HomeMy WebLinkAbout1999-03-02 CorrespondenceCity of Iowa City
MEMORANDUM
Date: February 25, 1999
To: City Council
From: Historic Preservation Commission
Re:
Airport Terminal Renovations
As plans for renovating the Iowa City airport terminal move forward, we want to make sure
that the following information is included in you discussion.
As you may be aware, the Iowa City Municipal Airport has been determined to be eligible
for listing on the National Register of Historic Places as a historic district. The terminal
building has been identified as a significant and contributing element of this historic district.
No federal funds are being used to assist in the completion of the renovations; and
therefore the project is not subject to review by the State Historic Preservation Office
under Section 106 of the National Preservation Act, which would require that the
renovations be carried out in accordance with the Secretary of the Interior's Standards for
Rehabilitation. However, despite the fact that the Section 106 review will not be a factor
in this situation, the Historic Preservation Commission feels strongly that the City has a
responsibility to protect and preserve its historic buildings. Therefore, the Commission has
initiated discussions with the Airport Manager and Airport Commission regarding the
proposed terminal building renovations in hopes of ensuring that the renovations are
completed in a historically sympathetic manner, so that future National Register listing
remains a possibility.
The historic significance of the airport has been known since 1993, when Jan Nash, an
Iowa City resident and architectural historian, submitted detailed information to the State
Historical Society of Iowa regarding the history of the airport and many of its components
(this information is attached for your review). Later that year, the State concurred with the
analysis submitted and issued a determination of eligibility for National Register listing. In a
letter to a consultant working with the Airport Commission on its master plan dated July
22, 1996, the State further clarified its assessment by noting that
"...this airport is significant under National Register Criterion C at the local and state, and
perhaps the national level as an example of an airport type that illustrates the evolution of
airport design, layout, and planning from circa 1918 to1951. The significant and
contributing elements of this historic district include the airport site and landscape proper;
the rotating beacon tower which may date to 1925; the 1930 Boeing Hangar; and the 1951
Terminal Building."
The letter goes on to note that
"Normally, the terminal building would not be considered National Register eligible because
it is less than 50 years of age. In our opinion, this building possesses exceptional
significance because it is typical of post World War II terminal design, the first major period
of widespread airport construction in the United States, and because it possesses a very
high level of integrity. In most instances, the terminals erected in this period have been
heavily modified, remodeled beyond recognition, or demolished."
The Commission feels that the appropriate treatment of the terminal renovations is
important in demonstrating the City's commitment to historic preservation, which has been
questioned recently in light of the decision to demolish the Harmon Building to make way
for a new downtown parking structure. Iowa City has an established historic preservation
program, and the Historic Preservation Plan has been incorporated into the City's
Comprehensive Plan. Through the enforcement of the City's Historic Preservation
Ordinance we expect private owners of designated properties to comply with a minimum
set of standards, and encourage owners of non-designated properties to comply as well. It
is essential that the City demonstrate its commitment to do the same with its own historic
.properties.
The Commission is hopeful that the goals of both Commissions can be accommodated in
the building modifications. Through following the Secretary of the Interior's Standards for
Rehabilitation, the Commission believes that the renovations can be accomplished in a
manner that does not compromise the historic integrity of the building. We believe that the
updating of the mechanical systems and reorganization of the interior spaces can occur in a
way that retains the character of the exterior and the main interior public spaces within the
building. After reviewing preliminary renovation plans, the Commission passed a number of
recommendations on to the Airport Commission to help achieve this goal, and is awaiting a
response. We would like to have the opportunity to review the renovation plans before
they are given final approval, and to work with the Airport Commission to resolve any
conflicts that may exist between the plans and the Secretary of the Interior Standards.
Attachment
Ron O'Neil, Airport Manager
Howard Horan, Chair, Airport Commission
April 13, 1993
Ralph Christian, Consulting Architectural Historian
Dr. Lowell Soike, Consulting Historian
Historic Preservation Bureau
State Historical Society of Iowa
Capitol Complex
Des Moines, Iowa 50319
RE: Iowa City Municipal Airport, South Riverside Drive, Johnson Coun.ty
Gentlemen:
The Iowa Ciry Municipal Airport has been the subjoe( 6f considerable local debate over the last
several months. At issue is whether it should be upgraded on its present site, or re-located to a more
rural area southeast of the city (the latter being the recommendation of first choice of the private
consuha,lts hired by the Airport Commission). Controversy has developed. Environmentalists and the
potentially displaced rural propert2,.' owners object to moving the airport and insist it should remain
where it is. Representatives of the University and business communities have spoken in favor of
leaving it where it is. They point out the important role of file airport in University Hospitals organ
transplant procedures. Some members of the general public question the need to have any all'port at
all--re-located or otherwise. At least some general aviation pilots who use the airport feel it should
remain v,'here it is.
Apparently, the need to stay within Federal Aviation Administration guidelines in order to"i'eeeive
federal funds, and the perception by some that the airport no longer complies with such gui'delines, is
at the root of all tile activity.
I do not know what the ultimate outcome of it all will be and have not formed any conclusion myself.
However. 'for some time now I have considered the airport, with its extant runways and buildings fron~
early in this century, to have potential as a signi~e..ant historic site. If the "writing is on the wall" for
the airport in its present site and condition,-I think the historic character of the site should be explored
and documented. I believe it is National '~,.i;iisier eligible and I would be interested in your opinion.
Wl:at follows is a narrative of the history I've been able to uncover with only minimal research. i've
also enclosed photographs of the buildings which appear to have key or contributing significance.
Please let me know if you need any more. h3f. ormation in order to determine eligibility.
EARLIEST AiRSTRIP AND AIRPORT LANDSCAPE
What eventually became the Iowa City Municipal Airport began in 1919 when the chan~ber of
comn~erce rented a portion of a farm field to use as an airstrip From W.J. Benjamin. This boosterism
played an important part in Iowa City's' early selection as an air mail stop and in the development of
RECEIVED JUN 2' ½ t99e
aviation generally in Iowa City.~
The Benjamin farm naturally lent itself to use as an airstrip. It is a wide flat flood plain area along
the Iowa River just south of the town. Bordered on the east by the river, the land abruptly rises on
tim west to form a ridge (known locally as Indian Lookout) which runs for many miles roughly in a
north/south direction. This ridge has been the subject of prehistoric-archaeological investigations, but
I do not know if any airport property has been involved in those studies. I do not know the precise
western border of the airport property.
Imn aware of at least one other early airport which is located in very similar topography, Lunken
Field in Cincinnati, Ohio. It too was located in the flat floodplain along a curve-of the Ohio River
just east of downtown Cincinnati. The airport is wedged, like the Iowa City. airport, between tile river
and a steep ridge or bluff. The Cincinnati airport is affectionately known as "Sunken Lunken." The
bluff overlooking Lunken Field is a city park with lots of interesting landscape architecture from tile
1920s and 30s. There are observation points along the bluff edge in the park where one nfight look
down at Lunken Field and observe the landings and take-offs. At night the view is quit~ dazzling. All
the runways are delineated by landing lights and one's position on the bluff top is so elevated it's
almost a birds eye view.
It is my suspicion that additional research would confirm this type of landscape as a commonly chosen
site for early. airports. Only minimal grading and manipulation of the land was required on such a
setting. Similar to old overland transportation routes--stage lines, railroads, early auto highways--site
selection for early airports was determined by the land form in its natural condition. However, like
tile early highways which have been straightened or relocated for safety reasons and because we now
have heavy earth moving equipment, many early airports have been relocated out of the flood plain.
It is the claim of the long-time local Iowa City airport "FBO" (Fixed Base Operator, a commercial
operator who supplies aviation fuel, flight instruction, and mechanic's and other services to general
aviation pilots) that the Iowa City airport is the "oldest airport west of the Mississippi in its original
location."
SIGNIFICANCE TO THE DEVELOPMENT OF THE U.S. POSTAL AIRMAIL SERVICE
The development of the nation's transcont!.,ne..n.tal. air mail service is chronicled in a recent University
of Iowa Press publication called Pilot's Directions: The Transcontinental Airway (1990, William M.
Leary, ed.). In it, second assistant U.S. Postmaster, Otto Praeger, the man in charge of all US mail
trm~sportation, is credited (one also might say blamed) with aggressively pushing the limits of existing
aviation technology and weather-related flight procedures in order to develop a reliable air mail
service. "
At a time when pilots had only the visible ground below them by which to navigate, Praeger pushed
them to fly in all kinds of weather, at night, and in planes which were relatively untested and full of
"bugs." During 1918, Praeger was trying to establish the New York to Chicago segment of a
projected coast to coast route. In order tO increase his Congressional funding, he testified before the
Senate that year that mail could be carried coasl; to coast in 56 to 59 hours by daylight and 36 to 40
~William Petersen Wrote a piece for the September 1930 Palimpsest in which he indicates the
army may have used the Benjamin field prior to 1919, but the article is not very clear on this. See
"The Iowa City Municipal Airport," The Palimpsest (September 1930), 404-414.
hours once night flying was introduced. This he compared to the fasted possible railroad time of 90
to ! 02 hours. :
However, Praeger could not spend the federal funds he gained through such testimony on establishing
airports along his transcontinental route. Instead, he sent his personal representative, apparently a bit
of a snake-oil salesman, to cities west of Chicago to persuade local officials to construct airfields.
These, he hoped, would accommodate the Chicago to Omaha segment of the route. No evidence has
tlius far surfaced to confirm Praeger's representative ever visited Iowa City, however the chamber of
commerce did rent the Benjamin field in 1919 for an airstrip, and Iowa City was designated a stop in
the first air mail route west of Chicago. In 1920 the first air mail plane, flew between Chicago and
Omaha, landing on the Iowa City airstrip to refuel.
Praeger inaugurated transcontinental night flying in 1924. The Iowa City airstrip by that time was
called Smith Field after Walter I. Smith, the air mail pilot who had flown the 1920 inaugural Chicago
to Omaha flight. Smith had been killed in a plane crash in lndian;,polis in 1922. The airport was
equipped about that time (late 1924 or early 1925)'with a fifty foot tower which held two rotating
beacons (may be extant). The landing strip itself was fitted with a series of lights placed 100 feet
apart. These landing lights (nonextant) were elevated on poles much the same as street lights and
certainly would be seen as a hazard along the runways by today's standards.
The first night time transcontinental air mail flight, flown on February 22, 1924, is worth a quote:
Although the leastbound] mail had reached Omaha on schedule, it seemed fated to go no
farther. The weather was getting worse, and file only pilot who knew the Omaha-Chicago
route refused to fly. At this point, Jack Knight [whb had just flown the North Platte to
Omaha portion] volunteered to continue...He studied a map of the unfamiliar route...and at
i :59 A.M., after 45 minutes on the ground, left for Iowa City, intermediate stop on the route
to Chicago.
Visibility remained good, and he was able to identify Des Moines without difficulty, flying
over. the lighted dome of the capitol.
As Knight headed toward Iowa City, a layer of clouds began to drift underneath tile plane,
threatening to obscure the ground:..."!..didn't dare lose sight of file ground," Knight reported, "so
I dropped down from half a mile to fly at 100 feet." The air was rough at this lo~v altitude.
Fog obscured tile valley, and snow flutries restricted visibility. Knight picked up the railroad
tracks heading toward Iowa City and struggled to keep them in sight. He managed to reach
the city, but it took another twelve ,minutes to spot the red flares that marked the landing area.
"More by luck than by skill," Knight remarked, he made a perfect landing. Pilot's Directions,
21. (He continued on to Chicago an hour and 45 minutes later.)
Enclosed is a photocopy of a Henry Lbiais photograph (original print, labeled Feb. 1925, at SHSI in
Iowa City): This night time photograph shows a biplane 'sitting next to a hangaF (nonextant) and
2Peterson writes: "[WJhen Iowa City became file terminus for tile eastern division of tile
transcontinental air mail service in September, 1922, tile Post Office Department advertised for bids
for the erection of a hangar sixty-six by one hundred feet in size. The lower portion of the new
clearly shows both tile rotating beacon tower and tile elevated runway landing lights. The print has
been manipulated by tile photographer to add a bemn Of light cast by the beacon.
COMMERCIAL AIR MAIL SERVICE
By 1927, commercial companies had become interested in contracting with the U.S. Postal Service to
provide air mail service. Boeing Air Transport, a Washington based company, took over the San
Francisco to Chicago segment of coast-to-coast air mail service; National Air Transport contracted for
the Chicago to New York portion. The two companies merged in tile early 1930s to becotne United
Air Lines.
Iowa City, which in 1922 had taken over for the chamber of commerce in leasing the air field
facilities, had an agreement with Boeing covering the use of Smith Field as early as July 1, 1927.
The City purchased the 192-acre Benjamin farm in 1928 and issued a bond to pay for it. Shortly
after, the City negotiated a 50-year contract with Boeing Transport, signed May 2, 1930, which called
for substantial improvements of the air field facilities to be undertaken by both parties? The City
agreed to use Hie remaining bond funds to improve the drainage mid grading on the field, and install
lights and other equipment. Boeing agreed to construct two 100 by 2,000 feet runways by the end of
ihe year. In return Boeing was given free use of the airport. These runways were the first "surfaced"
runways in .Iowa according to a report of the U.S. Department of Commerce (Willimn ThompSon,
Transportation in Iowa. Des Moines: Iowa Department of Transportation, 1989, p. 59).
Boeing also constructed a second hangar (extant) on the field toward the end of 1930 which,
according to William Peterson, was intended "to be used exclusively for repairs to their own machines
and those which alight at the field." ("Iowa City Municipal Airport," 414). A photocopy is enclosed
of another historic photograph from the SHSI collection showing this second hangar with the same
rotating beacon tower as the earlier photograph. Current photographs of this extant hangar are
enclosed also. The rotating beacon has been moved several hundred feet south and is no longer next to
the hangar. The front (east) of the small attached brick building (seen to the right of the hangar in the
photographs) has been altered by the addition of a gable entrance. Still overall integrity of the
complete hangar structure is extremely good. It now serves to shelter privately owned general
aviation planes and therefore is still associated' with its original purpose and function.
WORLD WAR II ASSOCIATIONS WITH THE AIRPORT
I have not researched this aspect of the airport's history at all, but oral informants indicate the'airport
was used to teach navy aviators who were stationed in Iowa City for training. Additional research
could develop this history and identify which extant structures and sites, in addition to the runways
themselves, may be involved.
POST-WAR HISTORY
building was made of cement blocks and a trussed roof allowed the storage of five mail planes."
"Io~va City Municipal Airport," Palimpsest (September 1930), 412.
After the war, the federal government was very active in the Iowa City area, as elsewhere, in funding
construction of the country's infrastructure. Nationwide, planning got underway for the super highways
which would become tile present interstate system. Locally, the multi-story Veterans Administration
Hospital was built in 1950 and construction commenced on the Coralville Dam, an enormous earth-
moving project which dammed the Iowa Rive~; north of town to control flooding and provide
recreational opportunities.
The Civil Aeronautics Administration began to target for improvement certain airports across the
country. Iowa City's airport was on the CAA's list as early as 1950. Bids were taken in early 1951 for
the construction of the new municipal terminal and after being delayed all summer, McCreedy
Construction Company of Iowa City was finally given the go-ahead to begin work at the end of
November, 1951.
United Air Lines was still providing passenger and air mail service out of the Iowa City Municipal
Airport at this time, although it would eventually move its air mail operations to the newly built Cedar
Rapids airport. Ozark Air Lines would begin passenger service flights out of the terminal building in
1959. That too would stop in the 1970s, bringing to an end the long history of commercial airline
service at the Iowa City airport.
Photocopies of 1956 photographs (from SHSI collection) of the 1951 terminal building, as well .as
current photographs, are enclosed. Research has not yet uncovered the architect who designed the
building, however I have not seen city records on the airport and feel certain the architect can be
determined. It is my feeling that this terminal building quite possibly qualifies for the exception to the
50-year criteria consideration as both an "integral part" of a district that is eligible and as a property of
exceptional importance both for its architecture and its history.
Architecturally, tile terminal building design is very interesting. It is clearly Modern architecture, but
has not yet adopted the brittle steel and glass appearance characteristic of Mies van der Rohe's work.
The building just does not yet have the glass-wall lightness of post-war Modern commercial
architecture. In fact the terminal building appears weighty and heavily anchored to its site, largely
through the choice of brick and limestone building materials. This may be a reflection of the revival
of Frank Lloyd Wright's popularity throughout the- 1950s. Thin, stacked limestone becanle a popular
building material for many public building, S`' (.G. r0ut Museum in Waterloo, Iowa, for example) and also
as a facing and chimney stack material in upstate "ranch" homes of the .1950s. The designer's choice
of glass block instead of plate glass for the two-story east-side public entrance of the terminal only
adds instead of reduces the weighty appearance. Playing off the materials is the overall shape of the
building, a large central pavilion flanked by,.tW..o wings, not unlike the central fuselage mass of an
airplane flanked by two wings. "
In contrast, tile front entrance is covered by a light canopy supported by thin metal posts reminiscent
of a drive-in root beer joint. The letters overhead, framed by the sky above them, are Modeme. The
entire canopy appears barely anchored and clearly is influenced by post-war industrialized design.
The entrance door may not be ofiginal,'liut the small metal-framed casement windows are and also
reflect industrialized design.
The west or runway side of the terminal building is designed for the pure enjoyment of the aviation
community--be it the flying public or the aviation professional. TIle cube shape of tile central pavilion
is broken by a top-to-bottom glass wedge which protrudes on onto the concrete of the taxi way. From
inside this wedge one can look up and down the runways unimpeded by structure.
Compare this municipal airport to the division point railroad depots of 50 or 60 year before. The
importance of the airport to the city is established by the monumental design--although modest in
scale--just like many railroad depots. The airport terminal is meticulously fitted with expensive details
as were the second generation depots the railroads built during prosperous times. And the function of
each terminal building is reinforced by the close relationship of each to its respective transportation
corridor--the glass wedge of the airport terminal affords easy observation of the runways much the
way the railroad depot trackside bay windows allowed distant vision to the railroad dispatcher.
I believe additional research could develop the material needed to nominate the Ioxva City Municipal
Airport to the National Register of Historic Places as a historic district. I do not have any idea how
many acres the airport involves, perhaps over 400. I would think the runways, the 1930 Boeing
Transport hangar, and the 1951 municipal terminal building would be key structures. I am unsure
about the present rotating beacon tower but have heard to top portion is the same as is seen in the
historic photos.- Other structures or objects at the airport include several maintenance or shop
buildings (dates unknown but likely to predate the terminal building); several late 1960s corporate and
general aviation hangars; a large revolving airplane-shaped wind directional indicator (date unknown);
two small buildings which house underground tank heads).
For the moment, I look forward to your ruling on eligibility of this airport site and your advice as to
how one might fashion a nomination should it be deemed eligible. I believe the site may be under
threat from the present activities, which apparently include significance modifications to the 1951
terminal building should the city decide to keep the airport at its present site.
Thank you.
Jan Nash
Enclosures: Current b/w photographs
Photocopies of historic photos
Sketch map of airport
IOWA CITY MUNICIPAL AIRPORT
IOWA CITY MUNICIPAL AIRPORT - ROTATING BEACON
BOEING TRANSPORT HA~GA/~ (s side) - IOWA CITY MUNICIPAL AIRPORT
TERMINAL BUILDI:IG MAIN ENTRA~CE (e side - IOWA CITY MUNICIPAL AIRPORT
· It _:._ _** .:
TERMINAL BUILDING (e front, s side) - IOWA CITY MUNICIPAL AIRPORT
·
TERMINAL BUILDING (w runway si~e, s side) - IOWA CITY MUNICIPAL AIRPORT
Rotating Beacon in right rear.
t~
MAIN ENTRANCE DETAIL / TERMINAL BUILDING ' IOWA CITY MUNICIPAL AIRPORT
State Historical Sodety of Iowa
The Historfcal Division of the Department Of Cultural Affairs
July 22, 1996
In response please r~t_~ R&C~770352821
Jerald L. Seatie, Project Manager
McClure Aviation Services Group
2701 S.E. Convenience Boulevard
Ankeny, Iowa 50021
RE: FAA - JOHNSON COUNTY - IOWA CITY - MASTER PLAN ACTIONS FOR IOWA CITY
MUNICIPAL AIRPORT, A PROPERTY CONSIDERED ELIGIBLE FOR THE NATIONAL
REGISTER OF HISTORIC PLACES - REQUEST FOR ADDITIONAL INFORMATION AND
ARCHEOLOGICAL SURVEY
Dear Mr. Searle:
We write in response to your submittal of June 11, 1996, concerning the above
referenced project, which was received by our agency on June 17. The Iowa Gity
Municipal Airport has been determined eligible for the National Register of
Historic Places. Our staff issued a finding of National Register eligibility
for a Iowa City Municipal Airport Historic District on October 6, 1993, based
on materials submitted to our office by Jan Nash of Tallgrass Historians in
Iowa City. In our opinion, this airport is significant under National Register
Criterion C at the local and state, and perhaps the national level as an
example of an airport type that illustrates the evolution of airport design,
layout, and planning from circa 1918 to 1951. The signficant and contributing
elements of this historic district include the airpor~ site and landscape
proper; the rotating beacon tower which may date to 1925; the 1930 Boeing
Hangar; and the 1951 Terminal Building. Normally, the terminal building would
not be considered National Register eligible because ic is less than 50 years
of age. in our epinion, this building pQssesses a~cep'~ional Significance
because it is typical of post World War II terminal design, the first major
period of widespread airport construction in the United SCaZes, and because it
possesses a very high level of integrity. In mos~ instances,-the terminals
erected in this period have been heavily modified, remodeledbeyond
recognition, or demolished.
The Iowa City Municipal Airport District may possess historical significance
under Criterion A as well, but additional investigation would be required to
fully establish a case under this criterion. We do know that this.airport was
utilized to establish the first transcontinental air mail service,'and for a
time was the only such facility in Iowa. It may very well be the only survivor
of the airports used to establish air mail service in the United States, and
it is likely the oldesZ airport in Iowa in continuous operation at the same
site. If you concur with our opinion on eligibility, the airport will be
considered eligible for the National Register for Section 106 purposes.
RECEIVED JUL 9 1996
C] 402 Iowa Avenue ~ 600 E. Locust *C] Montauk
iowa City, Iowa 52240-].806 Des Moines, lowa 50319-0290 Box 372
(319) 335-3916 (5[5) 281-6412 Clerrnont, Iowa 52135-0372
~319~ 423-7173
Page 2
Should you disagree, you should seek a final opinion on eligibility from the
Keeper of the National Register of Historic Places in Washington, D.C.
Finally, since there is potential for subsurface historical resources to be
found in your project area, we recommend that an archeologtcal survey be
conducted prior to land d~sturbance activities associated with any of the
proposed improvements. This includes a survey of areas proposed for addition
to the existing airport. The purpose of such a survey would be to loca~e any
presently unidentified archeologtcal or historical sites which might be
impacted by the proposed undertaking. In this area outside the existing
airport property, any standing structures that are fifty years of age or older
should be surveyed and evaluated for National Register eligibility as well.
If you have questions or comments, please do not hesitate to contact me
515/281-8697.
Since ly. '
ti g Architectural Historian
Review and Compliance Program
cc: FAA
Advisory Council on Historic Preservation
Jan Nash, Tallgrass Historians
Doug Jones. Archeologist, SHSI
Iowa City Historic Preservation Commission
Kerry McGrath, Local Governments Coordinator, SHSI
RF
POLICE CITIZENS REVIEW BOARD
A Board of the City of Iowa City
410 East Washington Street
Iowa City IA 52240-1826
(319)356-5413
February 25, 1999
Mayor Ernest W. Lehman
Iowa City Civic Center
410 East Washington Street
Iowa City IA 52240
RE: Police Citizens Review Board
Dear Mayor:
You contacted me on Friday, February 12, 1999, and requested a letter of clarification
concerning the request of the Police Citizens Review Board to have officer identifying
numbers for a particular complaint before the Board deliberates on that complaint. We
understand from our joint meeting with the City Council on February 11th that the
Council agrees we should receive identifying numbers and that when we should receive
those numbers is the sole remaining issue.
The Board continues to believe that it is important that it receive the identifying numbers
of all officers involved in a PCRB complaint, and information about which previous
PCRB complaints named that officer or officers, before it deliberates on the ChieFs (or
City Manager's) report.
The purpose of the information is twofold. First, it allows the Board to track the behavior
of particular officers over the entire period of the Board's existence. Second, it allows
the Board to use the information to assist in its review of the Chief' s (or City Manager's)
determinations regarding the credibility of a particular officer, where appropriate and
relevant to a pending complaint. The first function may be served by giving the Board
the identifying number alter the complaint has been decided upon. The second function
may be served only if the information is received before the Board deliberates on a
pending complaint.
In reviewing a report on a citizen complaint, the Board's only role is to review the
reasonableness of the determinations made by the Chief of Police (or the City Manager).
Imagine a situation in which a complainant' s version of the stow and the officer' s version
of the stow differ substantially. In reviewing the report prepared on such a complaint,
the Board must decide whether the Chiefs decision to credit one version over the other
was reasonable. In making that assessment, information about the participants --the
officer as well as the complainant - is clearly relevant. The Chief certainly knows the
officer's histoW; the Board must have information about the officer' s prior involvement
to make a fair assessment of the Chief s (or City Manager's) review of the matter.
03-02-99
3e(2)
Mayor Ernest Lehman
Page 2
The information requested is, in itself, neutral. The fact that an officer was named in a
previous complaint will not prejudice the Board for or against the officer, and the
resolution of a prior complaint might reflect positively as well as negatively on an
officer's truthfulness. Nor is the information requested so the Board may draw the
impermissible inference that an officer complained against in a prior instance is more
likely to have committed misconduct.
The Board appreciates the airing of the Council' s concerns about the proper and improper
use of the identifying number of an officer. The Board and the City Attorney are
working out guideline language for a new SOP to address the Council's concerns on this
issue.
Nonetheless, the Board strongly believes that as long as the City Council keeps the Board
in existence, it must trust the Board to operate within its standard operating procedures
with all relevant information that may properly affect its decisions.
The PCRB was conceived as a response to a community tragedy. Its still-evolving role
reflects the importance of protecting the fights of individual officers as well as the
community's need for effective police oversight. That balance is reflected in the
statutory responsibilities imposed on the PCRB by the City Council. While they confirm
the City' s commitment to external accountability for the Iowa City Police Department,
they also reflect stringent limits on the Board's authority. The Board reco~izes the
judicious balance incorporated in the PCRB ordinance and has, in turn, sought to be
balanced and judicious in its approach to its work.
Consistent with this approach, one of the Board's first unanimous decisions was that we
did not wish to know the identity of officers, but would be satisfied to work with a system
of unique but anonymous identifiers of the Chiefs own devising. We continue to be
willing to work with staff to resolve whatever problems arise with implementing this
system.
A board like the PCRB can never please everybody. We will be viewed, depending on
one's politics and predisposition, as essential to the function of the community or an
intrusive annoyance, as having too much power or too little, as presuming and doing too
much or showing too little effect. We are prepared to live with that, but feel the need to
stress the importance of maintaining the balance that is built into the ordinance. That
balance requires that the Board be provided with the information it needs - including the
identifying numbers of officers named in complaints - so that it may fulfill its duties
under the ordinance and make fully informed decisions.
Respectfully,
Leah Cohen, Chair
Police Citizens Review Board
9owa aty aty Council
410 east Washington Street
gowa City, 9~t 52240
Dear Councilors:
FEB1999
t:ITY MANAGER'S OFfiCE
5281Wapsi ftvenue, 5. E
tone Tree, ~ft 52755-9795
2ebruary 20, 1999
Carol has brought home information in the form of a memo from the aty attorney that she picked
up at the council~ /oint meeting with the pGKe~ l astweek. 9 have concerns about this, as well as a quest~2n
for you to consider. 9ully aware of how t~usy you are, ~ do not need a reply. your personal consideration
of the points 9 raise will suffice.
~t is my opinion that out of the thousands upon thousands of dtizens who live, drive, work, play,
or commit crimes in ~owa airy, no more than a very small number of them would recognize an officers
name if they came across it. Most of us, despite the popular trading cards, could not name a single police
orfire person. ~ find it hard to believe that, even if an officer had had numerous charges filed against hi m
or her (either internally or externally), most dtizens being stopped or arrested would know that fact. its
for the few officers who might have their names made a matter of public record, ~ don't believe that those
names would be recognized by a vast majority of dtizens. Even after all of his years in office, a surprising
number of people could not name '~ranstadt' when asked who was governor of ~owa.
Why are dtizens not given the same consideration when it comes to conf~ktentfality and possible
pre/udice resulting from the publication of names? Charges against dtizens are often dropped or
reduced. sometT'mes dtt2ens are even found innocent of the charges brought against them. Why are
dtiz ens' names not kept confidential until guilt is proven? The desire to overly pro tect the police is puzzling
to me, and it appears prejudicial against citizens in the unequal application of an idea.
/is someone who has spen t a ma/ority of h is life serving the public in one capadty or ano thor, may
~ suggest that memos to the council from Staff members refer to other staff members by a title or full
name, rather than by their first ~ames? %ht~ lends an air of professionalism that staff members
deserve, a~d dignifies the put~lic at the same time.
Thankyou.
Sincerely,
ahuck de prosse
620 River Street
Iowa City, IA 52246
February 18, 1999
The City Council
410 E.. Washington Street
Iowa City, IA 52240
FEB 19 1999
CITY MANAGER'S OF
Dear City Council Members:
The presence of good bus service in a community is of incalculable value.
I wish more people would try it a few times and become regular
passengers. As a relative newcomer to Iowa City after a long absence, I
put off using the bus until recently and gave the excuse that I probably had
the wrong change. When a free bus day occurred, I decided to give it a
try. I even rode to the end of my line, Manville Heights, to see where it
went. Since then I have enjoyed using it for the ride between home and
downtown Iowa City. And I ride for the equivalent cost of three hours
parking without the worry of getting back-ended by another driver in a
parking lot (which happened to me recently).
I wish more people knew what a plus we have in the bus system here, and
I am spreading the word. I also find that waiting inside Old Capitol Mall
is a pleasant and comfortable experience. The drivers are nice people, too.
Sincerely,
Susan K. Boyd
City of Iowa City
MEMORANDUM
Date:
To:
From:
Re:
February 23, 1999
City Clerk
Doug Ripley, JCCOG Traffic Engineering Planner
"No Parking Between Signs" on Iowa Avenue West of Evans Street
As directed by Title 9, Chapter 1, Section 3B of the City Code, this is to advise the City Council of
the following action. Unless directed otherwise by the City Council, this action will occur on or
shortly after March 10, 1999.
Action
Pursuant to Section 9-1-3A(10) of the City Code, signage will be installed indicating "No Parking
Between Signs" on the south side of the 900 block of Iowa Avenue from a point 40' west of Evans
Street to a point 60' west of Evans Street.
Comment
This action is being taken to accommodate the loading and unloading of a resident on this block
who is visually impaired and does not have driveway access for pick-up and drop-off. Cars
parking across the front walk make it difficult to reach waiting vehicles. The condition of the
resident has been validated by a physician. This action will be reviewed annually and will be
removed if the individual no longer resides at this location.
jw/rnem/dr-iowa. doc
February 10, 1999
TO: The Honorable Mayor and the City Council
RE: Civil Service Entrance Examination
COORDINATOR
- FAMILY
SELF-SUFFICIENCY
We, the undersigned members of the Civil Service Commission of Iowa City, Iowa, do hereby certify
the following named person(s) as eligible for the position of Family Self-Sufficiency Coordinator.
Christine Allen
IOWA CITY CIVIL SERVICE
~'~~T/W~T~KOe~, Chair
ATTEST:
Manan Karr, City Clerk
410 EAST WASHINGTON STREET , IOWA CITY, IOWA 52240-1826 · (319) 356-5000 · FAX (319) 356-5009
February 10, 1999
TO:
RE:
The Honorable Mayor and the City Council
Civil Service Entrance Examination - PARKING ATTENDANT
We, the undersigned members of the Civil Service Commission of Iowa City, Iowa, do hereby certify
the following named person(s) as eligible for the position of parking Attendant.
Debbie Harlund
IOWA CITY CIVIL
COMMISSION
~cly, Chair
SERVICE
ATTEST:
M~KK~, City Clerk
410 EAST WASHINGTON STREET , IOWA CITY, IOWA 52240-1826 · (319) 356-5000 , FAX (319) 356-5009
Tentative Agreement
AFSCME Local 183
and City of Iowa City
The parties agree to the following changes in the Collective Bargaining Agreement:
1. Amend Article 7, Section 1 by adding a new final paragraph as follows:
The City shall provide the Union a list of names of temporary, seasonal, and casual
employees of the City, along with hire dates, termination dates (if applicable), and
account number of these employees. The Union will request this information under
this provision no more than three times annually.
2. Amend Article 8, Section 1 by amending the first paragraph and accompanying
subparagraph as follows:
Section 1. Overtime. Overtime is work performed by a permanent full or part-time employee
in excess of eight (8) hours per day or forty (40) hours per week with the following two
exceptions: A) Employees regularly scheduled to work more than eight (8) hours per day will
receive overtime for the time worked in excess of the regularly scheduled hours per day. B)
Employees who work more than eight (8) hours on a given day due to flex time
mutually agreed upon by the employee and their supervisor will receive overtime for
the time worked in excess of their scheduled flex hours on that day.
e.g., L3nd~S!Employees who work twelve (12) hours per day will receive overtime for time
spent in excess of twelve (12) hours per day or forty (40) hours per week.
3. Amend Article 8, Section 6 by adding a new final sentence as follows:
Any City employee required to appear as a witness in Court for work-related matters
or at a municipal infraction hearing for work-related matters outside their work
schedule will be paid for such appearance pursuant to minimum call-in provisions
above. The employer will not alter work schedules solely to avoid this payment.
4. Amend Article 8, Section 9, as follows:
Section 9, Calculation of Overtime. Overtime will be recorded on the basis of an initial six
(6) minute segments and an employee must work an the entire segment to be credited with
one-tenth (1/10) hour for overtime. After the first six (6) minutes, overtime will be
recorded and credited on a minute-for-minute basis.
5. Amend Article 8, Section 12 as follows:
Section XII. Shift deferential. Employees who work a scheduled shift which begins at or after
1:30 p.m., but before 10:00 p.m., shall receive an additional fifteen-twenty cents($. ! 5)
($.20) per hour during the first year of this agreement (F'Y2000) and shall receive an
additional twenty-five cents ($.25) per hour during the second year of this agreement
(FY2001). Employees who work a scheduled shift which begins at or after 10:00 p.m. but
before 1:00 a.m. shall receive an additional thirty-five cents($.3O) ($.35) per hour during the
first year of this agreement (FY2000) and shall receive an additional forty cents ($.40)
during the second year of this agreement (FY2001).
6. Amend Article 11, Section 3, as follows:
Section 3, Notification. An employee shall notify his/her supervisor as soon as reasonably
possible of any sickness or illness which will cause him/her to miss work. Certain employees
may be required to provide such notification prior to the beginning of their work day. In those
cases where Department or Division requires such prior notification, the City will be
responsible for establishing a method whereby those employees can provide such
notification. Unless such notification is given, the absence will not be charged to sick leave,
but will be charged to other accumulated leave, or if no such accruals exist, to leave of
absence without pay. Unusual circumstances will be evaluated and may result in charging
the absence to sick leave. An employee who becomes sick at work will notify his/her
supervisor before leaving the area.
7. Amend Article 12, Section 2, as follows:
Section 2. Funerals. An employee will be granted up to three (3) work days per incident with
no loss of compensation or accruals if required to attend the funeral of his/her spouse, child,
grandchild, stepchild, foster child, mother, father, stepparent, sister, brother, step-sister, or
step-brother, or domestic partner (as recognized by City ordinance or City policy).
An employee will be granted one (1) day per occurrence with no loss of compensation nor
loss of accrual from sick, annual, or compensation time to attend the funeral of his/her
mother-in-law, father-in-law, grandparent, aunt or uncle, brother-in-law, sister-in-law, or
permanent member of the immediate household. In such cases, he/she shall be granted up
to two (2) additional days for travel, if necessary.
If additional time is needed, an employee shall be permitted to use up to three (3) work days
of accumulated sick leave with the approval of his/her supervisor.
8. Amend Article 12, Section 7, as follows:
Section 7. Voting Time. An employee shall be permitted to vote at a polling place in the
City of Iowa City or the City of Coralville dudng the work day in any national, state, or
local election if it is not reasonably possible for him/her to vote during off hours.
9. Amend Article 13, Section 5, as follows:
Section 5. Compensation After Transfer. When an employee transfers to another position
within the same or a lower range he/she shall move to a step and rate of pay within the
range of the position transferred to with pay to be determined on the basis of relative skills,
abilities, experience, and seniority. When an employee transfers to a higher range his/her
pay shall fall within that range and in no event will be less than the equivalent of a one step
~ increase based on their pay prior to the transfer.
10. Amend Article 16, Section 6, as follows:
Section 6. The employer will provide required protective clothing or protective devices,
including up to $100.00 annually for the purchase of safety shoes. Employees required to
wear shoes with puncture resistant soles will receive such reimbursement up to $150
annually. The employer shall pay the reasonable full cost of medically prescribed safety
shoes. All safety shoe purchases must receive prior approval from the employee's
immediate supervisor. Denial of safety shoe purchase is subject to the grievance procedure
commencing at Step 2.
11. Amend Article 16, Section 7, as follows:
2
Section 7. The employer will provide up to $75~00 during tho 06-87 fiscal yoar and up to
$100.00 during each of tho 07-08 and tho 08 9g fiscal years for the purchase of prescription
safety glasses, as needed, for those employees who are required to regularly wear safety
glasses. The employer may spedfy the source and type of safety glasses for which
reimbursement will be made. Replacement of safety glasses shall be subject to approval by
the supervisor.
12. Amend Article 21, Section 1, as follows:
Section 1. Classification Plan. The classification plan for bargaining unit employees is
attached to this Agreement (see Appendix A). The pay plan in effect on June 25, 1999,
shall be adjusted upward by three percent (3%) effective June 26, 1999. The pay plan
in effect on June 23, 2000, shall be adjusted upwards by three percent (3%) effective
June 24, 2000. Tho pay plan in offoct on Juno 28, 1096, shall bo adjustod upward by throo
and ono quartor porcont (3.25%) offoctivo Juno 29, 1996. Tho rosulting plan shall bo furthor
adjustod upward by throo poroont (3%) offoctivo Juno 28, 1097. Tho rosulting plan shall bo
furthor adjustod upward by two porcont (2%)on Juno 27, 1008, and tho rosulting plan furthor
adjustod upward by two porcont (2%) offoctivo Docombor 26, 1998. The effective date of
compensation adjustments and benefit adjustments applicable to any fiscal year will be the
first day of the pay period which begins between the dates of June 24 and July 7, inclusive.
Effective dates over the next fou."two years, for example, are as follows:
Juno 28,1997
Juno 27,1998
June 26,1999
June 24,2000
13. Amend Article 21 by adding a new Section 7 as follows:
Section 7. Time Cards and Time Sheets. For all City employees, the City shall provide
the employee an opportunity to review their time card and time sheet at the same
time.
14. Amend Article 24 as follows:
This agreement shall be in effect between July 1, 49961999 and June 30, ~2001.
Furthermore, this contract shall continue from year to year subsequent to June 30,
49992001, unless written notice to change or modify it is mailed or hand-delivered by either
party to the other party prior to September 15 of the year preceding the expiration date or
any extension thereof, and received by the other party no later than September 25 of that
same year or the next working day thereafter.
15. By separate letter of agreement (attached) the City will provide winter outerwear for
specified employees on a one-time basis.
16.
The parties have agreed on an open enrollment period for health and dental insurance, and
the attached memorandum will be distributed to all bargaining unit employees on May 14,
1999.
All other provisions of the existing Collective Bargaining Agreement will remain unchanged.
A SCME C~ty of Iowa C~ty
mgr/asst/agt/afscrne,doc
3
LETTER OF AGREEMENT
BETWEEN
AFSCME LOCAL 183
AND
CITY OF IOWA CITY
The parties have reached tentative agreement for a Collective Bargaining Agreement to be in
effect from July 1, 1999 through June 30, 2001. In addition, the parties have also agreed to the
following:
The City will provide one set of heavy-duty winter outerwear for employees who must
work outdoors a vast majority of the time in cold weather and/or who are routinely
exposed to extreme cold for extended periods of time as part of their job duties, and for
whom the need for heavy-duty, more durable outerwear exists due to their specific
duties.
Employees who will receive such outerwear are those in the positions listed as follows:
a. Landfill Division - all employees except scale house operator
b. Refuse Division - all collection personnel
c. Water Division - all who perform emergency main break repairs in the winter
d. Pollution Control Division - all employees who perform emergency sewer repairs
in the winter.
e. Parking Enforcement Attendants (leg wear only - they have previously been
provided with coats)
f. Special Projects Inspectors- Engineering Division
This outerwear will be provided on a one-time basis prior to the 1999-2000 winter
seasoR.
The style .and brand of outer wear will be determined by the City, in consultation with
representative members of the bargaining unit, and will be purchased and distributed by
the City. The City of Iowa City logo may be placed on the outerwear.
The outerwear provided will be used by the employees only when performing the duties
of their respective positions as City employees.
This outerwear is not part of the employee's required uniforms and the City shall not be
responsible for its cleaning or maintenance·
The outerwear will be turned in to the City in the event employment terminates or the
employee transfers to another position not listed in #2 above.
This Letter of Agreement shall not be a part of the Collective Bargaining Agreement and
the City will not be prejudiced in future collective bargaining for having agreed to provide
the outer wear specified herein at this time.
The parties shall meet and confer with respect to employees newly appointed to any of
the positions listed in #2 above regarding whether or not they are to be provided with this
outerwear.
.__~FO~~,)
Sig lature
mgr~asst%outerwea.doc
F THE CITY
ignature
Date c~,/~ ~""/?'
City of Iowa City
MEMORANDUM
Date: May 14, 1999
To: All AFSCME Local 183 Bargaining Unit Employees
From: Sylvia Mejia, Personnel Administrator
Re: Medical and Dental Insurance Open Enrollment
As agreed upon in the recently completed negotiations, a one month open enrollment period is
being made available to all AFSCME Local 183 bargaining unit employees for both Wellmark Blue
Cross/Blue Shield and Delta Dental coverage. Please read the following information carefully as it
lists all of the details as well as deadlines critical to the enrollment period.
For a one month period beginning May 17, 1999 and ending at 5:00 p.m. on June 17, 1999, you
will have the opportunity to make changes ordinarily not allowed under our dental policy as well as
changes to Wellmark Blue Cross/Blue Shield without medical underwriting. This includes joining
the Delta Dental insurance plan, changing your coverage from single to family, or adding non-
covered family members to your family policy. This is a one-time opportunity and you must
complete the necessary paperwork and return it to Personnel, no later than 5:00 p.m., June 17,
1999. Any change in coverage made during this enrollment period will be effective July 1, 1999.
To make changes to your current coverage or to begin coverage you must complete a new
application form(s). In addition to an application form, employees who are changing to family
dental coverage or adding members to a current family dental contract must also sign an
agreement to participate in the program for the term of the labor contract, July 1, 1999 through
June 30, 2001. You will be required to maintain family coverage (with the exception of the
occurrence of an event) and payroll deductions will be required for premium payment for family
coverage through June, 2001.
In summary:
May 17, 1999 through June 17, 1999 (5 p.m.) is the open enrollment period for Wellmark
Blue Cross/Blue Shield and Delta Dental coverage.
You must complete a new application if you wish to begin coverage or change from single
to family coverage.
If you change to family dental coverage or add members to an existing family plan, you will
be required to maintain family dental coverage for the length of the contract.
4. Coverage changes will be effective July 1, 1999.
Please contact Personnel to obtain an application form and payroll deduction agreement if
you wish to take advantage of the open enrollment. if you have any questions, please
contact Personnel.
wpdata~hurnanrell~nemos~AFCend .doc