Pass Monthly Pass Monthly Youth Pass Monthly Low- income Pass Fare Multi•lier $1.00 $2.00 2 $32.00 32 $27.00 27 $27.00 27 Discount Policies Fare Multiplier $1.00 n/a $32.40 n/a n/a n/a 32 n/a n/a Discount policies vary between ICT and Coralville Transit, as shown in Figure 2-3. Generally, there is an opportunity to standardize discount policies by aligning the discounts offered for youth, seniors, and people with disabilities. Youth Both ICT and Coralville Transit currently offer free rides for children under age 5. Both agencies offer 25% discounted fares for youth. However, ICT defines youth as ages 5-18 while Coralville Transit defines youth as ages 5-15. Additionally, on Coralville Transit service, youth fare discounts are only valid during off-peak times, between 6:oo p.m. and midnight and all -day Saturday. Nelson\Nygaard Consulting Associates, Inc. 12-4 Fr Off -Peak Oniy 50% Off -Peak Only 1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Disabilities Both agencies offer free service for people with disabilities. Free service for people with disabilities on ICT is only offered during off-peak times—weekdays between 9:0o a.m. to 3:30 p.m., weekdays after 6:3o p.m., and Saturdays. Free service for people with disabilities is available at all times on Coralville Transit service. Seniors ICT offers 5o% discounts for seniors age 6o and older during off-peak periods only, weekdays between 9:0o a.m. to 3:3o p.m., weekdays after 6:3o p.m., and Saturdays. Coralville Transit offers free service to seniors age 65 and older at all times. Other Discounts There are a number of other discount policies that are unique to ICT and Coralville Transit, including: • ICT Saturday Family Fare - Entire families may ride ICT services for a fare of $i on Saturdays. This discount is not offered on Coralville Transit service. • ICT Elderly Low -Income Discount - In addition to the 50% off-peak discount offered to seniors on ICT service, seniors with low incomes are eligible for free service during off-peak service. ■ Medicare Cardholders - Medicare cardholders are eligible for a 50% discount during off-peak periods on both ICT and Coralville Transit. • SEATS Cardholder - Passengers who qualify for ADA paratransit service provided by Johnson County SEATS receive a 50% discount on ICT during off-peak times and ride for free on Coralville Transit. Figure 2-3 Available Fare Discounts Under Age 5 Youth ICT- Age 5-18 Coralville - Age 5-15 Disabilities Seniors ICT - Age 60+ Coralville - Age 65= Iowa City Transit Coralville Transit Free Free Free Nelson\Nygaard Consulting Associates, Inc. 12-5 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Interagency Transfers Due to the differences in fare structure and eligibility requirements, transfers between agencies must follow different sets of rules: • ICT riders may transfer for free between ICT routes. Transfers are available when it is necessary to use two routes to complete a trip. To receive a transfer, the rider must inform the driver when they pay their fare upon boarding the first bus. • Coralville Transit riders may transfer for free between Coralville Transit routes. • Riders can transfer for free between ICT and Coralville and vice versa when they have paid a cash fare. Some of each agency's passes are valid on the other system, while some are not. • Riders eligible for Johnson County SEATS paratransit service may transfer to ICT for free during off-peak periods and to Coralville Transit for free at any time. Pass Distribution The existing pass distribution network (Figure 2-4) varies by pass type and agency. The ICT 24- hour pass is only available on -board vehicles. The 31 -day passes for both ICT and Coralville Transit are available at respective city halls and Hy -Vee stores. U -Pass and Kirkwood semester pass are available at university locations. The remaining pass products are only available at city hall locations. There is an opportunity to develop a consistent pass distribution network which offers the same passes at the same locations for both agencies. Such a distribution network would enhance the customer experience by allowing for purchase of all pass types in a greater variety of locations. Figure 2-4 Existing Pass Distribution Network Iowa City Transit Coralville Transit 24 Hour Pass 10 -Ride Pass 31 -Day Pass U -Pass Kirkwood Semester Pass Youth Semester Pass 20 -Ride Pass 31 -Day Pass Transit/ Government Building* University Building Hy -Vee Stores *Government Buildings include Coralville City Hall, Coralville Library, Coralville Recreation Center, Iowa City City Hall, and Iowa City Parking Nelson\Nygaard Consulting Associates, Inc. 12-6 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Other Regional Services CAMBUS CAMBUS services are fare free and available to the general public. UI's specialized transportation service for persons with disabilities, Bionic Bus, is also fare free and available to disabled students, faculty, and staff within most areas of Iowa City and Coralville. Johnson County SEATS Paratransit The basic cost for a one-way ride is $2.0o for any rural, Iowa City, University Heights, Coralville, and North Liberty trip (Figure 2-5). SEATS also offers a io-punch card. Figure 2-5 SEATS Paratransit Fare Structure Fare Type SEATS Standard Cash Fare $2.00 10 -Punch Card $20.00 Nelson\Nygaard Consulting Associates, Inc. 12-7 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 404 FARE MEDIA AND TECHNOLOGY ICT and Coralville Transit fare media are a combination of cash, paper tickets, magnetic strip cards, and RFID smartcards. Passengers interact with the farebox in a variety of ways: • Passengers using the UI Faculty/Staff Pass, UI Student Pass, ICT Disabled Off -Peak Pass, Coralville/Research Park Bus Pass, or Coralville Senior & Disabled Pass pay with an RFID smartcard pass. • Passengers paying with a 31 -Day pass, ICT Semester pass, ICT Senior and Low -Income pass, ICT io-Ride pass, Coralville 20 -Ride pass, swipe a magnetic card at the farebox. • Paper tickets are used for transfers, and single -ride strip tickets are circulated to local social services agencies. • Passengers can pay with cash or coins at the farebox. • When paying a cash fare, if more money than required is inserted, a change card is issued for the remaining balance. Change cards are valid toward the fare on future bus rides. The majority of ICT and Coralville Transit fare passes are magnetic strip passes that are swiped through the farebox upon boarding. Currently, only the Student and Faculty/Staff U -Passes and the Disabled Passes are enabled with RFID technology. Figure 2-6 Coralville Transit Fare Media INTERMODAL FACILITY Nelson\Nygaard Consulting Associates, Inc. 12-8 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY REVENUE TRENDS Operating Cost Figure 2-7 shows the total annual operating expenses for ICT and Coralville Transit. From 2012 to 2018, ICT operating expenses have been more than $5 million per year—significantly higher than Coralville Transit. From 2012 to 2018, operating expenses have not significantly changed for either agency. Figure 2-7 Annual Operating Expense by Agency, 2012-2018 $6,000,000 $5,000,000 $4,000,000 $3,000,000 $2,000,000 $1,000,000 so 2012 2013 2014 2015 2016 2017 2018 • Iowa City Transit • Coralville Transit Source: NTD 2012-2018 Farebox Recovery Farebox recovery is a ratio of farebox revenues to operating expenses and is used to estimate the proportion of a transit agency's operations funded by rider fares. From 2012 to 2018, farebox recovery rates peaked in 2015 for both Coralville Transit and ICT and declined for two years before recovering in 2018. Because operating costs are not significantly increasing for these agencies, the decline in farebox recovery ratio may be due to falling ridership. Nelson\Nygaard Consulting Associates, Inc. 12-9 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 4114 Figure 2-8 Farebox Recovery Ratio by Agency, 2012-2018 50% 40% 30% 20% 10% 0% il 1. 11 il 1111 2012 2013 2014 2015 2016 2017 2018 ■ Iowa City Transit ■ Coralville Transit Source: NTD 2012-2018 Operating Cost per Trip Operating cost per passenger trip is a common measure of a transit agency's cost of providing service. From 2012 to 2018, operating expense per passenger trip increased significantly for all three agencies (Figure 2-9). During the seven-year study period, ICT has typically had the higher cost per passenger trip. From 2012 to 2018, Coralville Transit's cost per passenger trip increased by 42%, and ICT's cost per passenger trip increased by 32%. Because the amount of service offered by the agencies has not significantly increased, this is likely driven by ridership losses. Figure 2-9 $4.00 $3.50 $3.00 $2.50 $2.00 $1.50 $1.00 $0.50 $0.00 Operating Expense per Passenger Trip by Agency, 2012-2018 I 11 11 11 11 h 2012 2013 2014 Source: NTD 2012-2018 2016 2017 2018 ■ Iowa City Transit ■ Coralville Transit Nelson\Nygaard Consulting Associates, Inc. 12-10 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 4114 Average Fare Due to discount policies, fare discounts, and fare evasion, the full base fare for service is not always paid for every trip—instead, the average fare paid is often lower. From 2012 to 2018, the average fare paid by riders peaked for Coralville Transit in 2015 and declined afterwards (Figure 2-10). The average fare paid by riders on ICT increased steadily from 2012 to 2018. Figure 2-10 Average Fare by Agency, 2012-2018 $1.00 $0.90 $0.80 $0.70 $0.60 $0.50 $0.40 $0.30 $0.20 $0.10 $0.00 1 II 11 I. ISI 2012 2013 2014 2015 2016 2017 2018 • Iowa City Transit • Coralville Transit Source: NTD 2012-2018 Subsidy per Trip The subsidy per trip measures the operating cost per trip paid for by the transit agency (operating cost per trip minus average fare). ICT's subsidy per trip has hovered around $2.25 but has been increasing since 2015. Coralville Transit's per -trip subsidy has increased about $0.75 in the past seven years. Figure 2-11 Average Subsidy per Trip by Agency, 2012-2018 $3.00 $2.50 $2.00 $1.50 $1.00 $0.50 $0.00 2012 2013 2014 2015 2016 2017 2018 Source: NTD 2012-2018 • Iowa City Transit • Coralville Transit Nelson\Nygaard Consulting Associates, Inc. 12-11 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY FARE MEDIA USE A breakdown of ridership and revenue by fare media type for ICT and Coralville Transit provides insight into how riders are currently paying for their transit trips and how much revenue each pass product is generating for the agency. Passengers on both ICT and Coralville Transit service predominantly use pass products to pay their fare (Figure 2-12). Cash boardings account for 21% of ICT passengers, while U -Passes account for 46% of ICT passengers. Cash payments are made by 32% of Coralville Transit passengers—more than 1o% higher than for ICT passengers. U -Passes account for 47% Coralville Transit passengers, a similar breakdown as ICT. An additional 21% of passengers on ICT paid their fare with a 31 -day pass, compared to only 9% percent of Coralville Transit. Transfers, to -ride passes, 20 -ride passes, semester passes, and 24- hour passes are relatively underutilized fare media for both agencies. Figure 2-12 Ridership by Fare Media Type Coralville Iowa City 21% 47% 46% 9% 1% 1% 3% 3% L1 1% 0% 20% 40% 60% 80% • Cash • U -Pass • 31 -day pass • Semester pass • 24-hour pass • 10 -ride pass • 20 -ride pass • Transfer • Free Source: ICT 2018, Coralville Transit 2018 Nelson\Nygaard Consulting Associates, Inc. 12-12 5% IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 The majority of fare revenue for both ICT (63%) and Coralville Transit (56%) is generated by the U -Pass program, as shown in Figure 2-13. Cash revenue for ICT (22%) and Coralville Transit (31%) is generated proportionately with ridership for both agencies. 31 -day passes account for 8% of ICT revenue, despite being used by 21% of passengers. On Coralville Transit, 31 -day passes are used by 9% of passengers but account for 12% of revenue. Semester passes, io-ride passes, 20 - ride passes, and 24-hour passes each generate between 1% and 3% of fare revenue for the agencies. Figure 2-13 Revenue by Fare Media Type Coralville Iowa City 0% 22% 56% 63% 20% 40% 60% 80% 1% 12% 1% 3% 8% 3% 100% • Cash • U -Pass • 31 -day pass • Semester pass • 24-hour pass • 10 -ride pass • 20 -ride pass Source: ICT 2018, Coralville Transit 2018 Nelson\Nygaard Consulting Associates, Inc. 12-13 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 3 FARE FREE PEER REVIEW AND BEST PRACTICES Successes with fare free transit in Corvallis, Chapel Hill, and Missoula indicate it can be a transformative way to increase public transit use. This memo explores findings from recent interviews regarding fare free transit with three peer agencies: Chapel Hill Transit (Chapel Hill, NC), Corvallis Transit System (Corvallis, OR), and Missoula Urban Transportation District (Missoula, MT). Key lessons learned from interviews with the three agencies include: • The agencies used various funding techniques to replace fare revenue in going fare free, including property taxes, university fees, utility service fees, and community partnerships. • Ridership increased by 3o-100% for each agency's fixed -route system. Productivity also increased for all three agencies. • Increased ridership leads to more frequent stops, which may negate the dwell time savings gained from faster boarding. All door boarding and bus stop consolidation are solutions to consider for reducing dwell time. • Each agency experienced greater staffing needs than anticipated. Staffing should be indexed to any increases in revenue hours. • Ridership, revenue hours, and staffing increases for paratransit service should also be anticipated. Additional local partnerships and demand response eligibility are important considerations for managing demand. • Going fare free has been a largely positive experience and success for each peer agency, including the following benefits: - Simplified administration - Ridership and productivity increases - Travel time and dwell time savings - Achievements in livability and public health objectives - More repeat riders and mode share shifts - Increase in community recognition and pride Nelson\Nygaard Consulting Associates, Inc. 13-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Peer Overview Chapel MI transit its» Chapel Hill Transit (CHT), Chapel Hill, NC. CHT transitioned from charging fares to operating with a "prepaid fare" in 2002, funded through an agreement with the Town of Chapel Hill, Town of Carrboro, and University of North Carolina (UNC). Shortly after this change, annual ridership began to increase and ultimately doubled in 10 years. CHT credits this growth in part to its decision to operate fare free. Corvallis Transit System (CTS), Corvallis, OR. CTS began operating with prepaid fares in 2011, funded through a Transit Operations Fee (TOF) on utility services. The change was linked to a 43% increase in ridership within the first two months with no increase in service hours. Missoula Urban Transportation District (Mountain Line), Missoula, MT. In January of 2015, all fares on Mountain Mountain Line were eliminated for a three year zero -fare mossmile Line demonstration project funded by community partners. After community investment replaced fare revenue, ridership increased about 3o -4o%. Mountain Line continues to gather data and study the benefits and challenges of the zero -fare demonstration project. Funding The agencies used various funding techniques to replace fare revenue in going fare free, including property taxes, university fees, utility service fees, and community partnerships. Chapel Hill Transit. The decision to go fare free started as a handshake agreement between the Town of Chapel Hill, Town of Carrboro, and UNC. UNC had already been contributing funding to the agency through a university pass agreement, making fares free for the majority of riders. In order to simplify fare payment, the decision was made to make the system to be prepaid for everyone. To make up funding gaps from fares, the Towns of Chapel Hill and Carrboro raised property taxes, and UNC has increased contributions through student and employee fees. Corvallis Transit System. The idea for prepaid fares was promoted by the Corvallis Sustainability Coalition as a strategy to make the city more livable. This strong local champion helped establish a new utility services fee on water bills to provide dedicated funding not subject to fluctuations in the economy, unlike CTS's former funding through the city's property -tax funded general fund. The TOF is tied to fuel prices with a floor of $2.75 per household, allowing the agency to earn additional revenue as fuel prices increase. This new funding stream was made possible because Oregon law allows transit to be taxed and treated as a public utility. The TOF is reviewed annually by City Council, so Council has the option to adjust the fee every year. Revenue at the "floor" level is approximately $900,000 annually, with 76% of the fee replacing the general fund and 21% replacing fares. The remaining 3% is intended for increase in service. The TOF also provides a source for local matching fund requirements for the purchase of new equipment. In addition to TOF contributions levied on a per -bed basis, Oregon State University (OSU) continues to support Nelson\Nygaard Consulting Associates, Inc. 13-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY transit with a long-standing annual direct contribution of $13o,000. Of the three peer agencies we reviewed, the TOF funding strategy is the simplest. Mountain Line. Community investment from numerous partners, along with the City of Missoula, replaced the majority of fare revenue. Prior to the zero -fare demonstration project, the agency contracted with University of Montana to provide free rides to students, faculty, and staff. Annual partner revenue is approximately $500,000, which replaces about $465,000 in fare revenue. As of March 2019, the agency had 24 funding partners, with a goal of 4o. The growing list of community partners includes public schools, senior services organizations, government organizations, downtown associations, and medical centers. Major partners are the University of Montana, City of Missoula, and two hospitals. The City of Missoula's contribution is separate from other levies, so funding is guaranteed. Partnership with the agency is a big benefit to local organizations because their name is associated with something so popular. To broaden the types of agencies that are able to participate, Mountain Line offers a tiered contribution structure that allows non -profits and other groups to participate (Figure 3-1). Mountain Line asks for a three-year commitment from partners, which allows for everyone to re -convene every three years to see if the structure still makes sense for the community. Figure 3-1 Mountain Line Partner Pricing and Benefits Structure TIER 1 ZERO -FARE PARTNER RENEFI TS TIER Odl1 S7do,oddl: .bAll benn efitsEt.below u0TIER2 (S2s,nfiu - g5g0oa7: I ILN .All benefits below Z . Logo and brand messaging vows a co -branded Sri toll -color ad on the mew et the Montana section of the Missoubon CTIER 3 rur,w':n: TILl7 •llI benefits below C) • reamer in email newsletter //// • 3oq,Q50 banner advertisement on mounialnlineeom IEP S nFTe • all benefits hewer • Logo on large Zero - Fare partner display. the Iranait center . Pale and argank social promotion an Facebeek and Instagram • Logo Ina lease one thank you. ad per year In he alkerweon andlndependenr TIERSI:li1t^! •Nl benefitsbebw • Social mentinnsllags hmuglwuethe year • Tee menton m monthly email blast to 6,00 TIER Gi;.nr ullurrrmi, • Zero -Fare panne rwagniean press eeent in Fawary • Zero -Fare Wena aroFrate latraehed) •Z,i -Faro partner window cling • Lego/link en owurrour!necom hornet -age • Mentons within Zero -Fart Press releases and atpm. everts •Ten ',weans Mleast one•thanL yea' ae per year in the MicsmRmn and Melependenr • Yell Anniversary Party re<epmion in December •toter w audio neater. THANK YOU TO OUR CURRENT ZERO -FARE PARTNERS SOUTHGATE MALL Homeward MONTANA ■1 COMMUNITY one. ~'ng MiSSovf MISSOULA aging SERVIOES ra I j fKAM .:�rar-- tSt �� c i Missoulian peeKL Q®1�� • ��SSQ�A St.PatrirkHospita! wawa Initial Challenges The three agencies experienced a few initial challenges, including marketing coordination and confusion about funding. ■ Chapel Hill Transit continued to order buses with fareboxes until 2012 (io years after going fare free). Now the agency intentionally orders the buses without fareboxes, which sends a clear message about the agency's intent to continue operating fare free. Nelson\Nygaard Consulting Associates, Inc. 13-3 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY • Corvallis Transit System provided refunds for passes purchased in advance of the fare free change. They defined a time limit for people to turn in coupons and bus passes to receive a refund. This involved an outreach campaign and an update to all marketing materials about the change. • Mountain Line rolled out zero fare and service improvements at the same time, causing public confusion about how the changes were paid for. The service improvements were funded by a mill levy, but zero fare was funded through partnerships. Value Proposition The agencies use value propositions to clarify the reasoning behind going fare free and continue demonstrating program benefits to the public. • Chapel Hill Transit promotes the idea that a citizen's freedom is a huge benefit compared to having to worry about fares. • Corvallis Transit System promotes the value proposition at every tabling event they go to, including the many sustainability events in town. Fare free education is mostly for new residents and OSU students. • For Mountain Line, articulating the value proposition is essential for expanding partnerships. The agency is constantly trying to collect stories from people about how their lives are better because of zero fares, as well as how zero fare contributes to a reduced need for parking, reduced traffic, and improved air quality. Fixed -Route Service Ridership and Productivity Ridership increased dramatically for all three agencies after going fare free. Additionally, each agency saw notable improvements to productivity (Figure 3-5, Figure 3-6, and Figure 3-7). • Chapel Hill Transit ridership increased by 56% between 2002 and 2003 when fare free was implemented and continued to increase steadily in the years following the switch to fare free. Between 2002 and 2012, ridership doubled (from approximately 3.5 million to nearly 7 million). As a result, CHT increased service to accommodate new ridership demand (Figure 3-2). • Corvallis Transit System ridership increased 39% in the first year and continued to climb for another two to three years before leveling off (Figure 3-3). New service is expected to continue increasing ridership. • With no additional service, Mountain Line ridership has seen a 70% increase, far surpassing the anticipated 4o% increase over three years (Figure 3-4). As of March 2019, fixed -route ridership has leveled off. Nelson\Nygaard Consulting Associates, Inc. 13-4 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Figure 3-2 Chapel Hill Transit Fixed -Route Passenger Trips and Revenue Hours (2000-2017) 9,000,000 8,000,000 7,000,000 6,000,000 c j 5,000,000 a o_ m 4,000,000 J 0 ce 3,000,000 2,000,000 1,000,000 0 Prepaid Fare Implemented O^ (N CO V L() o N CO CT 0 CN M V v) O N O O O O O O O O O O O O O O O O O O N N (N N (N N N (N N (N N (N N N N N N N Source: National Transit Database Passenger Trips Revenue Hours Figure 3-3 Corvallis Transit System Fixed -Route Passenger Trips (2009-2017) 1,400,000 1,200,000 N 0 1,000,000 D) m 800,000 N d 600,000 0 7.5 X 400,000 200,000 0 Prepaid Fare Implemented 180,000 160,000 140,000 120,000 100,000 80,000 60,000 Fixed -Route Revenue Hours 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-5 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Figure 3-4 Mountain Line Fixed -Route Passenger Trips 1,800,000 1,600,000 Zero Fare Implemented 1,400,000 1 200000 000,000 D_ 800,000 600,000 400,000 200,000 -6 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Figure 3-5 Chapel Hill Transit Passenger Trips per Revenue Hour 5- 45 0 35 Q H a 30 0) 0 a 25 20 Prepaid Fare Implemented 00 0 0 00 0� 0h 0b 01 0% 0c \O �� N N N N N N O ,0 O ,0 O O O O O O O O O O O O (O (O Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-6 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Figure 3-6 Corvallis Transit System Passenger Trips per Revenue Hour 50 45 0 40 D 35 > ' 30 a 25 0) 0 20 5 0 Prepaid Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Figure 3-7 Mountain Line Passenger Trips per Revenue Hour 30 0 2 a� 25 0 > 0 ce 20 0 15 10 5 0 Zero Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-7 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Dwell Time Savings Increased ridership as a result of fare free operations can also lead to more frequent stops, which can potentially negate dwell time savings from passengers not paying a fare. Impacts to each agency's dwell times as a result of going fare free are outlined below. • Chapel Hill Transit. While buses do stop more frequently with more riders, CHT recognizes they would need to re -build their schedules if they started collecting fares again to allow for additional running time. • Corvallis Transit System. CTS has seen a travel time savings from not collecting fares, though now buses stop at almost every stop, which has impacted on-time performance. • Mountain Line. While the agency has found that dwell time is lower, time savings are likely balanced out by the increase in ridership. Bus Stop Consolidation Because increased ridership can lead to more frequent stops, agencies looking to go fare free can consider consolidating bus stops, including evaluation of existing stop spacing, removing stops that are too close together while still providing adequate access to riders, and setting standards for future stop spacing. For the three peer agencies, bus stop consolidation was a separate process from going fare free. • Chapel Hill Transit did not conduct a bus stop consolidation analysis as part of their system change. • Corvallis Transit System felt bus stop consolidation was challenging to implement at the same time as fare free implementation. While a few stops were removed on a case-by- case basis, CTS felt it was not palatable to give riders a new incentive to use the bus, while also telling them the stop closest to them was being eliminated. The agency did conduct a consolidation study in conjunction with expanding service in September 2019. • Mountain Line is addressing stop consolidation as part of their bus stop master plan update, but that has been approached as a process unrelated to fare free implementation. All -Door Boarding An additional way to reduce dwell time is to implement all -door boarding policies. Because no fare payment is needed, riders can quickly board the bus at all available entrances, reducing the potential for queues at the front door. To implement, APCs are required on both the front and back doors to maintain accurate ridership counts. • Chapel Hill Transit has recently adopted all door boarding as part of an effort to reduce dwell time and improve on-time performance. As a result, the customer experience has improved. Operators, however, have safety concerns about not being able to check passengers at the front boarding door. • Corvallis Transit System still requires front door boarding because they have APCs that only count boardings through the front door. The agency also feels that it is a safety issue to have passengers board through the back door. • Mountain Line did not adopt a policy on all -board boarding, but some drivers do allow riders to get on at all doors, especially when snow build-up requires it. Nelson\Nygaard Consulting Associates, Inc. 13-8 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Increased Staffing Upon going fare free, each agency has experienced increasing staffing needs. It is essential to consider the need for expanded staffing levels as part of fare free implementation. • Chapel Hill Transit did not plan well for this, and staffing did not keep pace with revenue hour and ridership increases. It took the agency approximately 10 years to increase staffing to be in line with levels prior to fare free implementation (Figure 3-8 and Figure 3-9). • Corvallis Transit System notes that they were able to save administrative time by not selling group passes, fare media, and counting fares. However, the agency is still short- staffed and was unable to complete some planning efforts as a result. CTS is hoping to hire new staff with additional funding. • Mountain Line has doubled the number of supervisors and in March 2019 was recruiting for more paratransit schedulers (Figure 3-10). There has been pushback from older operators who were used to low -ridership routes and have had to become accustomed with dealing with more people. The agency notes that it has been difficult to hire new staff given the strong economy. Figure 3-8 Chapel Hill Transit Fixed -Route Employee FTEs 200 180 160 140 120 100 80 60 40 20 0 Prepaid Fare Implemented • 00 0'� 0r 0r OR 0h Ob 01 00 OG .�O .�• ,�� ,\n) .�R Nh Nb <\ 0000000000000000000 • Operating Employee FTEs ■ Administrative Employee FTEs • Maintenance Employee FTEs Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-9 ■ i 1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 00.k. 414 Figure 3-9 Chapel Hill Transit Revenue Hours and Ridership per Employee FTEs Revenue Hours per Total Employee FTEs 1,400 1,300 1,200 1,100 1,000 900 800 700 600 Prepaid Fares Implemented 00 0\ 0 0n' 0 0h Ob 01 0% OQ ,�O NN '�`% r 1 N N ' fib N1 ‘1,O O �O �O �O �O �O (O ‘1, ‘1, �O �O �O O O r0 rO p O 60,000 uJ w 55,000 a) 50,000 2 E 45,000 "' 0 } 0 40,000 0 0 35,000 a 1- 30,000 0) 25,000 N o_ 20,000 Revenue Hours per Total Employee FTEs Passenger Trips per Total Employee FTEs Source: National Transit Database Figure 3-10 Mountain Line Fixed -Route Employee FTEs 60 50 40 30 20 10 0 Zero Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 • Operating Employee FTEs ■ Administrative Employee FTEs ■ Maintenance Employee FTEs Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. i 3-10 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Passenger Disturbances With increased ridership comes the potential for increased passenger disturbances. Agency policies such as origin -to -destination policies can reduce the potential for on -board passenger disturbances. • Chapel Hill Transit has worked to mitigate disturbances by allowing passengers a maximum of one complete round-trip ride. This is enforced by the operator but is rarely an issue, and as such, the rule has been removed from the agency literature. Overall, there has been no significant increase in passenger disturbances in relation to fare free implementation. • Corvallis Transit System has a similar origin -to -destination policy for their riders. The agency has empowered drivers to do something if they feel there is an issue with a particular passenger. Drivers have noticed that the prepaid fare has eliminated conflicts that can occur with paying the fare. The agency also installed cameras on the buses, which they reported have helped cut down on the investigation process about 8o%. • Mountain Line has strict policies about passengers loitering at transit centers. There are several policies in place that existed before zero fare, such as a "one -trip" policy and strict policies about weapons and behavior. The agency feels that the problems do not seem to be any worse, there are just more people on the buses overall, which makes more work for the operators than in the past. Paratransit Ridership increases for demand response service should also be anticipated. Agencies studying going fare -free are often concerned that paratransit costs could increase due to increased demand for free service. By law, f00% of demand for paratransit service must be met, regardless of cost. In a fare -free system, this can result in high costs to the transit provider. Fare -free paratransit is attractive and can become costly to provide. Each agency has varying strategies for managing paratransit growth. These strategies are outlined below. • Chapel Hill Transit. Paratransit ridership saw a 2o% increase within one year, and paratransit revenue hours also saw an initial increase but have since flattened. Until 2010, the agency allowed rides outside of the 3/4 mile zone required by the ADA. The agency had to cut back to a 3/4 mile boundary for paratransit rides to reduce paratransit service hours. As a result, ridership decreased, and people were not able to move as freely. More recently, CHT relaxed some certification policies at direction of leadership, which came at a moderate cost. As a result of increased ridership and revenue hours, the agency has hired additional operating, administrative, and maintenance employees for paratransit service (Figure 3-13). • Corvallis Transit System. Paratransit has seen a 3o% increase in ridership since implementing prepaid fares. As of April 2019, the agency had not implemented any specific strategies to deal with this increase.l • Mountain Line. Demand response trips and revenue hours have increased steadily since the agency went fare free and continued to increase into 2019 (Figure 3-14 and Figure 3-15). To prepare for the increase in ridership, the agency tightened up eligibility Comparable data from the National Transit Database was not available for CTS demand response service and is not included in this section. Nelson\Nygaard Consulting Associates, Inc. 13-11 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY before implementing fare free service. They are currently planning to make a marketing push to promote fixed -route service for those who can use it in an effort to reduce paratransit ridership. To handle the additional service and ridership, the agency increased their demand response staffing, primarily in operations. Figure 3-11 Chapel Hill Transit Demand Response Passenger Trips 90,000 80,000 11 1 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0 Prepaid Fare Implemented oO o�` o`� o^' ob oh ob O'1(34, o°' '�0 '\\ `b Nr '�P '\h ,\b �1 1O r19 `1,° 19 (19)10 'O 'yo pyo `10 rlo (10 19 (yo '15) 19 (yO Source: National Transit Database Figure 3-12 Chapel Hill Transit Demand Response Revenue Hours 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 Prepaid Fare Implemented 00 0\ Off' Oo Ob oh Ob 6\ O o°' �O NN <l' <O '�t '\h yO ,tiO yO ,O ,tiO O ,O ,O ,O O ,O ,O ,O ,yO ,tiO ,yO ,�O ,yO Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-12 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Figure 3-13 Chapel Hill Transit Demand Response Employee FTEs 30 Prepaid Fare Implemented 25 iIiIiII 20 15 10 5 0 00 0\ 0.1' 0n' 0P` 0h 0b 1 0%. 6\ \O � 'b \^' \b \h \b <1 O O O O �O (O �O �O �O IO 1 (O ,y0 (O ��100 ,y0 �O 1, O • Operating Employee FTEs ■ Administrative Employee FTEs ■ Maintenance Employee FTEs Source: National Transit Database Figure 3-14 Mountain Line Demand Response Passenger Trips 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 Zero Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. 13-13 1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 00.k. 414 Figure 3-15 Mountain Line Demand Response Revenue Hours 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 Zero Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: National Transit Database Figure 3-16 Mountain Line Demand Response Employee FTEs 12 10 8 6 4 2 0 Zero Fare Implemented 2009 2010 2011 2012 2013 2014 2015 2016 2017 ■ Operating Employee FTEs ■ Administrative Employee FTEs ■ Maintenance Employee FTEs Source: National Transit Database Nelson\Nygaard Consulting Associates, Inc. i 3-14 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Outcomes Overall, the shift to fare free has been a positive experience for all three peer agencies. • Chapel Hill Transit's funding partners and the public are not interested in returning to charging fares. • Corvallis Transit System has had overwhelming support from social service agencies, students, and environmentalists. They cannot imagine going back to a paid fare system. The agency was able to anticipate most of what was going to happen, and most of what went wrong was not substantial. • Going fare free has transformed Mountain Line into the best transit system in Montana. Zero fare has improved community connectivity for those who use Mountain Line service. Additionally, the ridership increases bumped the agency into a higher tier of systems for grants. Grants received include "no -low" emissions and bus/bus facilities grants. In the last few years, they have brought in roughly $3 million in grant funding. Words of Wisdom Some words of wisdom from the three agencies for other agencies looking to implement a fare free system include: • A fare free system benefits the whole community. Mountain Line has seen that free fares lead to greater community mobility and improve affordability for households that may now need one less car. Everyone participates in the economy regardless of how much money they have, and zero fare service frees up people's money for other things. • Community input is extraordinarily important. CTS warns of backlash from a small group of people resulting in having to undo the program. There must be overwhelming support for this type of service for it to go over well. • Properly communicate changes and how they are happening. Mountain Line recommends implementing zero fare separately from other improvements so it's clear who's paying for it and how it's happening. CHT recommends presenting the change as "prepaid" rather than "fare free" to remind people that they do pay for the service, just not at the farebox. Nelson\Nygaard Consulting Associates, Inc. 13-15 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 4 FARE FREE ANALYSIS Charging a fare—or not charging a fare—encompasses a wide range of costs and benefits. Some of the key benefits associated with collecting a fare include generating revenue, reducing reliance on federal and state funding, and supporting the perception that the public helps pay for public transportation services. At the same time, there are costs associated with charging a fare. Operating fare free is less complex because it simplifies accounting systems and reduces the need for secure storage of cash; additionally, management and distribution of fare media are not required. Additional benefits include the potential for increased ridership and enhanced operating efficiency. KEY FINDINGS ■ If ICT intends to double ridership in 10 years, adopting a fare free policy is recommended as the most cost-effective way to achieve that goal. • Eliminating on -board fares for ICT could: - Increase ridership between 4o% (700,000 passengers) and 6o% (1,000,000 passengers). - Require adding between five and nine additional trips per day. - Increase annual operating costs in the range of $1.3 million to $1.4 million. - Depending on actual ridership increases, would require adding two to four vehicles to the fleet at an estimated capital cost of $1 million to $2 million. - Require an additional one to three full-time employees (FTEs). • Eliminating on -board fares for ICT could also impact affiliated service on Johnson County SEATS Paratransit (SEATS) service: - Increase ridership on SEATS by 2o% (19,000 passengers) to 40% (39,00o passengers). - Require adding two and six additional vehicles to the fleet at an estimated capital cost of $300,000 to $900,000. - Increase annual operating costs by between $745,000 and $872,000. - Require an additional one to two FTEs. Nelson\Nygaard Consulting Associates, Inc. 14-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 0014 EXISTING FARE COSTS AND REVENUE Transitioning to fare free service typically results in a decrease in revenue for the agency; collecting fares directly generates revenue for the agency, but has ongoing operating and administrative costs, including farebox equipment maintenance, accounting, and other services. Identifying the tradeoffs between fare revenue and collection costs is the first step in determining the financial impacts of providing fare free service. ICT earned approximately $1.3 million in total fare revenue for Fiscal Year (FY) 2019, as shown in Figure 4-1. The estimated annual cost of collecting fares for ICT, as shown in Figure 4-2, is approximately $85,000 per year. Figure 4-1 Iowa City Transit Fare Revenue by Source (FY2018-FY2019) Source: Iowa City Transit Figure 4-2 Iowa City Transit Estimated Annual Fare Collection Costs Supervisory Staff Time (Fare Counting) FY2018 FY2019 Bus Fares (Cash) $268,254 $391,577 Bus Passes $920,466 $916,655 Bus Stored Rides $35,063 $31,311 Misc. Bus Rides $1,905 $797 Total $1,225,688 $1,340,339 Source: Iowa City Transit Figure 4-2 Iowa City Transit Estimated Annual Fare Collection Costs Supervisory Staff Time (Fare Counting) E $16,596 Supervisory Staff Time (Farebox Maintenance) $17,406 Forgone Revenue $15,120 Fare Media Production Costs plus Parts and Maintenance $22,570 Armored Car Service $3,500 Customer Service Rep Staff Time $2,659 Night Maintenance Time $7,064 Total $84,915 Source: Iowa City Transit Nelson\Nygaard Consulting Associates, Inc. 14-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Farebox recovery is the ratio fare revenue compared to total operating expenses. This metric is widely used in the transit industry to identify the percentage of operating costs that are paid for directly by passenger fares. ICT fare revenues account for 22% of annual operating expenses, as shown in Figure 4-3. represents a significant revenue loss that would need to be replaced by alternative funding mechanisms. Figure 4-3 Iowa City Transit Farebox Recovery (FY2016-FY2017) f FY2016 FY2017 Passenger Fare Revenue $1,467,138 $1,426,395 Total Operating Expenses $6,687,991 $6,601,336 Farebox Recovery Ratio 22% 22% Source: NTD 2017 EQUITY CONSIDERATIONS Transitioning to fare free service has the potential to eliminate barriers for low-income passengers and improve equity in the service area. Understanding the income levels and combined housing and transportation costs of the region is a key factor for determining how fare free service will affect the community. ICT riders are disproportionately lower-income earners, as shown in Figure 4-4. Over half of transit riders have an annual household income below $25,000, and more than 30% of riders have an annual household income below $15,000. Figure 4-4 Iowa City Transit Ridership by Income Level Fewer than $15,000 $15,000 - $25,000 $25,000 - $35,000 $35,000 - $50,000 $50,000 - $65,000 $65,000 - $75,000 More than $75,000 0% 5% 10% 15% 20% 25% 30% 35% Percent of Total Responses Source: 2019 Iowa City Transit On -Board Survey Nelson\Nygaard Consulting Associates, Inc. 14-3 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Additionally, many Iowa City residents are considered housing and transportation burdened. Over half of Iowa City households spend more than 45% of income on housing and transportation costs, as shown in Figure 4-5. The average annual transportation cost for Iowa City residents is 11,549, and approximately 4% of workers in Iowa City take transit to work. Eliminating fares on ICT would reduce this transportation burden for some of the lowest -income households in the service area. Figure 4-5 Iowa City Housing and Transportation Costs as a Percent of Income Housing + Transportation Casts % Income 2496 24-35% 3-45% ■45-54% ■54-5 % ■66-7a% ■7S -a7' ■ 87556+ Source: Housing and Transportation Index (H+T Index), Center for Neighborhood Technology (CNT) Nelson\Nygaard Consulting Associates, Inc. 14-4 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY FIXED -ROUTE RIDERSHIP AND COST IMPLICATIONS Ridership Increasing ridership is often a high priority for transit agencies, and providing fare free service has been shown to consistently and quickly accomplish this goal. Transit ridership is elastic relative to fares—the more fares are reduced, the higher ridership will increase. Based on the experience reported from peer agencies, transitioning to fare free service can increase transit ridership between 4o% and 6o%. For ICT, this represents a range of increased ridership between 700,000 and 1 million additional passengers per year, as shown in Figure 4-6. As transit ridership increases following a transition to fare free service, there are several implications including the potential for improved travel times, increased operating costs, and increased capital costs. Figure 4-6 Iowa City Transit Projected Fixed -Route Ridership Increase 3.0 2.5 0 0 E 2.0 a 1.5 0.5 0.0 Source: NTD 2017 Existing + 700,000 + 1 million 40% Increase 60% Increase Nelson\Nygaard Consulting Associates, Inc. 14-5 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 4114 Travel Time Savings Fare free service may reduce dwell time spent at bus stops waiting for passengers to board and pay their fare. Research has shown that it takes passengers on average about 3.9 seconds to pay their fare with cash, 3.7 seconds to pay their fare with a swipe card pass, and 2.0 seconds to board without paying a fare.l Ridership by fare media, as shown in Figure 4-7, indicates that the majority of ICT passengers pay their fare with pass products. Figure 4-7 Iowa City Transit Ridership by Fare Media Source: 2019 Iowa City Transit On -Board Survey Based on recent experience from Intercity Transit (Olympia, WA), significant travel time savings can be anticipated after implementation of zero -fare service, including relief for routes with previous on-time performance issues. Applying the estimated dwell time savings to the existing ridership and projected increase in ridership yields the average daily travel time savings for each route, as shown in Figure 4-8. Travel time savings at existing ridership levels amount to more than 2.3 hours per day. Oakcrest, the route with the most significant travel time savings, is expected to save over 20 minutes of travel time per day. Initially, ICT should be prepared to adjust scheduled runtimes after implementing fare free service to account for these travel time savings. However, initial travel time savings are likely to degrade over time as more people start riding the bus in response to zero fare service. As ridership increases, travel time savings are anticipated to become relatively modest—the route with the highest projected travel time savings is estimated to save approximately 12 minutes of travel time per day with a 4o% increase in ridership and approximately six minutes of travel time per day with a 6o% increase in ridership. Systemwide, transitioning to fare free would result in between 0.7 and 1.3 hours of travel time savings per day. 1 Transit Cooperative Research Program, Report 100: Transit Capacity and Quality of Service Manual — 2nd Edition, 2017 Nelson\Nygaard Consulting Associates, Inc. 14-6 Figure 4-8 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Iowa City Transit Projected Daily Time Savings • Projected Daily Time Savings @ 60% Ridership Increase • Projected Daily Time Savings @ 40% Ridership Increase • Projected Daily Time Savings @ Existing Ridership Towncrest Night Towncrest Rochester Plaen View Oakcrest Night Oakcrest North Dodge Night North Dodge Melrose Express Manville Heights Night Manville Heights Mall Lakeside Eastside Loop Eastside Express Cross Park Court Hill Broadway Night Broadway 7th Avenue Source: Iowa City Transit b. MN— b. b. Im- 0 5 10 15 20 Travel Time Savings (minutes) Nelson\Nygaard Consulting Associates, Inc. 14-7 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Operating Cost Implications As ridership increases, vehicles on specific trips or routes may exceed capacity, requiring the agency to provide additional trips. The existing maximum on -board passenger loads for every trip of each route were used to project the theoretical maximum loads based on a 4o% and 6o% increase in ridership. It is assumed that projected maximum on -board loads exceeding 5o passengers would require an additional trip. The results of this analysis, shown in Figure 4-9, suggest that ICT would need to operate between five and nine additional trips per day depending on the anticipated ridership increase. Specific impacts include: • One to two additional trips on Eastside Loop • Three additional trips on Oakcrest • Up to three additional trips on Plaen View • One additional trip on Towncrest Figure 4-9 Iowa City Transit Additional Trips Required Route Direction Full Trip Time* 1- 40% Ridership Increase 60% Ridership Increase Eastside Loop IB 7:35 AM 8:30 AM Add one AM trip OB 3:05 PM Oakcrest IB 7:44 AM 8:44 AM Add on AM trip Add one AM roundtrip Add one PM trip Add on AM roundtrip 9:14 AM Add second AM roundtrip Add second AM roundtrip OB 5:00 AM Add on PM roundtrip Add one PM roundtrip Plaen View IB 6:45 AM 7:45 AM Add one AM roundtrip 5:15 PM Towncrest IB 7:15 AM OB 4:30 PM 5:00 PM Add one PM roundtrip Add one AM roundtrip Add one PM roundtrip `Trips with >50 passenger max load with projected ridership increase Nelson\Nygaard Consulting Associates, Inc. 14-8 Add one PM roundtrip IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Operating costs associated with the additional trips necessary to accommodate increased ridership are shown in Figure 4-10. The low estimate results in an increased annual operating cost of $62,000, and the high estimate results in an increased annual operating cost of $147,000. Combining these increased operating cost estimates with the foregone annual farebox revenue and the estimated annual fare collection costs results in a total annual operating cost increase of between $1.3 million and $1.4 million. Figure 4-10 Iowa City Transit Projected Operating Cost Increase Operating Costs 40% Ridership Increase 60% Ridership Increase Additional Annual Revenue Hours Needed 681 1,619 Annual Operating Cost Increase $62,000 $147,000 Forgone Farebox Revenue* $1,340,000 $1,340,000 Existing Annual Fare Collection Costs ($85,000) ($85,000) Total Annual Operating Cost $1,317,000 $1,402,000 *Iowa City Transit provided farebox revenue for 2019 Capital Cost Implications Adding peak trips to accommodate increased ridership results in a capital cost component for ICT, as shown in Figure 4-11. The low estimate for ridership increase would require the agency to operate two additional peak vehicles, and the high estimate would require four additional peak vehicles. This results in additional capital expenditures between $1,000,000 and $2,000,000. While these capital expenditures appear as one-time line items, they would need to be replaced on an ongoing basis along the same timelines as the existing vehicle fleet. Figure 4-11 Iowa City Transit Additional Peak Vehicles Required Capital Costs 40% Ridership Increase 60% Ridership Increase Additional Peak Vehicles Needed 2 4 Total Cost* $1,000,000 $2,000,000 *Assumes $500,000 per vehicle Nelson\Nygaard Consulting Associates, Inc. 14-9 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 404 Staffing Levels As revenue hours increase to accommodate higher demand for transit service, it may be required to hire additional FTEs to operate vehicles, provide maintenance vehicles, or perform administrative functions for the higher level of service and additional riders. Projecting the hiring needs for an agency is less straightforward than projecting the required revenue hour increases. The observed trends for increasing revenue hours and FTEs for Chapel Hill Transit and Mountain Line are discussed in greater detail in Chapter 3. A summary of observed and estimated trends for fare free impacts to FTEs for fixed -route service is shown in Figure 4-12. For every additional 1,000 revenue hours, Chapel Hill Transit and Mountain Line hired between one and three additional FTEs. Assuming a similar ratio of new FTE's to increased revenue hours, ICT would need to hire an additional 1 to 5 FTEs, a 2% to 9% increase in their workforce. Figure 4-12 Peer Agency Fare Free Impacts Summary gency Revenue Hours Change (% Change) FTE Change (% Change) New FTEs per 1,000 Additional Revenue Hours Chapel Hill Transit 61,762 (66%) Mountain Line Iowa City Transit 681 (1%) -1,619 (3%) (Estimate) 5,096 (12%) 62 (57%) 1.00 14 (39%) 1 (2%) - 5 (9%) 2.55 1.00 - 3.00 Nelson\Nygaard Consulting Associates, Inc. 14-10 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 0,14 PARATRANSIT RIDERSHIP AND COST IMPLICATIONS Johnson County SEATS is the paratransit provider for both the ICT and Coralville Transit service areas. Transitioning to fare free fixed -route service means that complementary paratransit service must also be provided fare free. If ICT transitions to fare free service and Coralville Transit continues to charge an on -board fare, only SEATS trips within the ICT service area would be fare free. Similar to fixed -route service, reducing or eliminating paratransit fares is expected to increase demand for the service. Peer agencies experienced an approximately 3o% increase in revenue hours and passenger trips during the first three years of fare free service. A similar increase in demand for paratransit services in the ICT service area alone would result in approximately 31,000 new passenger trips, 11,000 additional revenue hours, and $595,000 in additional operating costs. An estimated ridership increase between 20% and 4o% would result in a range of cost implications. Annual revenue hours would be expected to increase by between 9,50o and 11,80o hours, resulting in an increased annual operating cost between $531,000 and $658,000. Accounting for forgone fare revenue, transitioning to fare free service would increase total annual operating costs for SEATS service by between $745,000 and $872,000, shown in Figure 4-13. Figure 4-13 Paratransit Operating Cost Implications The increase in demand for paratransit service would require the agency to purchase between two and six additional vehicles at a cost of $300,000 to $900,000, shown in Figure 4-14 and hire one to two additional estimated FTEs. Figure 4-14 Paratransit Capital Cost Implications 20% Ridership Increase 40% Ridership Increase Additional Vehicles Needed 2 6 Total Cost ($150,000 each) $300,000 $900,000 Nelson\Nygaard Consulting Associates, Inc. 14-11 20% Ridership Increase 40% Ridership Increase Additional Ridership Increase 19,000 39,000 Additional Annual Revenue Hours Needed 9,500 11,800 Annual Operating Cost Increase $531,000 $658,000 Forgone Farebox Revenue $214,000 $214,000 Total Annual Operating Cost $745,000 $872,000 The increase in demand for paratransit service would require the agency to purchase between two and six additional vehicles at a cost of $300,000 to $900,000, shown in Figure 4-14 and hire one to two additional estimated FTEs. Figure 4-14 Paratransit Capital Cost Implications 20% Ridership Increase 40% Ridership Increase Additional Vehicles Needed 2 6 Total Cost ($150,000 each) $300,000 $900,000 Nelson\Nygaard Consulting Associates, Inc. 14-11 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 404 5 FARE SCENARIOS The purpose of this section is to revisit the key findings from existing conditions and national best practices and introduce a range of fare concepts for further analysis and review. These scenarios are preliminary; options in some scenarios carried through to be part of the final recommendations while others did not. Fare scenarios combine select concepts that can be compared against one another. This chapter describes the ridership and revenue impacts of six specific scenarios. Chapter 6 provides additional detail about fare structure and policy recommendations for ICT and Coralville Transit. APPROACH AND ASSUMPTIONS The fare model developed for this project is based on existing ridership and revenue data (FY 2018) and assumptions on average fare per passenger for each fare product. This information is then used as a baseline to understand order of magnitude changes to fare revenues and ridership as a result of pricing or structural changes. Consumption of transit, like other goods and services, reacts to cost. Significant research over time has examined the sensitivity of transit ridership to fare increases. In transit, the standard measurement of sensitivity to fare changes means that for every io% increase in fares, ridership will decrease by 3% (and vice -versa). As such, elasticity factors are common in fare modeling, as they define the price sensitivity of riders to fare changes. An elastic factor suggests a larger change in ridership relative to a fare change. An inelastic factor suggests a relatively small change in ridership relative to a fare change. The model accounts for three elasticity factorsl: • A relatively inelastic factor (-0.33), which is consistent with industry standards for regular fares • A "reduced" elasticity factor (-0.21) to account for observations associated with student, elderly, and disabled patrons • A "fare free" elasticity factor (-0.36) to account for observations associated with free fare categories, including youth, elderly, and disabled riders Using these elasticity factors, ridership changes (on a fare product basis) are determined from the proposed fare increase or decrease. A new average fare for each fare product is also calculated from the percentage change in the fare product price. Finally, multiplying the new ridership estimate by the new average fare produces a revenue estimate for that fare product. It should be cautioned that any estimation model is an approximation based on a set of assumptions and is highly dependent on accurate data inputs to ensure quality outputs. The fare 1 Source: TCRP Report 95, Chapter 1 2, Transit Pricing and Fares. Nelson\Nygaard Consulting Associates, Inc. 15-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 404 model bases ridership and revenue changes strictly on price variation. Qualitative factors such as customer simplicity or other factors are not considered here but are certainly factors in reality that influence ridership and revenue levels. Based on the perceived simplicity gains, it is likely that ridership benefits in each alternative are understated. As a result, the findings from this analysis are simply estimates but offer a valuable means to compare different alternatives against one another. EXISTING FARE AND PASS STRUCTURE This section summarizes ICT and Coralville's existing fare and pass structure, as well as the transfer compatibility between agencies for the various payment types. The fare model analysis did not look at making changes to the pass programs with University of Iowa or the Kirkwood Community College. Figure 5-1 ICT and Coralville Transit Fixed -Route Fare Structure Fare Type Coralville ICT to Coralvile Transfer Compattility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 $0.75 (between 6:00 p.m. and midnight and all -day Saturday) Yes Children under 5 FREE FREE Yes Saturday Family Fare $1 per family N/A No Disabled/low-income elderly FREE (off-peak only)+ FREE Yes+ Senior/Elderly (Age 60+ = ICT, Age 65+ = Coralville) $0.50 (off-peak only)+ FREE Yes+ Medicare Card $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes SEATS card holder FREE (off-peak only)+ FREE Yes+ Passes 24-hour pass $2.00 N/A No 10 -ride pass $8.50 N/A No 20 -ride pass N/A $20.00 No 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $27.00 N/A Yes Youth semester pass $100 N/A Yes Elderly low-income month pass $27 N/A Yes + Off-peak hours include weekdays between 9:00 a.m. to 3:30 p.m., after 6:30 p.m., and all -day Saturday. Nelson\Nygaard Consulting Associates, Inc. 15-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY FARE SCENARIOS Six different initial scenarios for fare structure and pricing changes were developed to evaluate potential impacts to ICT and Coralville Transit ridership and revenue. These fare scenarios are described below. • Scenario 1: Simplify discount categories • Scenario 2: Coralville match ICT fare structure • Scenario 3: ICT match Coralville Structure • Scenario 4: Optimize fare structure to emphasize simplicity • Scenario 5: Offer inter -agency transfers for all fare types • Scenario 6A, 6B, and 6C: Expand low-income fare program at l00%, 15o%, and 200% of Federal Poverty Level (FPL) Initial Fare Scenario Results Summary The relative ridership and revenue changes for each scenario for ICT are shown in Figure 5-2, Figure 5-3, Figure 5-4. The relative ridership and revenue changes for each scenario for Coralville Transit are shown in Figure 5-5, Figure 5-6, and Figure 5-7. Impacts reported in this chapter are for fixed -route service only. The fare structure and resulting ridership and revenue impacts for each scenario are described in further detail in the remainder of this chapter. Nelson\Nygaard Consulting Associates, Inc. 15-3 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Figure 5-2 Initial Fare Scenarios Ridership and Revenue Change - ICT Figure 5-3 Initial Fare Scenarios Ridership and Revenue Net Change - ICT ICT Change in Ridership • ICT Change in Revenue Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 30,000 15,000 16,000 9,000 10,000 0 $0 0 10,000 1 -$1,000 -30,000 -50,000 -$31,000 70,000 -$49,000 -$49,000 -90,000 11,000 1 3,000 1 1 -$35,000 -$40,000 Figure 5-4 Initial Fare Scenarios Ridership and Revenue % Change - ICT 6% 4% 2% 0% -2% -4% -6% -8% ICT Ridership % Change • ICT Revenue % Change 15,000 1 -$47,000 Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 1.0% -3.9% 0 0.0%0.0% 0.6 ° 1.1% 0.0% 0.8% 0.9% 1.0% . -0.1% 1 -2.5% 3.9% -2.8% -3.2% 3.7% 1 Nelson\Nygaard Consulting Associates, Inc. 15-4 Change in Ridership 15,000 Ridership % Change 1.0% Change in Revenue -$49,000 Revenue Change -3.9% 1: Simplify discount categories 2: Coralville match ICT fare structure - - - - 3: ICT match Coralville Structure 9,000 0.6% -$31,000 -2.5% 4: Optimize fare structure to emphasize simplicity 16,000 1.1% -$49,000 -3.9% 5: Offer inter -agency transfers for all fare types - - -$1,000 -0.1% 6A: Expand low-income fare program at 100% of Federal Poverty Level 11,000 ° 0.8 /o -$35,000 ° -2.8 /o 6B: Expand low-income fare program at 150% of Federal Poverty Level 13,000 ° 0.9 /o -$40,000 ° -3.2 % 6C: Expand low-income fare program at 200% of Federal Poverty Level 15,000 ° 1.0 /o -$47,000 ° -3.7 /o Figure 5-3 Initial Fare Scenarios Ridership and Revenue Net Change - ICT ICT Change in Ridership • ICT Change in Revenue Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 30,000 15,000 16,000 9,000 10,000 0 $0 0 10,000 1 -$1,000 -30,000 -50,000 -$31,000 70,000 -$49,000 -$49,000 -90,000 11,000 1 3,000 1 1 -$35,000 -$40,000 Figure 5-4 Initial Fare Scenarios Ridership and Revenue % Change - ICT 6% 4% 2% 0% -2% -4% -6% -8% ICT Ridership % Change • ICT Revenue % Change 15,000 1 -$47,000 Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 1.0% -3.9% 0 0.0%0.0% 0.6 ° 1.1% 0.0% 0.8% 0.9% 1.0% . -0.1% 1 -2.5% 3.9% -2.8% -3.2% 3.7% 1 Nelson\Nygaard Consulting Associates, Inc. 15-4 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 011-4 Figure 5-5 Initial Fare Scenarios Ridership and Revenue Change - Coralville Transit Figure 5-6 Initial Fare Scenarios Ridership and Revenue % Change - Coralville Transit •Coralville Ridership % Change •Coralville Revenue % Change l Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 6% 4% - 2% - 0.5% 0% — 2.7% -0.7% 0.0%0.0% 0.0% 0.0% -0.1% -0.2% 1.7% 1.7% -4.5% -4.5% Figure 5-7 Initial Fare Scenarios Ridership and Revenue Net Change - Coralville Transit 30,000 - 10,000 - -10,000 - -30,000 - -50,000 - -70,000 - -90,000 ■ Coralville Change in Ridership J ICT Change in Revenue 1.9% Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C $ 2,000 $1 1,000 — , -1,000 -3,000 0 $0 0 $0 0 -$1,000 8,000 8,000 9,000 NEr -$18,000 -$18,000 -$21,000 Nelson\Nygaard Consulting Associates, Inc. 15-5 Change in Ridership Ridership % Change Change in Revenue Revenue Change 1: Simplify discount categories -1,000 -0.2% $2,000 0.5% 2: Coralville match ICT fare structure -3,000 -0.7% $11,000 2.7% 3: ICT match Coralville Structure - - - - 4: Optimize fare structure to emphasize simplicity 200 <0.1% -$300 -0.1% 5: Offer inter -agency transfers for all fare types - - -$1,000 -0.2% 6A: Expand low-income fare program at 100% of Federal Poverty Level 8,000 ° 1.7/0 -$18,000 ° -4.5/0 6B: Expand low-income fare program at 150% of Federal Poverty Level 8,000 o 1.7 /o -$18,000 0 -4.5 /° 6C: Expand low-income fare program at 200% of Federal Poverty Level 9,000 ° 1.9/0 $21,000 ° 5.1 /o Figure 5-6 Initial Fare Scenarios Ridership and Revenue % Change - Coralville Transit •Coralville Ridership % Change •Coralville Revenue % Change l Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C 6% 4% - 2% - 0.5% 0% — 2.7% -0.7% 0.0%0.0% 0.0% 0.0% -0.1% -0.2% 1.7% 1.7% -4.5% -4.5% Figure 5-7 Initial Fare Scenarios Ridership and Revenue Net Change - Coralville Transit 30,000 - 10,000 - -10,000 - -30,000 - -50,000 - -70,000 - -90,000 ■ Coralville Change in Ridership J ICT Change in Revenue 1.9% Scenario Scenario Scenario Scenario Scenario Scenario Scenario Scenario 1 2 3 4 5 6A 6B 6C $ 2,000 $1 1,000 — , -1,000 -3,000 0 $0 0 $0 0 -$1,000 8,000 8,000 9,000 NEr -$18,000 -$18,000 -$21,000 Nelson\Nygaard Consulting Associates, Inc. 15-5 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Scenario 1: Simplify discount categories This scenario evaluated the ridership and revenue impacts of simplifying the discount categories within the ICT and Coralville fare structures. This involved making transit fare free for disabled, elderly/senior low-income, Medicare card holders, and SEATS eligible riders at all times of day and providing a 50% for youth and elderly/senior riders at all times of day. Currently, ICT offers various discounts during off-peak hours to eligible riders, but charges those same riders full fare during peak hours. Coralville services are currently fare free for seniors and the disabled all day, but youth riders only have a discounted fare in the evenings and on Saturday. The revision of the discount categories is estimated to result in: ■ ICT: 15,000 (1%) ridership gain and $49,000 (-3.9%) revenue loss • Coralville Transit: 1,000 (-o.2%) loss in ridership and $2,000 (0.5%) gain in revenue A comparison of the existing fare structure and proposed fare structure for Scenario 1 is provided in Figure 5-8. Changes from existing are highlighted in bold text. Figure 5-8 Scenario 1 Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compatibility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.50 $0.50 Yes Children under 5 FREE FREE Yes Saturday Family Fare $1 per family N/A No Disabled/low-income elderly FREE FREE Yes Senior/Elderly (Age 60+ = ICT, Age 65+ = Coralville) $0.50 FREE No Medicare Card FREE FREE Yes SEATS card holder FREE FREE Yes Passes 24-hour pass $2.00 N/A No 10 -ride pass $8.50 N/A No 20 -ride pass N/A $20.00 No 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $27.00 N/A Yes Youth semester pass $100 N/A Yes Elderly low-income month pass FREE N/A Yes Nelson\Nygaard Consulting Associates, Inc. 15-6 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 Scenario 2: Coralville match ICT fare structure This scenario evaluated the ridership and revenue impacts of simplifying the regional fare structure by modifying Coralville Transit fares to match ICT more closely. This involved adding off-peak only discounts, a 24-hour pass, a io-ride pass, a wider youth fare eligibility, new youth monthly and semester passes, and an elderly low-income monthly pass. The revision of the Coralville Transit fare structure is estimated to result in a 3,000 (-o.7%) ridership loss and $11,000 (2.7%) revenue gain. A comparison of the existing fare structure and proposed fare structure for Scenario 1 is provided in Figure 5-9. Changes from existing are highlighted in bold text. Figure 5-9 Scenario 2 Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compattility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 $0.75 Yes Children under 5 FREE FREE Yes Saturday Family Fare $1 per family N/A No Disabled/low-income elderly FREE (off-peak only)+ FREE (off-peak only)+ Yes Elderly (Age 60+ = ICT, Age 65+ = Coralville) $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes Medicare Card $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes SEATS card holder FREE (off-peak only)+ FREE (off-peak only)+ Yes Passes 24-hour pass $2.00 $2.00 Yes 10 -ride pass $8.50 $8.50 Yes 20 -ride pass N/A N/A N/A 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $27.00 $27.00 Yes Youth semester pass $100 $100 Yes Elderly low-income month pass $27 N/A Yes + Off-peak hours include weekdays between 9:00 a.m. to 3:30 p.m., after 6:30 p.m., and all -day Saturday. Nelson\Nygaard Consulting Associates, Inc. 15-7 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Scenario 3: ICT match Coralville Structure This scenario evaluated the ridership and revenue impacts of simplifying the regional fare structure by modifying ICT fares to match Coralville more closely. This involved adding a fare free Senior/Elderly/Disabled Pass and a 20 -ride pass, while eliminating the Saturday Family Fare, 24- hour pass, io-ride pass, 31 -day youth pass, and youth semester pass. The revision of the ICT fare structure is estimated to result in a 9,000 (o.6%) ridership gain and $31,000 (-2.5%) revenue loss. A comparison of the existing fare structure and proposed fare structure for Scenario 3 are provided in Figure 5-10. Changes from existing are highlighted in bold text. Figure 5-10 Scenario 3 Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compattility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 (between 6:00 p.m. and midnight and all -day Saturday) $0.75 (between 6:00 p.m. and midnight and all -day Saturday) Yes Children under 5 FREE FREE Yes Saturday Family Fare N/A N/A No Disabled/low-income elderly FREE FREE Yes Elderly (Age 60+ = ICT, Age 65+ = Coralville) FREE FREE Yes Medicare Card $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes SEATS card holder FREE FREE Yes Passes 24-hour pass $2.00 N/A No 10 -ride pass N/A N/A No 20 -ride pass $20.00 $20.00 No 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass N/A N/A Yes Youth semester pass NIA N/A Yes Elderly low-income month pass FREE N/A Yes Nelson\Nygaard Consulting Associates, Inc. 15-8 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Scenario 4: Optimize fare structure to emphasize simplicity This scenario evaluated the ridership and revenue impacts of simplifying the regional fare structure for both transit agencies by emphasizing simplicity for customer service and operations. This involved creating a consistent discounted youth cash fare and pass, a transferable discounted 10 -ride pass, a fare free Senior/Elderly/Disabled pass, as well as eliminating the youth semester pass. The revision of the fare structure simplification is estimated to result in: ■ ICT: 16,000 (1.1%) ridership gain and $49,000 (-3.9%) revenue loss • Coralville Transit: 200 (<0.1%) ridership gain and $300 (-0.1%) revenue loss A comparison of the existing fare structure and proposed fare structure for Scenario 4 are provided in Figure 5-11. Changes from existing are highlighted in bold text. Figure 5-11 Scenario 4 Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compatbility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.50 $0.50 Yes Children under 5 FREE FREE Yes Saturday Family Fare N/A N/A No Disabled/low-income elderly FREE FREE Yes Senior/Elderly (Age 60+ = ICT, Age 65+ = Coralville) FREE FREE Yes Medicare Card FREE FREE Yes SEATS card holder FREE FREE Yes Passes 24-hour pass $2.00 N/A No 10 -ride pass $8.50 $8.50 Yes 20 -ride pass N/A NIA N/A 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $27.00 $27.00 Yes Youth semester pass N/A N/A Yes Elderly low-income month pass FREE N/A Yes Nelson\Nygaard Consulting Associates, Inc. 15-9 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 Scenario 5: Offer inter -agency transfers for all fare types This scenario evaluated the revenue impacts of allowing inter -agency transfers for all fare types between ICT and Coralville Transit. According to the 2019 On -Board Survey, of those who transfer between agencies, the majority pay with an adult cash fare, 31 -day pass, or a University of Iowa pass. All three pass types currently allow for a free transfer between agencies. Because only a small proportion of riders pay for a transfer between agencies, there would only be a small revenue loss for both agencies. This scenario does not assume a ridership increase due to the simplified transfers, but the agencies should expect to see a minor ridership increase. The revision of the transfer policy is estimated to result in: • ICT: $1,000 (-0.1%) revenue loss • Coralville Transit: $1,000 (-o.2%) revenue loss A comparison of the existing fare structure and proposed fare structure for Scenario 5 are provided in Figure 5-12. Changes from existing are highlighted in bold text. Figure 5-12 ICT and Coralville Transit Fixed -Route Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compa ility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 $0.75 (between 6:00 p.m. and midnight and all -day Saturday) No Children under 5 FREE FREE Yes Saturday Family Fare $1 per family N/A Yes Disabled/low-income elderly FREE (off-peak only)+ FREE Yes Senior/Elderly (Age 60+ = ICT, Age 65+ = Coralville) $0.50 (off-peak only)+ FREE Yes Medicare Card $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes SEATS card holder FREE (off-peak only)+ FREE Yes Passes 24-hour pass $2.00 N/A Yes 10 -ride pass $8.50 N/A Yes 20 -ride pass N/A $20.00 Yes 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $27.00 N/A Yes Youth semester pass $100 N/A Yes Elderly low-income month pass $27 N/A Yes + Off-peak hours include weekdays between 9:00 a.m. to 3:30 p.m., after 6:30 p.m., and all -day Saturday. Nelson\Nygaard Consulting Associates, Inc. 15-10 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Scenario 6: Expand low-income fare program at 100%, 150%, and 200% of Federal Poverty Level Finally, this scenario evaluated the ridership and revenue impacts of expanding the low-income fare program in the region. Offering a low-income fare category is another method for making transit a more affordable transportation option. This scenario analyzes the impacts of offering a discount to eligible adults making up to 200%, 15o%, and i00% FPL. This scenario assumes that 35% of eligible riders would actually use the low-income fare program—the observed usage rate for the ORCA Lift low-income fare program in Seattle, WA. Offering a low-income discount program with a threshold at 200% FPL is the current industry standard (although 15o% FPL is also being used) and has the largest impacts to ridership and revenue. These thresholds coincide with eligibility for a number of other public benefit programs and may reduce administrative costs through streamlined income verification. The expansion of the low-income fare program is estimated to result in: ■ ICT: — l00% -11,000 (o.8%) ridership gain and $35,000 (-2.8%) revenue loss — 15o% - 13,00o (o.9%) ridership gain and $4o,000 (-3.2%) revenue loss — 200% - 15,00o (1%) ridership gain and $37,000 (-3.7%) revenue loss ■ Coralville Transit: — l00% - 8,000 (1.7%) ridership gain and $18,000 (-4.5%) revenue loss — 15o% - 8,000 (1.7%) ridership gain and $18,000 (-4.5%) revenue loss — 200% - 9,000 (1.9%) ridership gain and $21,000 (-5.1%) revenue loss A comparison of the existing fare structure and proposed fare structure for Scenario 6 are provided in Figure 5-13. Changes from existing are highlighted in bold text. Nelson\Nygaard Consulting Associates, Inc. 15-11 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Figure 5-13 Scenario 6 Fare Structure Fare Ty. - ICT Coralville ICT to Coralvile Transfer Compatbility? Cash Fares Adults $1.00 $1.00 Yes Low-income cash $0.50 $0.50 Yes Youth (Age 5-18 = ICT, Age 5-15 = Coralville) $0.75 $0.75 (between 6:00 p.m. and midnight and all -day Saturday) Yes Children under 5 FREE FREE Yes Saturday Family Fare $1 per family N/A No Disabled/low-income elderly FREE (off-peak only)+ FREE No Senior/Elderly (Age 60+ = ICT, Age 65+ = Coralville) $0.50 (off-peak only)+ FREE No Medicare Card $0.50 (off-peak only)+ $0.50 (off-peak only)+ Yes SEATS card holder FREE (off-peak only)+ FREE No Passes 24-hour pass $2.00 N/A No 10 -ride pass $8.50 N/A No 20 -ride pass N/A $20.00 No 31 -Day adult pass $32.00 $32.00 Yes 31 -Day low-income pass $16.00 $16.00 Yes 31 -Day youth pass $27.00 N/A Yes Youth semester pass $100 N/A Yes Elderly low-income month pass $27 N/A Yes + Off-peak hours include weekdays between 9:00 a.m. to 3:30 p.m., after 6:30 p.m., and all -day Saturday. Nelson\Nygaard Consulting Associates, Inc. 15-12 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY A RECOMMENDATIONS This chapter culminates the findings from the existing conditions analysis, peer review and best practices, and fare modeling effort to establish a set of fare policy, pricing, and product recommendations for ICT and Coralville Transit. The recommendations in this section are divided into two categories: ■ Fare Structure Recommendations: Recommendations to specific fare products offered to the riding public and pricing of those products. ■ Fare Policy Recommendations: Recommendations related to internally -adopted policies or procedures such as fare collection. FARE RECOMMENDATIONS SUMMARY Fare recommendations for ICT and Coralville Transit are comprised of fare structure changes and policy recommendations. Figure 6-1 provides a summary of recommendations developed as part of the fare analysis. Figure 6-1 Fare Recommendations Summary Type T ICT Recommendations Coralville Recommendations Fare Structure Recommendations ■ Adjust discount eligibility and pricing — Reduce youth cash fare to $0.50 - Lower 31 -day youth pass to $16 - Adopt Senior/Disabled pass that allows seniors, people with disabilities, Medicare card holders, and SEATS card holders to ride for free at all times of day Raise senior eligibility to 65 years or older Eliminate peak/off-peak fare distinction ■ Consolidate regional transit passes — Eliminate Saturday Family Fare and Youth Semester Pass ■ Adjust discount eligibility and pricing Reduce youth cash fare to $0.50 at all times of day - Adopt 31 -day youth pass at $16 - Raise youth eligibility limit to 18 years - Allow Medicare card holders to ride for free at all times of day Eliminate peak/off-peak fare distinction • Consolidate regional transit passes — Transition from 20 -ride pass to 10 -ride pass at $8.50 Policy Recommendations ■ Offer inter -agency transfers for all fare types ■ Implement mobile ticketing ■ Consider adopting fare free policy Nelson\Nygaard Consulting Associates, Inc. 16-1 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 4104 FARE STRUCTURE RECOMMENDATIONS The recommended fare structure considers experience across the transit industry, fare study goals, as well as fare pricing at peer agencies. The recommended fare structure incorporates the following changes to both agency's existing structure: ICT ■ Adjust discount eligibility and pricing - Reduce youth cash fare to $o.50 - Lower 31 -day youth pass to $16 - Adopt Senior/Disabled pass that allows seniors, people with disabilities, Medicare card holders, and SEATS card holders to ride for free at all times of day - Raise senior eligibility to 65 years or older - Eliminate peak/off-peak fare distinction ■ Consolidate regional transit passes - Eliminate Saturday Family Fare and Youth Semester Pass Coralville Transit ■ Adjust discount eligibility and pricing - Lower youth cash fare to $0.5o at all times of day - Adopt ICT 31 -day youth pass at $i6 - Raise youth eligibility limit to 18 years — Allow Medicare card holders to ride for free at all times of day - Eliminate peak/off-peak fare distinction Consolidate regional transit passes — Transition from 20 -ride pass to io-ride pass at $8.5o The recommended fare structure is provided in Figure 6-2. Figure 6-2 Recommended Fare Structure Fare Type ICT Coralville ICT to Coralvile Transfer Compatibility? Cash Fares Adults $1.00 $1.00 Yes Youth (Age 5-18) $0.50 $0.50 Yes Children under 5 FREE FREE Yes Passes 24-hour pass $2.00 $2.00 Yes 10 -ride pass $8.50 $8.50 Yes 31 -Day adult pass $32.00 $32.00 Yes 31 -Day youth pass $16.00 $16.00 Yes Senior/Disabled pass FREE FREE Yes Nelson\Nygaard Consulting Associates, Inc. 16-2 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY Ridership and Revenue Impacts As discussed in Chapter 5, consumption of transit—like other goods and services—reacts to cost. Significant research over time has examined the sensitivity of transit ridership to fare increases. In transit, the standard measurement of sensitivity to fare changes means that for every io% increase in fares, ridership will decrease by 3% (and vice -versa). As such, elasticity factors are common in fare modeling and can help determine anticipated ridership and revenue changes from the proposed fare increase or decrease, and the fare modeling effort conducted as part of this study helped identify anticipated impacts of the suggested fare structure. The ridership and revenue impacts for ICT and Coralville are shown in Figure 6-3 and Figure 6-4. Fare structure recommendations are estimated to result in: ■ ICT: 19,000 (1.3%) ridership gain and $55,000 (-4%) revenue loss • Coralville Transit: 1,000 (-o.2%) ridership loss and $2,000 (1%) revenue gain Figure 6-3 Total Ridership and Revenue Impacts of Recommended Fare Structure 30,000 0 -30,000 -60,000 -90,000 • ICT Change in Ridership • ICT Change in Revenue ■ Coralville Change in Ridership •Coralville Change in Revenue Recommended Fare Structure 1 19,000 -$55,000 -1,000 $2,000 Figure 6-4 Percent Ridership and Revenue Impacts of Recommended Fare Structure 6% 4% 2% 0% -2% -4% -6% -8% • ICT Ridership % Change • ICT Revenue % Change ■ Coralville Ridership % Change k Coralville Revenue % Change 1.3% Recommended Fare Structure -0.2% -4% Nelson\Nygaard Consulting Associates, Inc. 16-3 1% IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 POLICY RECOMMENDATIONS In conjunction with fare structure recommendations, it is recommended that ICT and Coralville Transit formalize inter -agency transfer policies and pursue implementation of mobile ticketing. Additionally, ICT should consider adopting a fare free policy to help meet local goals for ridership growth. Offer Inter -Agency Transfers for All Fare Types To allow for seamless transfers between the two agencies and encourage regional transit ridership, ICT and Coralville should offer free transfers between agencies with proof of cash payment or with a valid transit pass. As discussed in the Scenario 5 section of Chapter 5, only a small proportion of current riders pay for a transfer between agencies, which would result in a minor revenue loss for both agencies. To ensure there is not a disproportionate impact to either agency, both agencies could consider tracking the number of transfers between agencies for each pass type. In the case that there is a disproportionate impact, the agencies may want to discuss an exchange of revenue equal to the estimated revenue impact in the future. Implement Mobile Ticketing Mobile ticketing is an emerging technology option that is rapidly being adopted by transit agencies of all sizes. Mobile ticketing can make the experience of boarding and paying for transit seamless and can lower the barrier of entry for new transit users. Start-up mobile ticketing companies such as Token Transit and HopThru offer a product that can be ready to launch within weeks. The simplest form of mobile ticketing is to allow riders to use their phone as a "flash pass," an animated ticket that is visually validated by the bus operator when they board the bus. This strategy does not require any additional hardware to be installed and can be implemented with few other hurdles. The primary drawback is that this method requires additional attention of the operator to validate fare media. The example at right is from the TriMet system in Portland, which has launched a mobile payment app using a flash pass. Once a pass has been activated, the smartphone app uses colors, animation, and a date stamp to indicate the pass has been activated. It is recommended that both ICT and Coralville Transit pursue the same vendor and mobile ticketing platform to facilitate regional integration. Consider Adopting Fare Free Policy r, Adult 1 -Dai Source: TriMet The Iowa City Climate Action and Adaptation Plan calls for the city to reduce emissions by 8o% over the next 3o years. By 2050, this includes replacing 55% of vehicle trips with sustainable Nelson\Nygaard Consulting Associates, Inc. 16-4 IOWA CITY AREA TRANSIT STUDY 1 FARE STUDY 014 transportation options, such as public transportation, bicycle, pedestrian, or clean vehicles. As part of this initiative, ICT plans to double ridership from 21318 to 2028. If ICT intends to double ridership in 10 years, adopting a fare free policy is recommended as the most effective and cost-efficient way to achieve that goal. Nelson\Nygaard Consulting Associates, Inc. 16-5 Kellie Fruehling From: Darian Nagle-Gamm Sent: Monday, May 24, 2021 4:02 PM To: 'Andy Noeller'; ICTransit Cc: *City Council Subject: RE: Iowa City Public Transportation Changes Hello Andy, Thanks for your reaching out and for your comments. I wanted to let you know that there is a new feature of the proposed transit system that can get you to UIHC faster than you may realize. You will have the ability to transfer between routes at any bus stop. Currently transferring is only allowed at the downtown interchange. This means you no longer need a direct route to get to the hospital, or other locations across town. For example, you would be able to board the 12 — Hwy 1 route at Sunset / Denbigh, and get off the bus stop on the northwest corner of Benton / Sunset, and board the 8 — Oakcrest bus at the corner of Oakcrest / Sunset. This stop will have a bus come by every 15 minutes and will get you to the hospital in just a few minutes. Alternately, the walk to the Oakcrest / Sunset stop would be 6-9 minutes from your house. Again — thank you for reaching out. We will ensure your comments are provided to the City Council for consideration. I'd be happy to answer any additional questions you might have about to use the new transit system to get around town. IOWA CITY AREA TR41NSIT STUDY RE•IMAGINE YOUR RIDE Darian L. Nagle-Gamm, AICP Director of Transportation Services City of Iowa City she, her, hers p: 319-356-5156 1200 S. Riverside Drive 1335 Iowa Avenue Iowa City, IA 52240 darian-nagle-gamm@iowa-city.org From: Andy Noeller <andy.noeller@gmail.com> Sent: Wednesday, May 19, 2021 8:27 AM To: ICTransit <ICTransit@iowa-city.org>; Darian Nagle-Gamm <Darian-Nagle-Gamm@iowa-city.org> Cc: *City Council <-43dfb@iowa-city.org> Subject: Iowa City Public Transportation Changes 1 All - (Re: Westwinds & Plaen View Routes) A neighbor alerted me of the proposed changes to the Iowa City public transportation map and I want to share some concerns. According to the mapl, the existing Plaen View and Westwinds routes are no longer available. I think this will have a negative impact on families surrounded by the Benton, Mormon Trek, and Sunset Dr as their new option forces them to go downtown or a significant distance from their current stops. My suggestion to resolve this concern would be 1) Maintain the existing routes 2) Combine the Westwinds/Plean view Route into 1 new route w/ similar stops 3) Run the combined or individual routes at peak times (M -F early AM and late PM) I feel using one or a combination of these suggestions would alleviate the concerns from our neighborhood and provide a cost savings for the IC transit department. We have been in our home for 18 years and have used these routes to get to the UIHC frequently. We value the convenience and proximity to our home and our neighbors. These routes provide a critical service to our neighborhood. Please reconsider the impacts of removing these two routes. Thank you for your time. Andy Noeller 19 Ealing Dr, Iowa City, IA 52246 2 Item Number: 15. 46,, CITY OF IOWA CITY � COUNCIL ACTION REPORT June 1, 2021 Resolution appointing Eric R. Goers as City Attorney and authorizing the Mayor to sign and the City Clerk to attest an employment agreement. Prepared By: Geoff Fruin, City Manager Reviewed By: Sue Dulek, Interim City Attorney Fiscal Impact: No Impact Recommendations: Staff: No Recommendation Commission: N/A Attachments: Resolution Employment Agreement Executive Summary: This resolution appoints Eric Goers to the position of City Attorney effective June 2, 2021. The appointment follows a search process conducted by the City Council. the terms of the appointment are contained in an employment agreement that is attached to the resolution. Background /Analysis: The City Council initiated a recruitment process for the position of City Attorney on March 11, 2021 following the announcement of Eleanor Dilkes' retirement, which was effective April 16, 2021. The recruitment process resulted in the selection of Eric Goers. Mr. Goers has served the City of Iowa City as an Assistant City Attorney since 2005. His appointment to the position of City Attorney will commence on June 2, 2021. ATTACHMENTS: Description Resolution Employment Agreement Prepared by: Geoff Fruin, City Manager, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5010 Resolution No. 21-157 Resolution appointing Eric R. Goers as City Attorney and authorizing the Mayor to sign and the City Clerk to attest an employment agreement Whereas, this City Council has determined that it would be in the best interest of the City of Iowa City, Iowa, to appoint Eric R. Goers as City Attorney for the City of Iowa City; and Whereas, an Employment Agreement between the City and Eric R. Goers as City Attorney has been prepared, which Employment Agreement is attached hereto and made a part hereof. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: Eric R. Goers is hereby appointed City Attorney for the City of Iowa City, Iowa effective June 2, 2021; and The Employment Agreement attached hereto and made a part hereof is hereby approved as to form and content; and The Mayor is authorized and directed to execute said Agreement for and on behalf of the City of Iowa City, Iowa. Passed and approved this 1st day of June , 2021. Attest: City Ierk It was moved by Mims and second_d and upon roll call there were: Nays: Approve Ayes: 41161S1. City Attorney's •ffice — 05/26/2021 y Bergus the Resoltion be adopted, Absent: Bergus Mims Salih Taylor Teague Thomas Weiner EMPLOYMENT AGREEMENT This Agreement is made and entered into this 1st day of June 2021 by and between IOWA CITY, IOWA, a municipal corporation, (hereinafter "Employer") and Eric R. Goers (hereinafter "Employee"). Section 1: Term A. This agreement shall be for an indefinite period of time. B. Nothing in this Agreement shall prevent, limit or otherwise interfere with the right of the Employer to terminate the services of the Employee at any time in accordance with Iowa law (Iowa Code Section 372.15 or otherwise if amended). C. Nothing in this Agreement shall prevent, limit or otherwise interfere with the right of the Employee to resign at any time from their position with Employer. Unless the parties agree otherwise, in the event Employee voluntarily resigns they shall give Employer 30 days advance notice. Section 2: Duties and Authority Pursuant to Article II of the City Charter, Employer agrees to employ Eric R. Goers as City Attorney to perform the functions and duties specified in Title I Chapter 7 of the Iowa City Code, the Code of Iowa, and other legally permissible and proper duties and functions as the City Council may from time to time assign. Section 3: Termination and Severance Pay In the event Employee is terminated by the Council during such time as Employee is willing and able to perform their duties under this agreement, then in that event Employer agrees to pay Employee a lump sum cash payment equal to three months aggregate salary, provided however, that in the event Employee is terminated because of their conviction of any illegal act involving personal gain to them, then, in that event, Employer shall have no obligation to pay the aggregate severance sum designated in this paragraph. In the event Employer at any time during the term of this agreement reduces the salary or other financial benefits of Employee in a greater percentage than an applicable across- the-board reduction for all City employees, or in the event Employer refuses, following written notice, to comply with any other provision benefiting Employee herein, or the Employee resigns following a suggestion, whether formal or informal, by the Council that they resign, then, in that event, Employee may, at their option, be deemed to be "terminated" at the date of such reduction or such refusal to comply within the meaning and context of the severance pay provision. Section 4: Compensation A. Base Salary: Employer agrees to pay Employee an annual base salary of $160,000 payable in installments at the same time that other administrative employees of the Employer are paid. B. This agreement shall be automatically amended to reflect any salary adjustments that are provided or required by the Employer's compensation policies to include all salary adjustments on the same basis as applied to administrative employees of the Employer with the first across the board increase being applied at the start of fiscal year 2023. C. In addition, consideration shall be given on an annual basis to increase compensation. Such decision shall be communicated with the annual performance evaluation. Increased compensation may be provided in the form of a salary increase and/or other benefit considerations. Employer will strongly consider granting Employee annual salary increases so that the Employee's salary matches those of the highest paid Department Directors no later than September 1, 2024. Section 5: Performance Evaluation The Council shall review and evaluate the performance of the Employee at least once annually on or before August 1 with the method of evaluation to be in accordance with provisions of applicable law. Section 6: Health, Disability and Life Insurance Benefits A. The Employer agrees to provide health, vision, and dental insurance for the Employee and their dependents equal to that which is provided to all other administrative employees of Iowa City. B. The Employer agrees to provide disability insurance equal to that which is provided to all other administrative employees of Iowa City. C. The Employer agrees to provide life insurance benefits equal to that which is provided to all other administrative employees of Iowa City. D. During the term of this agreement, Employer shall offer to Employee other fringe benefits which may be provided other non -represented Administrative and Confidential employees of Employer. Section 7: Vacation, Sick, Holidays and Retirement Employee shall accrue, and have credited to their personal account, vacation and sick leave equal to that which is provided to all other administrative employees of the City, and shall receive holiday pay on the same terms as that which is provided to all other administrative employees of Iowa City. Employee is entitled to accrue unused vacation 2 leave up to a maximum of 300 hours, and in the event the Employee's employment is terminated, either voluntarily or involuntarily, the Employee shall be compensated for all accrued vacation time. The Employee will receive any retirement benefit required by Iowa law and the ability to access and contribute to a deferred compensation plan to the same extent and on the same terms as other administrative employees of the City. Section 8: Professional Development Employer agrees to budget for and to pay the travel and subsistence expenses of Employee for professional and official travel, meetings, seminars, courses, continuing education and occasions adequate to continue the professional development of Employee as City Attorney and to adequately pursue necessary official and other functions for Employer. Section 9: Hours of Work It is recognized that the Employee must devote a great deal of time outside the normal office hours on business for the Employer, and to that end Employee shall be allowed to establish an appropriate work schedule. Section 10: Outside Activities The employment provided for by this Agreement shall be the Employee's sole employment. Recognizing that certain outside teaching opportunities provide indirect benefits to the Employer and the community, the Employee may elect to accept limited teaching opportunities with the understanding that such arrangements shall not constitute interference with or a conflict of interest with their responsibilities under this Agreement. Section 11: Indemnification Beyond that required under Federal, State or Local Law, Employer shall defend, save harmless and indemnify Employee against any tort, professional liability claim or demand or other legal action, whether groundless or otherwise, arising out of an alleged act or omission occurring within the scope of Employee's employment or duties, unless the act or omission involved willful or wanton conduct. In the defense of such claims, the Employee may request and the Employer shall not unreasonably refuse to provide independent legal representation at Employer's expense and Employer may not unreasonably withhold approval. Legal representation, provided by Employer for Employee, shall extend until a final determination of the legal action including any appeals brought by either party. The Employer shall indemnify employee against any and all losses, damages, judgments, interest, settlements, fines, court costs and other reasonable costs and expenses of legal proceedings including attorneys fees, and any other liabilities incurred by, imposed upon, or suffered by such Employee in connection with or resulting from any claim, action, suit, or proceeding, actual or threatened, arising out of or in connection with the performance of his or her duties unless the act or omission involved willful or wanton conduct. Any settlement of any claim must be made with prior 3 approval of the Employer in order for indemnification, as provided in this Section, to be available. Employee recognizes that Employer shall have the right to compromise, adjust and settle claims against Employee for which Employee is entitled to indemnification. Further, Employer agrees to pay all reasonable litigation expenses of Employee throughout the pendency of any litigation to which the Employee is a party, witness or advisor to the Employer. Such expense payments shall continue beyond Employee's service to the Employer as long as litigation is pending. Section 12: Bonding Employer shall bear the full cost of any fidelity or other bonds required of the Employee under any law or ordinance. Section 13: Notices Unless otherwise required by law, notice pursuant to this Agreement shall be given by depositing in the custody of the United States Postal Service, postage prepaid, addressed as follows: (1) EMPLOYER: Mayor of Iowa City, Iowa with a copy to the City Manager 410 E. Washington St. Iowa City, Iowa 52240 (2) EMPLOYEE: Eric R. Goers 1215 Hunters Run Iowa City, IA 52246 Alternatively, notice required pursuant to this Agreement may be personally served in the same manner as is applicable to civil judicial practice. Notice shall be deemed given as of the date of personal service or as the date of deposit of such written notice in the course of transmission in the United States Postal Service. Section 14: General Provisions A. Integration. This Agreement sets forth and establishes the entire understanding between the Employer and the Employee relating to the employment of the Employee by the Employer. Any prior discussions or representations by or between the parties are merged into and rendered null and void by this Agreement. The parties by mutual written agreement may amend any provision of this agreement during the life of the agreement. Such amendments shall be incorporated and made a part of this agreement. B. Binding Effect. This Agreement shall be binding on the Employer and the Employee as well as their heirs, assigns, executors, personal representatives and successors in interest. 4 C. Effective Date. This Agreement shall become effective on June 2, 2021. D. Severability. The invalidity or partial invalidity of any portion of this Agreement will not affect the validity of any other provision. In the event that any provision of this Agreement is held to be invalid, the remaining provisions shall be deemed to be in full force and effect as if they have been executed by both parties subsequent to the expungement or judicial modification of the invalid provision. E. Governing law. This agreement and the interpretation of this agreement shall be governed by Iowa law. IOWA CITY, a Municipal Corporation By: L�-t-t-�-- (-ed or ATTEST: t Clerk f By: Eric R. Goers 5