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HomeMy WebLinkAbout2016-08-11 Info PacketCITY COUNCIL INFORMATION PACKET CITY OF IOWA CITY www.icgov.org I131 Council Tentative Meeting Schedule AUGUST 16 WORK SESSION I132 Work Session Agenda (Revised) [Distributed as Late Handout 8/15/16.] IP3 Memo from Mayor Throgmorton: Downtown Development I134 Memo from Transportation Planner: Traffic Calming Program Review I135 Pending City Council Work Session Topics August 11, 2016 Memorandum from Mayor: Goals for the City Manager [Distributed as Late Handout 8/15/16.] MISCELLANEOUS I136 Information from Council Member Cole: HUD Dislocation Pamphlet I137 Information from Council Member Cole: Iowa's Experience with "Road Diet" Measures: Impacts on Crash Frequencies and Crash Rates Assessed Following a Bayesian Approach I138 Information from City Manager: STAR August Newsletter I139 Copy of email from City Manager: Community Philanthropist for a day IP10 Civil Service Entrance Examination — Maintenance Operator, Water IP11 Invitation from Airport Operations Specialist: Sertoma Pancake Breakfast at the Iowa City Airport IP12 Copy of Iowa Department of Transportation (IDOT) notification : Portland Cement (PCC) Patching on 1-80 IP13 Email from Executive Director Housing Trust Fund of Johnson County: HTFJC Invitation IP14 Copy of Press Release: Senior Center plans 35th anniversary open house, ice cream social IP15 Copy of Press Release: Coffee with a Cop scheduled at 1s` Avenue Hy -Vee IP16 Copy of Press Release: City of Iowa City to host open house on affordable housing Copy of Press Release: First Avenue in Iowa City to close Saturday, August 20 through early September [Distributed as Late Handout 8/15/16.] August 11, 2016 Information Packet (continued) 2 DRAFT MINUTES IP17 Board of Adjustment: July 13 I1318 Historic Preservation Commission: July 14 00 CITY COUNCIL INFORMATION PACKET CITY OF IOWA CITY www.legov.org August 11, 2016 IP1 Council Tentative Meeting Schedule AUGUST 16 WORK SESSION ) IP2 Work Session end; IP3 Memo from Mayor n IN Memo from Transports IP5 Pending City Council )rton: Downtown Developmi Planner: Traffic Calming Pr !Se ssion Topics VISCELLANEibus Review IP6 Information from Council Member Co : HUD islocation Pamphlet IP7 Information from Council Member Cole: I wa's Experience with "Road Diet" Measures: Impacts on Crash Frequencies and ash Rates Assessed Following a Bayesian Approach IP8 Information from City Manager: STA August wsletter IP9 Copy of email from City Manager: Community Phil thropist for a day IP10 Civil Service Entrance Exa ' ation — Maintenance erator, Water I1311 Invitation from Airport Ope ations Specialist: Sertoma Pa cake Breakfast at the Iowa City Airport IP12 Copy of Iowa Depart ent of Transportation (IDOT) notificatio : Portland Cement (PCC) Patching on 1-80 IP13 Email from Executi a Director Housing Trust Fund of Johnson Coun : HTFJC Invitation IP14 Copy of Press elease: Senior Center plans 35th anniversary o n house, ice cream social IP15 Copy of Pre s Release: Coffee with a Cop scheduled at 1st Avenue Hy- ee IP16 Copy of P ss Release: City of Iowa City to host open house on affordabl housing DRAFT MINUTES IP17 Boar -'of July 13 IP18 Hist ric Preservation Commission: July 14 IP1 V P , City Council Tentative Meeting Schedule li agii ' � 44 .AS Subject to change � August 11, 2016 CITY OF IOWA CITY Date Time Meeting Location Tuesday, August 16, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, September 6, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, September 20, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, October 4, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, October 18, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Monday, October 24, 2016 4:00 PM Reception Johnson County Health 4:30 PM Joint Entities Meeting Human Services Bldg. Tuesday, November 1, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, November 15, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, December 6, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, December 20, 2016 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, January 3, 2017 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday, January 17, 2017 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Late Handouts Distributed �� Is'llb (Date) REVISED �r CCCIZrz CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (3 19) 356-5000 (319) 356-5009 FAX www.icgov.org City Council Work Session Agenda Tuesday, August 16, 2016 Emma J. Harvat Hall - City Hall 5:00 PM • Questions from Council re Agenda Items • Appointments to Boards and Commissions [Agenda # 10] • Discuss future actions concerning downtown development IF # 3 Info Packet of 8/11] • Review staff's proposed changes to the neighborhood traffic calming program [IP # 4 Info Packet of 8/11] • Discuss City Manager preliminary goals [late handout] • Information Packet Discussion [August 4, August 11] • Council Time • Meeting Schedule • Pending Work Session Topics IF # 5 Info Packet of 8/11] • Upcoming Community Events/Council Invitations � r AIn; cccccrAl ,1 CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (3 19) 356-5000 (319) 356-5009 FAX www.4ov. org Cit Council Work ssion Agenda esday, Aug st 16, 2016 Emm J. Hary Hall -City Hall 5:00 PM • Questions from Council re Agenda It s • Appointments to Boards and Com issio [Agenda # 10] • Discuss future actions concern' g downtown evelopment [IP # 3 Info Packet of 8/11] • Review staff's proposed ch ges to the neighbo ood traffic calming program [IP #4 Info Packet of 8/111 • Information Packet Dis ssion [August 4, August 11] • Council Time • Meeting • Pending WZommunitv Session Topics [IP # 5 Info Packet of 8/11] • Uocomina Events/Council Invitations IP3 CITY OF IOWA CITY MEMORANDUM To: City Council From: Jim Throgmorton, Mayor Subject: Downtown development Date: August 11, 2016 The health of our downtown is vitally important to the overall health of our city. Having a healthy downtown requires a collaborative effort on the part of City government, the Downtown District, private property owners and developers, historic preservation advocates, business owners, the University, and the public as a whole. Having a truly collaborative effort requires mutual commitment to a broadly shared vision for the downtown's preservation, renovation, and development. It also requires adoption and use of the financial and regulatory tools necessary for achieving that broadly shared vision. In order to facilitate such a collaborative understandings, intentions, and expectations. discussion, analysis, negotiation, and action. effort, our Council needs to articulate its I offer the following as a starting point for We should review the downtown portion of the Downtown and Riverfront Crossings Plan and, if necessary, consider amending it. Developed after extensive input from diverse publics, the downtown portion of the Downtown and Riverfront Crossings District Master Plan provides a broad vision for the downtown's preservation, renovation, and development: "Within the project study area, the City desires to preserve and enhance the historic buildings and character of Downtown, while encouraging appropriate infill redevelopment with a mix of building uses" (p. 18). More specifically, the Plan seeks to maintain downtown as the focal point of the region by (1) providing opportunities for strategic and contextual infill and redevelopment within Downtown; (2) encouraging a variety of uses and activities within the downtown core; and (3) enhancing the historical integrity of the district. The Plan also states, new development should be mixed-use and pedestrian -oriented in nature. In addition, it should follow a list of very basic rules that are consistent with the existing character of Downtown. The following guidelines were developed following a thorough analysis of the patterns and framework that make Downtown special. These include: • New development should be located on sites that do not contain historic buildings. • Active uses, such as ground floor retail (and not blank walls), should front onto the street frontages and the City Plaza. • Upper floors should contain office, commercial, and residential sues. • Buildings should be built to the property line. • Corner locations should be reserved for taller buildings, creating a block structure with taller buildings on the corners and lower scale, historic buildings between them. • The taller buildings on the corners should have a lower base consistent with adjacent historic buildings to make them 'feel' contextual with the rest of downtown, while also limiting the perceived height of towers. August 11, 2016 Page 2 • Parking should be located both on -street and behind storefronts in parking structures.... Departure from these guidelines will erode the special qualities that make Downtown so unique. Ultimately, the City should pursue the creation of a form -based Code to regulate all new development Downtown (pp. 55-56). While providing a vision, the Downtown Plan reflects broad aspirations, lacks the force of law, and can be interpreted in multiple ways. Consequently, its practical meaning depends on the tools being used and the actions being taken. Although the Downtown Plan does not have the force of law, we can use our understanding of the Plan as a guide whenever we make discretionary decisions, especially with regard to the use of Tax Increment Financing (TIF) and other financial incentives. (See the attached draft statement of principles.) We should, therefore, review the downtown portion of the Downtown and Riverfront Crossing Master Plan; clearly articulate what it means for us with regard to preservation, renovation, and development of properties; and, if necessary, consider possible amendments to it. 2. We need to adopt or improve the financial and regulatory tools necessary to achieve the vision expressed in the Downtown Plan. The Downtown Plan discusses several actions, which can be taken to achieve the Plan's broad vision, including: preserving historic buildings, improving streetscape design, adopting a Form Based Code, conducting a detailed traffic study, constraining the desirable range of building heights, and providing grants for facade improvements. We should determine which of those actions are most critical to our objectives and prioritize those specific actions. The City has already taken specific steps with regard to facade grants and streetscape improvements, but other actions have not been pursued or have not yet been adopted. We should take preliminary steps toward replacing the CB -10 Zone with a new Downtown Form Based Code (FBC). Right now the key tool is the CB -10 portion of the Zoning Code. The Downtown Plan recommends replacing the CB - 10 Zone with an FBC. I believe this would be a very positive step; however, given our recent commitment to developing FBCs for two other parts of the city, my sense is that the staff and the City Council will not be in a position to take on the task of developing a downtown FBC for another couple years. Moreover, adopting a Downtown FBC is unlikely to be easy politically or legally given that a super -majority vote (6 out of 7) from the Council would probably be required. We should plan to include development of a Downtown FBC in the Strategic Plan for 2018-2019, and instruct the staff to include funds for its development in the budget for FY 2018. In the interim we should identify and consider possible amendments to the existing CB -10 code. We should continue the streetscape improvements, consider re -starting the facade improvement grants, and adopt a set of guidelines for storefronts and signage. A draft set of guidelines is currently undergoing staff review. We should work with the Downtown District and historic preservation advocates to update the inventory of historic structures, determine how financial incentives for historic preservation can be used more effectively, and consider the possibility of creating an historic preservation or conservation district for part of downtown. The Downtown Plan states, "The high concentration of these [historic and contributing] buildings within the District August 11, 2016 Page 3 provides character and ambiance, and gives Downtown Iowa City its own unique sense of place. In order to maintain this, the City should take measures to preserve and actively protect these buildings." Given this, we should find ways to take better advantage of Historic Preservation Tax Credits and provide incentives for the renovation of older buildings (interior and exterior). This would require updating the inventory of historic buildings. (A grant application pertaining to this update is included on our August 16 agenda.) Incentives might also include creating an historic preservation district covering part of the downtown, as well as time-limited property tax abatements for renovations of historic structures. We could also consider using Transfer of Development Rights (TDR) as an incentive to preserve historic structures; however, TDR might not prove very effective in the downtown core because of the limited geographic area, the multitude of different property owners, specific characteristics of several historic properties, and the difficulties of assembling land. Use of TDR might also result in conflicts with desired height limitations. We should adopt a set of principles concerning the City's use of TIF and other financial incentives for downtown development projects. We need to clearly express what we value concerning development downtown, and to back up those values with a willingness to provide financial incentives to property owners and developers. (See attachment.) We should authorize preparation of a 3-D model of downtown, which subsequently can be used to visualize the urban design implications of alternative development proposals. At present, we and the public are heavily dependent on architectural renderings provided by developers. These renderings are helpful, but they provide selective views of proposed buildings and offer little insight into the urban design effects of those individual buildings on streetscapes and the downtown as a whole. Construction of a 3-dimensional virtual model of the downtown would provide us and diverse interested publics information needed to envision the effects of diverse design alternatives. We should explore ways to significantly alleviate pressure caused by student demand for off -campus housing. A key first step would be to collaborate with the University of Iowa in developing a housing market assessment pertaining to downtown and the University Impact Zone. This would explicitly include an assessment of the effects of student demand upon the cost of land downtown and upon the prices and rents of residential units. Funds for such a study have already been included in the City's FY2016-17 budget, and productive conversations have already been held with President Harreld and his staff on this topic. We should evaluate the effects of downtown redevelopment upon the demand for on- and off-street parking in neighborhoods adjacent to downtown. Funds for preparing an on- and off-street parking study are included in the FY 2016-17 budget. Permits for long-term residents and the installation of parking meters should be considered, with part of the revenue being directed toward neighborhood associations for purposes they identify. The recent McCallum/Michaud/Burford proposal for a Parking Improvement District provides one possible model. In addition, the implications of expanding the off-street parking waiver for other than historic building renovations needs to be carefully evaluated. August 11, 2016 Page 4 DRAFT Preliminary Suggestions Concerning TIF Support for New Downtown Development Projects The Council's Economic Development Committee is currently reviewing possible changes to the City's TIF policy. I offer the following preliminary suggestions as a starting point for discussion, analysis, negotiation, and action concerning the use of TIF for downtown development projects. The Council needs to clearly express what it values concerning development downtown, and to back up those values with a willingness to provide financial incentives to property owners and developers. The Council considers TIF to be a critically important means of guiding and achieving a preferred pattern of development downtown. The Council also understands the importance of providing clear signals to property owners, developers, businesses, and the public about what kinds of projects the City wants to encourage and facilitate in Iowa City's downtown. To be approved by the Council, a TIF for any new development project downtown must fulfill the following conditions: • The project must be consistent with the overall vision for downtown preservation and development as articulated in the downtown element of the Comprehensive Plan, as determined by the Council; • The project must incrementally enhance the existing architectural character and identity of the downtown and of the block and/or intersection at which the project would be located, and it must help bring the commonly shared space of the streetscape to life by enhancing the appeal and pedestrian experience of the project at street level. • The project must be designed in a manner that is sensitive and complementary to any adjacent historic buildings; it must contribute to a harmonious rhythm and proportion of building elements along the street frontage and ensure that differences in mass and scale are mitigated through fagade articulation and, if possible, upper story setbacks. • If the project includes 10 or more residential units, the project must comply with the recently adopted amendments to our TIF policy: at least 15% of its rental units must be affordable to households whose income is at or below 60% of the Area Median Income (AMI), and at least 10% of its owned units be affordable to households at or below 110% of AMI. Payments in lieu of actual units can be made. • The project must be designed for and certified as achieving LEED Gold or higher. • The project must undergo the City's rigorous "gap analysis" financial test. A new downtown development project might also include other elements, which can be included in a TIF request and would be subject to normal processes of negotiation and mutual agreement. These additional elements include Class A office space and housing for long-term residents such as retirees, seniors, and young professionals. CITY OF IOWA CITY 1P4 MEMORANDUM Date: August 10, 2016 To: Geoff Fruin; City Manager From: Kent Ralston; Transportation Planner Re: Traffic Calming Program Review Introduction: The Iowa City Traffic Calming Program was originally adopted by City Council in 1996 and remains largely unchanged since its inception. The goal of the program is to reduce excessive vehicle speeds/volumes on local and collector streets where there is a strong desire by a neighborhood, and where the need to calm traffic is confirmed through data collection. Due to an increasing number of requests and staff -time allocated to the program, and to ensure the program remains effective, a review was conducted. History/Background: Traffic calming includes three main elements; education, enforcement, and environment. Education is the process of making motorists more aware of their speeds. Educational component's include 'flagging' posted speed limit signs, posting 'check your speed' signage, use of the Police Department's radar feedback trailer, and other forms of public outreach including educational campaigns. Enforcement is targeted police presence for a period of time. While this approach is very effective, consistent enforcement in all neighborhoods is simply not feasible. Environment includes physical modifications to roadways where traffic is effectively slowed or diverted. While there are numerous proven environmental modifications available for use, each situation must be evaluated independently to ensure such modifications can be implemented safely and appropriately in the larger context of the road network. While reducing vehicle volumes may not always be feasible (or desirable) due to the existing street pattern, minimizing excessive speeds in neighborhoods is always desired. Discussion: The attached document identifies proposed changes to the existing traffic calming criteria. While the existing program has served the community well, the rational for the proposed changes are as follows: 1. Ensure broad neighborhood support for projects at the onset - thereby minimizing staff time for projects that ultimately fail to garner adequate neighborhood support 2. Direct limited funding towards projects/neighborhoods showing the greatest need 3. Formalize aspects of the program that require clarification Several internal procedural changes are also planned for the program. Most importantly, staff intends to create a 'traffic calming committee' that will bring together appropriate staff to discuss traffic calming requests and review speed/volume data collected. The committee will allow for discussion and coordination across City departments allowing for more comprehensive and cost effective solutions. Potential outcomes of the additional coordination could allow routine street resurfacing projects to occur in concert with physical traffic calming, or planting street trees as part of the program — neither of which has occurred previously. The committee will ultimately be responsible for identifying a menu of traffic calming solutions most appropriate for the situation. Staff intends to use traffic calming solutions included in the US Traffic Calming Manual for the adopted traffic calming program, including but not limited to: speed humps, diverters, median islands, traffic circles, raised crosswalks, chokers, lane striping, on -street parking, and street trees. While the City's Traffic Calming Program is targeted towards retrofitting existing streets, staff understands the need to also effectively design new streets to discourage excessive vehicle speeds while maintaining the City's ability to provide services. To ensure proper design of our roadways, staff intends to review the 2016 Statewide Urban Design and Specifications (SUDAS) Design Manual and discuss adoption of the standards with Council in the spring of 2017. A goal of SUDAS is to promote uniformity of urban design across Iowa and to provide a mechanism for research and adoption of improved design standards. Staffs review will include specifications for street width, on -street parking, street trees, bicycle facilities and other 'complete streets' design elements provided in the manual. Recommendations to Council regarding street standards will also be augmented by outcomes of the pending form -based code planned to be completed by a consultant by next spring. Until the SUDAS review and formed -based code are completed, staff will continue to rely on standards outlined in the City Code - Title 15 'Land Subdivisions' with respect to street width, on -street parking, access standards, connectivity, block length and pattern, and the use of traffic calming solutions where necessary. In addition to using the newly formed traffic calming committee to address questions with respect to retrofit projects, the committee will also be used to vet solutions for new roadways during design. Financial Impact: Proposed changes to the program outlined in this memo do not have a direct financial impact. The City budget includes a $25,000 annual allocation for traffic calming. This amount may need increased in the future depending on number of requests and types of solutions used. Recommendation: Staff recommends ratifying the proposed changes to the adopted Traffic Calming Program by formal resolution and utilizing the new procedures outlined in this memo upon adoption. This would include the formation of a staff -level traffic calming committee that would evaluate traffic calming requests and communicate a menu of appropriate solutions to neighborhoods, and evaluate new roadways when necessary. Staff intends to review the 2016 Statewide Urban Design and Specifications (SUDAS) Design Manual and discuss adoption of the standards with Council in the spring of 2017. Recommendations to Council will also be based on outcomes of the pending form -based code planned to be completed by that time. 2 Current & Proposed Traffic Calming Criteria Current Policy Proposed Policy Rational for Change Traffic Calming Letter from Neighborhood Necessary for proposed petition Initiation Association or Petition Petition signature requirement (below) To ensure broad neighborhood Petition Signatures must be from abutting o Signatures from 67%of abutting support at the onset and to minimize Requirements properties - no requirement for properties staff time on projects not desired by number of signatures the larger neighborhood Mail-back Survey Yes Yes na Localstreets: All households with direct access to the street; Only households with property To simplify the survey scope and to Survey Scope Collector streets: All households abutting the street frontage ensure that only households applying with direct access and households proposed for traffic calming for traffic calming get to formally vote on adjacent streets which must use for/against a project. collector Survey Response To increase particpation in the survey Rate Requirement none >=67% whether for or against a project. Survey Approval >= 60% >= 67% To increase neighborhood support Rate To allow neighborhoods to develop Eligible Streets Local & Collector Local & Collector (75% of lots must further to see if on-street parking, be developed) street trees, or other forms of 'side- friction' calm traffic. Explicitly ineligible Arterial Streets Arterial Streets na streets Eligible Minimum Local ADT> 500; Collector ADT > Local ADT> 500; Collector ADT > Traffic Volumes 1,000 1,000 na To disallow traffic calming on streets Eligible Maximum None - projects should not divert that function as arterials and to Traffic Volumes traffic 3,OOD ADT minimize diversion onto adjacent streets To ensure funding of projects only Eligible Speeds 85% percentile speeds must exceed 85% percentile speeds must exceed where truly needed. 7 mph is typical 5 mph over the posted speed limit 7 mph over the posted speed limit of programs reviewed. By Petition (Only after 3 years using To ensure that effective projects are Requests for same process to obtain traffic not removed simply due to Removal By Petition calming - No subsequent requests neighborhood turnover or when for 5 years) deemed a nuisance. Prioritization First come first served First come first served na Method IP5 Ciro of IOWA Cm PENDING CITY COUNCIL WORK SESSION TOPICS August 11, 2016 September 6, 2016 1. Joint meeting Parks and Recreation Commission to review various park plans September 20, 2016 1. Discuss Affordable Housing Action Plan and provide staff direction on various recommendations Strategic Plan / Budget Related Topics: 1. Consider amending the City's Annexation Policy to require the provision of affordable housing in new residential/mixed-use areas (September) 2. Provide timely and appropriate input on the ICCSD's planned 2017 bond referendum 3. Significantly improve the Council and staff's ability to engage with diverse populations on complex or controversial topics 4. Set a substantive and achievable goal for reducing city-wide carbon emissions by 2030, and create an ad- hoc climate change task force, potentially under an umbrella STAR Communities committee, to devise a cost-effective strategy for achieving the goal. 5. Identify and implement an achievable goal to reduce disproportionality in arrests 6. Identify a substantive and achievable goal for the provision of affordable housing in Iowa City and implement strategies to achieve this goal (September) 7. Determine scope of Council identified on/off street parking study 8. Determine scope of Council identified housing market analysis of core neighborhoods 9. Determine scope of Council identified complete streets study 10. Determine use of affordable housing funds resulting from the sale of the Court / Linn property (September) Other Topics: 11. Discuss marijuana policies and potential legislative advocacy positions 12. Review the Child Data Snapshot (IP2 2/18) and discuss related strategies with local stakeholders 13. Discuss creation of an ad-hoc committee on social justice and racial equity — CITY OF IOWA CITY MEMORANDU 4 604 To: City Council 41(S`\� From: Mayor Jim Throgmorton Subject: Goals for the City Manager (Date) Date: August 15, 2016 According to our contract with City Manager Geoff Fruin, "Within thirty (30) days of execution of this agreement the Employer shall provide the Employee with a preliminary set of goals for the following year. The Employer shall discuss these preliminary goals during an executive session with the Employee and, within 14 days of that discussion, present the Employee with a final written set of goals." The agreement was approved on July 19. We must, therefore, provide Geoff with a preliminary set of goals not later than August 18. We have scheduled August 16 as the date for discussing our preliminary set of goals with Geoff. Geoff has waived the executive session and has agreed to hold the CM goal discussion in open session on 8/16. As indicated in my earlier memo to you, my sense is that the goals should derive primarily (but not exclusively) from our Strategic Plan. Geoffs overarching goal would, therefore, be to achieve (or make measureable progress toward completing) the actions specified in that Plan. As I also suggested earlier, however, it would be helpful both to Geoff and us to think carefully about which of the 30+ actions listed in that Plan are most important, and to translate those actions into goals for Geoff. Ideally those goals would be ones for which the extent of progress can be clearly be measured. As of 6 p.m. on August 14, five Council members (myself included) had submitted their list of proposed goals. They appear on the following page. We will discuss our proposed goals with Geoff during our work session on August 16. Preliminary Set of Goals for the City Manager General Achieve (or make measureable progress toward completing) the actions specified in the Strategic Plan. Ensure that major new staff initiatives (e.g., a Local Option Sales Tax) are consistent with the Strategic Plan's overall intention of fostering a more inclusive, just, and sustainable city. Respond skillfully to any major unexpected events (e.g., a flood, a tornado), and provide the Council with timely and effective advice about how to respond to major unexpected challenges. Maintain communication with the Council & staff as significant events occur. Continue the 2 on I meetings with Council members as needed. Specific Promote a Strong and Resilient Local Economy Ensure the Downtown, the Riverfront Crossings District, and our interstate entryways are being developed in a manner that is consistent with the Council's overall intention of fostering a more inclusive, just, and sustainable Iowa City. Incorporate more policies to increase wages for employees through project labor agreements, and livable wage requirements for city contractors. Encourage a Vibrant and Walkable Urban Core Not later than the end of 2017, present the Council with a good Form -Based Code and ordinance for either the area near Alexander Elementary or the older neighborhoods in the University Impact Area, and report that substantial progress has been made toward crafting a code for the other area. NOTE: This applies to "Foster Healthy Neighborhoods" as well. Ensure that Iowa City achieves Gold Bicycle Friendly status by the end of 2017. Increase the number of road optimization projects downtown (otherwise known as "road diets"), and in particular on Gilbert. Foster Healthy Neighborhoods throughout the City (See above.) Maintain a Solid Financial Foundation Keep City government on a solid financial foundation. Keep Council updated at least quarterly on status of budgetary items & strategic plan. Generating new tax revenue to maintain & supplement Strategic Plan projects is important. Enhance Community Engagement and Intergovernmental Relations Maintain a working and professional relationship with University officials. Remain active in the community, promoting visibility, transparency & accountability. Embrace open and participatory decision making in development projects. Especially where developers are seeking significant public funds, or advocating for significant departures for existing policy, the community needs to know at the earliest possible time frame. Encourage open communication between staff, City Manager, the Council and the public. Work with Councils, city staff, County BOS, and school board to collaborate and continue a positive relationship with neighboring communities. Promote Environmental Sustainability Not later than the end of 2017, present the Council with an effective plan/strategy for reducing city-wide carbon emissions. Commitment to reduction of carbon emissions throughout the city, and encourage energy efficiency in new developments. Provide a leadership role in increasing the use of more on-site solar, wind, and other sources of renewable energy throughout Iowa City, including placing a solar installation on city hall, and on other municipal buildings. Increase the number of growing spaces such as Chadek Green. Advocate for and achieve regenerative city goals as identified in the Mayor's proclamation last May. Advance Social Justice and Racial Equity Hire a new Police Chief who can build an even better police department, identify and achieve a goal for reducing disproportionalities in arrests, and build/strengthen a sense of mutual trust between the police and diverse parts of the Iowa City community. Work with new police chief to identify key areas of concern (short term & long term) in the community and develop a plan to address concerns. Strengthen relationships with the minority community. The Strategic Plan is a must, and affordable housing is our biggest concern. Not later than the end of 2017, provide the Council with sufficient information to set "a substantive and achievable goal for the provision of affordable housing," and be implementing a range of strategies to achieve that goal, especially for low -to -moderate income households. Continue to make progress towards implementing affordable housing action. Encourage development of affordable housing for persons of all ages. Help the Council identify effective means of improving economic opportunities and outcomes for lower-income populations. Make our community less segregated by race, and class, including: evaluate what power we have, if any, to address private restrictive covenants which perpetuate socioeconomic and racial segregation. If we do not have the municipal authority, advocate for placing these issues on our lobbying agenda. Promote an inclusive and welcoming community. Increase diversity in our work force, both in areas subject to civil service and not. ua-'I1-76 I P 6 Marian Karr From: Rockne Cole <rocknecole@gmail.com> Sent: Thursday, August 04, 2016 10:13 PM To: Marian Karr; Council; Geoff Fruin Attachments: HUD Dislocation Pamphlet.pdf Marian, Please place in information packet. It describes the relocation assistance policy for properties subject to HUD regulations. While not directly applicable since no federal funds were used, we used it as a guide for our proposed fix relocation assistance grants for Rose Oaks residents. Other cities, including San Francisco, and Seattle, have well established relocation assistance ordinances. I am including links for references: http://sfrb.org/section-379c-tenants-rights-relocation-no-fault-evictions (San Fran) httv://www.seattle.gov/dvd/codesrules/codes/tenantrelocationassistance/ (Seattle). Both ordinances identify: the reason for providing such assistance, who pays, and how such plans can be administered. They provide excellent models for how these communities balanced development with the countervailing concerns about the human costs associated with unexpected dislocations. I understand we apparently have some Home Rule limitations preventing us from enacting such ordinances; however, I believe both could serve as a starting point for exploring whether any aspects of these ordinances could be adopted here within the constraints of our current home rule statute. Rockne Cole U.S. Department of Housing and Urban Development Office of Community Planning and Development RELOCATION ASSISTANCE TO TENANTS DISPLACED FROM THEIR HOMES Introduction This booklet describes the relocation payments and other relocation assistance provided under the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (URA) to tenants displaced from their homes. This includes any family or individual that must move as a direct result of rehabilitation, demolition or acquisition for a project in which Federal funds are used. If you are notified that you will be displaced, it is important that you do not move before you learn what you must do to receive the relocation payments and other assistance to which you are entitled. This booklet may not answer all of your questions. If you have more questions about your relocation, contact the Agency responsible for the project. Ask your questions before you move. Afterwards, it may be too late. Summary of Relocation Assistance As an eligible tenant displaced from your home, you will be offered the following advisory and financial assistance: • Advisory Services. This includes referrals to comparable and suitable replacement homes, the inspection of replacement housing to ensure that it meets established standards, help in preparing claim forms for relocation payments and other assistance to minimize the impact of the move. • Payment for Moving Expenses. You may choose either a: Payment for Your Actual Reasonable Moving and Related Expenses, or Fixed Moving Expense and Dislocation Allowance. • Replacement Housing Assistance. To enable you to rent, or if you prefer, buy a comparable or suitable replacement home, you may choose either: Rental Assistance, or Purchase Assistance. If you disagree with the Agency's decision as to the relocation assistance for which you are eligible, you may appeal that decision. General Questions How Will I Know I Am Eligible For Relocation Assistance? You should receive a written notice explaining your eligibility for relocation assistance. You should not move before receiving that notice. If you do, you may not receive relocation assistance. How Will The Agency Know How Much Help I Need? You will be contacted at an early date and personally interviewed by a representative of the Agency to determine your relocation needs and preferences for replacement housing and advisory services. The interviewer will ask certain questions about you and other members of your household, including questions about your Income. It is to your advantage to provide the information so that the Agency can assist you in moving with a minimum of hardship. The information you give will be kept in confidence. How Soon Will I Have To Move? If possible, a mutually agreeable date for the move will be worked out. You will be given enough time to make plans for moving. Unless there is a health or safety emergency, you will not be required to move without at least 90 days advance written notice of (1) at least one "comparable replacement home" that is available to you and (2) the earliest date by which you must move. What Is A Comparable Replacement Home? A comparable replacement home is •Decent, safe, and sanitary. • Functionally equivalent to (and equal or better than) your present home. Actually available for you to rent. •Affordable. • Reasonably accessible to your place of employment. •Generally as well located with respect to public and commercial facilities, such as schools and shopping as your present home. •Not subject to unreasonable adverse environmental conditions. •Available to all persons regardless of race, color, religion, sex, or national origin. What is Decent, Safe, and Sanitary Housing? Decent, safe, and sanitary housing is housing that: •Meets applicable housing and occupancy requirements. •Is structurally sound, weathertight, and in good repair. •Contains a safe, adequate electrical wiring system. • Has adequate living space for the occupants. • Has a kitchen with a sink, hot and cold running water, and connections for a stove and refrigerator (if you were displaced from a housekeeping unit). •Has a separate, complete bathroom with hot and cold running water. •Has heating as required by climatic conditions. • Has an unobstructed exit to safe, open space at ground level. •Meets standards protecting occupants from lead-based paint hazards. • If you are physically handicapped, is free of any barriers which would preclude your reasonable use of the unit. Will The Agency Help Me Find A Replacement Home? Yes. You will be provided with referrals to housing that has been inspected to ensure that it meets established standards. If possible, you will be referred to at least three comparable replacement homes. 2 The maximum financial assistance for which you may qualify will be based on the cost of the most representative comparable replacement home that is available to you. Promptly after you become eligible for relocation assistance, the Agency will inform you of such unit and the maximum payment available. Once the Agency representative has a clear understanding of your needs and preferences, he or she will work with you to assure that you are given the best possible choice of housing. The Agency will offer you appropriate transportation to inspect these units. If you would like to move to government-owned housing or obtain a Section 8 "housing voucher" or "certificate," let the Agency representative know of your interest. Generally, an eligible displaced person receives preference for such long term housing assistance. You will be given assistance in completing any required application forms. What If I Find My Own Replacement Housing? You have every right to find your own replacement housing. However, before you rent or buy, ask the Agency to inspect the unit to make sure that it is decent, safe, and sanitary. If the housing unit is not decent, safe, and sanitary, you will not receive a replacement housing payment. What If I Encounter A Problem In Obtaining Housing Of My Choice? If you encounter a problem in buying or renting housing of your choice, notify the Agency immediately. The Agency will look into the matter and try to resolve it. You will receive this help whether you were referred to the housing unit or found it yourself. If you are unable to buy or rent a housing unit because of discriminatory practices on the part of a real estate broker, rental agent, lender, or a property owner, the Agency will help you file a formal housing discrimination complaint with the U.S. Department of Housing and Urban Development or the appropriate State or local fair housing agency. What Other Services Will I Receive? In addition to help in obtaining a comparable replacement home, other assistance, as necessary, will be provided in order to minimize the impact of your move. This assistance may include referral to appropriate public and private agencies that provide services concerning housing financing, employment, health, welfare, or legal assistance. The range of services depends on the needs of the person being displaced. You should ask the Agency representative to tell you about the specific services that will be available to help you and your family. What Is a Payment For Actual Reasonable Moving and Related Expenses? You may choose to receive a relocation payment to cover the reasonable cost of your move. If you choose a Payment For Actual Reasonable Moving And Related Expenses, you may include in your claim the reasonable and necessary costs for: •Transportation for you and your family. • Packing, moving and unpacking your household goods. • Disconnecting and reconnecting household appliances and other personal property (e.g., telephone and cable TV). 3 •Storage of household goods, as may be necessary. •Insurance for the replacement value of your property during the move and necessary storage. •The replacement value of property lost, stolen or damaged in the move (but not through your neglect) if insurance is not reasonably available. The Agency will explain all eligible moving costs, as well as those which are not eligible. You must be able to account for any costs that you incur, so keep all your receipts. Select your mover with care. The Agency can help you select a reliable and reputable mover. You may elect to pay your moving costs yourself and be repaid by the Agency or, if you prefer, you may have the Agency pay the mover. In either case, let the Agency know before you move. What Is A Fixed Moving Expense And Dislocation Allowance? If you choose a Fixed Moving Expense and Dislocation Allowance, you will receive an allowance which is based on the number of rooms in your home or the number of rooms of furniture you will be moving, as shown on a schedule. The Agency has a copy of the schedule and will help you decide whether choosing this allowance is in your best interest. If you do not have a large amount of personal property to move, this payment should be more advantageous. No special documentation is required to support your claim. You need only move your personal property and complete the appropriate claim form in order to receive your payment. How Much Rental Assistance Will I Receive? You may be eligible to receive Rental Assistance for a 42 -month period. The assistance is computed in the following manner: The assistance needed for one month is determined by subtracting the "base monthly rent" for your present home from the cost of rent and utilities for your new home (or a comparable replacement home, if that cost is lower). That monthly need, if any, is multiplied by 42, to determine the total amount that you will receive. This amount will be paid directly to you. However, the Agency may elect to provide the assistance in monthly installments or other periodic payments. Generally, the base monthly rent for your present home is the lesser of: (1) the monthly rent and average monthly cost for utilities, or (2) thirty (30) percent of your average monthly gross household income. Examples: Let's say that the monthly rent and average cost for utilities for your present home are $250; the monthly rent and estimated average utility costs for a comparable replacement home are $350; and your monthly gross income is $700. In this case your "base monthly rent" would be $210 because that amount (30 percent of your income) is less than the monthly cost of rent and utilities at your present home ($250). If you rent a replacement home for $360 per month, including estimated average monthly utility charges, you will receive $5,880. That amount is 42 times $140 (the difference between the "base monthly rent" for your present home ($210) and the cost for a comparable replacement home ($350)). If you rent a replacement home for $310, including estimated average monthly utility charges, you will receive $4,200. That amount is 42 times $100 (the difference between the "base monthly rent" for your present home ($210) and the actual cost of your new home ($310)). M I To qualify for rental assistance, you must rent and occupy a decent, safe, and sanitary home within one year after the date you move. However, the Agency will extend this period for good cause. If I Decide to Buy, Rather Than Rent, How Much Assistance Will 1 Receive? If you buy a replacement home, you may be eligible for assistance to make a down payment equal to the amount you would receive if you rented a comparable replacement home (i.e., 42 times the amount obtained by subtracting the "base monthly rent" for your present home from the monthly rent and estimated average monthly utility costs for a comparable replacement home). A down payment assistance payment will be paid in a lump sum. Example: Assuming the information in the prior examples, the downpayment assistance payment would be $5,880. That amount is 42 times $140 (the difference between the "base monthly rent" for your present home ($210) and the monthly rent and estimated average monthly utilities cost for a comparable replacement home ($350). The full amount of the payment must be applied to the purchase of the replacement dwelling. Must I File A Claim To Obtain A Relocation Payment? Yes. You must file a claim for each relocation payment. The Agency will, however, provide you with the required claim form, help you to complete it, and explain the type of documentation, if any, that you must submit in order to receive the payment. If you must pay any relocation expenses before you move (e.g., a security deposit when you sign a lease for your new home), discuss your financial needs with the Agency. You should be able to obtain an advance payment to meet these costs. An advance payment may be placed in "escrow" or paid directly to a contractor to ensure that the move will be completed on a timely basis. You must file your claim within 18 months after the date you move. However, it is to your advantage to file as soon as possible after you move. The sooner you submit your claim, the sooner it can be processed and paid. If you are unable to file your claim within 18 months, ask the Agency to extend this period. Be careful not to confuse this 18 -month period with the 12 -month period within which you must rent (or buy) and occupy a replacement dwelling in order to be eligible for a replacement housing payment. You will be paid promptly after you file an acceptable claim. If there is any question regarding your right to a relocation payment or the amount of the payment, you will be notified, in writing, of the problem and the action you may take to resolve the matter. Will I Have To Pay Rent To The Agency Before I Move? If the Agency acquires the property in which you live, you may be required to pay a fair rent to the Agency for the period between the acquisition of the property and the date that you move. Such rent will not exceed the market rent for comparable properties in the area. Do I Have To Pay Federal Income Taxes On My Relocation Payments? No. Section 216 of the URA states that you need not report relocation payments as part of your gross income for Federal tax purposes. For information on State or local income taxes, you should 5 check with the State or local income tax office in your area or with your personal tax advisor. What If I Don't Receive The Required Assistance. Can I Appeal? If you disagree with the Agency's decision as to your right to relocation assistance or the amount of a payment, or the adequacy of the housing to which you have been referred, you may appeal the decision to the Agency. The Agency will inform you of its appeal procedures. At a minimum, you will have 60 days to file your appeal with the Agency after you receive written notification of the Agency's determination on your claim. Your appeal must be in writing. However, if you need help, the Agency will assist you in preparing your appeal. If you are a low- or moderate -income person and are dissatisfied with the Agency's determination on your appeal, you may have an additional right to request administrative review of that decision (e.g., by HUD or the State). You can expect a fair decision on any appeal. However, if you are not satisfied with the final administrative decision on your appeal, you may seek review of the matter by the courts. I Have More Questions. Who Will Answer Them? If you have further questions after reading this booklet, contact the Agency and discuss your concerns with an Agency representative. Cali your local HUD office for assistance. Go to www.hud.gov to find out about your local HUD office. HUD -1042 -CPD (Previous Edition Obsolete) ti From Council Member Cole IP7 Iowa's Experience with "Road Diet" Measures: Impacts on Crash Frequencies and Crash Rates Assessed Following a Bayesian Approach Michael D. Pawlovich, Ph.D., P.E. (corresponding author) Iowa Department of Transportation, Office of Traffic and Safety 800 Lincoln Way Ames, Iowa 50010 P: (515) 239-1428 F: (515) 239-1891 Michael.Pawlovich@dot.iowa.gov Wen Li, M.S. Graduate Research Assistant Iowa State University, Department of Statistics 102 Snedecor Hall Ames, Iowa 50011 P: (515) 294-3440 F: (515) 294-4040 shirley@iastate.edu Alicia Carriquiry, Ph.D. Iowa State University, Department of Statistics 102 Snedecor Hall Ames, Iowa 50011 P: (515) 294-7782 F: (515) 294-4040 alicia@iastate.edu Tom Welch, P.E. Iowa Department of Transportation, Office of Traffic and Safety 800 Lincoln Way Ames, Iowa 50010 P: (515)239-1428 F: (515) 239-1891 Tom.Welch@dot.iowa.gov August 2005 Prepared for consideration for presentation at the TRB annual meeting and potential publication in the Transportation Research Record ABSTRACT A Bayesian data analysis to assess the reduction in crash history due to "road diets" in Iowa was conducted by the Iowa State University Department of Statistics in cooperation with Iowa Department of Transportation Office of Traffic and Safety (TAS). The study utilized monthly crash data and estimated volumes obtained from TAS for 30 sites, 15 treatment and 15 control, over 23 years (1982-2004). The sites had volumes ranging from 2,030 to 15,350 during that timespan and were largely located in smaller urbanized areas. The main research objective was to assess whether "road diets" appear to result in crash reductions on Iowa roads. To meet the objective we analyzed crash data at each site before and after the conversions were completed. Given the random and rare nature of crash events, we fitted a hierarchical Poisson model to crashes, where the log mean was expressed as a piece -wise linear function of time period, seasonal effects, and a random effect corresponding to each site. Estimation of model parameters was conducted within a Bayesian framework. Results indicate a 25.2% reduction in crash frequency per mile and an 18.8% reduction in crash rate. This differs from a previous, much publicized study which reported a 6% reduction in crash frequency per mile and an insignificant indication for crash rate effects. The results from the Iowa study fit practitioner experience and agree with another Iowa study utilizing a simple before/after approach on the same sites. INTRODUCTION A Bayesian data analysis to evaluate the reduction in crash history due to "road diets" in Iowa was conducted by the Iowa State University Department of Statistics in cooperation with Iowa Department of Transportation Office of Traffic and Safety (TAS) (1). The study utilized monthly crash data and estimated volumes obtained from TAS for 30 sites, 15 treatment (sites 1 through 15) and 15 control (sites 18 through 32), over 23 years (1982-2004). The sites had volumes ranging from 2,030 to 15,350 during that timespan (1982-2004) and were largely located in smaller urbanized areas. Table 1 displays more detailed site descriptions and the year 2000 city populations and traffic volumes. Further discussion of the data is presented later. TABLE 1 Site Locations SID CITY LITERAL CIPOP 2000 ADT 2000 1 Storm Lake Iowa 7 from Lake Ave. to Lakeshore Dr. 10,076 7,503 2 Clear Lake US 18 from N 16 St. W to N 8th St. 8,161 10,403 3 Mason City Iowa 122 from West intersection of Birch Drive to a Driveway 29,172 7,800 4 Osceola US 34 from Corporate limits on east side to where highway divides to 4 lanes on west side 4,659 8,172 5 Manchester Iowa 13 from River St. to Butler St. 5,257 9,400 6 Iowa Falls US 65 from City Limits -? to Park Ave. 5,193 10,609 7 Rock Rapids Iowa 9 from S Greene St. to Tama St. 2,573 4,766 8 Glenwood US 275 from MP 36.2 to MP 37.42 5,358 6,410 9 Des Moines Beaver Ave from Urbandale Ave. to Aurora Ave. 198,682 13,695 10 Council Bluffs US 6 from McKenzie Ave. west 1300 ft. 58,268 11,000 11 Blue Grass Old US 61 from Oak Lane to 400'W of Terrace Drive 1,169 9,155 12 Sioux Center US 75 from 200' South of 10th St. S. to 250' North of 9th St. NW 6,002 8,942 Indianola Iowa 92 from South R St. to Jct. of US 65/69 12,998 13,288 F14 Lawton US 20 from 100' east of Co. Rd. Eastland Ave. to 11 30'West of Co. Rd. Emmet Ave. 697 9,237 15 Sioux City Transit Ave. from Vine Ave. to just west of Paxton St. at curve 85,013 9,608 18 Storm Lake Iowa 7 from Lake Ave. to Barton St 10,076 8,790 19 Le Mars US 75 from 0.01 miles north of 3rd St NW to 0.36 miles SW of 12th St SW 9,237 10,880 20 Cedar Falls Green Hill Road from 0.10 miles east of IA 58 to 0.09 miles west of Cedar Heights Dr. 36,145 2,768 21 Jefferson Iowa 4 from National Ave to 0.13 miles north of 250th Ave 4,626 5,685 22 Harlan Iowa 44 from US 59 to 6th St 5,282 6,981 23 Norwalk Iowa 28 from 0.03 miles south of Gordon Ave to 0.04 miles south of North Ave 6,884 7,679 24 Belmond US 69 from 0.38 miles north of Main St to 0.58 miles south of Main St 2,560 3,734 25 Harlan Iowa 44 from US 59 to 6th St 5,282 6,981 26 Des Moines Hickman Road - 40th Place east to 0.07 miles west of W 18th St 198,682 13,953 27 Ames 13th Street from 0.09 miles east of Stange Road to 0.07 miles west of Crescent Circle Dr. 50,731 10,711 28 Mapleton Iowa 141 from 0.02 miles north of Sioux St. to 0.08 miles south of Oak St. 1,322 3,007 29 Algona US 169 from 0.07 miles south of US 18 to 0.23 miles south of Irvington Rd. 5,741 7,263 30 Oskaloosa Iowa 92 from 0.12 miles east of IA 432 to 0.07 miles west of Hillcrest Dr 10,938 11,143 31 Merrill US 75 from 0.05 miles north of 2nd St to 0.18 miles north of Jackson St 754 7,774 32 Sioux City S. Lakeport from 4th Ave to Lincoln Way 85,013 15,333 The main goal of the study was to assess the before/after impacts of "road diets" in Iowa. Given the random and rare nature of crash events, the monthly nature of the data, and apparent seasonal effects on the number of crashes, a hierarchical Poisson model where the log mean was expressed as a piece -wise linear function of time period, seasonal effects, and a random effect corresponding to each site was fitted to the crash frequencies. We adopted a Bayesian approach for estimating model parameters and drawing inferences. Results indicate a 25.2% reduction in crash frequency per mile and an 18.8% reduction in crash rate. This differs from a previous, much publicized study (2,3,4) which reported a 6% reduction in crash frequency per mile and an insignificant indication for crash rate effects. The results from the Iowa study fit practitioner experience and agree with another Iowa study utilizing a simple before/after approach on the same sites (5). LITERATURE REVIEW "Road diets" have been implemented for numerous years. The earliest "road diet" for our study was completed in 1993. Another source mentions road diets in the mid-1970s and the 1980s (6). Despite this, very little formal research has been conducted on the safety impacts of "road diets", the most notable being relatively recent (2,3,4). However, several studies have mentioned the operational impacts of "road diets". A review of these studies can be found by referencing Knapp (7). The general consensus of these studies agree that under most average daily traffic (ADT) conditions tested, "road diets" have minimal effects on vehicle capacity, because left -turning vehicles are moved into a common two-way left -tum lane. However, if road diets are used for the roads with ADTs above approximately 20,000 vehicles, there is a high probability that traffic congestion will increase to the point of diverting traffic to alternate routes (2,3,4). An Iowa study for one site found that the 85`s percentile free flow speed reduced 4 or 5 mph and the percentage of vehicles traveling more than 5 mph over the speed limit dropped by 30 percent after implementation of the four -lane to three -lane conversion (8). Figure 1 (2,3,4) shows an example "road diet", implemented by reallocating the existing space, while leaving the overall area unchanged (2,3,4). s 444-- X44' 11' 11' 17' rt 11' S' 11' 12' 1 V t 5' t r t t t t 1 t r r i r r i i r i i coo i r t H i � r t t t r Befae Owwr5ion to Road Diet is x Conversion to Road Diet 1 foot=.305 meters FIGURE 1 Example Road Diet (2,3,4). "Road diets" offer potential benefits to both vehicles and pedestrians. On a four -lane street, drivers change lanes to pass slower vehicles (such as vehicles stopped in the left lane waiting to make a left turn). In contrast, drivers' speeds on two-lane streets are limited by the speed of the lead vehicle. Thus, road diets may reduce vehicle speeds and vehicle interactions during lane changes, which potentially could reduce the number and severity of vehicle -to -vehicle crashes. Pedestrians may benefit because they have fewer lanes of traffic to cross, and because motor vehicles are likely to be moving more slowly (2,3,4). The use of Bayesian approaches to highway safety research began with the introduction of empirical Bayes (EB) into the field by Hauer and colleagues. Since then, much research using EB has emerged (9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,28,29) and EB has become a mainstream for researchers, to the point where two recent syntheses (30,31) have discussed the approach and two software FHWA efforts, the Interactive Highway Safety Design Module (IHSDM) and the Comprehensive Highway Safety Improvement Model (CHSIM)/SafetyAnalyst, are primarily based on EB principals (26). The current Highway Safety Manual (HSM) development effort (32) utilizes much EB research as a basis. Hauer's 1997 book directly addressed before/after studies, comparing the EB approach to the classical naive and classical comparison -group methods (23). Clearly, EB is at the forefront for traffic safety research and will be for years. However, comparatively recently, full Bayesian (FB) approaches have begun to be explored by traffic safety researchers. Beginning with computer and methodological advances in the early 1990s, the feasibility of full Bayesian applications began to be explored for transportation -related research (33,34). More recently, full Bayesian applications have emerged within highway safety research (35,36,37,38,39,40,41,42,43,44,45,46). Much like EB, FB is gaining wider acceptance throughout the highway safety community; however, broad application of the approach may be years away as modeling techniques are explored and refined. Based on previous and ongoing FB - related work within Iowa (40), we chose the FB approach as the basis for our analysis of Iowa "road diet" experience. Some of the FB literature mentions comparisons with EB; however, in the main they touch lightly upon the issue. Our choice of FB was based on prior Iowa experience applying the FB approach. As the objective of this research was not to compare EB to FB, we refer interested readers to a widely distributed whitepaper by Carriquiry and Pawlovich (47) available at hffp://www.dot.state.ia.us/crashanalysis/eb—fb—comparison.htm. FURTHER SITE AND DATA DESCRIPTION Shown in Table 2 as COMPYEAR, each treatment site had different known intervention dates; therefore, the number of before and after crash records varied from site to site as the available data ranged in date from 1982-2004. The crash data and volume data for each site were obtained on a monthly basis from 1982-2004, except for site 20 which wasn't constructed until 1993. To obtain the crash data, visual inspection of the available data were made within a Geographic Information System (GIS) and those crashes appearing along the road were exported to file. The volume data were obtained similarly by beginning with visual selection of the sites within a GIS and export to file. TAS has 6 years (2001-2003) of roadway inventory data, which includes traffic volumes, available and factors available to estimate earlier yearly volumes. Other factors exist to estimate monthly volumes by type of facility. These monthly volume data for the 23 years were estimated for each site using custom SAS (SAS Institute Inc., Cary, NC) code to apply these factors. The lengths for the sites were derived directly from the GIS -based mapping. Later, additional custom SAS code was used to parse the crash data by month, merge these data with the volume data, and develop a consolidated database for all locations. Individual control sites were matched to each treatment site to provide a control sample similar to the treatment sample; these matches are shown in Table 2 using columns SID (the site ID) and YID (the paired ID). The treatment sites are indicated by having 3 lanes, as opposed to 4 for the control sites. TABLE 2 Site Descriptive Information SID YID ROUTE LANES LENGTH COMPYEAR 1 18 IA 7 3 1.41 1993 2 19 US 18 3 1.51 2003 3 20 IA 122 3 1.78 2001 4 21 US 34 3 2.04 2001 5 22 IA 13 3 0.35 2001 6 23 US 65 3 1.23 2002 7 24 IA 9 3 0.35 1998 8 25 US 275 3 1.09 1998 9 26 Local 3 1.19 1999 10 27 US 6 3 0.20 2000 11 28 Local 3 0.72 1999 12 29 US 75 3 1.52 1999 13 30 IA 92 3 1.57 1999 14 31 US 20 3 0.64 2000 15 32 Local 3 0.77 2000 18 1 IA 7 4 0.71 1993 19 2 US 75 4 1.80 2003 20 3 Local 4 1.80 2001 21 4 IA 4 4 2.40 2001 22 5&8 IA 44 4 1.20 2001 23 6 IA 28 4 0.80 2002 24 7 US 69 4 0.90 1998 25 5&8 IA 44 4 1.20 1998 26 9 Local 4 1.50 1999 27 10 Local 4 0.33 2000 28 11 IA 141 4 0.70 1999 29 12 US 169 4 2.00 1999 30 13 IA 92 4 1.50 1999 31 14 US 75 4 0.50 2000 32 15 Local 4 1.20 2000 Figure 2 below shows the monthly crash density at two of the paired study sites. The y-axis is number of crashes and the x-axis is month. The vertical line in each plot marks the time at which the intervention was completed. In the plot corresponding to the matched control site (site 26), the vertical line was placed at the month during which the intervention was completed at the treatment site. The solid line in each graph is a smooth estimate of the number of crashes over time for each site. The smooth curve was obtained by fitting a non -parametric local polynomial regression with optimal bandwidth (48). We fitted the non -parametric regression model to explore the form of the Poisson regression to be fitted in later analyses. Because the length of the site varied across sites (from a low of 0.24 miles to a high of 2.53 miles) the number of monthly crashes is not strictly comparable across sites in the graphs presented in Figure 2. Mo..LM1�y c�asl� l�aqua�cy par m��a at 6�lc 9-'� YB2-2004 Mol.l1l�y claaA lraqus.-.cy par m��e e! i�lo 261962-Z�04 FIGURE 2 Observed and Smoothed Estimated Monthly Crash Density For a Sample Pair of Sites. Figure 3 explores the potential differences between treated and control sites for the example pair of sites. The plot has three curves: the monthly crash rate (crashes/HMVMT) for treated sites, the monthly crash rate at control sites, and the difference in monthly crash rate between the control and the treated sites (monthly crash rate of treated group — monthly crash rate of control group, solid green line). In this graph, the green line represents the difference in crash rate between treatment and control sites for each month. It appears that the difference is negative more often after intervention than before. And, the general trend of the site-specific crash frequency, now, is clear from the plots. Monthly (Yash Rale for SID=9 and Sm=26 1982-2004 Tho, FIGURE 3 Monthly Crash Rate and Difference in Monthly Crash Rate for a Sample Pair of Sites. In general, as shown by example in Figure 2, both treatment and control site crash history can be seen to experience a reduction. However, the reduction in treatment site crash density and rate after intervention are significantly more marked than at the comparison sites (see Figure 2 for density and Figure 3 for rate). This differs from a previous 4 -lane to 3 -lane study (2,3,4), recently published in an ITE Journal, whose data, even from a descriptive statistics standpoint, indicated very little reduction or difference between the two groups. Additionally, because monthly crash densities were used for analysis, it was possible to account for the seasonality effects on crashes, which should be expected given the seasonal weather patterns in Iowa. MODELING Given the random and rare nature of crash events, a hierarchical Poisson model where the log mean rate was expressed as a function of time period, seasonal effects, and a random effect corresponding to each site included was fitted to the crash frequencies. We first assume that monthly crashes are distributed as Poisson random variables with mean equal to rate times MADT, where MADT is the monthly volume and rate is the number of crashes at the site during a month divided by volume. Often, the Poisson mean is then modeled as a Gamma random variable (e.g., Hauer and Persaud (9)). The Poisson -Gamma model has been shown to fit crash data well, but does not easily lend itself to accounting for the potential effect of covariates such as time, season and month of conversion on crash frequency. Here, we adopt a more general model that allows us to estimate and account for the effect of time, conversion month and season on log crash rate. In the second stage of the model we then let the log rate be a piecewise linear function of time, where the change -point (or point where the linear segments join) is located at the month of completion of the intervention in treatment sites. For comparison sites, we located the change -point at the same month as we did in the corresponding paired treatment site. The monthly crash data clearly showed seasonal effects, as would be expected in Iowa. We defined four seasons: winter (December, January and February), Spring (March, April and May), Summer (June, July and August) and Fall (September, October and November). To account for seasonality in crash rate, we included three smoothly evolving cyclical functions of season with different period and frequency, to capture the smooth and repeating seasonal trends. Finally, because sites in the study represent a random sample of similar sites in Iowa, a random effect corresponding to site was also included in the model for log crash rate. The random effect was assumed to be normally distributed with mean zero and unknown variance representing the between -site variability in crash rates. The use of a piece -wise model, sometimes also known as a change point model, to analyze before/after studies has not yet received much attention in the traffic safety literature. Essentially, a change point model assumes that the evolution of crash rates over time before the completion of the intervention is different from the evolution after intervention. Inspection of the observed crash frequencies suggests that crash rates have decreased at the study sites over the past several years. The change -point model allows us to quantify the differences in the slopes of log crash rate on time before and after the conversion. Because some sites were treated and some were not, we included different before and after slopes for treated and comparison sites. We adopted a fully Bayesian approach (49,40) to estimate model parameters. In the Bayesian approach, model parameters are treated as random variables and the goal is to estimate the distribution of likely values of the parameters given prior and data information. The approach differs from classical methods in that distributions of likely values, rather than point estimates and standard errors of parameters are obtained, and in that all results are conditional on the sample at hand. One other fundamental difference between the classical and the Bayesian approaches to estimation is that prior information about model parameters can be combined with information contained in the sample to draw inferences. This is not possible within the classical framework. The EB approach (23) is a special case in the Bayesian paradigm where prior distributions are partially based on the sample. The distribution of likely values of model parameters on which all inferences are based is known as the joint posterior distribution. To conduct a Bayesian analysis, we must choose prior distributions for all parameters at the third level of the model. We used proper, semi -conjugate but diffuse priors for two reasons. First, proper priors guarantee that the joint posterior distribution will be integrable. By letting the priors be non -informative (or almost non -informative) we let the data "speak for themselves". In this study, the number of observations available for each site, as well as the number of sites was large enough to assume that the priors will have little if any influence on the posterior distribution. We chose normal prior distributions for all regression coefficients in the log crash rate model, with mean zero and large variance, reflecting the belief that a priori none of the covariates in the model may be associated to the log crash rate. Prior uncertainty about this value is large since the prior variance for the regression coefficients was fixed at 1,000. The between - site variance was assumed to be independent of the regression coefficients a priori and was associated to a scaled -inverted chi -squared distribution. The prior expected value of the inverse between -site variance was assumed to be land its prior variance was set at 100 to reflect lack of precise knowledge. PARAMETER ESTIMATION We estimated the posterior distributions of the parameters in the model and of functions of model parameters using Markov chain Monte Carlo (MCMC) methods and the freeware WinBUGS (50, 51). For each parameter, we ran two parallel chains over 200,000 iterations. Each chain was burned at iteration 100,001, and to avoid autocorrelation of the parameter draws, we thinned the chains, keeping every 100" draw for inference. We monitored convergence of the chains using the Gelman -Rubin statistic (52) and also checked the autocorrelation functions. That is, we obtained 2,000 almost independent draws from the marginal posterior distributions of each parameter in the model. Monte Carlo estimates of quantities of interest including means, standard deviation, and various percentiles of the marginal posterior distribution of each parameter were obtained from the draws. For example, posterior means were estimated as the averages of parameter draws over the 2,000 iterations. Similarly, posterior standard deviations are estimated as the empirical standard deviations of draws over the 2,000 iterations. To assess the effect of the four -lane to three -lane conversion we compared log crash rates in the before and the after periods in treatment and comparison sites. To do so, we had to compute the marginal posterior distributions of linear combinations of the regression coefficients in the model. One advantage of implementing a Bayesian analysis using MCMC methods is that posterior distributions of functions of model parameters can be readily computed from the draws. RESULTS Overall, results indicate a 25.2 percent (23.2% - 27.8%) reduction in crash frequency per mile and an 18.8 percent (17.9% - 20.0%) reduction in crash rate over the 15 treatment sites when compared with the control sites. The values in parenthesis are the posterior 2.5h and 97.5d' percentiles of the appropriate distributions and constitute a central 95% credible set. That is, with 95% probability, the true reduction in crash frequency per mile is between 23.2% and 27.8°/x, for example. These results are supported visually by Figures 4 and 5. Figure 4 shows, for an example pair of sites, the posterior mean of the expected yearly crash density and the 2.5" and 97.5" percentiles of the posterior distribution of crash frequency. The solid vertical lines on each plot mark the year of completion of the intervention at the treated sites. Expected yearly crash frequency per mile at Ste 9 Expected yearly crash Irequency per mtte at Site 26 10 30 FIGURE 4: Posterior Mean and 95% Credible Set of the Expected Crash Frequency per Year and Mile for Each Site in the Study. Years Preceding the Completion of the Intervention are to the Left of the Vertical Line in Each Plot. From Figure 4, we see that there was an estimated reduction in crash density at these sites. The reduction appears to be more pronounced at the treatment site. Notice that the 95% credible sets for expected crash frequencies are in general rather narrow. Thus, we are confident that site- specific expected annual crash frequency per mile is estimated with a good degree of confidence. We also computed the posterior distribution of expected annual crash densities for all treated and all control sites over the years preceding and following the intervention. The four posterior distributions are shown in Figure 5. From Figure 5, note that while the expected annual crash density has decreased at all sites, the reduction is significantly more pronounced at sites that underwent the conversion. The posterior distributions shown in Figure 5 are narrow, indicating that the posterior mean is a reliable summary of the distribution of likely values of expected crash frequencies. posterior clistribution of average of clifference for control group c barons it..ntlon -'-'-' aRerlitan,enbon � o 10 15 20 25 ererese of expected number of crashes per mile posterior distribution of average of difference for treatment group r before htterverMon -'-'— after lnterventlon 2 10 15 20 25 average of eMected number of crashes per mile FIGURE 5 Posterior Distributions of the Average (Across Treated and Control Sites) Expected Annual Crash Frequencies per Mile During the Years Preceding and Following the Completion of the Intervention. Note also that in the control group, the two posterior distributions overlap somewhat, indicating that the reduction in crash density in the after period, while noticeable, is not overwhelming. In contrast, the posterior distribution of average expected crashes per mile after intervention is shifted significantly relative to the distribution estimated for the period preceding the conversion. The overall 25 percent and 19 percent results differ from the Huang study (2,3,4) which reported a 6 percent reduction in crash frequency per mile and an insignificant indication for crash rate effects. This difference is evidentjust by comparing the raw data from the two studies. The Iowa data, when graphed, indicates marked reductions whereas the Huang data indicate very little difference. Based on these Iowa FB results and results from a simple before/after analysis done as part of a separate causal study, we are comfortable with the 25 percent and 19 percent reductions, especially as they fit practitioner expectations. A previous study on the same sites by the Iowa State University -based Center for Transportation Research and Education (CTRE) which utilized a simple before/after method with comparison groups indicated a 24 percent reduction in crash frequency due to "road diet' implementation (5). This CTRE study also determined that injury crashes were reduced 34 percent and reductions in crash involvement by younger and older drivers. Other benefits shown from a previous internal Iowa study on speeds, travel times, and delays on the Sioux Center conversion during AM and PM peak periods, indicate a 4-5 mph reduction in 85's percentile free flow speed and a 30 -point reduction in percentage of vehicles traveling more than 5 mph over the speed limit (i.e., vehicles traveling 35 mph or higher) (7,8). DISCUSSION The differences between our analysis and the analysis performed by Huang (2,3,4) are several and may explain the diverging results. First, even the descriptive analysis of the "raw" data suggests that the effect of conversion in Iowa roads was much more dramatic than in the roads considered in the Huang study. Though we adopted a Bayesian approach throughout, a classical analysis could have been conducted and would have resulted in similar point estimates for model parameters. However, a classical analyst would have encountered some difficulties in estimating the variances of parameter estimates in the nonlinear model and would have had to resort to asymptotic approximations. Second, Huang fitted an ordinary linear regression model to the expected crash frequencies, meaning that a single slope for expected frequency on time was assumed for the entire study period. We extended the model and allowed for different slopes during the "before" and the "after" periods explicitly by including a change -point in the model and for the interaction of treatment and slope. Notice that as a result, our model allows for a slight increase in crash frequency during the months immediately preceding the conversion and also during those months immediately following the conversion. We fitted a hierarchical Poisson regression model to the crash frequency observed at each site. The log monthly crash rate per mile at each site was then modeled using a piecewise linear regression model with a change -point. The independent variables (or explanatory variables) in the change -point regression included the effects of the four seasons of the year, treatment, time and interactions of treatment and time. To estimate the association between log monthly crash rates and the explanatory variables, we added a random effect to account for overdispersion and for autocorrelation among observations obtained at the same site. We used proper but non - informative priors for all parameters in the model, and carried out all calculations using Markov chain Monte Carlo methods implemented in WinBUGS. Our model permits accounting for temporal variation in traffic volume (e.g., Hauer (23)) and also for the effect of season on crash frequency. Finally, we included a longer time series of crash frequencies as we included 23 years of data on almost all sites in the study. By analyzing monthly data, we were also able to account for seasonal variability in crash frequency and traffic volume; while a "must" in Iowa, where seasonal variation in driving conditions is marked, this may not be as critical in a study conducted in the northwestern region of the country. Huang's study, though it began with 12 treatment sites and 25 control sites was reduced to 8 treatment sites and 14 control sites for the crash rate analysis due to unavailability of data. Additionally, Huang utilized only 3 years of data for both the before and after period. One potential improvement to our analysis might be the inclusion of a "buffer" period around the time of conversion of the site during which drivers get used to the new layout of the road. Huang (2,3,4) accounted for this effect by ignoring crashes that occurred around the time of conversion. We included all crashes in our analysis and attempted to account for the potential impact of the conversion itself with a model parameter. It may be better to proceed as in Huang (2,3,4) and remove crash information around the conversion time from the analysis dataset. We do not anticipate noticeable differences in our results even if we re -analyze the data omitting some of the monthly crash records. 101U KIVRAt7x.` WR'ZINU Further investigations of the topic of "road diet" implementations within Iowa from a FB viewpoint are planned. Much as the CTRE study investigated causal factors, injury severity impacts, and age-related impacts using a simple before/after methodology, these same categories will be approached from an FB viewpoint. Additionally, another researcher had requested these data for an NCHRP effort. This researcher was planning to apply an EB approach to the data. Further applications of the FB approach to Iowa data are planned. Iowa has also converted several 2 -lane sites to 3 -lane sites over the past 25 years. Utilizing an approach similar to the "road diet" application, the impacts of these treatments will be similarly investigated. Additionally, Iowa has numerous advanced stop sign rumble strips placed throughout the state. We plan to investigate the potential reduction in types of crashes that might result from installation of these rumble strips. 1. Li, W. and A. Carriquiry. The Effect Of Four -lane To Three -lane Conversion on the Number of Crashes and Crash Rates in Iowa Roads. Iowa State University Department of Statistics for the Iowa Department of Transportation, June 2005, www.dot.state.ia.us/crashanalysis/pdfs/iowa4to3laneconversion_fulIbayes june2005.pdf. Accessed August 151, 2005. 2. Huang, H.F., Stewart, J.R., and Zegeer, C.V. (2002) Evaluation of lane reduction "road diet' measures on crashes and injuries. In Transportation Research Record: Journal of the Transportation Research Board, No. 1784, TRB, National Research Council, Washington, D.C., 2002, pp. 80-90. 3. Highway Safety Information Systems (HSIS) Summary. Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries. Highway Safety Information System (HSIS), Publication HSIS FHWA-HRT-04-082, http://www.hsisinfo.org/pdf/04-082.htm, 2004. Accessed August 1", 2005. 4. Highway Safety Information Systems (HSIS) Summary. Evaluation of Lane Reduction 'Road Diet' Measures and Their Effects on Crashes and Injuries. Highway Safety Information Systems (HSIS) Publication HSISFHWA-HRT-04-082. ITE Journal, May 2005, insert. 5. Stout, T. Before and After Study of Some Impacts of 4 -lane to 3 -lane Roadway Conversions. Iowa State University/Center for Transportation Research and Education for the Iowa Department of Transportation, March 2005, www.dot.state.ia. us/crashanalysis/pdfs/iowa4to3laneconversion_classicalbeforeafter_march2 005.pdf. Accessed August 1", 2005. 6. Burden, D. and P. Lagerway. Road Diets: Fixing the Big Roads. www.walkable.org/download/rdiets.pdf. Accessed August I'`, 2005. 7. Knapp, K. and K Giese. Guidelines for the Conversion of Urban Four -lane Undivided Roadways to Three -lane Two-way Left -Turn Facilities. Iowa State University/Center for Transportation Research and Education for the Iowa Department of Transportation, April 2001, http://www.ctre.iastate.edu/reports/4to3lane.pdf. Accessed August 1", 2005. 8. Knapp, K. and K. Giese. Speeds, Travel Times, Delays on US 75 4/3 Lane Conversion through Sioux Center, Iowa during the AM and PM Peak Periods. Iowa State University/Center for Transportation Research and Education for the Iowa Department of Transportation, 1999. 9. Persaud, Bhagwant N. and Ezra Hauer. Comparison of Two Methods for Debiasing Before - and -After Accident Studies. In Transportation Research Record: Journal of the Transportation Research Board, No. 975, TRB, National Research Council , Washington, D.C., 1984, pp. 43-49. 10. Hauer, Ezra. On the Estimation of the Expected Number of Accidents. Accident Analysis and Prevention, Vol. 18, No. 1, 1986, pp. 1-12. 11. Hauer, E., J. Lovell, and B.N. Persaud. New Directions for Learning About Safety Effectiveness. Publication No. FHWA-RD-86-015. FHWA (TFHRC), United States Department of Transportation, McLean, Virginia, 1986. 12. Hauer, E. and B.N. Persaud. How to Estimate the Safety of Rail -Highway Grade Crossings and the Safety Effects of Warning Devices. In Transportation Research Record: Journal of the Transportation Research Board, No. 1114, TRB, National Research Council, Washington, D.C., 1987, pp. 131-140. 13. Hauer, Ezra, Jerry C.N. Ng, and Jane Lovell. Estimation of Safety at Signalized Intersections. In Transportation Research Record: Journal of the Transportation Research Board, No. 1185, TRB, National Research Council, Washington, D.C., 1988, pp. 48-61. 14. Persaud, Bhagwant N. Do Traffic Signals Affect Safety? Some Methodological Issues. In Transportation Research Record: Journal of the Transportation Research Board, No. 1185, TRB, National Research Council, Washington, D.C., 1988, pp. 37-47. 15. Higle, Julia L. and James M. Witkowski. Bayesian Identification of Hazardous Locations. In Transportation Research Record: Journal of the Transportation Research Board, No. 1185, TRB, National Research Council, Washington, D.C., 1988, pp. 24-36. 16. Higle, Julie and Mari B. Hecht. A Comparison of Techniques for the Identification of Hazardous Locations. In Transportation Research Record: Journal of the Transportation Research Board, No. 1238, TRB, National Research Council, Washington, D.C., 1989, pp. 10-19. 17. Pendleton, Olga J. Application of New Accident analysis Methodologies Volume I — General Methodology. Publication FHWA-RD-90-091. FHWA, U.S. Department of Transportation, McLean, VA, 1991. 18. Pendleton, Olga J, Ofelia Gonzalez, and Horacio Duarte. Application of New Accident analysis Methodologies Volume II—A Users Manual for BEATS. Publication FHWA-RD- 91-014. FHWA, U.S. Department of Transporation, McLean, VA, 1991. 19. Davis, Gary A. and Yihong Gao. Statistical Methods to Support Induced Exposure Analyses of Traffic Accident Data. In Transportation Research Record: Journal of the Transportation Research Board, No. 1401, TRB, National Research Council, Washington, D.C., 1993, pp. 43-49. 20. Hauer, Ezra. Detection of Safety Deterioration in a Series of Accident Counts. In Transportation Research Record: Journal of the Transportation Research Board, No. 1542, TRB, National Research Council, Washington, D.C., 1996, pp. 38-43. 21. Hauer, Ezra. Identification of Sites with Promise. In Transportation Research Record: Journal of the Transportation Research Board, No. 1542, TRB, National Research Council, Washington, D.C., 1996, pp. 54-60. 22. Hauer, Ezra. Statistical Test of Difference Between Expected Accident Frequencies. In Transportation Research Record: Journal of the Transportation Research Board, No. 1542, TRB, National Research Council, Washington, D.C., 1996, pp. 24-29. 23. Hauer, E. Observational Before -After Studies in Road Safety. Pergamon, Oxford, U.K., 1997. 24. Saccomanno, F.F., R. Grosst, D. Green, and A. Mehmood. Identifying Black Spots Along Highway SS107 in Southern Italy Using Two Models. Journal of Transportation Engineering, Vol. 127, No. 6, November/December 2001, pp. 515-522. 25. Hauer, Ezra, Douglas W. Harwood, Forrest M. Council, and Michael S. Griffith. Estimating Safety by the Empirical Bayes Method: A Tutorial. In Transportation Research Record: Journal of the Transportation Research Board, No. 1784, TRB, National Research Council, Washington, D.C., 2002, pp. 126-131. 26. Hauer, Ezra, Jake Kononov, Bryan Allery, and Michael S. Griffith. Screening the Road Network for Sites with Promise. In Transportation Research Record: Journal of the Transportation Research Board, No. 1784, TRB, National Research Council, Washington, D.C., 2002, pp. 27-32. 27. Heydecker, B.G. and J. Wu. Identification of Sites for Road Accident Remedial Work by Bayesian Statistical Methods: An Example of Uncertain Inference. Advances in Engineering Software, Vol. 32, 2001, pp. 859-869. 28. Hauer, E., B. Allery, J. Kononov, and M. Griffith. How Best to Rank Sites with Promise. In Transportation Research Record: Journal of the Transportation Research Board, No. 1897, TRB, National Research Council, Washington, D.C., 2004, pp. 48-54. 29. Persaud, B.N., R.A. Retting, and C.A. Lyon. Crash Reduction Following Installation of Centerline Rumble Strips on Rural Two-lane Roads. Accident Analysis and Prevention, Vol. 36, No. 6, 2004, pp. 1073-1079. 30. Institute of Transportation Engineers (ITE). Statistical Evaluation in Traffic Safety Studies. ITE, Washington, D.C., 1999. 31. Transportation Research Board (TRB). Statistical Methods in Highway Safety Analysis: A Synthesis of Highway Practice. National Cooperative Highway Research Program (NCHRP) Synthesis 295. National Research Council, Washington, D.C., 2001. 32. Highway Safety Manual (HSM) Home Page. http://w-ww.highwaysafetymanual.org/. Accessed August 1", 2005. 33. Breslow, N.E. and D.G. Clayton. Approximate Inference in Generalized Linear Mixed Models. Journal of the American Statistical Association, Vol. 88, No. 421, 1993, pp. 9-25. 34. Raju, Shanmuganathan, Reginald Souleyrette, and T.H. Maze. Impact of the 65 mph Speed Limit on Iowa's Rural Interstate Highways: An Integrated Bayesian Forecasting and Dynamic Modeling Approach. In Transportation Research Record: Journal of the Transportation Research Board, No. 1640, TRB, National Research Council, Washington, D.C., 1998, pp. 47-56. 35. Davis, Gary A. and Yuzhe Guan. Bayesian Assignment of Coverage Count Locations to Factor Groups and Estimation of Mean Daily Traffic. In Transportation Research Record: Journal of the Transportation Research Board, No. 1542, TRB, National Research Council , Washington, D.C., 1996, pp. 30-37. 36. Schluter, P.J., J.J. Deely, and A.J. Nicholson. Ranking and Selecting Motor Vehicle Accident Sites by Using a Hierarchical Bayesian Model. The Statistician, Vol. 46, No. 3, 1997, pp. 293-316. 37. Davis, Gary A. Estimating Traffic Accident Rates While Accounting for Traffic -Volume Estimation Error: A Gibbs Sampling Approach. In Transportation Research Record: Journal of the Transportation Research Board, No. 1717, TRB, National Research Council, Washington, D.C., 2000, pp. 94-101. 38. Davis, Gary A. and Shimin Yang. Bayesian Identification of High -Risk Intersections for Older Drivers via Gibbs Sampling. In Transportation Research Record: Journal of the Transportation Research Board, No. 1746, TRB, National Research Council, Washington, D.C., 2001, pp. 84-89. 39. Melcher, Daniel J., Karen K. Dixon, Simon Washington, and Chi -Hung Wu. Feasibility of "Subjective" Engineering Assessments of Road Safety Improvements: Bayesian Analysis Development. In Transportation Research Record: Journal of the Transportation Research Board, No. 1758, TRB, National Research Council, Washington, D.C., 2001, pp. 36-43. 40. Pawlovich, M.D. Evaluating Traffic Safety Network Screening: An Initial Framework Utilizing the Hierarchical Bayesian Philosophy. unpublished doctoral dissertation. Department of Civil and Construction Engineering, Iowa State University, Ames, Iowa, 2003 41. Miaou, S., J. Song, and B. Mallick. Roadway Traffic Crash Mapping: A Space -Time Modeling Approach. Journal of Transportation and Statistics, Vol. 6, No. 1, 2003, pp. 33- 56. 42. Miaou, S. and J. Song. Bayesian Ranking of Sites for Engineering Safety Improvements: Decision Parameter, Treatability, Statistical Criterion, and Cost Function. Presented at the 83`d Annual Meeting of the Transportation Research Board, TRB 2004-4963, Washington, D.C., 2004. 43. Miaou, S. and J. Song. Applications ofGeocoded Traffic Crash Records and Crash -Risk Mapping Technology in Roadway Safety Improvement Projects. Texas Transportation Institute (TTI) for the Southwest Region University Transportation Center (SWUTC), March 2005. 44. Miaou, S. and D. Lord. Modeling Traffic Crash -Flow Relationships for Intersections: Dispersion Parameter, Functional Foran, and Bayes Versus Empirical Bayes Methods. In Transportation Research Record: Journal of the Transportation Research Board, No. 1840, TRB, National Research Council, Washington, D.C., 2003, pp. 31-40. 45. Geurts, K., G. Wets, T Brijs, and K. Vanhoof. Identification and Ranking of Black Spots: Sensitivity Analysis. In Transportation Research Record: Journal of the Transportation Research Board, No. 1897, TRB, National Research Council, Washington, D.C., 2004, pp. 34-42. 46. MacNab, Y. Bayesian Spatial and Ecological Models for Small -area Accident and Injury Analysis. Accident Analysis and Prevention, Vol. 36, No. 6, 2004, pp. 1019-1028. 47. Carriquiry, A. and M.D. Pawlovich. From Empirical Bayes to Full Bayes: Methods For Analyzing Traffic Safety Data. http://www.dot.state.ia.us/crashanalysis/pdfs/eb_tb_comparison_whitepaper_october2004.pdf . Accessed August 151.2005 48. Simonoff, J. S. Smoothing Methods in Statistics. Springer, New York, U.S.A., 1996. 49. Gelman, A., et al. Bayesian Data Analysis, 2nd Edition. Chapman & Hill, London, England, 2004 50. Bayesian inference Using Gibbs Sampling (BUGS) Home Page. http://www.mrc- bsu.cam.ac.uk/bugs/. Accessed August 151, 2005. 51. Cowles, M.K. Review of WinBUGS 1.4.(Statistical Computing Software Reviews)(Soffware Reviews)(Product/Service Evaluation). Journal of the American Statistical Association, Vol. 58, No. 4, 2004, pp. 330-337. 52. Cowles, M.K. & Carlin, B.P. Markov Chain Monte Carlo Convergence Diagnostics: A comparative review. Journal of the American Statistical Association, Vol. 91, 1996, pp. 434. STAR August Newsletter: Safe Communities Q&A, Iowa City Workshop, and More Page 1 of 5 From City Manager Subscribe Share Past Issues M STAR Communities: Set Goals, Measure Progress, Improve Your Community! STAR Ct M-MUNIMS View this email in your browser SLTrAMAKM Towift AxsMXG & rw,rGCQNMnaTW Q&A with Des Moines, IA Mayor Cownie This month we hear from Mayor T. M. Franklin Cownie of the City of Des Moines, IA. The City of Des Moines received a 3 -STAR Community designation in May of 2014 and became the first certified STAR Community in Iowa. In our Q&A with Mayor Cownie we explore how Des Moines works hard to ensure its residents live in a safe community by embracing community engagement and programs that engage it's citizens. How does Des Moines keep topics such as community engagement and safe communities a part of the mission of sustainability? In Des Moines we recognize the numerous benefits with having a safe and engaged community, including a greater diversity of views expressed, mutual learning among participants, and improved relationships among New Certifications, Members & Affiliates New Affiliates: -Center for Energy and Environmental Policy -Applied Sustainability Group, LLC Upcoming Events Meet STAR staff at one of the many conferences and events we will be attending in the coming months -ICMA Annual Conference, Sept. 25-28 in Kansas City, MO -Growing Sustainable Communities, Oct. 4-5 in Dubuque, IA -NLC City Summit, http://us5.campaign-archive2.com/?u=I49d7b08ba0253b2b3097b872&id=803b4b2f38&e... 8/11/2016 STAR August Newsletter: Safe Communities Q&A, Iowa City Workshop, and More Page 2 of 5 stakeholders. These important characteristics and more, Nov 16-19 in ultimately support stronger networks of communities that Pittsburgh, PA can work towards ensuring the well-being of our local population and ecosystems now and into future generations. We recognize that environmental, social, and New STAR economic issues are interrelated and that these issues Publications should be addressed holistically to ensure our future Have you seen our growth. By prioritizing safe communities with active latest publications? community members, we do our best to enable everyone at The 50 Certified any level to be contributors in creating a connected healthy, Communities Report details livable, vibrant city. A city that develops in harmony with our lessons learned ecological characteristics. from the first 50 certified communities and The City of Des Moines scored very well in the Health & the impacts of STAR certification. Safety goal area and did particularly well in the Emergency Prevention & Response and Safe Using STAR to Integrate Sustainability into Communities objectives. These are priorities for all Community communities, but how does Des Moines keep this a priority? Planning provides guidance and case studies on using There are many positive ripple -effects the City sees by STAR to support planning efforts. focusing on health and safety, which makes it easier to regularly prioritize. We've seen this to be true in Des Moines view all over and over. I will elaborate on this later, but as a quick publications on the STAR website. example, our Police Department has heavily invested in building trusting relationships with the community through a _ variety of programs and initiatives. As a result, we are finding that our community members want to be engaged What is the locally in what's happening not only related to preventing STAR violence or other policing issues, but also in broader Affiliate community issues like supporting more walkable Program? communities and creating greater access to food. Interested in being a part of the STAR What role do programs such as the Community p g y network, 't a local represent a local Ambassadors Program and the Citizens Academy play government or in the community? community? Universities, The Community Ambassadors Program (CAP) and the businesses, Citizen's Academy are two of the finest examples of nonprofits and institutions can community engagement our Police Department offers and contribute to the http://us5.campaign-archive2.com/?u= 149d7b08ba0253b2b3097b872&id=803b4b2f38&e... 8/11/2016 STAR August Newsletter: Safe Communities Q&A, Iowa City Workshop, and More Page 3 of 5 allows inclusion between the City and its citizens. The CAP is a unique blend of many different community engagement systems with a single goal in mind; the building of trust is paramount in order for communities to thrive. CAP members are community leaders that volunteer their time to show the communities that unity between our citizens and Police Department is a recipe for success. The Citizen's Academy provides yet another perspective of community engagement. In the past, the need to inform and educate our citizenry about the Police Department was identified. The Citizen's Academy allows our everyday citizens to not only learn about how the Police Department operates but also allows for fostering of trust through honesty and transparency. Click here to read more of our Q&A with Mayor Cownie STAR Adopts Recertification Policy The Rating System's Steering Committee adopted a Recertification Policy on July 12, 2016. The policy provides general guidance on the policies and procedures involved in the recertification process, including timelines, STAR Community Rating System through the STAR Affiliate Program. Learn more about the benefits of being an Affiliate. Contact Aaron Lande for questions and to get started. Follow STAR Help us to build buzz by following us on: Twitter Linkedln Facebook © Share ® Share Tweet OForward to u Friend http://us5.campaign-archive2.com/?u=149d7bO8baO253b2b3O97b872&id=803b4b2f38&e... 8/11/2016 STAR August Newsletter: Safe Communities Q&A, Iowa City Workshop, and More Page 4 of 5 requirements, verification and fees applicable to a Certified STAR Community. Of particular note, the policy extends the certification timeline from three to four years and includes an optional one-year extension for those communities experiencing budgetary, staffing, capacity, political or other reasons. Download the Policy here. Workshop in Iowa City In March 2016, the City of Iowa City, IA was awarded the Certified 4 -STAR Community Rating for national excellence in sustainability. Iowa City's rating is a result of a yearlong data gathering effort that involved multiple city departments, local nonprofits, and other community partners. Soon after receiving their certification, the City reached out to STAR Communities to help design and run a workshop to engage the community and city staff, explore and better understand the City's certification results, and prioritize future actions that will help the community to become more sustainable. On July 21, 2016, Lacey Shaver and Aaron Lande from STAR Communities led a full-day workshop for over fifty participants from the local government, community groups, the University of Iowa, and more. The workshop was http://us5.campaign-archive2.com/?u=149d7b08ba0253b2b3097b872&id=803b4b2f38&e... 8/11/2016 STAR August Newsletter: Safe Communities Q&A, Iowa City Workshop, and More Page 5 of 5 divided into two parts. The morning focused on contextualizing and explaining Iowa City's STAR score and giving participants an opportunity to engage with and react to the scores and the types of performance metrics that STAR includes. In the afternoon, the discussion shifted towards future actions. Throughout the day, participants rotated tables and STAR topic areas, to gain a deeper understanding of many aspects of sustainability. Copyright © 2016 STAR Communities,. All rights reserved. http://us5.campaign-archive2.com/?u=149d7bO8baO253b2b3O97b872&id=803b4b2f3 8&e... 8/11/2016 From City Manager Subject: CFJC Special July 2016 a -news and information Sent from my Whone Begin forwarded message: From: CFJC Newsletter e-mail list <info(a,communiiyfoundationo$ohnsoncounty.org> Date: August 4, 2016 at 3:00:05 PM EDT To: Geoff <Geoff-Fruin(@.iowa-citv.org> Subject: CFJC Special July 2016 a -news and information Reply -To: CFJC Newsletter e-mail list <info,communityfoundationofjohnsoncounty.org> Special July 2016 a -news and information from Community Foundation of Johnson County View this email in your browser Coza zaur►zty Fouadatiora Please forward this message to friends to keep them updated about CFJC activities. Be a Community Philanthropist for a day No gift is too small to help your town move forward This one -day, countywide appeal provides an opportunity to give where you live. Named, A Gift of One - The Power of Community, will double your donation with a dollar -for -dollar match to any of the seven Community Fund Affiliates (CFA) in Johnson County that have an endowment fund with the Community Foundation of Johnson County. (Note the disclaimer below.) Anyone worldwide may donate to one or more of the seven community endowment funds - Coralville, Iowa City, Lone Tree, North Liberty, Swisher, Tiffin and University Heights. During this 24-hour period your contribution will double with a CFJC match. Your donation is combined with your neighbors to increase the support of current and future projects in your town. That's the power of community. Beginning at 12:01 a.m. through 11:59 p.m. on Thursday, Aug. 18, you may give online to any CFA, or if you choose, give in person and meet your community representatives at the following select locations: * Coralville Community Fund - Coral Ridge Mall, 1451 Coral Ridge Ave. near the Carousel, 10 a.m. - noon * Iowa City Community Fund - Delux Cakes & Pastries, 812 Summit St., TIME * Lone Tree Community Fund - Get Wired Coffee Shop, 103 Devoe St., 9 a.m. - noon * North Liberty Community Fund - North Liberty Community Library, 520 W. Cherry St., 9 a.m. - noon * Tiffin Community Fund - Springmier Community Library, 311 W. Marengo Rd., 9 a.m. - noon It's all about community where no gift is too small to help. To find out more about this countywide campaign, and how your gift is eligible for the 25 percent Endow Iowa Tax Credit visit Community Foundation of Johnson County website. Disclaimer. Donations made Thursday, Aug. 18, from 12:01 a.m. through midnight, will be matched up to $3,000 for each Community Fund Af diata Help your community with a gift on Aug. 18. Endow Iowa Tax Credit update 25 X The Iowa Economic Development Authority has issued 64 percent of Endow Iowa Tax Credits from Jan. 1, 2016 through July 27, 2016, leaving approximately $1,644,668 million of the $6 million authorized by the Iowa Legislature. Endow Iowa Tax Credits are awarded, up to a maximum credit of $300,000, for individuals or corporate gifts and $600,000 for a couple's contribution. Credits are awarded on a first-come, first-served basis for gifts made to a permanent endowment fund established for the benefit of Iowa charitable causes at qualified community foundations. Approximately $6 million in tax credits are available in 2016. It is likely all credits will be used before the end of the 2016 calendar year. Information about the remaining credits will be posted regularly at 2016 Endow Iowa Tax Credits. volunteer A b-dadorhollanthro'*0 �ralun ,„,4� canlnbubon lane SU ON se I° humanilananism uolunteke°rbea�' give compassion -Unude humamlananism noble ti I a - donation cm Charitucontribution help philanthropist loneed anization pl ' bendaclor..altruiSm benevolence — U3 iue good deed humanity — = selflessness lg ,�anei: � compassion ocnmmoni(g =may + E benevolence becevdenceheart QJ { plklanlhropist '�' 9e r s�tg problem g000dd�retl prohlem O.7 donation empathy E ampalhyempathg c a society kindness love humamlg society seblessness L A cbenlg kindness #78246020 Community Foundation on Facebook Keep up-to-date with the Community Foundation activities on social media. Check our Facebook page. Be sure to "like us" too! e;Uke Copyright © *120151 * *1 Community Foundation of Johnson County) *, All rights reserved. *Ie -news)* Our mailing address is: *1325 E. Washington St. Suite 100, Iowa City, IA 522401* Phone: 319.337.0483 1 Fax: 319.338.9958 www.CommunitvFoundationofUohnsonCounty.ore Want to change how you receive these emails? You can update your preferences or unsubscribe from this list US -71 -Ti r iP�o CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (319) 356-5000 (319) 356-5009 FAX www.icgov.org August 3, 2016 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Maintenance Operator — Water Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Maintenance Operator — Water. Cody Hudachek IOWA CITY CIVIL SERVICE COMMISSION 4'.-.>- 0. U Lyra OV. Dickerson, Chair VO -11-10 IP11 Marian Karr From: Michael Tharp Sent: Thursday, August 11, 2016 8:22 AM To: Council Cc: Geoff Fruin; Simon Andrew; Marian Karr Subject: Sertoma Pancake Breakfast at the Iowa City Airport Dear Council: On behalf of the Old Capitol Sertoma Club, the Iowa City Airport Commission and Airport staff, I'd like to invite you to the 38th Annual Sertoma Fly-in/Drive-In Pancake Breakfast. This has been a great event over the years, and is a fundraiser for the Old Capitol Sertoma Club to assist in their programming to provide assistance to those with speech, hearing, or other communicative disorders. Not only will there be a number of unique attractions to see, it is also a great opportunity to view the airport facilities and services that make our airport a great piece of the economic development engine. The pancake breakfast will be held Sunday August 28th 7am-12pm. Breakfast is $6 per person for adults and children over 10, $4 for children under 10. Respectfully submitted. Michael Tharp, C.M. Airport Operations Specialist Iowa City Municipal Airport C,JIGWADOT IP12 SMARTER I SIMPLER I CUSTOMER DRIVEN www.iowadot.gov District 6 Office I Highway Division 5455 Kirkwood Blvd. SW, Cedar Rapids, IA 52404 Phone: (319) 3640235 1 Fax (319) 3649614 1 Email: jim.schnoebelen@dot.iowa.xov August 9, 2016 The Honorable Jim Throgmorton Mayor of Iowa City 410 E Washington Street Iowa City, IA 52240-1826 Dear Mayor Throgmorton: County Johnson Project No. IMN-080-6(322)240-011-52 Notification Letter No. 2017-M-040 RE: Portland Cement (PCC) Patching on I-80 This is official notification to your City Council that the Iowa Department of Transportation (DOT) proposes to let a PCC patching project on I-80 from I-380 east to the Cedar County line on January 18, 2017. A part of said project lies within the city. The work will be done in accord with the current Form 810034 "Agreement for Primary Road Extension Maintenance and Operation". Project costs will be paid from the Primary Road Fund and no charges will be made against the City. The project is proposed for construction during 2017. Resident Construction Engineer, John Vu, of Cedar Rapids, Iowa, telephone number 319-365-6986, will advise you of the contractor's proposed schedule when the information is available. We would appreciate this project notification being included on your next City Council meeting agenda as a matter of information for the Council members. If you have any questions concerning the work involved, please contact this office as soon as possible in order to expedite any possible changes. Sincerely, James. R Schnoebelen, P. E District 6 Engineer JRS/lmtb N 0 rn cc: Deanne Popp, Office of Local Systems - DOT M. John Vu, Resident Construction Engineer - DOT c-) Newman Abuissa, Johnson County Area Engineer - DOT _ o a FU La 0IP13 Marian Karr From: Tracey Achenbach <tachenbach@htflc.org> Sent: Friday, August 05, 2016 8:17 AM To: Council Subject: HTFJC Invitation Come Help US Celebrate! Who: Housing Trust Fund of Johnson County Board of Directors What: Annual Meeting Date: Friday, August 26 Time: 8:30 a.m. Location: North Liberty Community Center, 520 W. Cherry Street, North Liberty Bonus: A light breakfast will be served. Bose conform your otrendonce to cco�r(htic.oroor tochenbochr hr1t c.or4. Tracey Achenbach Executive Director Housing Trust Fund of Johnson County 322 E Second St Iowa City, IA 52240 319-358-0212 h�fjc.org From: City of Iowa City <CityoflowaCity@public.govdelivery.com> Sent: Tuesday, August 09, 2016 1:55 PM To: Marian Karr Subject: Senior Center plans 35th anniversary open house, ice cream social SHARE Having trouble viewing this email? View it as a Web page. 10WACITY FOR IMMEDIATE RELEASE Date: August 9, 2016 Contact: Michelle Buhman Phone: 319-356-5222 Senior Center plans 35th anniversary open house, ice cream social As part of its 35th anniversary celebration, the Iowa City / Johnson County Senior Center will host an open house and ice cream social from 2 to 4 p.m. on Wednesday, August 17, 2016. The public is invited to attend the event, which will be held at the center at 28 S. Linn Street in Iowa City. The open house will showcase the facility and highlight many educational, recreational, and entertainment opportunities scheduled in the upcoming season. The fall program guide lists over 150 programs, services, and volunteer opportunities in the areas of art, technology, fitness, history, math, science, music, planning ahead, and other topics. Tours of the building, which served as Iowa City's Post Office from 1904 to 1975 and is now listed on the National Register of Historic Places, will be scheduled every 30 minutes. Guests will also be able to meet some of the center's instructors, learn about the many benefits of membership, sign up for door prizes, and enjoy a free chair massage. The Senior Center first opened in September 1981. While the programs and events offered have grown and changed over the past 35 years, one thing remains the same: The Center offers community members aged 50 and over a place to gather to stay active, curious, and connected. For more information, contact Senior Center Program Specialist Michelle Buhman at 319-356-5222. I ! , Questions? Contact Us CITY OF IOWA CITY UNMO CRY OF UTERAIM STAY CONNECTED: 08-11-16 IP15 Marian Karr From: City of Iowa City <CityoflowaCity@public.govdelivery.com> Sent: Friday, August 05, 2016 8:57 AM To: Marian Karr Subject: Coffee with a Cop scheduled at 1st Avenue Hy -Vee O SHHRE Having trouble viewing this email? View it as a Web page. 10WACITY FOR IMMEDIATE RELEASE Date: August 5, 2016 Contact: David Schwindt Phone: 319-356-5275 Coffee with a Cop scheduled at 1st Avenue Hy -Vee The Iowa City Police Department will host another Coffee with a Cop event from 9:30 to 11 a.m. on Friday, Aug. 19, 2016 at Hy -Vee, 812 S. 1st Avenue in Iowa City. Residents are invited to join their neighbors, friends and co-workers to discuss community issues with neighborhood police officers. There's no agenda scheduled — this is just a chance to ask questions, voice concerns and get to know police officers in a relaxed setting over a cup of coffee. Additional information about the Coffee with a Cop program is available at www.icnov.org/coffee. For other questions, or to schedule Coffee with a Cop in your neighborhood, contact Officer David Schwindt at david-schwindt()g Iowa-citv.org or 319-356-5275. t ! , i1��tlilL� Questions? -nom Contact Us CITY tri IOWA CITY t0dWo Un Od 111ERAIM STAY CONNECTED: f IV 111. 1]inj� SUBSCRIBER SERVICES: Manage Preferences I Unsubscribe I HeID This email was sent to marian-karrQiowa-city.org using GovDelivery, on behalf of: City of Iowa City 410 E/�/�/ 4 IP Washington Street - Iowa City, IA 52240 QO 9 f; �ro �� . IP 16 Marian Karr From: City of Iowa City<CityoflowaCity@public.govdelivery.com> Sent: Wednesday, August 10, 2016 2:03 PM To: Marian Karr Subject: City of Iowa City to host open house on affordable housing O SHORE Having trouble viewing this email? View it as a Web page. 10WACITY FOR IMMEDIATE RELEASE Date: 8/10/2016 Contact: Simon Andrew, Assistant to the City Manager Phone: 319-356-5010 City of Iowa City to host open house on affordable housing The City of Iowa City is hosting an open house at 5:30 p.m. on Wednesday, August 24, 2016, at the Iowa City Public Library to provide feedback and ask questions about potential strategies to address the issue of affordable housing in the community. The Library is located at 123 S. Linn Street in downtown Iowa City. Providing affordable housing is a challenge many growing communities across the country are facing, and it's a top priority for the Iowa City City Council. In its 2016-2017 Strategic Plan, the Council set out to create an achievable goal and implement strategies to help tackle the affordable housing problem in Iowa City. City staff presented an Affordable Housing Action Plan to the Council during a work session on June 21, 2016. During the presentation, staff gave a review of existing affordable housing programs, recent progress, and a list of potential new strategies and funding sources. The community is invited and encouraged to provide input on the issue of affordable housing and the Affordable Housing Action Plan. For those unable to attend the open house, comments can be emailed to affordablehousing(o)iowa-city.org, mailed or delivered to: Iowa City City Hall Attn: City Manager's Office 410 E. Washington Street Iowa City, Iowa 52240 For questions about the event, contact Assistant to the City Manager Simon Andrew at 319-356- 5010 or email simon-andrew@iowa-city.org. First Avenue in Iowa City to close Saturday, August 20 through early September Page 1 of 2 L..P. Receive Updates lEnter Email Address I Go Late Handouts Distributeo T First Avenue in Iowa City to close Satuffipy., August 20 through early September City of Iowa City sent this bulletin at 08/11/2016 04:40 PM CDT O SHARE Having trouble viewing this email? View it as a Web pace. °��°,IOWA CITY FOR IMMEDIATE RELEASE Date: 8/11/16 Contact: Jason Reichert Phone: 319-356-5416 First Avenue in Iowa City to close Saturday, August 20 through early September Construction of the First Avenue Grade Separation Project, which elevates the railroad crossing and lowers the road, is progressing and will require the closure of First Avenue beginning Saturday, August 20, 2016. The closure will impact First Avenue, south of Bradford Drive through Mall Drive, which will be closed to thru traffic and is necessary for crews to remove the temporary road and begin paving under the new railroad bridge. During this closure, First Avenue traffic will detour onto Muscatine Avenue, Scoff Boulevard and US Highway 6. South East Junior High School, from the north, and businesses along First Avenue and Mall Drive, from the south, will remain accessible. It is anticipated that First Avenue will re -open to traffic in early September. This closure will also affect pedestrians. People looking to safely cross the railroad during the closure should use the Longfellow tunnel located at the corner of Lower Muscatine Road and Kirkwood Avenue. The Iowa City Community School District is communicating with parents of South East Junior High School, City High School and Tale High School and has issued the following safety recommendations: • If your student is eligible, use the school bus. https://content.govdelivery.com/accounts/IAIOWAlbulletins/I5c7b19 8/11/2016 First Avenue in Iowa City to close Saturday, August 20 through early September Page 2 of 2 • South East Junior High families that live south of the railroad tracks and are not bus eligible will be contacted directly by school administration with instructions on an alternate walk/ride route to the school. • City High and Tate High students not eligible for the school bus, will need to find an alternate walk/bike route as there will not be access to cross the railroad tracks at First Avenue. • South East Junior High parents are urged to avoid Bradford Drive to drop-off and pick-up students. An alternative drop-off and pick-up area will be at Mercer Park Aquatic Center. The Iowa City Community School District (ICCSD) will continue to work with families as the start of classes approach to provide students with a safe route to and from school during the closure. For additional information related to ICCSD's plans, please contact your student's school directly. School contact information can be found at www.iowacityschools.org. To receive project updates, sign-up for e -subscriptions, like the City of Iowa City on Facebook and follow the City of Iowa City on Twitter. To learn more visit iccov.oraffirstaveoroiect. Is ► Questions? Contact Us CITY Of IOWA CITY uNsconn o► unu►un STAY CONNECTED: SUBSCRIBER SERVICES. Manage Preferences I Unsubscribe I Help P"M by F https://content.govdelivery.com/accounts/IAIOWA/bufletins/15c7b19 8/11/2016 MINUTES PRELIMINARY BOARD OF ADJUSTMENT JULY 13, 2016 — 5:15 PM EMMA HARVAT Hall, CITY HALL MEMBERS PRESENT: Larry Baker, Gene Chrischilles, Connie Goeb, Becky Soglin, Tim Weitzel MEMBERS ABSENT: STAFF PRESENT: Susan Dulek, Karen Howard OTHERS PRESENT: Pat McArtor CALL TO ORDER: The meeting was called to order at 5:15 PM. ROLL CALL: A brief opening statement was read by Baker outlining the role and purpose of the Board and the procedures that would be followed the meeting. CONSIDERATION OF THE JUNE 15. 2016 MEETING MINUTES: Soglin moved to approve the minutes of June 15, 2016. Weitzel seconded the motion. A vote was taken and the motion passed 5-0. SPECIAL EXCEPTION ITEM IEXC16-000051: Discussion of an application for a special exception submitted by Pat McArtor to reduce the rear principal building setback from 20 feet to 10 feet for property located in the Neighborhood Stabilization Residential (RNS-12) zone located at 1031 E. Market St. Howard began the staff report showing some images and photographs of the property. The property is fairly square and located at the corner of Clapp and Market Streets. The area is characterized by fairly small lots. The property in question is a corner lot that known as a small reverse corner lot that fronts onto Clapp Street. The rest of the homes on this side of the block front onto Market Street. This property is unique in that it is nearly square, the house sits on the back southwest corner of the lot, which leaves a larger front yard than a lot of the other properties in the neighborhood. The rear yard of the subject property abuts a side yard of the neighboring property. With corner lots, both street facing portions of the yards are considered front yards, and with a corner lot the rear lot line is the opposite of the shorter of the two front lot lines. In this case since it is a square lot, either front lot line can be used in determining where the rear lot line and rear yard are located. Required side yard setback is 5 feet and required rear yard setback is 20 feet in this zone. So for this particular property, the side yard is on the west side, because the existing house is located only about four or five feet from the adjacent Board of Adjustment July 13, 2016 Page 2 of 7 property line so has a setback that is more similar to a side setback, and the larger setback area is on the south side of the property, so is considered the rear yard. Soglin asked about the garage located on the property, and if that location of the garage defines the yard differently. Howard explained not necessarily. Garages are allowed within rear or side setback areas, so the garage is compliant with required rear setback standards. There was a special exception that reduced the front yard in May 2015 so the garage could be located closer to the street. The house just happens to be setback further in the yard than many houses in the neighborhood. The front setback requirement in this Zone is 15 feet, and in this case it is averaged along Clapp Street based on the other properties in the vicinity. So when the special exception for the garage was granted, the garage cannot be any closer to a front yard line than any other buildings on the frontage. Howard next showed a rough drawing of what is being proposed. The applicant is now requesting to build anew addition to the rear of the house. Right now there is a small room that projects from the main house, which is already non -conforming because it extends into the required 20 foot rear setback area. The rear yard setback is being asked to be reduced to 10 feet to allow construction of the new addition, which will replace the room projecting off the back of the house as well as the rear deck that is on the house. If the addition is approved, it will leave a rear yard of 10 feet from the back of the new addition to the property line to the south. There would also be about 13 feet between the new addition and the property line to the west, which meets the setback requirements for the west property line. Howard stated that the request is to reduce the rear setback requirement from 20 feet to 10 feet. The setback from the main portion of the house to the property line now is 20 feet. The non -conforming room on the rear protrudes into that setback 6 feet, so the applicant is asking for an additional 4 feet. Howard also noted there is a storage shed on the property that Staff is recommending be removed and the applicant has agreed, that will increase the usable yard space. Howard also clarified what clerestory windows are, clerestory windows are just windows that are at the top of the wall, that ware used to bring light into a space but above eye level. Howard identified the findings regarding setback requirements (as listed in the Staff report). She noted that Staff is recommending some conditions because the space is quite tight in the back yard of the property. And while the applicant will not be exceeding the lot coverage for buildings or accessory buildings, because all of the buildings on the property are clustered in a small area of the lot, it makes for a smaller rear yard space between neighboring houses. Staff recommends approval of special exception EXC16-00005, to reduce the required rear principal building setback from 20 feet to 10 feet to allow a one-story, 20'x 10' foot home addition for property located at 1031 East Market Street, subject to the following conditions: Substantial compliance with the site plan submitted; Only clerestory windows are allowed on the south -facing wall of the addition; No other structures may be located within the rear yard except for the privacy fence and existing garage. The existing deck and storage shed must be removed; No additional paving or impervious surface may be established between the house and the rear property line. (The existing patio between the house and garage may remain in its current location as shown on the site plan). Goeb asked if it is confirmed that the neighbor's house is actually 9 feet from the property line. Howard said the measurements are coming from the Johnson County GIS system, there hasn't been an official site plans submitted yet. Howard also said the neighboring yard is the side yard for the neighboring house, so the required setback for a side yard is only 5 feet. Board of Adjustment July 13, 2016 Page 3 of 7 Baker opened the public hearing and asked the applicant to come forward to address and answer questions of the Board. Pat McArtor (1031 East Market Street) came forward to answer questions. Goeb stated there was a letter from the neighbor to the south who is not in favor of allowing the setback reduction. When the garage was built this neighbor lost a lot of visual green space. McArtor acknowledged that he spoke with this neighbor, and the property is actually a rental property and has been for at least 15 years, and the owner is rarely around. There was a situation where a large walnut tree was encroaching onto his property and another neighbor's property so they all worked together to get that tree removed, but that was one of very few times he has had interactions with the owners of the property. Therefore the person lodging the complaint of losing visual green space doesn't actually live on the property. Baker asked if the wooden fence is an accurate property line marker. McArtor stated it was not, the fence is actually about 5 feet from the property line into his yard space, so the neighbor was actually using a portion of his yard that is on the other side of the fence. Weitzel asked if McArtor would put up a new fence when the addition was built. McArtor said eventually but he had other projects he needed to work on first. Baker asked about the addition stating the high windows will be on the south side, and wondered about the windows on the other sides of the addition. McArtor said there would be one small window on the west side and a set of one or two windows on the east side facing the patio. Baker asked if there were any plans for a sliding or door for an entrance to the addition from the outside. McArtor replied yes, on the east corner of the addition there will be a doorway and a landing that will open to the north. The addition will extend about 4 feet past the length of the house and that is where the door will be placed. Soglin noted that the applicant wrote in the letter that he was originally considering a 14x20 addition and after speaking with Staff it was reduced to 10x20, and asked if the applicant considered any size smaller. McArtor said that when he was first considering the 1420 option he was trying to make it a nice dining room area, with the reduction to 10x20 he felt he could still have a nice dining area, going any smaller would make the dining space they want unattainable. Soglin asked how wide the property was along the rear yard. McArtor believes it is 65 feet wide. Soglin asked about the size of the garage, McArtor said it is 20 foot wide and 22 feet deep. Soglin asked what the roof height of the addition will be. McArtor said the plan is to do a shed roof, building off the existing roof line of the house. The 10x20 foot structure will be sitting on pillars, but the foundation of the existing room will be maintained to allow for water lines to run to an interior wall for the laundry room. Baker closed the public hearing. Goeb commented that she always takes very seriously letters or comments from neighbors regarding objections to special exceptions, so she has concern about this application because of the neighbor's objections. Soglin shares Goeb's concerns regarding the neighbor's objections. She also noted her concern about the drawings submitted and how it was not apparent how the addition will appear on the property and from a neighboring view. Soglin stated her concern in terms of standards regarding privacy. Board of Adjustment July 13, 2016 Page 4 of 7 Chrischilles stated that the garage is already closer to the property line than this addition will be, so is unsure if the addition will cause that much more of a problem in terms of view. He also noted that the windows on that side of the neighbor's house are located in-between where the addition and the garage are, so there will still be a view out those windows. Chrischilles also remarked that the neighbor's house is 9 feet from the property line and the addition on the applicant's house will be 10 feet from the property line. Howard also noted that the applicant's garage is in compliance with the setback standard, the special exception for the garage was to reduce the front setback requirement. Weitzel stated that the Staff report lays out every reason as to why this special exception can be approved, it is not asking for something that is outside the allowances in the Zoning Code so he is in favor of granting the special exception. Baker agrees with the Staff report and noted that the letter from the neighbor has to be taken into consideration but does the concern have enough merit to overturn what is a reasonable application. The potential negative effects are mitigated to the extent possible and this exception will not be detrimental to or endanger the public health, safety, comfort or general welfare. Baker feels this will be an improvement on the property without any sort of negative effect to the adjoining property. Weitzel moved to approve special exception EXC16-00005, to reduce the required rear principal building setback from 20 feet to 10 feet to allow a one-story, 20'x 10' foot home addition for property located at 1031 East Market Street, subject to the following conditions: • Substantial compliance with the site plan submitted; Only clerestory windows are allowed on the south -facing wall of the addition; No other structures may be located within the rear yard except for the privacy fence and existing garage. The existing deck and storage shed must be removed; No additional paving or impervious surface may be established between the house and the rear property line. (The existing patio between the house and garage may remain in its current location as shown on the site plan). Chrischilles seconded the motion. Chrischilles stated regarding agenda item EXC16-00005 he concurs with the findings set forth in the Staff Report of July 13, 2016 and conclude the general and specific criteria are satisfied unless amended or opposed by another Board member he recommends that the Board adopt the findings in the Staff Report as our findings with acceptance of this proposal. Weitzel concur with the findings and added that the situation is peculiar to this property, that there is practical difficulty maintaining the required setbacks and allowing any sort of development to continue on this property, and firefighting and air protection are maintained sufficiently. A vote was taken and the motion passed 3-2 (Goeb and Soglin dissenting). Baker stated the motion declared approved, any person who wishes to appeal this decision to a court of record may do so within 30 days after this decision is filed with the City Clerk's Office. Board of Adjustment July 13, 2016 Page 5 of 7 BOARD OF ADJUSTMENT INFORMATION: Materials requested by the Board regarding amplified sound and Rooftop Service Areas. Baker noted this was requested because the Board was not clear as to what the rationale was for the Board of Adjustment to not, as part of its special exception review, consider sound mitigation. Baker stated that the Board should have been informed of the policies and had this clarification prior to the meeting in which the Rooftop Services Areas was discussed. Weitzel stated that absent of a problem in the Code he does not feel it is necessary to ask Staff or the Planning and Zoning Commission for a review of the policy. Baker said the advantage of reserving the special exception of amplified sound to a Staff decision is the flexibility of terminating a permit immediately. Baker asked if that could be part of the special exception condition, that sound mitigation is part of the review for special exception, but the Board of Adjustment could set the same sort of criteria that Staff could deny or repeal the permit based upon complaints. Dulek stated that she understood Baker's question but is unable to answer it without some research. She stated however that a special exception and a permit are two different matters. A special use permit is granted by Staff for a specific purpose. A special exception is an exception to an ordinance which the Council has given the Board of Adjustment authority to vary from those ordinances under certain circumstances. Chrischilles believes the policy makes sense as is and should stay that way because the amplified sound permits are on a case-by-case basis. The Code now states they cannot have amplified sound, and if they want amplified sound they must bring the request to Staff for that specific event. Howard explained that the Board has powers granted by the State of Iowa to deny an application or approve with any conditions the Board deems reasonable to address externalities caused by the proposed exception, including noise, hours of operation, etc. However, since the ordinance does not allow amplified sound as a permanent right, the Board does not need to address it in the decision. To give an example, if the Board imposes more restrictive conditions, such as hours of operation, the City cannot issue a permit that would allow the RSA to operate with or without amplified sound outside those hours. The Board can also require certain sound mitigating features such as walls that absorb sound, etc. Temporary uses are different than special exceptions because there is not a permanent right established for a temporary use. Similar to other temporary uses, the City can issue permits for limited use of amplified sound as long as it is within the bounds of any conditions established by the Board of Adjustment and provided that it meets the approval criteria for this specific temporary use. No permanent right is granted, so the permit can be rescinded or modified if the amplified sound becomes a nuisance. There is a lot more flexibility to rescind or modify the conditions with a temporary use permit than if amplified sound were to be allowed as part of a special exception. Baker noted however that the amplified sound permit allows a Rooftop Services Area to have amplified sound for a whole season, not just for one specific event. Howard agreed that the ordinance allows issuance of temporary use permit for a whole season (for example for a summer garden center at Hy -Vee), but noted a temporary use can only be issued for a period not to exceed 180 days and they must re -apply every year and can be revoked if there are complaints or they do not comply with the conditions of approval of the temporary use permit. A majority of the Board agreed that no additional discussion of the issue was needed at this time. Board of Adjustment July 13, 2016 Page 6 of 7 ADJOURNMENT: Weitzel moved to adjourn. Chrischilles seconded the motion. A vote was taken and the motion passed 5-0. BOARD OF ADJUSTMENT ATTENDANCE RECORD NAME TERM EXP. 8/12 9/14 10/14 12/16 1/13 2/17 3/9 4/13 6/15 7/13 BAKER, LARRY 1/1/2017 X X X X X O/E X X X X GOEB, CONNIE 1/1/2020 X X X X X X X X X X GRENIS, BROCK 1/1/2016 X X O/E X -- CHRISCHILLES, T. GENE 1/1/2019 X X X X X X X X O/E X SOGLIN, BECKY 1/1/2018 X X X X X X X O/E X X WEITZEL, TIM 1/1/2021 -- - -- X X X X X KEY: X = Present 0 = Absent 0/E = Absent/Excused — = Not a Member MINUTES PRELIMINARY HISTORIC PRESERVATION COMMISSION JULY 14, 2016 EMMA J. HARVAT HALL MEMBERS PRESENT: Esther Baker, Zach Builta, Gosia Clore, Sharon DeGraw, Cecile Kuenzli, Andrew Litton, Pam Michaud, Ben Sandell, Ginalie Swaim, Frank Wagner MEMBERS ABSENT: STAFF PRESENT: OTHERS PRESENT: Thomas Agran Jessica Bristow, Bob Miklo Alicia Trimble RECOMMENDATIONS TO COUNCIL: (become effective only after separate Council action) CALL TO ORDER: Chairperson Swaim called the meeting to order at 5:30 p.m. PUBLIC DISCUSSION OF ANYTHING NOT ON THE AGENDA: There was none. CERTIFICATES OF APPROPRIATENESS: 318 South Lucas Street. Bristow explained that this house was originally a UniverCity Partnership house but is non- contributing to the Governor Lucas Street Conservation District. She said that the applicant proposes to add an entrance canopy to the front entrance and remove and replace the entrance canopy on the side entrance. She said the side canopy needs to be replaced because it is sloping too far away from the house. Bristow showed photos of the two areas and photos of the similar proposed canopies. She said that the canopy would be an open gable and that the roof pitch would be similar to the pitch on the front -facing gable on the house. She referred to a photo and said that the ends of the brackets would not project because that would be typical of a Craftsman style which this house is not. She said the bracket ends would be covered by the fascia similar to another photo she showed. Bristow said the canopies would have roof shingles to match the house. They would also be painted to match the house. Wagner said to make sure the roofers use short enough nails that they don't protrude through the open roof below. Typical nails are too long. MOTION: Litton moved to approve a certificate of appropriateness for the project at 318 South Lucas as presented in the application. Baker seconded the motion. The motion carried on a vote of 10-0 (Aaran absent). HISTORIC PRESERVATION COMMISSION July 14, 2016 Page 2 of 7 813 Ronalds Street Bristow explained that this house is representative of popular vernacular house styles in the Goosetown area. Built in 1913, it has similar details to popular homes available by catalog at the time. Bristow noted that the garage is new construction approved in 2007. Bristow said that the applicant is proposing to install 20 solar panel modules on the garage roof with 10 on each side of the north/south facing gable end garage. Because of the lower elevation of the alley and garage area, the solar panels would not be visible from the street. Bristow explained that these solar panels will not mount as previously approved solar panels that were mounted to the vertical seams in metal roofs. Because the garage roof is asphalt shingles, the panels will be attached through the roof structure. Some panels and similar elements will be located on the rear of the house. Kuenzli asked if the edge of the panel could be dark instead of white so it would blend in with the roof. Bristow said she would contact the contractor to see if that is possible. MOTION: Litton moved to approve a certificate of appropriateness for the project at 813 Ronalds Street as presented in the application. Baker seconded the motion. The motion carried on a vote of 10-0 (Agran absent). REPORTS ON CERTIFICATES ISSUED BY CHAIR AND STAFF Certificate of No Material Effect - Chair and Staff Review 728 College Street. Bristow said this property is in the College Green Historic District. She said the applicant is reconstructing the stairs and moving them in slightly to the east so that they do not extend past the edge of the house into the driveway. Bristow said that the applicant originally wanted to dismantle part of the brick porch wall and move the stairs to that location but that would have compromised the architectural character of the house. The driveway will be replaced at a lower elevation too. Michaud asked about the garage. Bristow said that the applicant wanted to rebuild the garage but that the original location was not possible due to code requirements. The garage, destroyed in the 2006 tornado is no longer grandfathered in. 807 South Summit Bristow explained that this house is a duplex in the Summit Street Historic District. The south - facing front door was destroyed by accident and will be replaced with a door that matches the east -facing front door. HISTORIC PRESERVATION COMMISSION July 14, 2016 Page 3 of 7 511 Ronalds. Bristow said that this house in the Brown Street Historic district will have the 3 -tab asphalt shingles replaced with architectural quality shingles in the same light brown color. 730 Iowa Avenue. Bristow said that this house in the College Hill Conservation District had its front steps replaced. The existing brick steps were probably not original. The steps were replaced with wood steps and the existing simple metal railing was reused. The porch skirting will be extended to fill all of the area next to the new stairs and will match the existing. Minor Review - Preapproved Item - Staff Review 617 Dearborn Street. Bristow said that this house in the Dearborn Street Conservation District has many replaced windows and that two windows on the north side and one obscured by a tree on the east side are rotten and will be replaced to match the other windows on the house. 304 South Summit Street. Bristow said that this house in the Summit Street Historic District has a new owner and is being rehabbed. The owner is repairing all of the windows on all three sides of the original main section of the house. The windows on the additions on the north, south and west sides will be replaced. Bristow showed a current photo of the house and said that the front fire escape structures are no longer necessary and have been removed. The photo also shows a new coat of paint to match the original brick color. 120 Fairchild Street. Bristow explained that two sets of casement windows that were installed on this Iowa City Landmark in the 1940's are being replaced with wood double hung windows. 501 Oakland Avenue. Bristow said that the railing and stairs for this Longfellow Historic District home area being replaced. The porch stairs are being rebuilt in wood. The concrete stairs to the sidewalk are being rebuilt in concrete that is narrower so that they can be separated from the retaining wall. The three different railings will be replaced with one simple metal railing. AMENDMENT FOR THE NATIONAL REGISTER COLLEGE GREEN HISTORIC DISTRICT: HISTORIC PRESERVATION COMMISSION July 14, 2016 Page 4 of 7 Bristow said that information about the house was submitted to the State to get it to issue an opinion that the house would still be considered eligible for the National Register, once it is moved. She said that this can be controversial because it is a moved structure not in its original location. Bristow said that because Iowa City has a history of moving structures, it is not as controversial here. Bristow said the State provided a written opinion that the State would still consider the structure eligible for the National Register. She said the opinion also stated that the district should probably be amended, because if the building is considered contributing, then any future owner could get tax credits, etc. Bristow said it would be more cohesive if this is considered a contributing structure. She said that involves removing the original house from the district and including this one in the district. Bristow said the information will include comparing the sites and comparing the neighborhoods from the original location to the new location. She said that most of this has been compiled in the original document to the State. Bristow said the packet contains just the first draft of the information that needs to go to the State. Bristow said the draft will go to the State with a deadline of August 1st. She said the State works with staff to tweak the draft before the final deadline of December 1 st. Bristow said it will be on the national agenda in February. MOTION: Kuenzli moved to amend the College Green Historic District to include the Houser -Metzger House, as outlined by staff. Baker seconded the motion. The motion carried on a vote of 10-0 (Agran absent). UPDATE ON POTENTIAL LANDMARK DESIGNATIONS: Swaim said this is an ongoing project. She said the subcommittee met and will be meeting again. Swaim said the subcommittee is putting together the narratives and will be sending those out to the homeowners and having discussions with them. CONSIDERATION OF MINUTES FOR JUNE 9,2016: MOTION: Baker moved to approve the minutes of the Historic Preservation Commission's June 9, 2016 meeting, as written. Clore seconded the motion. The motion carried on a vote of 10-0 (Agran absent). COMMISSION INFORMATION AND DISCUSSION: Correspondence with Mayor Regarding House Move Proiect. Swaim said that a letter was sent to the City to thank everyone involved in the house move. Memo to City Manager Regarding Manville Heights. Swaim said a memo was sent by Miklo regarding Manville Heights. Preserve Iowa Summit. HISTORIC PRESERVATION COMMISSION July 14, 2016 Page 5 of 7 Miklo said the State Historic Preservation Summit will be held in Davenport in September. He said that Bristow and Swaim are attending, and the City would pay for the registration and travel expenses of one more Commission member if anyone is interested. Henry Fisk Reception. Swaim stated that the Commission has been contacted by someone who has been documenting the architect, Henry Fisk, regarding sharing in some kind of event in honor of his work. Miklo said the owner of one of his houses, which received a preservation award in the past, has formed a group of owners of his houses. He said that Fisk was active in Iowa City from the 1930s through the 1960s, and his firm designed the Iowa City Airport terminal. Miklo said he also designed the City Hall building, in partnership with Roland Wehner, although the building looked much different initially. Miklo said that Fisk also designed several quite interesting houses throughout Iowa City and several north of Iowa City in the Dubuque Street area. Miklo said that the Fisker group would like to hold a reception and is requesting that the Commission co-sponsor it, which also makes it easier to hold the event in a City building. He asked if the Commission would like to co-sponsor this event. Swaim said that one of the advantages is that this would be something proactive that the Commission could do that would bring attention to more recent architecture and housing, a lot of it in the Manville Heights area. Trimble said that Friends of Historic Preservation would be more than happy to co-sponsor the reception with the Commission. Miklo suggested the Johnson County Historic Preservation Commission as another co-sponsor, because several of the buildings are in the unincorporated part of the County. Swaim stated that part of the Commission's work plan is to hold events that are educational and to build its audience and such. She said this is a good opportunity. Swaim said the website was put together by Sue Rhomberg and is called HenryFisk.com. Swaim asked for a volunteer to be a point person to work with Friends of Historic Preservation and Rhomberg. Swaim said that Rhomberg would like to hold the reception at the Airport terminal, which was designed by Fisk. Builta agreed to work on the project. Other. Bristow announced that Friends of Historic Preservation helped staff write an HRDP grant to rehabilitate the City Park cabins, specifically for $25,000 that would be matched, to do the roofs with wood shake instead of asphalt and to also repair some of the deteriorated roof structures. Bristow said the City will be getting $25,000 from the State in order to help with that proposal. She said that more will be going on with that project, but this money is earmarked for the roofing. HISTORIC PRESERVATION COMMISSION July 14, 2016 Page 6 of 7 Kuenzli said that at the last meeting, the Commission had discussed water issues with regard to the Habitat for Humanity house to be built on Seventh Avenue. She asked if any additional information had become available since that time. Bristow said that she has talked with the builders. She said they do plan to make sure the house is waterproof. Bristow said she does not know all of the methods to be used, but the builders plan to do everything they can to prevent water issues. Swaim added that Joyce Carroll, of the Parks and Recreation Department, has been working for several years to draw attention to the cabins and to try to get money and grants, and finally the right combination of grant writing has been put together. She said this is a big first step. ELECTION OF OFFICERS: Swaim said the Commission offices are for one-year terms. She said she would be interested in running for Chair again, and Baker has expressed interest in the Vice Chair position. Swaim asked if anyone else had an interest in running. MOTION: Wagner nominated Swaim for Chair of the Historic Preservation Commission and nominated Baker for Vice Chair of the Historic Preservation Commission. Clore seconded the motion. The motion carried on a vote of 10-0 (Aaran absent). ADJOURNMENT The meeting was adjourned at 6:30 p.m. Minutes submitted by Anne Schulte HISTORIC PRESERVATION COMMISSION ATTENDANCE RECORD 2015-2016 NAME TERM EXP. 8113 9110 10/8 11112 12/10 1114 2111 2125 3112 4/14 5112 619 7114 AGRAN, THOMAS 3/29117 X O/E X X X O/E X X O/E X X BAKER, ESTHER 3129/18 X X X O/E X X X X X X X X X BUILTA, ZACH 3129/19 --- — — — — — — X X X X CLORE, GOSIA 3/29/17 X O/E X X X O/E X O/E X X X X DEGRAW, SHARON 3129119 — — — — — — — — X X X X KUENZLI, CECILE 3/29119 — — — — — — — — O/E O/E X X LITTON, ANDREW 3129/17 0/E X X X X X X X X X O/E X MICHAUD, PAM 3/29/18 X X X O/E X X X X X X X X X SANDELL, BEN 3/29117 X X X X O/E X X X X X X X X SWAIM, GINALIE 3/29/18 X X X 01E X X X X X X X X WAGNER, FRANK 3/29/18 0/E O/E X O/EX X X X X X X X X KEY: X = Present 0 = Absent O/E = Absent/Excused --- = Not a Member