HomeMy WebLinkAbout08-15-2019 Airport Commission*The times listed in the agenda are the anticipated duration of that particular agenda item. The actual
discussion may take more or less time than anticipated
If you will need disability-related accommodations in order to participate in this program/event,
please contact Michael Tharp, Airport Operations Specialist, at 319-356-5045 or at michael-
tharp@iowa-city.org. Early requests are strongly encouraged to allow sufficient time to meet
your access needs.
IOWA CITY AIRPORT COMMISSION
MEETING AGENDA
AIRPORT TERMINAL BUILDING
1801 S. RIVERSIDE DRIVE
IOWA CITY, IOWA
THURSDAY AUGUST 15, 2019 – 6:00 P.M.
1. Determine Quorum
2. Approval of Minutes from the following meetings: 5 min*
July 18, 2019
3. Public Discussion - Items not on the agenda 5 min
4. Items for Discussion / Action:
a. FAA/IDOT Projects: 10 min
i. Obstruction Mitigation
ii. Runway 25 Threshold Relocation
b. FBO / Flight Training Reports 20 min
i. Jet Air
c. Airport "Operations" 60 min
i. Management
1. City Climate Action Plan
2. 2019-2020 T-Hangar Rates
ii. Budget
1. Flight Simulator
2. FY2021 Budget
iii. Events
1. Pancake Breakfast - August 25
d. Commission Members' Reports 2 min
e. Staff Report 2 min
5. Set next regular meeting for September 12, 2019 at 6:00 p.m.
6. Adjourn
July 18, 2019
Page 1
MINUTES DRAFT
IOWA CITY AIRPORT COMMISSION
JULY 18, 2019 – 6:00 P.M.
AIRPORT TERMINAL BUILDING
Members Present: Warren Bishop, Scott Clair, Christopher Lawrence, Bob Libby, Judy Pfohl
Staff Present: Eric Goers, Michael Tharp
Others Present: Carl Byers, Matt Wolford
RECOMMENDATIONS TO COUNCIL: (to become effective only after separate Council
action):
None.
DETERMINE QUORUM:
The meeting was called to order at 6:04 P.M.
ELECTION OF OFFICERS:
Tharp gave Members a brief history of how the Commission has approached the election of
officers in the past, basically rotating among Members. Chris Lawrence volunteered to take
over the chair position. Pfohl nominated Lawrence for the position of Chair. Bishop
seconded the motion. The motion carried 5-0.
Lawrence nominated Bishop for the position of Secretary. Libby seconded the motion.
The motion carried 5-0.
APPROVAL OF MINUTES:
Minutes of the June 20, 2019, meeting were reviewed by Members. Bishop moved to accept
the minutes of the June 20, 2019, meeting as presented. Pfohl seconded the motion. The
motion carried 5-0.
PUBLIC DISCUSSION:
None.
ITEMS FOR DISCUSSION/ACTION:
a. FAA/IDOT Projects
i. Obstruction Mitigation – Tharp stated that things are still progressing
here. He added that they have in hand the FAA grant offer for the design
work - $160,000 of money that will come back. Continuing, Tharp shared
that AECOM is moving ahead with things on this project.
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ii. Runway 25 Threshold Relocation – Tharp stated that the grant for this
project has not been received yet, but an application has been submitted.
b. FY19 FAA Grant Awards
i. Consider a resolution pre-authorizing Chair to accept grant offers –
Tharp explained to Members what typically happens with these end of
fiscal year grants. He stated that due to things being behind with the
FAA, he is asking the Commission to pre-authorize the Chair to accept
the grants once they show up. Bishop moved to accept Resolution
#A19 -11, pre-authorizing the Chair to sign and accept the FAA funds
per discussion. Lawrence seconded the motion. The motion carried
5-0.
c. FBO / Flight Training Reports
i. Jet Air – Wolford shared the monthly maintenance reports with Members.
He highlighted some of the tasks staff performed, including weed control,
debris cleanup, light bulb replacement, mulching, etc. He also noted the
extra cleaning as they prepared for the U of I's open house. Members
noted that the Airport grounds are looking very nice and complimented
Wolford on his staff's performance.
Speaking to Jet Air's business, Wolford stated that they are down a
couple of airplanes right now, as they are leasing a couple of them up in
Osh Kosh. The maintenance shop has been keeping busy, as has Jet
Air's charter service.
d. Airport Operations
i. Management –
1. Airport Strategic Plan Review – Tharp stated that with the new
Members now on board, he would like to walk through the
strategic plan and the budget documents so that everyone
understands how things work at the Airport. He spoke to the
Airport's master plan, as well, giving Members a detailed overview.
Tharp first spoke to the Airport's five strategic goals: continuing
communication with the City Council and City administration;
looking for ways to collaborate with other City departments;
develop funding mechanisms for Airport operations, and complete
facility improvements and maintenance; increase use of the
Airport for aviation and other uses; maintain the safety and the
appeal of the Airport; and implement the Airport master plan. He
then addressed each of the goals, starting with communication.
He stated that many of the goals and strategies for communication
include attending Council meetings. Tharp stated that he also
goes before the Council during budget planning sessions. He also
spoke to the collaboration efforts that have begun with other City
departments, such as the Streets department and the help they
give with regard to runway and pavement maintenance.
Continuing with the second goal, Tharp stated that it is difficult to
change funding mechanisms in any given budget cycle. He spoke
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to this, noting that FY2019 was the first year the Airport did not
have general levy support for their operations. For FY2020, he
noted that it looks to be the same – that the Airport will be self-
sufficient operationally. The City does still provide a matching
$100,000 for grants with federal and state funding. Revenue
increases come about through hangar rates and ground leases.
Members briefly spoke to the City's financial support and why this
has changed now.
The third goal – increasing the use of the Airport for aviation and
other community uses – has been addressed through such items
as 24-hour fueling, a viewing area, hosting of events, and giving
tours, for example. Tharp then spoke to how they track things, like
fuel sales and Jet Air's flight operations. He noted the use of
social media and how they are utilizing things on the internet.
Moving to the fourth goal of maintaining the safety and aesthetic
appeal of the Airport and the infrastructure, Tharp noted that the
north t-hangars have been repainted; the entryway was redone
last year; the terminal building had quite a few upgrades done as
well, to bring it up-to-date. Pfohl asked if the Air Care building
could be repainted, as it appears to be in need of some
maintenance. Tharp stated that he can add this to their list of
projects.
Tharp then moved to the final goal of implementing the Airport
master plan, and this is dependent on funding. The obstruction
mitigation project, for example, is ongoing. He briefly noted how
the outcome of this will impact the Airport's goals. Tharp then
responded to Member questions and suggestions for future
projects.
ii. Budget –
1. FY2020 Budget Review – Tharp then spoke to the FY20 budget
that began July 1. He explained the City's budget process and
how each year they have timeframes to complete their portion of
the budget process. Continuing, Tharp explained in more detail
the Airport's budget amounts and the various revenue streams
they tap into. He gave Members some historical background too,
as it relates to the Airport's budget and use of funds.
Continuing, Tharp stated that their state grant-funded project will
be to reconstruct the apron area in front of the terminal building,
and they are also seeking a grant for a fuel system upgrade.
Tharp continued explaining the Airport's budget and the overall
process with the City, and how some costs are pre-set and
therefore they have little control over. Discussions continued, with
Tharp responding to Member questions and concerns.
iii. Events
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Page 4
1. Young Eagles Day – August 10 – Tharp briefed Members on this
upcoming event, stating that typically 10 aircraft are present to
give rides to the Young Eagle participants.
2. Pancake Breakfast – August 25 – Tharp stated that this is
hosted by the Optimist Club and that this year the Monarch
Festival group will have a display present.
e. Commission Members’ Reports – Libby stated that he will be participating in
RAGBRAI this year. Other Members noted that they will be in Oshkosh. Clair
was welcomed to the Commission.
f. Staff Report – Tharp stated that Friday and Monday he will be out of the office in
the afternoon. July 30th is also a day he will be out of the office. August 26th
through the 28th will be the Four States Aviation Conference in Kansas City,
which is the FAA's Central Region. He added that he attends this conference
annually.
SET NEXT REGULAR MEETING FOR:
The next regular meeting of the Airport Commission will be held on Thursday, August 15,
2019, at 6:00 P.M. in the Airport Terminal Building. Goers asked if Members would be open to
moving meetings to the second Thursday of the month, due to a conflict he has. Members were
agreeable to this. This will be placed on the upcoming agenda for formal approval.
ADJOURN:
Lawrence moved to adjourn the meeting at 7:05 P.M. Bishop seconded the motion. The motion
carried 5-0.
______________________________________________ ___________________
CHAIRPERSON DATE
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July 18, 2019
Page 5
Airport Commission
ATTENDANCE RECORD
2018-2019
NAME
TERM
EXP.
1
0
/
1
8
/
1
8
1
1
/
1
5
/
1
8
1
2
/
2
0
/
1
8
0
1
/
1
7
/
1
9
0
2
/
2
1
/
1
9
0
3
/
2
1
/
1
9
0
4
/
1
8
/
1
9
0
5
/
1
6
/
1
9
0
6
/
2
0
/
1
9
0
7
/
1
8
/
1
9
Warren Bishop 06/30/22 O/
E X X X X X X X X X
Scott Clair 06/30/23 N
M
N
M
N
M
N
M
N
M
N
M
N
M
N
M
N
M X
Robert Libby 07/01/20 O/
E X X X X
O/
E X X
O/
E X
Christopher
Lawrence
07/01/21
X X X X X X X X X X
Jody Pfohl 06/30/22 N
M
N
M
N
M
N
M
N
M
N
M
N
M
N
M X X
Key:
X = Present
X/E = Present for Part of Meeting
O = Absent
O/E = Absent/Excused
NM = Not a Member at this time
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Date: August 12, 2019
To: Airport Commission
From: Michael Tharp
Re: T-Hangars rates and fees for 2019-2020
History: The Airport Commission annually discusses T-Hangar Rates and Fees for the T-
hangars at the Iowa City Municipal Airport, All 59 T-hangars operate on the same
lease language and run from October 1 – September 30 of the following year.
Iowa City has consistently measured at or above area airports in regard to T-
Hangar Rates.
Last Adjustments: The Airport Commission raised the rates of a number of hangars for the
2018-2019 cycle.
Current Conditions: Iowa City rentals rates continue to be at a premium when compared to
surrounding airports. The surrounding airports have not adjusted hangar
rents for some time now.
While conditions would normally support a recommendation to continue to
leave rates the same, costs to maintain the facilities have increased. It’s
also been the previous pattern that at least an inflationary adjustment
would occur at minimum every 3 years.
North T-hangars, especially building A have been slow to rent (this
building also houses 2 hangars purposely left open for emergency
situations, or for storage of aircraft during other hangar repairs).
South T-hangars continue to have tenants long term and a significant
waiting list is developing for tenants seeking to locate to a south hangar.
Recommendation: Staff is recommending that the Commission maintain the currents rates
for the 2019-2020 cycle.
T-Hangar Monthly Rates at select airports
Iowa City Airport $144-155 (North T’s); $185-$243 (South T’s)
Cedar Rapids $88-$203 (for comparable hangars), has hangars above and below this
range (same since 2018)
Ames $7/ft2 monthly, based on aircraft size
Tipton $100 (same since 2013)
Washington $80-115 (same as 2017)
Davenport $105-235 (same since 2011)
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Historical Hangar Rates Square Footage Proposed
2018/2019 Price if based on
inflation from 2005
2018/2019 Price if
based on inflation
from last increase
2007/08 2008/09 2011/2012 2014/2015 2018-2019 2019-2020 Price Change CPI Value 30.42%
Building A #1-10 850 $137.00 $141.00 $144.00 no change $144.00 $144.00 $0.00 $158 $160.10
Building B #11-20 900 $144.00 $148.00 $151.00 no change $155.00 $155.00 $0.00 $172 $157.46
Building C #21-30 900 $144.00 $148.00 $151.00 no change $155.00 $155.00 $0.00 $172 $157.46
Building I #36-44 1070 $163.00 $168.00 $172.00 $179.00 $185.00 $185.00 $0.00 $200 $187.94
#45 1075+375garage $198.00 $204.00 $209.00 $217.00 $230.00 $230.00 $0.00 $243 $233.66
Building J #46, 55 1075+375garage $198.00 $204.00 $209.00 $217.00 $230.00 $230.00 $0.00 $243 $233.66
#47-54 1070 $163.00 $168.00 $172.00 $179.00 $185.00 $185.00 $0.00 $200 $187.94
Building K #56 1720 $304.00 $313.00 $320.00 $332.00 $332.00 $332.00 $0.00 $372 $337.28
#57,58 1170 $192.00 $198.00 $202.00 $217.00 $225.00 $225.00 $0.00 $235 $228.58
#59,60,62,63 1100 $169.00 $174.00 $178.00 $185.00 $195.00 $195.00 $0.00 $207 $198.10
#61 1210 $222.00 $229.00 $234.00 $243.00 $243.00 $243.00 $0.00 $271 $246.86
#64 1150 $186.00 $192.00 $196.00 $204.00 $210.00 $210.00 $0.00 $228 $213.34
Final Price Adjustments Inflationary inflationary 4% South T-hangars Multiple changes
** missing colum = rates remained the same from previous year (example 2009/2010)
Historical Rates
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Climate Action and
Adaptation Plan
IOWA CITY
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2
City of Iowa City
City Council
» Jim Throgmorton, At-Large and Mayor
» Kingsley Botchway II, At-Large
» Rockne Cole, At-Large
» Susan Mims, District B
» Mazahir Salih, At-Large
» Pauline Taylor, District A, Mayor Pro Tem
» John Thomas, District C
City Staff
Key Project Staff
» Brenda Nations, Sustainability Coordinator
» Geoff Fruin, City Manager
» Ashley Monroe, Assistant City Manager
» Dylan Cook, Energy Efficiency Assistant
» Shannon McMahon, Communications Coordinator
» Katie Linder, Digital Communications Specialist
Other Contributors
Dennis Bockenstedt, Andrea Boller, Marcia Bollinger, Stefanie Bowers,
Jack Brooks, Ben Clark, Ty Coleman, Toni Davis, Wendy Ford, Zac Hall,
Jason Havel, Tim Hennes, Tracy Hightshoe, Karen Howard, Juli Seydell-
Johnson, Jen Jordan, Ron Knoche, Stan Laverman, Bob Miklo, Kumi Morris,
Darian Nagle-Gamm, Mark Rummel, Jon Resler, Kevin Slutts,
Dan Striegel, Tim Wilkey, John Yapp, and Kent Ralston
Johnson County
» David Koch, Public Health Director
» Nalo Johnson, Community Health Manager
Climate Action Steering Committee
Members of the Steering Committee were appointed by the
City Council in January 2017.
» Chairperson: Ingrid Anderson, University of Iowa, Environmental
Compliance Specialist
» GT Karr, Greater Iowa City Home Builders Association, 2nd Vice President
» Katie Sarsfield, Procter & Gamble Oral Care, Site Engineering Leader
» Jesse Leckband, MidAmerican Energy Company, Sr. Environmental Analyst
» Liz Maas, Kirkwood Community College, Assistant Professor of Biology and
Environmental Science
» Ryan Sempf, Iowa City Area Chamber of Commerce, Director, Government
Relations and Public Policy
» Matt Krieger, Neumann Monson Architects, Licensed Architect
At-large Representatives
» John Fraser, Management Consultant
» Charlie Stanier, University of Iowa Associate Professor (College of
Engineering)
» Martha Norbeck, Licensed Architect, C-Wise Design and Consulting
» Eric Tate, University of Iowa Assistant Professor (Department of
Geographical and Sustainability Sciences)
» Anne Russett, former City Planner, City of Cedar Rapids;
Senior Planner, City of Iowa City
Student Representative
» Eden DeWald, University of Iowa
Acknowledgements
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City Of Iowa City Climate Action And Adaptation Plan 3
Fellow Iowa Citians,
It is my great pleasure to present you with a Climate Action and Adaptation Plan for Iowa City.
Prepared by a 13-member Steering Committee in collaboration with City staff and a consulting team led by Elevate
Energy, the Plan offers a way to turn the threats posed by global climate change into an opportunity: to build an
economy and community that will sustain us and other living creatures long into the future.
When the City Council adopted a resolution to create the Steering Committee in April 2017, they made sure that
the committee would include a diverse mix of residents and key stakeholders, including five members of the
general public, an architect, an undergraduate at the University of Iowa, and representatives from the University,
Kirkwood Community College, the Home Builders Association, the Chamber of Commerce, Procter & Gamble, and
MidAmerican Energy.
The committee and consulting team have been quite busy over the past 14 months, trying to ensure that the Plan
would be technically sound while also reflecting the interests and concerns of the public and local businesses. The
committee and the consulting team met eight times between June 2017 and June 2018. Committee members
also organized themselves into Equity, Outreach, and Adaptation subcommittees, and created a Draft Review
subcommittee to review all preliminary versions of this Plan. Roughly 100 people participated in a Community
Meeting last November, and approximately 800 individuals responded to an online survey earlier this year.
I invite you to read the Plan and find your own role within it.
Let me highlight just a few key features.
The Plan summarizes what your City government has done over the past decade to get us to this point. It provides
background information about how our climate has been changing and is expected to change in the future. And it
documents how our community-wide greenhouse gas emissions have changed over time.
I am especially pleased to report that our latest (2015) community-wide inventory shows that emissions have
decreased by roughly 23 percent since 2005. This reduction brings us within just a few percentage points of our
goal for 2025!
Although this reduction is pleasing, there is still a great deal more to do.
Most important, the Plan identifies 35 actions that will help us achieve our goals: to reduce our 2005 emissions
roughly 30 percent by 2025 and 80 percent by 2050. Broadly speaking, these actions include partnership
building, policy changes, education and awareness, pilot projects, lifestyle changes, and development of new
programs.
Letter from Mayor Jim Throgmorton
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4
The Plan also responds constructively to the regrettable likelihood that, as Iowa City’s climate changes, some
residents will be affected more adversely than others; for example, the ability to act quickly during emergency
events will amplify vulnerabilities that currently exist for cost-burdened households, people with mobility issues, or
households with language barriers. The Plan suggests ways to avoid or alleviate such inequities.
Reducing our greenhouse gas emissions 80 percent by 2050 and adapting to unavoidable changes in climate
will be no easy task. These goals cannot be achieved by Iowa City government alone. Nor can they be achieved
simply by adopting new rules and regulations.
For us to succeed, all parties will need to be moving in a common direction. City government will need to
establish or build upon existing collaborative partnerships with other jurisdictions, businesses, industry, and
community-based organizations.
Most important, we need to draw upon your knowledge, experience, insights, and action. For this reason, we seek
your advice about how to improve the Plan and ensure it provides a viable and effective pathway into the future.
The future lies before us. Let us create it together.
Jim Throgmorton
Mayor of Iowa City
Letter from Mayor Jim Throgmorton continued
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City Of Iowa City Climate Action And Adaptation Plan 5
Letter From The Steering Committee
Dear Mayor, City Council, and fellow Iowa Citians:
Iowa City is well aware of the risk associated with climate change. Floods, droughts, and increasingly severe
weather events illustrate the impacts that a changing climate can have on our community. We have an opportunity
and a responsibility to take action to reduce greenhouse gas emissions and adapt to climate-related threats to our
community.
In 2016, the City of Iowa City set ambitious emissions reduction goals for 2025 and 2050. To achieve these
goals, the City determined that a Climate Action and Adaptation Plan would be necessary to guide its efforts
toward emissions reductions. The City created the Climate Action Steering Committee in 2017 to provide input to
City staff and the consulting team led by Elevate Energy during the development of the Climate Action Plan.
The Committee is comprised of 13 members – seven stakeholder representatives and five at-large community
representatives. The represented stakeholders are the University of Iowa, Greater Iowa City Home Builders
Association, Procter & Gamble Oral Care, MidAmerican Energy Company, Kirkwood Community College, Iowa City
Area Chamber of Commerce, and a Certified Architect. The community representatives include a management
consultant, architect, University of Iowa professors of Engineering and Geographical & Sustainability Sciences, an
urban planner, and a University of Iowa student. This diverse representation brought together perspectives from
those likely to lead climate action initiatives and those likely to be impacted by climate action efforts.
The Climate Action Committee met with the City and consultants throughout the last year’s plan development
process. These discussions provided critical input, perspective, and expertise in determining the content of the
plan. We also held two community meetings to gather public input on the actions proposed in the Plan. As stated
in our vision for the Climate Action Plan, our goal is to create a more resilient, equitable, and livable Iowa City for
all. There are 35 proposed actions, which will provide a diverse array of options for the City, local business and
industry, and individuals to make a difference.
We are honored to have been chosen to serve the Iowa City community during the Climate Action Plan
development, and we are eager to help Iowa City move toward achieving its goals during implementation of the
proposed actions. We are at the beginning of what we hope will be a robust, community-wide effort to effect
positive change.
Sincerely,
City of Iowa City Climate Action Committee
Ingrid Anderson, GT Karr, Katie Sarsfield, Jesse Leckband, Liz Maas, Ryan Sempf, Matt Krieger, John Fraser,
Martha Norbeck, Charlie Stanier, Eric Tate, Anne Russett, Eden DeWald
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6
The Iowa City community is ready to respond to the
challenges of climate change. Iowa City has, and will
continue to be impacted by the effects of greenhouse
gas increases in the global atmosphere produced
by fossil fuel use and other human activities related
to lifestyle choices. In the last several years, Iowa
City has experienced increases in flood magnitude
and frequency, intense precipitation events, warmer
temperatures, strong winds and changes in plant
communities. Experts predict these changes will
continue and likely intensify as levels of emissions
continue to increase.
This Climate Action and Adaptation Plan for the City
of Iowa City outlines thirty-five actions to be taken
by the community and City which will result in an 80
percent reduction of community-wide greenhouse gas
emissions by 2050. Implementing these actions will
allow Iowa City to adapt to climate change and remain
a resilient, healthy community, for
current residents and for future
generations. Additionally, actions
outlined in the plan reflect local
responsibility toward reducing the
causes of global climate change
and its negative affects around
the world, and to do so in an
equitable manner.
Actions in the plan were chosen
because they were locally
relevant and the most impactful
choices to achieve a short-term
26 to 28 percent greenhouse
gas reduction goal by 2025 and
an 80 percent reduction goal
by 2050. The actions will help
position Iowa City as a national
leader in sustainable practices,
which can be used to maintain
and drive economic development. Actions are organized
into three traditional emission-producing categories, a
category on adapting to climate change, and a section
on personal lifestyle changes:
• Buildings
• Transportation
• Waste
• Adaptation
• Sustainable Lifestyle
A number of actions are already being implemented,
and other complementary actions can be undertaken
immediately and will have cumulative effects. Some
actions will require a longer timeframe to implement.
Actions specific to climate adaptation are included in
this report, but a separate Vulnerability Assessment and
Climate Adaptation report contains more comprehensive
details on risk-based adaptation measures.
This plan will be most useful and effective if our
community works together to reach the proposed goals.
Partnerships and collaboration are essential in this
effort to establish a new “business as usual” mindset
which regularly reinforces behavior, innovation, and
action that furthers achievement of these climate goals.
Partnerships are necessary to represent, consider,
and include all people across Iowa City in a fair and
just manner, and provide tools and information that
incentivize broad participation. Significant emphasis
will be placed upon reaching and connecting with
a diversity of populations in Iowa City to ensure that
engagement, education, and concerns are addressed
equitably.
We have already seen a significant decrease in our
greenhouse gas emissions over the past few years
with MidAmerican Energy’s commitment to renewable
electricity and from the University of Iowa’s replacement
of coal with biofuels in their power plant. Their efforts
provide Iowa City with a unique head start; however, the
collective action of our entire community will be needed
to achieve our ambitious greenhouse gas reduction
goals by 2050.
The completion of this plan does not mark an endpoint,
but rather the beginning of a long-term effort. Plan
progress should be monitored and evaluated regularly,
and this document should be updated as technologies,
economic conditions, and demographics change. In
order to implement and move the plan forward, ongoing
collaborations and community effort are essential.
Implementing this plan will put Iowa City at the forefront
of Midwestern cities mitigating and preparing for the
effects of climate change.
Executive Summary
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City Of Iowa City Climate Action And Adaptation Plan 7
Table of Contents
FiguresCover Page
Acknowledgments
Executive Summary
Introduction
Iowa City: Leading by Example
Iowa City’s Climate Action Goal
Understanding the Climate Future of
Iowa City
The Path to Climate Action
Feature: A STAR Community
Iowa City Baseline Consumption-based
Greenhouse Gas Inventory
Plan Development
Our Vision
The Process
Guiding Principles
Taking Action – How to Use This Plan
Summary of Actions
Meeting Our Targets
Feature: Partners’ Commitments to Renewable
Energy
Taking Action: Buildings
Background
Feature: Energy Efficiency Programs
Actions
Callout Box: How to Contribute
Taking Action: Transportation
Background
Actions
Callout Box: How to Contribute
Taking Action: Waste
Background
Feature: Iowa City’s Municipal Solid Waste
Stream
Feature: The Connection between Water and
Wastewater Treatment and Climate Impacts
Actions
Callout Box: How to Contribute
Taking Action: Adaptation
Background
Feature: June 2008 Flood
Actions
Callout Box: How to Contribute
Taking Action: Sustainable Lifestyle
Background
Actions
Feature: Plant-Based Diet
Callout Box: How to Contribute
Plan Implementation
Call to Action
Reporting Progress
Glossary
Appendices
Appendix 1. Methodology
Appendix 2. Survey Results
Appendix 3. Stakeholder Interviews
Appendix 4. Summary of Actions
Expanded Table
1
2
6
8
14
17
27
35
42
49
55
63
66
69
10
11
12
13
15
15
15
16
25
25
37
38
45
45
Figure 1: Climate change will be most noticeable
in Iowa City’s summer weather
Figure 2: Iowa City temperatures have been
rising since the 1950s and are projected to
continue this trend
Figure 3: Iowa City precipitation has been rising
and future projections for will continue trending
upward
Figure 4: Timeline of Iowa City’s commitment to
climate work for over a decade
Figure 5: Iowa City Community total annual
emissions, 2005-2015, and emission reduction
targets
Figure 6: Iowa City CO2e totals by source, 2015
Figure 7: 2015 Municipal operations CO2e
emissions by sector
Figure 8: Consumption-based greenhouse gas
emissions for Iowa City
Figure 9A: 2025 GHG Emissions MTC02e
Figure 9B: 2050 GHG Emissions MTC02e
Figure 10: Iowa Citians travel mostly by car, then
walking and public transportation
Figure 11: Metro Area Transit services includes
routes in Iowa City, Coralville and the University’s
transit system
Figure 12: Organics, followed by paper and
plastic products make up the majority of landfilled
materials
Figure 13: Past and projected waste to landfill
(tons of waste) to exceed 140,000 tons by 2050
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Introduction
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City Of Iowa City Climate Action And Adaptation Plan 9
Climate change is experienced by all. Effects will range
from minor, like seasonal comfort levels or a longer
allergy season, to major, such as property damage,
weakened infrastructure, disruption of essential
services, and increases in public health issues like
asthma. These impacts have the potential to affect
some populations more adversely than others.
The time is now for Iowa City to act. The City has
demonstrated its longstanding commitment to
addressing climate change in tandem with partners
across the nation, including the Urban Sustainability
Directors Network. Iowa City signed the Global
Covenant of Mayors and has been working on the
requirements for compliance of the program. Those
who live, work, and play in Iowa City are invited to join
together to meet this transformative opportunity.
Iowa City’s Climate Action Goal
On December 16, 2016, the Iowa City City Council
formally resolved to reduce 2005-level greenhouse gas
(GHG) emissions by 26 to 28 percent by 2025, and
80 percent by 2050, matching the U.S. commitment
to the Paris Climate Agreement prior to the 2017
discussion of withdrawal. The establishment of an
official goal by the current City Council represented
nearly a decade of work by City staff and varying
commitments by City leadership.
Understanding the Climate Future
of Iowa City
In 2017, the announcement of the United States’ desire
to withdraw from the Paris Climate Agreement shifted
the responsibility of action and innovation in climate
change mitigation from national agencies to cities.
Cities have been at the forefront of climate action and
will continue to lead the way. Iowa City is among those
cities that have risen to the challenge. As evidenced
through collaborative efforts across communities and
sectors, there is a determination in Iowa City to identify,
address, and to the degree possible, prevent the nega-
tive impacts of climate change.
Decades of scientific research have concluded that
human activities are changing the global climate.
Average temperatures worldwide have risen since
Iowa City: Leading by Example
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10
the last century and particularly so in the most recent
few decades: 2017 was the third hottest year on
record and nine of the top ten hottest years occurred
after 2005. Other changes are being seen in the
oceans: oceanic temperatures hit their third highest
temperature ever in 2017 and annual precipitation has
increased globally each decade since 1901.1, 2
In Iowa, similar trends have recently been observed.
Climate change is causing more frequent hot
summers and warm falls, more precipitation in
general, and more frequent hazardous weather
events like heat waves, storms, and floods.3 Iowa
City has experienced multiple, large flood events
in the last decade. Consistent higher temperatures,
combined with precipitation, are leading to increased
soil erosion, and the creation of a more favorable
environment for pathogens and pests that could
ultimately threaten public health. Experts believe
that the results of changing climate will make Iowa
City summers feel more like those traditionally
experienced in our southern states (Figure1).4 Beyond
the next decade, projected annual temperatures
are expected to increase so much that the 30-year
average temperature in the future will fall above the
hottest years of the normal historical temperature
range (Figure 2). Annual
precipitation is expected
to increase 10 percent by
2021 to 2050, and another
5 percent by 2051 to 2080
(Figure 3).5
Scientific consensus is clear:
GHGs generated by human
activity are the primary cause
of climate change. In fact, 97
percent of actively publishing
climate scientists agree that
the acceleration of climate
change over the last several
decades is primarily caused
by increased GHG emissions
due to human activities.6
Decisions on how to power
buildings, move around
cities, transport products,
and manage waste all have
an impact on the amount of
GHGs released. Due to the
impact on global and local
weather patterns, and the
Iowa City: Leading by Example continued
Figure 1. Climate change will be most noticeable in Iowa City’s
summer weather
A STAR Community
In 2016, Iowa City was certified as a 4-STAR
Community by the STAR (Sustainability Tools
for Assessing and Rating Communities)
Community Rating System. The STAR
framework is the nation’s leading certification
program for community-based local
sustainability. The City scored relatively high
in five of the seven categories, but earned
its lowest score in Climate and Energy.
Improvement in this area is further impetus
for this plan. Iowa City is one of five cities
across the state that has achieved a rating,
and according to STAR Communities, it ranks
highest among its Iowa peers.
Introduction
SOURCE:
climate.uu-uno.org
Current
By 2030 Summer
By 2095 Summer
Winter Changes
Over the 21st century
By 2095 Winter
IA
IA
IA
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City Of Iowa City Climate Action And Adaptation Plan 11
Iowa City: Leading by Example continued
potential repercussions to the environment, health,
economy and lifestyles, reducing GHG emissions has
become a serious matter, not just for the planet, but for
Iowa City as well.
It is also necessary to acknowledge that changes in
climate are already happening. It is prudent and cost
effective to adapt to them and prepare for additional
changes, such as more extreme heat waves and other
extreme weather events. A resilient city must plan for
these eventualities and take action against the effects
of climate change.
The Path to Climate Action
During the mid-2000s, there was a growing global
awareness of the impact of rising GHG emissions
around the world. The collective voice of concern was
led by both national and international organizations,
with most offering education and training opportunities,
a united voice of support, and a pathway to guide
initial action in communities. Some of the country’s
biggest cities initiated action, influencing smaller
communities to do the same.
In 2007, as part of the U.S. Conference of Mayors,
Iowa City signed the Mayors Climate Protection
Agreement, signaling Iowa City’s first commitment to
reducing GHG emissions. A year later, Iowa City joined
the Cities for Climate Protection Campaign (CCP),
a program initiated by the International Council for
Local Environmental Initiatives (ICLEI), (Figure 4). The
basis of participating in the CCP was a commitment
to reaching five milestones: conduct an emissions
inventory, adopt a reduction target, develop a plan,
implement the plan, and monitor progress. In August
2009, Iowa City achieved a major milestone and
became the first city in Iowa to complete a community-
wide GHG inventory. Since then, community-wide
emissions data has been updated each year to track
progress and note trends.
In 2014, the Compact of Mayors was established
at the United Nations Climate Summit in New York
City. The Compact of Mayors7 was, at that point, the
biggest collaboration to accelerate climate action
in cities across the world, and was signed by 447
cities, representing 390,761,581 people worldwide—
over 5 percent of the total global population.8 Iowa
City affirmed its previous commitment by signing
the Compact in February 2016. This commitment
Figure 2. Iowa City temperatures have been rising since the 1950s and are projected to
continue this trend
11
•Early fall freeze •Cold waves •Extreme cold waves The urban heat island effect may account for some of the difference in temperature change between Iowa City and the East Iowa Climate District. Additional study is needed to determine with certainty the impact of the urban heat island effect on changes in summer minimum temperature and the average and minimum temperature during heat waves. 4.6 Climate Projections Iowa City’s climate is projected to change significantly beyond the next decade. The annual temperature is projected to increase so much that the 30-year average temperature in the future will well above the hottest years of the normal historical temperature range. Annual precipitation will increase 10% by 2021-2050 and another 5% by 2051-2080, but, unlike temperature, 30-year average precipitation does not exceed the normal historical range, which is inherently large. Temperature Temperature is projected to increase substantially by the 2050s. By then, on a regular basis annual temperature will far exceed
normal range of the recent climate. The greatest temperature increase is projected to occur in spring and winter, with moderate
increases in summer.
While summer temperature is projected to increase less than spring and winter, year-to-year historical variability of temperature
has been smaller in summer than spring and winter. This means the projected summer increase will cause the summer temperature
to exceed the threshold temperature of the hottest years of normal range of the recent climate, while the spring and winter
temperature remain below this threshold. From this perspective, the projected summer temperature increase is smaller but more
extreme than projected spring and winter temperature increase.
Figure IA5 illustrates the difference in annual temperature in the past and future. The line shows recorded temperatures from
the historic record, and the 1981-2010 average is calculated from recorded temperatures. The 2021-2050 and 2051-2080
averages are calculated from climate models.
Precipitation
Precipitation is projected to increase substantially by the 2050s and beyond, which is consistent with recent change. By 2020-2051,
the projected annual precipitation will be 11% higher than annual precipitation in 1981-2010, which was itself 7% higher than the
1893-2013 annual precipitation. The increase in precipitation will be largest in spring and fall, while the projected increase in
summer precipitation levels off between 2021-2050 and 2051-2080.
SOURCE: Heartland Regional Network of the Urban Sustainability Directors Network (2015) Climate in the Heartland
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12
established a three-year progressive path to address
mitigation and adaptation. It is the culmination of this
process that led to the development of this document—
The Iowa City Climate Action and Adaptation Plan.
Even before this Plan was conceived, the City
completed two comprehensive community-wide GHG
inventory reports and two municipal inventory reports,
made energy efficiency improvements in a number
of municipal buildings, and invested in high energy
efficiency systems at four facilities. For several years,
City departments and various stakeholders have been
working in unison to put together other plans, projects,
and policies that connect to climate work. Some
examples include the City’s recently adopted Strategic
Plan in March 2018, the Iowa City Bicycle Master
Plan, the City’s ordinance-supported commitment to
increasing social equity, the Johnson County Multi-
Jurisdictional Hazard Mitigation Plan, the Johnson
County Long Range Transportation Plan, and the
University of Iowa Sustainability Plan.
Iowa City: Leading by Example continued
Figure 3. Iowa City precipitation has been rising and future projections will continue trending
upward
Introduction
12
Figure IA6 illustrates the difference in annual precipitation in the past and future. The line shows recorded precipitation from
the historic record, and the 1981-2010 average is calculated from recorded precipitation. The 2021-2050 and 2051-2080
averages are calculated from climate models.
SOURCE: Heartland Regional Network of the Urban Sustainability Directors Network (2015) Climate in the Heartland
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City Of Iowa City Climate Action And Adaptation Plan 13
Figure 4. Timeline showing Iowa City’s commitment to climate work for over a decade
Iowa City: Leading by Example continued
October 2007:
Mayor Wilburn
signs U.S. Mayors’ Cimate
Protection Agreement
November 2014:
Mayor Hayek signs
updated US Climate
Protection
agreement
April 2017:
Iowa City appoints
Steering Committee for
climate plan process
May 2017 –
June 2018:
Development of Iowa
City Climate Action and
Adaptation Plan
February 2016:
Mayor Throgmorton
signs the Compact
of Mayors
March 2016:
Iowa City receives 4
STAR certification but
shows a need to focus
on Climate and Energy
December 2016:
Iowa City sets
emissions reduction
target
February 2008:
City Council agrees
to participate in
“Cities for Climate
Protection
Campaign”
August 2009:
Iowa City completes
GHG Inventory
(1st in Iowa)
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
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Greenhouse
Gas Inventory
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City Of Iowa City Climate Action And Adaptation Plan 15
In 2009, Iowa City completed its first comprehensive
community-wide GHG inventory report. Since 2008,
community-wide emissions data has been compiled
annually with the latest update released in the
summer of 2017 for 2015 emissions produced by all
sectors within the city limits of Iowa City.9 The GPC
protocol was used for the 2015 inventory and all past
years were updated using this methodology.
In 2015, Iowa City generated 987,735 metric tonnes
of CO2e (carbon dioxide equivalent), which already
shows a 23 percent reduction from the estimated
2005 baseline (Figure 5). This achievement was
primarily the result of MidAmerican Energy’s shift
to more renewable wind energy production for
electricity, as well as the increased use of biomass at
the University of Iowa Power Plant.
Figure 6 shows that the bulk of community-wide
emissions in Iowa City result from the fuel used to
generate electricity (42 percent). Natural gas use for
heat and electricity is the second largest source of
community-wide emissions (26 percent), followed
by coal used to operate the University of Iowa Power
Plant (15 percent), and then transportation (15
percent). Waste only accounted for 2 percent of the
community-wide total.
In addition to the community-wide inventory, the
City evaluated the carbon footprint resulting from its
own municipal operations. In 2015, City government
operations generated 44,194 metric tonnes of CO2e,
which is roughly 4.7 percent of the community total
(Figure 7).10 Over half of all the municipal emissions
(54.3 percent) were a direct result of organic waste
decomposing in the Iowa City Landfill, which is
owned and operated by the City but serves all
of Johnson County, while wastewater treatment
generated an additional 15 percent, and buildings
and facilities generated 12 percent.
Figure 5. Iowa City Community total annual emissions, 2005-2015, and emission reduction targets
Figure 6. Iowa City Community CO2e
totals by source, 2015
Figure 7. 2015 Municipal operations
CO2e emissions by sector
0
500000
1000000
1500000
CO
2 e
(
t
o
n
n
e
s
)
Industrial Commercial Residential
UI Power Plant Transportation Waste
2005 Baseline 2025 Target 2050 Target
Electricity:
42%
Coal:
15%
Natural Gas:
26%
Transportation:
15%
Waste: 2%
Note: Solid Waste emissions (54.3 percent) reflect waste that is
produced by all of Johnson County
Solid Waste
Wastewater Treatment
Buildings and
and Facilities
Water Treatment
Vehicle Fleet
Transit Fleet
Streetlights and
Traffic Signals
Airport Facilities
54.3%
15.0%
12.3%
5.7%
5.0%
4.5%
3.0%
0.3%
Iowa City Baseline
500,000
1,000,000
1,500,000
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16
Consumption-Based Emissions Inventory
Feature
In 2017, Iowa City received a grant from the Urban
Sustainability Directors Network to pilot a tool that
has been successfully used in Vancouver, Canada
to create a consumption-based emissions inventory
(CBEI).11 Iowa City is one of the first cities in the U.S.
to look at this more comprehensive way of identifying
the true emissions for its community.
Consumption-based emissions inventories are unique
in that they provide a more complete picture of the
community’s impacts by accounting not only for
locally generated emissions, but also the emissions
associated with the production and transportation of
materials and food consumed by Iowa City residents.
In this way, these inventories can demonstrate the
scale at which consumption-related emissions are
being off-loaded to other jurisdictions, and with this
in mind, Iowa City can incorporate strategies and
actions that maximize global, and not just local,
emission reductions.
The CBEI showed that in 2015, total GHG emissions
for Iowa City were 1,182,000 metric tonnes of
CO2e12 and footprint was 6.7 global hectares (gha)13
per capita. Based on current global population and
biological productivity levels, an average of 1.7 global
hectares is available for each person on the planet,
which means Iowa City residents are consuming per
capita four times more of the earth’s resources than
what is currently available.14 It is important to note
that, in both the CBEI and the standard Community
Greenhouse Gas Inventory, the highest emitting
category is the energy consumed in buildings. A
copy of the Iowa City Consumption Based Inventory
is available at www.icgov.org/climateactionreports.
Water: 0%
Transportation: 14%Food: 9%
Buildings:
56%
Consumables
and Waste: 21%
Figure 8. Consumption-based greenhouse gas
emissions for Iowa City
Greenhouse Gas Inventory
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Plan
Development
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18
With the emission reduction goals of 26 to 28 percent
for the year 2025, and 80 percent by 2050 approved
by the City Council, it becomes necessary to develop
a plan that provides a framework for reducing GHG
emissions while increasing the ability of Iowa City
to prepare for a changing climate. The journey to
develop the Iowa City Climate Action and Adaptation
Plan (Plan) began in May 2017 when a Steering
Committee was formed to oversee its creation and a
consultant team was selected to assist the City in its
development.
Between June 2017 and June 2018, the Steering
Committee, consisting of 13 members who represent
Iowa City’s diverse community, met as a group eight
times. Members reviewed Iowa City’s GHG emissions
inventory, provided input into the development of a
vision statement, developed actions to meet reduction
goals, crafted strategies for public engagement,
reviewed public input, and offered overall direction.
Steering Committee members also organized into
subcommittees to help tackle various aspects
related to Plan development. For instance, a Draft
Review Subcommittee took on the task of reviewing
versions of the final Plan. The Equity Subcommittee
was formed to review all actions through an equity
lens that ensures the inclusion and input of all
communities and the fair distribution of benefits. An
Outreach Subcommittee was also formed to help
identify opportunities for community outreach and
engagement, and an Adaptation Subcommittee was
tasked with advising the development of actions that
touch upon adaptation issues.
A key element of this Plan was involvement from the
community. On November 2, 2017, the City hosted
Community Meeting #1 with about 100 people in
attendance. During the meeting, attendees voted on
strategies they thought should be included as part
of the Plan. In addition, the City deployed a survey in
early 2018 to gather further input and help the City
understand community perspectives. The survey was
completed by approximately 800 individuals and is
described in a later section of this Plan with the full
survey results in Appendix 3.
The Process
Plan Development
Our Vision
Iowa City will take immediate action to
embrace opportunities, address challenges,
and respond to the realities of climate change.
Our efforts will reach our entire community
using proactive and collaborative strategies,
including community engagement, local
partnerships, and technological advancements
to reduce GHG emissions and spur economic
growth. Our goal is to create a more resilient,
equitable, and livable Iowa City for all.
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City Of Iowa City Climate Action And Adaptation Plan 19
As Iowa City’s climate changes, the impacts will
affect some people more adversely than others. The
ability to act quickly during emergency events will
amplify vulnerabilities that currently exist for cost-
burdened households, people with mobility issues, or
households with language barriers. These populations
potentially face additional adversity due to a variety
of pre-existing conditions. According to the Urban
Sustainability Directors Network, “climate risk is a
function of exposure to natural hazards, sensitivity
to these hazards, and the ability to adapt. Systemic
and institutional racism and classism have resulted
in increased exposure and sensitivity to hazards and
a reduced capacity to adapt among people of color,
immigrants, refugees, and lower-income residents,
often referred to as frontline communities.”15
It is important that one result of the Plan is that
it prepares everyone—not just some people—for
successfully coping with and adapting to a changing
climate, while simultaneously reducing our emissions.
The Plan is organized by both simple and complex
actions to take with respect to
buildings, transportation, and
waste, as well as next steps
towards adaptation and the
adoption of a more sustainable
lifestyle.
Climate Change in the
Context of Sustainability
Addressing climate change is
an important part of ensuring a
sustainable future, and while this
Plan is primarily oriented toward
reducing GHG emissions, we
recognize the opportunity to also
address other environmental and
social issues. In addition to those directly associated
with reduced GHG emissions, many of the actions
that will help mitigate climate change also provide
multiple benefits, such as cleaner air and water,
enhanced biodiversity, healthier and more livable
communities, increased economic development, new
job opportunities, and increased social equity. With this
in mind, a plan has been developed that incorporates
sustainability as an overarching consideration for all
actions and ensures that actions recognize resource
efficiency above all, and avoids shifting emissions or
negative impacts outside of Iowa City.
Collaborative Partnerships
We must all work together to achieve our emission
reduction goals. The City’s limited direct influence
on GHG emissions will require the development of
collaborative partnerships with other jurisdictions,
businesses, industry, and community-based
organizations to ensure that all parties are moving
in the same direction and that change is driven from
the top, as well as at the grassroots level. Personal
engagement and contributions from residents will be
critical to ensure success.
Economic Development
The actions that the City will undertake as part of
this Plan were strategically selected because of their
capacity to help build a strong local economy. Our aim
is that these actions will create job opportunities by
supporting existing local businesses and expanding
investment to jobs that relate to the actions discussed in
this document. Many of the proposed actions will also
help reduce costs for our residents and businesses.
For example, avoiding the wasteful use of energy
and other resources will make available more dollars
to be reinvested in the local economy and stabilize
household costs. Finally, we believe that these actions
can attract business and industry investment, more job
opportunities, and new residents to the community by
creating a clean and safe city with modern infrastructure
and a high quality of life that makes the City an even
more desirable place to work and live.
Social Equity
The City of Iowa City is committed to promoting equity
within the community, while leveraging the strength of
Iowa City’s diverse backgrounds and experiences. A
key consideration of the climate action approach is
to ensure that access and participation are inclusive
of all people and that the actions to be implemented
encourage more equitable solutions. Iowa City may
be able to address a variety of social challenges that
we face by reviewing these climate change actions
under a lens of equity and social justice principles. For
example, reduced poverty, improved connectivity of
neighborhoods and public transportation, strengthened
housing infrastructure, decreased economic concerns
Guiding Principles
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20 Plan Development
for cost-burdened households, and reductions in
unemployment might be achievable if this community
assesses and mitigates the potential inequities of
these actions. If evaluated and acted upon responsibly,
the City’s actions should help foster a more inclusive,
just, and sustainable Iowa City, while ensuring that all
can share the benefits.
Promote Resilience and Adaptation
It is crucial to recognize the changes that the
community is experiencing and develop risk
management strategies that help prepare for future
local climate impacts. Therefore, a category of actions
is dedicated to adaptation, including preparation for
increased temperatures and more intense rainfall and
storms. Resilient infrastructure plays a big part in our
consideration of adaptation techniques, but the City’s
emergency planning and response protocols, as well
as the individual behaviors of community members,
must be considered. The City’s resilience efforts
should also focus on areas and populations that are
most vulnerable to the impacts of climate change.
The City’s Leadership
As part of our shared collaborative efforts, the City
will lead the way by setting an example in reducing
GHG emissions from its own operations, as well
as by facilitating action within the community. By
leveraging existing programs and focusing on high-
priority initiatives, we will not only be able to reduce
our emissions, but also conserve valuable resources
such as energy and water, while saving money and
promoting a culture of action. Beyond initiatives
undertaken within our geographical limits, Iowa City
is committed to continued leadership in our state and
country by supporting initiatives that will result in a
more sustainable world for all.
Moving Forward
This Plan serves as a roadmap for how Iowa City will
reduce GHG emissions and create a healthier, cleaner,
and more sustainable community that is equipped to
handle climate impacts already observed in Iowa City.
Thirty-five actions have been identified as those that
will help Iowa City reach its emission reduction goals.
In selecting these actions, the plan development team
first looked at the quantity and source of the City’s
emissions by evaluating the most recent community-
wide inventories. Then, numerous emission-reduction
ideas were evaluated for their feasibility, cost-
effectiveness, ease of implementation, and the extent
to which each action contributed co-benefits related
to health, equity, economic development, and overall
quality of life. In addition, local assets and available
resources were identified to understand how they
assist with implementation. Best practices and
observation of efforts with proven success in other
cities in the U.S. and around the world were analyzed
for their applicability given the context of our built
environment, local culture, and existing policies. Finally,
the actions presented in this plan were arrived at with
the input of the consultant team, City staff, and the
Steering Committee.
An important consideration in the development of
the actions was the recognition of the noteworthy
commitments made by the City’s electricity service
providers and the University of Iowa to shift a
significant portion of electricity generation to renewable
energy sources. Given that electricity is the largest
source of Iowa City’s emissions (42 percent),
MidAmerican’s commitment to 100 percent renewable
electrical energy by the end of 2020 will significantly
reduce emissions and move Iowa City closer towards
the goal; however, additional actions to reduce
emissions will be required. With a decarbonized
source of electricity, it makes sense for Iowa City
residents to pursue actions that will result in additional
electrification of systems, such as transitioning from
gas-powered water heating to electric heat sources.
In addition, the City needs to focus attention on
other significant sources of emissions, such as
transportation and natural gas consumption. As a
result, several actions and objectives will address
these sectors in a targeted way.
Some of the actions presented in this Plan directly
address municipal operations through “lead by
example” initiatives. These actions include increasing
the efficiency of public buildings, exploring ways to
make water and wastewater operations less energy-
intensive, greening the City’s municipal fleet by
replacing gasoline-fuel vehicles with cleaner options
or improving fuel efficiency, and exploring options
for recovery and use of methane generated by the
landfill and the wastewater facility. The City has direct
control over less than 5 percent of the total community
emissions, therefore it is important to note that other
actions were developed to establish cooperative
partnerships to pursue multi-sector solutions.
Ultimately, the Plan presents a broad range of actions,
some of which are specific and others which require
further investigation; in some cases, a funding source
must be identified. These actions cover a variety of
implementation approaches that include partnership
building, policy changes, education and awareness,
pilot projects, lifestyle changes, and development of
new programs.
Guiding Principles continued
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City Of Iowa City Climate Action And Adaptation Plan 21
Actions are organized by the following areas that represent where the community can make an impact, while recognizing that some actions cut across sectors to deliver
multiple benefits:
Each of these areas is described in a separate section with background information included on the current status of the issue and Iowa City’s efforts. In the beginning of
each section, there is a short list of equity considerations that should be reflected upon and addressed during the ongoing implementation of each action. Further, many
actions tend to offer additional benefits to Iowa Citians. These co-benefits are highlighted by the following icons in each section:
In addition, each individual action is coded to describe whether action is needed at home, at work, at the government level, or a combination of these. This icon signals to
residents, businesses, and community-based organizations where they can take action and what programs, education, and support the City may lead. At the end of each
section, readers will also find suggestions for individual action and participation. Finally, the City has developed a Climate Action Toolkit as a companion to the Plan. The
Toolkit includes information, materials, checklists, and links to several valuable resources, and serves as a resource guide to inspire residents, businesses, schools, and
community-based organizations to take an active role in the shared objective of reducing the City’s GHG emissions. The Toolkit can be found online at www.icgov.org/
climateaction.
While it is not possible to predict the future with certainty, the information that is available on technology improvements and policy trends has been used to attempt to look
beyond the initial emissions reduction goal of 2025 and to identify what additional actions will be needed to reach the more aggressive 2050 goals.
Buildings Transportation Waste Adaptation Sustainable Lifestyle
Taking Action: How to Use This Plan
Reduced costs Improved health Cleaner
environment
Job growth
opportunities
Resilience/ability
to adapt
Increased
engagement/
awareness
$$$$$$
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The table below is a snapshot of the 35 actions described in this plan. An expanded table that includes implementation period, proposed lead agency, and co-benefits can
be found in Appendix 2. Actions marked with a star () are high priority action items that are crucial to either reaching the City’s emissions goal and/or have the ability to
incentivize the widespread behavior change that is necessary to facilitate and support long term action, and thus imperative to reaching emissions reduction targets.
Summary of Actions
Plan Development
Action
Buildings
Increase energy efficiency in residences
Increase energy efficiency in businesses
Increase energy efficiency in new buildings
Increase on-site renewable energy systems and electrification
Initiate community solar projects1
Support energy benchmarking tools
Continue to increase energy efficiency in City-owned buildings2
Transportation
Increase use of public transit systems
Embrace electric vehicles, alternative fuel vehicles, and other
emerging technologies
Increase bicycle and pedestrian transportation
Increase compact and contiguous development
Increase employee commuter options
Manage parking options
Reduce the City’s vehicle emissions footprint2
Sector(s)
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Home Work Government
Cost
$-$$$
$-$$$
$
$$
$$$
$
$-$$$
Local GHG
Impact
1.1
1.2
1.3
1.4
1.5
1.6
1.7
2.1
2.2
2.3
2.4
2.5
2.6
2.7
$-$$$
$$
$
$$
$
$$
$$
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City Of Iowa City Climate Action And Adaptation Plan 23
Summary of Actions continued
Action
Waste
Increase recycling at multi-family properties
Increase composting of organics
Reduce waste at the source
Establish partnerships to divert construction waste from the Landfill
Reduce waste at City facilities2
Create a comprehensive waste management plan
Take action on a study to efficiently capture and use methane from
wastewater operations
Take action on a feasibility study on energy generation from
landfill methane
Adaptation
Conduct a vulnerable populations asset mapping exercise
Develop communications and outreach plan for
vulnerable populations
Analyze climate-related public health impacts in Iowa City
Coordinate extreme weather preparedness planning with
local agencies
Assess Citywide and neighborhood stormwater management
Expand Iowa City’s tree canopy
Home Work Government
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Sector(s)Cost
$
$
$
$$
$
$
$
$$$
Local GHG
Impact
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
4.1
4.2
4.3
4.4
4.5
4.6
$
$
$
$
$
$$
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Summary of Actions continued
Action
Sustainable Lifestyle
Encourage a plant-rich diet3
Expand community gardens and access to healthy, local foods
Encourage the purchase of local products and responsible purchasing
Create funding mechanisms to support community-wide climate action
Incorporate this Climate Plan into the City’s
sustainability communications
Initiate a green recognition program
Develop internal City sustainability operations guide
Sector(s)Cost
$
$$
$
$$$
$
$
$
Local GHG
Impact
5.1
5.2
5.3
5.4
5.5
5.6
5.7
Table notes and definitions:
Action: Description of proposed strategy or action.
Sector: The type of building or individual where the action can be implemented; residential, business or city government
Cost: The comparative cost of implementing each action on a scale of $ through $$$. Note that the costs can be borne by a variety of stakeholders.
Impact: The comparative emissions impact on Iowa City emissions that result from the implementation of each action on a scale of * through *** rating. Impact ratings are
ranked in their ability to reduce Iowa City GHG emissions based on the 2015 Iowa City Community-wide Greenhouse Gas Inventory.
1. Iowa City’s electricity source will be 100 percent renewable; therefore, the actual emissions reduction for community solar activities will be minimal.
2. The impact of city government buildings, vehicle fleet, and waste reduction activities as separate actions are minimal on Iowa City’s community-wide emissions profile,
although the City strongly believes in leading by example and taking action, just like others in the community. The incremental actions of each individual person, business,
and organization will allow us to achieve our overall community-wide targets.
3. While the immediate impact on emissions in Iowa City may be relatively small, the global impacts related to eating more plants and less meat result in a very
high impact.
Plan Development
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City Of Iowa City Climate Action And Adaptation Plan 25
Below are two charts that depict how the fully implemented actions will result
in Iowa City reaching its emissions reduction goals in 2025 and 2050. On both
charts, Iowa City’s baseline emissions from 2015 are shown on the left, in blue.
On the far right is the emissions reduction target for said year (2025 or 2050),
in green. On the first chart, it was necessary to also account for the incremental
growth in emissions through 2025, which is represented by the second blue block.
Finally, all of the potential for emissions reductions are shown in red. Iowa City is
very close to its 2025 goal now, largely due to MidAmerican’s strong commitment
to renewable electricity—the first red block. The second red block represents the
University of Iowa’s power plant fuel switch. Very incremental actions from Buildings,
Transportation, and Waste will be required to make the final push to meet the 2025
goal.
It is important to note that most cities across America do not have the boost that the
MidAmerican and UI’s commitments provide. This is a huge advantage for Iowa City.
However, despite the magnitude of these renewable energy commitments, relying on
these alone is not enough to help Iowa City reach its deeper emission goals in 2050.
Looking further out, Iowa City can also reach its goals to reduce emissions by 80
percent as shown in the 2050 chart. Like the last chart, all the emissions reductions
are in red. While we see the influence of MidAmerican, and the University of Iowa,
there must be a push to implement actions outlined in this plan for Iowa City to reach
its ambitious but achievable emissions reduction targets.
Figure 9A. 2025 GHG Emissions MTC02e Figure 9B. 2050 GHG Emissions MTC02e
Meeting our Targets
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Partners’ Commitments to Renewable Energy
The electricity sector is the greatest contributor to
GHG emissions. Because of this, one of the most
critical strategies to help Iowa City meet its goals
is the generation of electricity from carbon-free
or less carbon-intensive fuel sources. Thankfully,
the electric service providers and the University
of Iowa have seen the opportunity and have
made considerable commitments to increase
the generation of renewable energy and the
displacement of carbon-based fuels.
MidAmerican Energy’s vision is to produce enough
renewable electricity each year to equal 100
percent of its Iowa customers’ usage. On May 30,
2018, MidAmerican filed a proposal with the Iowa
Utilities Board for the Wind XII project, which would
include up to 591 megawatts of additional wind
generation. If approved by the Iowa Utilities Board,
MidAmerican projects its annual renewable energy
generation, as calculated under the MidAmerican
Energy GreenAdvantage® program, to exceed 100
percent of Iowa retail customers’ annual energy
usage in 2021, the first full year all of Wind XII is in
service.16 MidAmerican’s GreenAdvantage® program
is a verification of the amount of renewable energy
they provide to customers on an annual basis. The
program is based on rules adopted by the Iowa
Utilities Board to establish a recognizable and
trusted process for verification of the percentage
of renewable energy a utility provides on an
annual basis. Each year, MidAmerican plans to
file for verification of its renewable percentage and
communicate that percentage to customers for
them to use in meeting their sustainability goals.
• While Eastern Iowa Light and Power provides
a small portion (0.5 percent) of purchased
electricity to Iowa City, they also state that
almost 60 percent of their sources of energy
are carbon-free with 24.8 percent wind/hydro
and 34.5 percent nuclear energy supplying
their electrical generation. Eastern Iowa Light
and Power has also made plans for adding
some solar installments in the next few years.
• The University of Iowa, through sustainability
goals established in its 2020 Vision, has been
working for several years to displace coal with
biomass fuel sources in its solid fuel boilers at
their main power plant. Due to the success of
these efforts, in February 2017, the University
committed to eliminating coal from its fuel
portfolio by 2025.
Plan Development
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Taking Action:
Buildings
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28
Equity Considerations:
• Often, families that can least afford high-cost utility
bills live in properties that are not energy efficient.
These households may lack the ability to prioritize
or pay for energy efficiency improvements or
access renewable energy options.17
• Renters of multi-family housing do not have the
same ability to implement and gain the benefits of
energy efficiency as owners and residents of other
forms of housing.
Energy is something used every day, often without
thinking about it. We turn on the light switch and
expect lights to turn on. We heat and cool our homes,
only pausing to think about what this means for our
electricity or gas bill at the end of the month. Increased
use of electric appliances and media/communications
devices has drastically contributed to the rise in energy
consumption within our buildings. We are plugged in
now more than ever before with multiple televisions,
small appliances, mobile phones, tablets, and
computers that have significantly impacted how much
energy we use on a daily basis.
Iowa City estimates that energy consumption in
buildings accounts for 68 percent of community-
wide emissions, or about 676,202 metric tonnes of
Targets:
• Existing Buildings: Retrofit 10 percent of all buildings by 2025 and 90 percent by 2050.
• New Buildings: Achieve 45 to 48 percent energy savings in new buildings due to code enforcement by 2025 and 80 percent energy savings by 2050
due to code enforcement and phased-in approach to net zero energy policies.
• Renewable Energy: Transition 3 percent of buildings with natural gas to high efficiency electrical heat, powered through low-carbon electricity
sources by 2025 and 25 percent by 2050.
Background
Taking Action: Buildings
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City Of Iowa City Climate Action And Adaptation Plan 29
CO2e, making this the largest source of emissions.
Individually, about 42 percent of emissions
(419,757 metric tonnes CO2e) come from electricity
consumption and 26 percent (256,445 metric tonnes
CO2e) from natural gas consumption. Reducing
energy consumption in buildings is critical to Iowa
City’s ability to achieve its goal of reducing emissions
by 80 percent by 2050. Reduction takes form in two
basic ways: using less energy overall through energy
efficiency improvements and transitioning from fossil
fuels to renewable energy sources, especially moving
away from natural gas used in heating.
Implementing energy efficiency improvements and
shifting our energy sources from natural gas to
renewable energy, if done properly, can provide a
variety of added benefits, including reduced cost,
improved occupant comfort and productivity, and
cleaner air and water. Energy efficiency measures
can also help utilities avoid or delay the need for
investment in new generation, transmission, and
distribution capacity. This in turn helps keep electricity
rates low.
Reducing energy consumption will require action on
all fronts, meaning that reductions will need to come
from existing buildings—most of which will still be
standing in 2050—as well as new buildings. Tackling
reductions in electricity and especially natural gas,
which is used for space heating and hot water heating,
is an important part of this plan. Finally, it will take
participation from all building sectors, the involvement
of many stakeholders with different roles, identification
and facilitation of financial partners and incentives,
and coordination and leadership by the City to
comprehensively tackle inefficient energy use.
Older buildings typically have more opportunities
for efficiency improvements compared to newer
buildings due to changes in construction standards
over time and the more recent inclusion of energy
efficiency requirements in building codes. Older
buildings are also more likely to have less efficient
heating and cooling, lighting, and other systems in
use. New construction is required to meet certain
building and energy codes, and doing so when it is
designed and built is far cheaper than retrofit work
later. The City’s current energy code meets the energy
efficiency requirements laid out in the International
Code Council’s (ICC) model 2012 International Energy
Conservation Code (IECC). Energy codes represent
the first line of defense for assuring energy efficiency
in new buildings, but code is only as strong as its
enforcement. While these codes are efficient, some
cities are examining net zero energy goals in which
new buildings generate enough renewable energy
onsite to handle the building’s consumption needs.
The City’s role in reducing energy-related emissions
is two-pronged. First, the City will lead by example
Energy Efficiency Programs
Currently, both MidAmerican Energy and
Eastern Iowa Light and Power offer numerous
energy efficiency upgrade incentives to
residential and commercial properties,
and some of the City’s existing home loan
programs include energy efficiency measures.
The State of Iowa also provides coordinating
information on a variety of energy efficiency
and renewable energy incentives as well.
In May 2018, the State passed bill SF2311
which may result in significant changes
for energy efficiency programs in Iowa by
imposing a spending cap on efficiency
programs by investor-owned utilities, while
simultaneously allowing customers to opt out
of paying for these programs.18 While these
incentive-based efficiency programs will still
play a vital role in Iowa City’s implementation
efforts related to energy efficiency, the City will
need to identify new partners who can offer
other kinds of incentives for energy efficiency
improvements.
Background continued
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in reducing consumption and increasing reliance
on renewable energy sources in its buildings. Most
energy efficiency work to-date in City facilities includes
installing efficient indoor and outdoor lighting and
replacing older, inefficient heating and cooling
systems. Iowa City employs high efficiency ground-
source heat pumps for heating and cooling in four
buildings: the Animal Care and Adoption Center,
East Side Recycling Center, Fire Station #2, and
Fire Station #4. Ground-sourced heat pumps have
two important advantages: they do not utilize natural
gas for cold-season heating, and they are more
efficient than traditional air conditioning systems. In
addition, whenever new municipal buildings or major
renovations to existing City properties are in the
development process, there is an assessment of the
viability of renewable energy as means to reduce the
building’s reliance on fossil fuels.
Second, the City will work to facilitate the same
standards for building owners and operators across
the community. In a January 2018 Iowa City survey, 61
and 64 percent of the approximately 800 respondents
indicated they would like to learn more about energy
efficiency and renewable energy in buildings. These
two choices were clear favorites among other topics of
waste and transportation.
The seven building-related actions identified as part of
this Plan build upon past progress, while leveraging
existing programs, initiatives, and infrastructure.
Together, these actions represent the largest
opportunity for reducing emissions in Iowa City.
Background continued
The U.S. Department of Energy
defines a net-zero building as
one that “produces enough
renewable energy to meet its
own annual energy consumption
requirements, thereby reducing
the use of non-renewable
energy in the building sector.
This definition also applies to
campuses, (energy) portfolios,
and communities.”
What is Net-Zero?
Taking Action: Buildings
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City Of Iowa City Climate Action And Adaptation Plan 31
1.1 Increase Energy Efficiency
in Residences
Residents can reduce energy consumption in
homes across Iowa City—from single family
homes to apartments in multi-family buildings—
through a more comprehensive approach
to energy efficiency, including air sealing
and insulation, efficient heating and cooling
equipment, replacement of gas appliances with
electric, and “quick fixes” like programmable
thermostats, efficient lighting, and smart power
strips. Building owners and renters can leverage
existing programs to obtain energy audits that
identify energy efficiency opportunities, and
also to help finance the cost of implementation,
such as those offered by MidAmerican Energy
and Eastern Iowa Light and Power. The City will
also work to align existing City loan programs
to include energy efficiency where it is not
specifically mentioned already, and identify
external partners to develop appropriate
additional outreach and financial mechanisms
that facilitate large-scale participation. Residents
can also use several free tools from the U.S.
Environmental Protection Agency (U.S. EPA) such
as the ENERGY STAR® Home Advisor tool for
single family homes, or ENERGY STAR® Portfolio
Manager for multifamily buildings.
1.2 Increase Energy Efficiency
in Businesses
Commercial and industrial energy efficiency and
conservation measures reduce consumption
while lowering operating costs and improving
occupancy comfort for employees. For broad
community-wide adoption, business owners
of all sizes can engage in a comprehensive
approach that focuses on the most cost-effective
improvements. This might include addressing
efficiency improvements in production systems,
heating and cooling, office/other equipment,
lighting, and installation of sensors. Business
owners can use existing incentives available from
utilities and the State, as well as the benefits of
participating in a green recognition program.
In some instances, external partners like local
banks and lending institutions, builders, or home
improvement stores can create opportunities
for businesses of all sizes with appropriate
incentives that encourage small “mom and pop”
shop business owners and large businesses to
make energy efficiency investments. The City
will coordinate with local and regional business
support organizations to engage businesses
on the benefits of energy efficiency and the
available tools and incentives to implement these
improvements.
Actions
Water is a finite resource, and both its
supply and treatment result in significant
energy costs. Addressing water efficiency
and conservation in homes and businesses
at the same time Iowa City addresses
energy efficiency makes good sense in the
perspective of a comprehensive sustainability
approach. Efficiency options that can be
adopted quickly and fairly inexpensively
include faucet aerators and low flow
showerheads and toilets which reduce water
consumption. Water conservation applies to
behaviors and habits, such as taking a five-
minute shower versus a longer one, using
minimal water while brushing one’s teeth, or
relying on native landscaping that requires
little or no irrigation.
The Relationship Between
Energy and Water
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1.3 Increase Energy Efficiency in
New Buildings
Iowa City is one of the fastest growing cities in the
state, and any new buildings should be as efficient
as possible. Iowa City’s current code incorporates
the 2012 International Energy Conservation Code
(IECC), and contractors are required to submit
proof of having met these requirements when
submitting initial development plans. With the
next code update scheduled for January 2019,
the City will collaboratively work with all relevant
stakeholders to supplement enforcement of the
energy code through inspections and/or testing
during construction and before occupancy.
Further, the City will assess the need for additional
staff training, additional staff, and work to build
rapport with builders and developers by offering
occasional training on key code-specific or
general energy efficiency topics to builders and
developers. Looking to 2050, the City, along with
the business community and developers should
investigate opportunities for the creation of a
net-zero energy plan that phases in requirements
for buildings to produce on-site renewable energy
and meet net-zero standards using a
phased-in approach.
1.4 Increase On-Site Renewable Energy
Systems and Electrification
Renewable energy is becoming more prominent across the country’s
landscape. It provides the benefit of reducing emissions, and if properly
implemented, it lowers costs to power and heat our homes and businesses.
As mentioned previously, MidAmerican Energy’s commitment to renewable
energy production will likely mean that in the future, the City’s electricity
consumption will be primarily produced from renewable energy. Thus, the
focus within Iowa City for GHG reduction is thermal decarbonization (replacing
and reducing natural gas consumption).
The City and its partners will engage the entire community around
decarbonization by initiating a general public education and awareness
campaign on the topic first, with some efforts targeted towards residential
home or building owners and others toward business owners. Topics
will include the renewable energy landscape in Iowa City, as well as the
importance of reducing natural gas usage, while dispelling common myths
about electrification of household activities like cooking and laundry. Next,
the City will conduct a study of its own buildings that examines electrification
opportunities related to space heating and hot water heating, two primary
uses of natural gas in buildings. Focus areas of this study will include
ground-source heat pump systems, air source heat pumps, and heat pump
water heaters. Finally, this study should be expanded to community-wide
renewable energy opportunities. The City currently has ground-source heat
pump systems (sometimes referred to as geothermal) in four of its buildings.
These systems have two advantages. They are highly efficient, particularly
for summertime cooling. And they provide both heating and cooling using
electricity; therefore, tapping into the increasingly renewable grid electricity
available to Iowa City and avoiding the use of natural gas for cold season
heating. Iowa City’s municipal buildings with ground-source heat pumps have
experienced even greater efficiencies
than forecasted.
Actions continued
Taking Action: Buildings
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City Of Iowa City Climate Action And Adaptation Plan 33
Often, there is concern that new requirements
will create unintended barriers to affordable
housing efforts. However, most costs at the
time of construction are minimal, and Iowa
City will work with community partners and
consider solutions that mitigate barriers and
significant costs for developers if a new
code is adopted. While the construction
costs may be incremental, the benefits of
energy efficiency have a long life; residents
experience lower energy bills and increased
comfort, and in the instance of rental
buildings, this translates into tenant retention
and reduced operating costs in common
areas.
1.5 Initiate Community
Solar Projects
Although Iowa City’s electricity will soon be
predominately renewable, community solar could
help offset some of the remaining emissions
associated with building energy use. Community
solar installations consist of off-site arrays of
solar panels whose electricity can be shared
by more than one household (or other user)
through a subscription process. This process
allows subscribers to “tap in” to the benefits of
solar energy while removing a host of common
barriers associated with on-site installation,
such as initial capital costs, viability of on-site
systems, restrictions for multifamily buildings, and
ownership status. For this action, the City will seek
to collaborate with MidAmerican Energy and other
existing community solar experts and investors to
encourage one or several pilot community solar
projects in Iowa City that will result in expanding
access to the benefits of solar renewable energy
to our neighborhoods. With partners in place, the
City will investigate the appropriate model(s), seek
out funding and host institutions, and help them
recruit subscribers. In addition to the inherent
equitable nature of community solar projects,
the City can consider locating its first project in
a neighborhood facing other unique challenges
with an emphasis on the equitable distribution of
benefits across that community.
1.6 Support Energy
Benchmarking Tools
Energy benchmarking allows buildings owners
to take a comprehensive look at how their
building(s) consume energy over a period of time,
usually at least one year or more. When using a
benchmarking approach, such as the free tool
ENERGY STAR® Portfolio Manager®, owners can
compare usage against similar building types
to gauge performance and highlight areas for
improvement that can result in reduced energy
consumption and operating costs. For single
family homes, the ENERGY STAR® Home Advisor
tool assesses metrics and provides customized
energy recommendations. Iowa City will promote
the value of energy benchmarking as a tool that
leads to a comprehensive understanding of one’s
energy consumption and an excellent starting
point for taking control of energy costs; what is
not measured cannot be managed. The City will
partner with business and developer groups to
identify opportunities to incentivize benchmarking,
commissioning/retro-commissioning, and other
tools aimed at tracking energy consumption and
recognizing high-performing buildings.
Actions continued
Energy Efficiency and
Affordable Housing
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1.7 Continue to Increase Energy
Efficiency in City-Owned Buildings
Iowa City has been tracking energy consumption
in its portfolio of buildings since 2008 and will
continue to identify opportunities for energy
improvements. The City will establish a capital
plan to continue installing targeted energy
efficiency improvements that achieve the
broadest impact. These are currently identified as
consisting primarily of HVAC (heating, ventilation,
and air conditioning) system improvements.
Although budget priorities led to deferred
maintenance in the last few years, the City is
actively pursuing improvements to these systems,
as well as LED lighting improvements and other
non-building projects like LED street lights.
At Home:
• Schedule an energy audit at home.
• Undertake projects to reduce energy use,
such as air sealing, insulating your home,
and installing energy efficient appliances.
• Make it a habit to turn off lights, unplug
equipment when not in use, and set the
thermostat to the right level.
• Consider installing solar hot water heaters
or ground-source heat pumps.
• Help start a community solar project.
• Take advantage of existing residential
financial incentives to undertake many of
these ideas.
At Work:
• Schedule an energy audit of your business.
• Undertake projects to reduce energy
use, such as air sealing, insulating, and
installing energy efficient appliances.
• Make it a habit to turn off lights, unplug
equipment when not in use, and set the
thermostat to the right level.
• Participate in a green certification program.
• Take advantage of existing commercial
financial incentives to undertake many of
these ideas.
• Benchmark energy use by using
ENERGYSTAR® Portfolio Manager.
Check out the Community Action Toolkit for more information at www.iowa-city.org/climateaction.
How to Contribute
Actions continued
Taking Action: Buildings
Photo credit: Neumann Monson Architects
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Taking Action:
Transportation
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City Of Iowa City Climate Action And Adaptation Plan 36
Equity Considerations:
• Some neighborhoods in Iowa City are not
as well-connected as others, putting a strain
on households that need to walk longer
distances to access public transit and other
public services.
• Affordable and reliable mobility choices
should be made available for people with
special transportation needs, including
persons with disabilities, persons with reduced
mobility, and low-income populations.
• Increased opportunities and connectivity for
active transportation can help address health
disparities for some populations.
Transportation is a critical piece of urban and
suburban living, and every day Iowa Citians travel
to a variety of places to perform their daily routines.
The way communities develop over time, referred to
as land use, has a direct impact on transportation.
Communities with “mixed use development”
patterns where stores and other destination points
are intermingled with housing, often result in more
walkable neighborhoods, friendlier environments for
bikes, and fewer single destination trips. The quality
of a community’s transportation system has a big
impact on quality of life; levels of service, design,
operations, and routing determine whether people
get to their destinations on time and with little effort,
experience inconveniences, or become unable to
reach their destinations. An ideal transit system should
be convenient, reliable, and accessible, getting people
where they need to go when they need to go there,
Targets:
• By 2050, replace 55 percent of vehicle trips with sustainable transportation options, such as public transportation, bicycle, pedestrian, or
clean vehicles.
• Convert 50 percent of the municipal vehicle fleet to cleaner fuel vehicles.
• Increase community-wide adoption of electric and alternative fuel vehicles.
Background
Taking Action: Transportation
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and should also offer options for those who cannot
afford, or choose not to own a personal vehicle. With
these factors in mind, a community can be envisioned
where people of all ages and abilities have access
to comfortable, safe, and connected multimodal
transportation networks that make life easier and
more enjoyable.
Iowa City’s transportation sector is responsible for 15
percent of the community’s emissions, so choices
related to transportation can have a big impact upon
air quality and GHG emissions. With this in mind,
Iowa City must work to shift away from conventional
carbon-intensive fuels and choose greener options,
while also being mindful of future land use decisions
that impact transportation choices. To make progress
on emission reduction goals, the Iowa City community
must collectively aim to shift 50 percent of trips from
conventional personal vehicles to other alternatives
that include active transit, such as walking and cycling,
public transportation, cars and buses powered by
electricity or cleaner fuels, and even eliminating certain
trips. For municipal government, this means focusing
on improving infrastructure and taking an approach
to community development that looks at connecting
the transit system to jobs and critical services and
developing transit-oriented neighborhoods.
In recent years, Iowa City has progressed by
making concerted efforts to improve infrastructure
that supports alternative transportation options. For
example, Iowa City has over 37 miles of shared-use
bicycle paths,19 nearly 52 miles of additional sidepaths
into neighborhoods,20 and six miles of dedicated
bicycle lanes.21 In 2017, Iowa City adopted a Bicycle
Master Plan and efforts are underway to develop a
bike share program in partnership with the University
of Iowa. To encourage walking, the City operates
Background continued
Alternative options for getting to work
Data from the 2015 American Community Survey
shows that 66 percent of people who live in
Iowa City commute to work using their personal
vehicles, and of those, 57 percent drive alone,
while 9 percent carpool. As shown in Figure 10,
a further 10 percent of commuters use public
transportation and almost 20 percent walk or bike
to work. Use of active transportation has increased
in recent years: 14 percent more people walked to
work in 2015 compared to 2011; 21 percent more
people rode bikes over the same time period, and
the number of residents taking transit increased by
11 percent.22
While relying on single-occupancy vehicles for
transportation may be convenient to some, the
reality is that this approach creates pressures
on communities and is unsustainable. As more
vehicles hit the roads, not only are there more
GHG and other pollutant emissions released
into the air, but traffic congestion increases,
and the need to dedicate space for parking
and build additional roads strains Iowa City.
This community must also recognize that not all
people have access to personal vehicles, and
therefore, alternatives must be available to ensure
equitable opportunities for all.
More alternatives are also needed to support inter-
city travel. Bus service routes will be introduced
in 2018 by the East Central Iowa Council of
Governments (ECICOG). A commuter study
also recognized commuter rail as an option for
consideration in the future.23
Figure 10. Iowa Citians commute mostly by
car, then walking and public transportation
SOURCE: Future Forward 2045 Long Range
Transportation Plan; Data from American Community
Survey, 2015
Car: 66%
Public
transportation:
10%
Walking:
16%
Bicycling: 4%
Working from
home: 4%
Taxi: 1%
Taking Action: Transportation
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City Of Iowa City Climate Action And Adaptation Plan 38
many recreational programs and walking trails, and
adopted the Iowa City and Pedestrian Mall Streetscape
Plan in 2014 to guide future utility and streetscape
investments. Construction for several downtown
streetscape projects began with a focus on enhanced
accessibility and green infrastructure improvements.24
Finally, Iowa City’s public transportation system
has added new routes, and the Metropolitan
Planning Organization of Johnson County, the local
transportation planning organization, has adopted
a long-range transportation plan that incorporates
an increased focus on multi-modal and active
transportation.
The seven transportation-related actions identified
as part of this Plan will build upon past progress
made while leveraging existing programs,
initiatives, and infrastructure. Emissions associated
with transportation are the second highest
source of emissions in Iowa City’s profile after
energy consumption in buildings, thus making
implementation of these actions a priority in order for
the City to reach its emissions reduction goal.
t
With 7.1 million rides completed in 2015, the
Iowa City Metro Area ranks 11th in the nation for
the highest number of bus rides per capita at 66
rides. Iowa City Transit operates 27 bus routes
across the City and University Heights using
modern buses that include bike racks on standard
route service.25
All routes originate and terminate in the central
downtown transit interchange on Washington
Street, with service offered Monday through
Saturday, and special night schedules offered
on certain routes. Iowa City Transit also provides
paratransit services to senior adults and persons
with disabilities who are unable to use the regular
bus service.26 In addition, the University of Iowa
CAMBUS offers a free, fixed-route public transit
service that provides frequent intercampus
transportation for students, faculty, staff, and the
general public.
A recent report by the American Public
Transportation Association found that a drastic
decline in ridership has been taking place on
major public transit systems in cities nationwide
with a 4.1 percent decline in ridership due, in part,
to lower gas prices. Iowa City has not escaped
this trend. Ridership has decreased in recent
years as a result of detours and reroutes due to
construction, mild winters, and lower gas prices.
This decrease in ridership has impacted the
City’s progress towards cutting GHG emissions;
between 2005 and 2015 emissions derived from
transportation increased by 5 percent.
Iowa City’s Public Transit System
Background continued
Figure 11. Metro Area Transit services
includes routes in Iowa City, Coralville and
the University’s transit system
SOURCE: Future Forward 2045 Long Range
Transportation Plan
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2.1 Increase Use of Public
Transit Systems
One of the main ways individuals can contribute
to lowering emissions is by electing to take public
transit when it is available. To make public transit
a more viable possibility, the City needs to offer
bus service routes and hours of operation that
meet riders’ wants and needs. The City will be
completing a transit route study to understand
options for improvement of the current public
transportation system. Actions to be undertaken
also include identifying customer-centric initiatives,
such as increasing the effectiveness of an
intelligent transportation system that provides real-
time arrival information to riders—and identifying
other flexible and emerging technologies that
make riding public transit easier and more
convenient.
2.2 Embrace Electric Vehicles, Alternative Fuel
Vehicles, and Other Emerging Technologies
Iowa City will look at policies that support the expansion
of electric vehicle charging infrastructure across the
City, starting with the development of an electric vehicle
readiness plan to determine infrastructure upgrades
and policy modifications that need to occur to facilitate
this expansion. The City will also explore community
opportunities offering financial incentives to residents
and businesses who purchase clean vehicles, including
potential subsidies for buying or leasing an electric
vehicle and at-home charging stations, and other potential
incentives. Through education and outreach, the City can
further encourage residents to transition their personal
vehicles to cleaner technologies and explore partnership
opportunities with charging station manufacturers that
have leasing programs available for municipalities.
Businesses with vehicle fleets should consider a multi-
pronged approach that examines opportunities for
replacement of gasoline and diesel vehicles with cleaner
fuel alternatives, the importance of fleet maintenance
for efficient operation, establishment of vehicle idling
protocols, efficient routing, and review of transportation
operations, such as loading practices. Understanding
that automobile technologies are rapidly changing,
the City will undertake planning efforts to understand
and accommodate emerging technologies as they
become market-ready, including connected vehicles that
communicate with the driver, other vehicles, and roadside
infrastructure, and fully autonomous vehicles that are self-
driving.
2.3 Increase Bicycle and
Pedestrian Transportation
Residents are encouraged to replace trips,
when possible, with active transportation
options such as walking and biking.
Businesses can support this action
by offering programs and facilities—for
example, bike storage and showers—that
further encourage active transportation.
To support the City’s commitment to
designing, building, and maintaining
public streets that accommodate people
of all ages and abilities regardless of their
mode of travel,27 Iowa City will continue
to advance infrastructure that supports
bicycle and pedestrian transportation.
This includes continuing to work towards
the implementation of the bike sharing
program, addressing secure bike storage
and parking, implementing priority projects
and actions identified in the Bicycle
Master Plan28 to increase the number
and connectivity of safe bike routes,
continuing to implement priority projects
identified in the City and Pedestrian Mall
Streetscape Plan,29 and promoting walkable
neighborhoods. These actions will also
help to provide “last mile solutions” so
that individuals have alternative options for
making the final leg of their travels on foot
or by bike.
Actions
Taking Action: Transportation
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City Of Iowa City Climate Action And Adaptation Plan 40
2.5 Increase Employee
Commuter Options
Studies have shown that offering commuting
programs to employees can lead to increased
productivity, employee satisfaction, and retention.
Iowa City businesses should explore offering
programs to their employees that include
telecommuting, teleconferencing, flexible work
schedules, parking discounts for clean vehicles
or carpooling, and/or pre-tax commuter benefits
that encourage the use of public transportation.
From the City’s side, a focus can be placed on
prioritizing certain public transportation projects
that enhance connections between existing
neighborhoods and large employment centers.
Additional opportunities include expanding the
existing car-sharing program (Zipcar). On a longer
planning horizon, the City and its transportation
partners, including the East Central Iowa Council
of Governments (ECICOG), will continue to
explore solutions for passenger rail service,
express bus service, and carpooling programs
between major cities in the area to expand
opportunities for commuters.
2.6 Manage Parking Options
The City will align parking policies with its climate
goals to provide an advantage for green vehicles
and alternative modes of transportation in order
to decrease the use of personal vehicles. One of
the areas to explore is the elimination of minimum
parking requirements for new developments
and options for allocation of bicycle and clean
vehicle parking spaces. Large employers can
develop parking programs that include rideshare
coordination, transit subsidies, flexible work
schedules, and bicycle accommodations to
achieve substantial reductions in parking and
personal vehicle trips. Conversely, workplaces
need to accurately assess their parking needs
and provide input to the City to assist in the
development of creative solutions that get people
to and from businesses and shopping districts.
Actions continued
2.4 Increase Compact and
Contiguous Development
Vehicle miles traveled are directly tied to how
cities are planned and developed. Communities
that are spread out, inevitably require residents
to travel greater distances to reach destinations,
therefore consuming more fuel and emitting
GHG into the atmosphere. A reduction in GHG
emissions requires changes to land use to
more compact and mixed-use developments. In
2013, Iowa City adopted a Comprehensive Plan
that encourages mixed-use development in the
Downtown and Riverfront crossings, as well as
in the neighborhood commercial and mixed-use
zones dispersed throughout the community.30
The City will continue to examine how we approve
plans with this lens of sustainability by identifying
best practices of sustainable design in the plan
review process, determining what measures can
be taken to encourage compact and contiguous
design, and encouraging infill development across
the City. Efforts will continue the City’s focus on
growth along key corridors, while preserving the
diversity of housing choices for all income levels.
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2.7 Reduce the City’s Vehicle
Emissions Footprint
Cities around the country are working to reduce
the GHG pollution of their fleets by investing in
electric vehicles (EVs) and clean and renewable
fuels. The City recently purchased two EVs for
its fleet and will continue to look at opportunities
for increasing their number through negotiated
bulk purchases with other Midwestern cities.
Additionally, the City should consider converting
city buses and other large vehicles to cleaner
fuel vehicles at replacement. The City is currently
exploring options to add EV charging stations
at public and City-owned facilities31 and will
continue to do so. Finally, the City will set goals
for reduced idling for their fleet. In the future, an
EV readiness study for the community may be a
useful document to assist in better understanding
the transition to electric vehicles.
Actions continued
At Home:
• Use public transit, walk, bike, or carpool
instead of driving a personal vehicle.
• Examine weekly travel habits and identify
ways to combine trips resulting in a
reduction of single destination trips.
• Consider purchasing an electric or
hybrid vehicle.
• Take advantage of existing financial
incentives to undertake many of these
ideas, such as flexible transit spending or
rebates on EVs.
At Work:
• Implement policies that facilitate
telecommuting and flexible employee
schedules.
• Allocate parking spaces to hybrids, EVs
and carpoolers, if applicable, and provide
safe bike storage and showering facilities
for bikers.
• Develop a fleet management plan that
examines and tracks fleet utilization rates,
maintenance and upkeep as a means
for efficiency, and replacement of older
vehicles with fuel efficient ones.
• Consider purchasing EVs for fleets,
if applicable.
Check out the Community Action Toolkit for more information at www.icgov.org/climateaction.
How to Contribute
Taking Action: Transportation
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Taking Action:
Waste
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Equity Considerations:
• Accessibility to recycling and composting
programs may not be equally and readily
available to all community residents and may
also be impacted by other participation-related
barriers, including awareness of programs,
language barriers, and cultural norms.
• In the future, populations that are situated closer
to the landfill or the wastewater treatment facility
may experience nuisance issues like bad odors
and potential health issues.
The waste sector accounts for approximately 2 percent
of Iowa City’s community-wide emissions, or about
17,575 metric tonnes of CO2e. These emissions
are derived from both the operations of the Iowa
City Landfill and Recycling Center, which accepts
waste from all of Johnson County,32 and the City’s
Wastewater Treatment Plant. Although waste is the
smallest contributor to the City’s GHG total, wastewater
and landfill operations can also indirectly cause
additional emissions associated with the transportation
of solid waste and energy used in the operation of
wastewater treatment facilities.
There are a number of reasons why we should aim to
reduce the amount of waste generated within the City
and reaching the City’s Landfill. From an environmental
standpoint, by reducing the amount of organic
materials such as food, yard waste, and textiles that
reach the Landfill, fewer methane emissions are
released when the organic material decomposes.
Reducing solid waste streams also leads to less
energy use overall associated with materials extraction,
processing, and transportation. Waste diversion
activities, such as those performed by recycling and
reuse centers, can generate jobs and support local
business development while lessening community
burdens, such as land degradation and bad odor.
Reducing the local waste stream can also extend the
life of the City’s Landfill and help maintain disposal
costs and rates for residents and businesses.
While there are several options available for reducing
the amount of waste reaching the Landfill, reducing
waste at the source by purchasing and consuming
less material will always be the most effective
recourse for dealing with waste. The modern culture of
overconsumption and throwaway lifestyle is reflected
in the steep increase in the volume of waste generated
by Americans each year, as reported by the U.S.
EPA.33 This is particularly evident in the way that food
Targets:
• Decrease the amount of waste reaching Iowa City’s Landfill by 50 percent by 2025, and 80 percent by 2050 from 2011 levels.
• Complete a Waste Management Plan.
Background
Taking Action: Waste
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City Of Iowa City Climate Action And Adaptation Plan 44
is wasted—over 40 percent of the food that is produced
in this country is not consumed. By focusing first on
source reduction, families and businesses can save
significant amounts of money, while lifting some of the
burden off waste management services and learning to
create value from materials that would otherwise end
up discarded.
In Iowa City, several steps have been taken to
reduce waste. The City recycling program, as it
stands today, began in 1996 and offers curbside
recycling pick-up for single-family residences, includes
several recycling drop-off sites, and in 2016, started
requiring onsite recycling availability for residents in
multifamily housing. To further reduce the amount of
waste reaching the Landfill, the City has sponsored a
Rummage in the Ramp annual event since 2007 to
divert furniture, housewares, clothes, books, and other
items from the Landfill. In 2018, a ban on cardboard
landfill disposal came into effect and will eliminate
the 4,00034 tons of cardboard received
each year. The City also operates
a composting program. In 2017, its
first year of operation, 995 tons of
food scraps collected from 15,000
households through curbside garbage
collection operations were composted.
These waste management programs
have helped divert approximately 6.7
percent of local waste from the Landfill
when comparing 2011 to 2017 figures.
Although this represents progress in the
right direction, there is still much work
to be done. The waste stream must
be further shrunk by reducing waste
at the source, encouraging a shift to
reduced and/or smarter consumption
of products, and then using alternatives
such as reuse or repair of products, or reducing food
waste. We must also explore opportunities for water
conservation, as well as more efficient processing of
water and wastewater at the Wastewater Treatment
Plant, which is the source of 15 percent of the GHGs
resulting from municipal operations. The only way to
reach the target is by creating a culture of awareness
and action within the community where everyone does
their part to contribute through their daily activities and
choices that focus first on source reduction and then
on alternatives for reuse, recycling, or composting. The
eight waste-related actions in this section will put Iowa
City on this path.
Background continued
The Connection between Water
and Wastewater Treatment and
Climate Impacts
Municipal drinking water and wastewater
treatment are closely linked to energy and
GHG emissions. On a direct level, as the
waste in wastewater decomposes, it creates
methane and other GHGs that are released
into the atmosphere.
Equally as important to consider, is the
amount of energy used to distribute potable
water to homes and businesses and, after it
is used, travels to our Wastewater Treatment
Facility for processing. After water is used
in homes and businesses across Iowa
City, its treatment accounts for the City’s
highest energy consumption across all other
municipal operations. Throughout the entire
lifecycle of water, from extraction, treatment,
conveyance, consumption, and disposal,
large amounts of energy, typically in the form
of electricity, are required. By being more
efficient and less wasteful in the use of water,
electricity can be saved, and by extension,
GHG emissions can be avoided.
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Iowa City’s municipal solid waste
In 2016, the Iowa City Landfill received 112,411
tons of waste from all of Johnson County with the
residential sector contributing 54 percent of these
tons and the industrial, institutional, and commercial
sector contributing 45 percent.35 This translates to
about 4.2 pounds of waste36 per person for each
day of the year.
Recent efforts to characterize the waste entering
the Landfill also show that there is plenty of
opportunity to increase recycling efforts. Almost
50 percent of the waste stream consists of paper,
plastic, metal, and glass materials that have high
embedded GHG emissions associated with material
extraction, transformation, and transportation—a high
percentage of which can be recycled. A further 36
percent consists of food and organic material, the
primary source of the Landfill’s GHG emissions,
and could easily be composted or avoided through
source reduction methods. Iowa City’s ecological
footprint is analyzed in the consumption-based
inventory and highlights that Iowa City residents are
consuming four times more of the earth’s resources
per capita than what is available.37
The recent ban on cardboard is a good start
in meeting waste diversion targets; however,
consideration of consumption at the source is
necessary to ensure success. Figure 13 shows
a forecasted trajectory towards the target of
decreasing the amount of waste reaching Iowa
City’s Landfill from 2011 levels by 50 percent by
2025. The impact of the actions shown in the image
is based on common waste reduction numbers
that are achievable with the right level of effort and
coordination.
Figure 12. Organics, followed by paper and
plastic products, make up the majority of
landfilled materials
SOURCE: 2017 Iowa Waste Characterization Study
36%
26%
17%
11%
4%
4%
3%
1%
1%
Organics
Paper
Plastic
Other
Metal
Construction
and Demolition
Glass
Durable
Household Hazardous
Materials
Taking Action: Waste
-
20,000
40,000
60,000
80,000
100,000
120,000
140,000
160,000
2010 2016 2020 2025 2030 2035 2040 2045 2050
Action - Source Reduction Action - Banning Cardboard
Action - Increasing Composting Action - Increasing Recycling
Action - Diverting C&D waste Action - Diverting Durables by reusing
Other Target
Figure 13. Past and projected waste to landfill (tons of waste) to exceed 140,000 tons by 2050
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City Of Iowa City Climate Action And Adaptation Plan 46
3.1 Increase Recycling At
Multifamily Properties
In November 2016, City Council passed a
resolution requiring all multifamily apartments
and condominiums with four units or more to
provide recycling for their tenants. The mandate
has a two-year implementation goal, and by the
end of 2018, will extend recycling to more than
10,000 households that had not previously been
offered the option.38 To enhance the effectiveness
of the program, the City will continue to educate
landlords, property managers, and tenants
in an effort to expand coverage and increase
recycling rates. Educational opportunities include
development and distribution of informational
materials, such as new tenant/owner packets, and
encourage the involvement of residents through
the identification of “building champions” who can
offer guidance to their neighbors.
3.2 Increase Composting of Organics
This action involves increasing the overall
diversion of organics, such as food and yard
waste, as well as textiles, by supporting the
expansion of the City’s existing composting
program through focused efforts on source
reduction, education, and exploring options for
engagement of businesses that generate large
volumes of organic waste. These efforts will
be done in partnership with regional and local
entities to encourage further composting efforts at
home or at private facilities. To accommodate the
increased volume of organic waste expected from
these efforts, the City will also explore the viability
of increasing the capacity of its compost facility.
3.3 Reduce Waste at the Source
Iowa City’s consumption-based emissions
inventory, “Ecocity Footprint Tool Pilot”, analyzed
consumption of goods and services within Iowa
City. This study showed that residents in Iowa
City are consuming per capita more than four
times more of the earth’s resources than what
is currently available. For Iowa City, 96% of the
footprint associated with goods consumed are
due to production and transport, rather than
use and disposal. The report identifies the need
to focus on consumption reduction, which is
shown to be about ten times more impactful
than recycling. The City will continue to educate
residents on existing programs and opportunities
to curb consumption by reducing and reusing
material goods. Emphasis will be placed on
reducing priority materials that have a high level
of embedded carbon, in particular wasted food,
paper, plastic and clothing.39
Actions
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3.4 Establishing Partnerships to Divert
Construction Waste from the Landfill
By reusing construction materials that would
otherwise be disposed of in a landfill, it is
possible to avoid the emissions that would come
from additional resource extraction, material
processing, and transportation of finished goods
and products. To increase the diversion and reuse
of construction and demolition materials, the City,
its partners, and the greater community should
assist in the expansion of existing and new waste
diversion programs. This will be done by building
partnerships between existing organizations
that accept deconstruction waste and potential
networks of source materials, expanding
education and training efforts to deconstruction
and demolition companies, contractors, and
developers, and providing guidance and materials
for residents and businesses to make them aware
of the opportunities and benefits of incorporating
reused materials in their construction projects.
3.5 Reduce Waste at City Facilities
The City is working to reduce waste in its own
operations by minimizing resource use through
efficient business practices that consider
opportunities for energy, fuel, and waste efficiency
in bid requirements from potential vendors and
in evaluation criteria. The City is also working to
increase recycling at government facilities and
will aim to recycle 50 percent of its waste by
2025 and 75 percent by 2050 in alignment with
the overall targets. Finally, the City will explore
methods for garbage pickup and hauling that are
more efficient in reducing the amounts of GHG
emissions generated through transport.
3.6 Create a Comprehensive Waste
Management Plan
In recent years, cities across the U.S. have begun
adopting Integrated Solid Waste Management
principles and developing comprehensive plans
to effectively manage waste operations. To
help plan for the long-term future, Iowa City will
develop a waste management plan that looks
at waste reduction at the source, recycling,
composting, and disposal in a holistic manner,
while considering the complexity of surrounding
jurisdictions that also contribute to the Landfill.
The Plan will set strategic targets for waste
minimization and diversion with an initial iteration
focusing on waste at City facilities. Further out,
the City can expand planning efforts to include
other sectors of the community and explore
partnerships with other jurisdictions. At the core
of the plan will be an effort to encourage a
fundamental change in attitudes towards waste—
to focus on source reduction first and then reuse
and recycling as alternatives to disposal.
Actions continued
Taking Action: Waste
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City Of Iowa City Climate Action And Adaptation Plan 48
3.7 Take Action on a Study to Efficiently
Capture and Use Methane from
Wastewater Operations
After water is used by residents, it flows into the
wastewater system and then goes to the City’s
Wastewater Treatment Facility. While the City
currently captures methane gas from the digesters
used in the wastewater treatment process, only
a portion of the methane is used to offset natural
gas usage for the plant. To explore other options
for further management of wastewater GHG
emissions, the City should conduct a study to
determine the feasibility of using all captured
methane to create renewable fuel or electricity
that can be used to operate the facility, and take
specific actions based on the results of this study.
3.8 Take Action on a Feasibility Study
on Energy Generation from Landfill
Methane
The methane produced by decomposition of
organic waste in the Iowa City Landfill is currently
being flared to transform it into carbon dioxide,
which is a less potent GHG. The City has been
considering methods to use the methane as a
renewable energy source, and to further explore
this opportunity, the City will conduct a feasibility
study in FY2019 and take specific actions based
on the results of this study.
Actions continued
Check out the Community Action Toolkit
for more information at www.icgov.org/
climateaction.
How to Contribute
At Home:
• Practice source reduction by being mindful
of purchasing patterns.
• Buy products with minimal packaging
and recycled content and avoid buying
disposables.
• Initiate or participate in “repair cafes” as a
means of giving longer life to household
items that might otherwise be disposed.
• Compost organic waste at home or
through the City’s composting program.
• Buy fewer, more durable goods, especially
clothing.
• Repair instead of purchasing a new item.
• Increase recycling efforts.
• Be efficient with use of water.
At Work:
• Implement sustainable procurement
policies.
• Motivate employees to reduce their waste.
• Buy products with minimal packaging
and recycled content and avoid buying
disposables.
• Compost organic waste, if applicable.
• Increase recycling efforts.
• Be efficient with use of water.
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Taking Action:
Adaptation
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City Of Iowa City Climate Action And Adaptation Plan 50
Equity Considerations:
• Some populations, including aging adults,
children, persons with disabilities, economically
stressed, non-English speakers, and homeless
persons, may be particularly vulnerable to
impacts of emergencies, health impacts and
natural disasters and could fall through gaps in
access to information, services, and resources.
• As climate extremes such as heavy rainfall
and heatwaves become more common and
intense, businesses, employees, and patrons
throughout Iowa City will face challenges. Iowa
City residents of all backgrounds could then
be challenged by the ability to get to work and
businesses could experience a decrease in
patronage, both of which could result in closed
businesses or reduced operating hours for
key businesses.
As Iowa City works to limit future climate change
through emission reductions, it is vitally important to
acknowledge what data says—the climate is already
changing. Iowa City is experiencing increased
precipitation and rising temperatures with rising
frequency of damaging events. These recent changes
are projected to become more pronounced in the
coming years. It is important to prepare for these
changes to minimize disruptions in everyday quality
of life and avoid putting lives and property at risk.
Addressing climate adaptation touches on Iowa City’s
built environment, natural environment, the economy,
and both social and human health. As part of this Plan,
Iowa City developed a vulnerability assessment and
climate adaptation report that can be found at
www.icgov.org/climateaction.
Targets:
• Identify vulnerable populations in Iowa City and develop communications and outreach approach
• Assess and plan for climate-related health impacts
• Assure coordination in preparedness planning with relevant agencies
• Assess stormwater management from citywide and neighborhood-specific perspectives
Background
Taking Action: Adaptation
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Iowa City has already been hard at work addressing
climate adaptation. Critical assets that were
compromised in the June 2008 flood were addressed
in a manner that included an eye towards long-term
adaptability. The City’s North Wastewater Treatment
Facility was inundated by flood waters and major
upgrades were made to the City’s South Wastewater
Plant so the North Plant could be shut down.
Homeowners in several areas of the community
with properties no longer habitable and prone to
repeated flooding were assisted and compensated
in a mitigation buyout program. Construction on the
Iowa City Gateway project began in May of 2016
with completion set for the fall of 2018. The project
includes the elevation of Dubuque Street, Iowa
City’s main arterial between I-80 and the downtown,
to the 100-year flood elevation plus one foot and
reconstruction of the Park Road Bridge, widening the
span across the river by 100 feet and elevating the
bottom of the structure to the 200-year flood elevation
plus one foot. These improvements are being made
to maintain the transportation network and provide
dependable emergency routes during flood events.
Iowa City also amended floodplain regulations to
require new and substantially improved structures to
be elevated or floodproofed to one foot above the 500-
year flood elevation.
Climate readiness, climate preparedness, and climate
resiliency are all different names for this important
work that many cities are taking on. As a component
of the Iowa City Climate Action and Adaptation Plan,
the City has taken important steps to analyze and
recognize local climate risks, identify critical municipal
and community-wide assets that are subject to
risk, and determine populations that are particularly
vulnerable to climate change. This comprehensive
planning effort will position Iowa City so that the effects
of our changing climate will be minimized and people
across the community will be prepared ahead of time
to effectively respond to extreme weather events.
Lastly, humans aren’t the only ones affected by
changes in climate. Increased temperatures,
precipitation, and seasonal fluctuations have an
impact on the ecosystem including, plants, animals,
and insects. Iowa City’s recent Natural Areas
Inventory and Management Plan identified that
natural areas will need to be managed with climate
adaptation in mind. Some strategies outlined in
Background continued
Taking Action: Adaptation
the Plan include changing the timing and frequency
of prescribed fire, increasing efforts to respond
to greater invasive species pressure, considering
using species from more southern areas for new
plantings, and addressing how runoff, water quality,
and erosion impact ecosystems. As a community, we
need to recognize a responsibility to protect wildlife,
pollinators, and plant life in our community, and
change our responses to resource management as
the climate changes.40
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City Of Iowa City Climate Action And Adaptation Plan 52
4.3 Analyze Climate-Related Public
Health Impacts in Iowa City
Given that Iowa City’s changing climate brings
with it a host of public health implications, the City
should document and prepare to address them.
Acute and chronic respiratory illnesses, heat
stress, and vector-borne diseases are just a few
of the public health impacts expected. The State
of Iowa and Johnson County provide a significant
amount of public health data that Iowa City can
utilize, and natural partners may include Johnson
County, the University of Iowa, and hospital and
health facilities. Documenting the most likely
public health impacts related to climate change
will guide the City and its public health partners to
better prepare to address them. The results of this
analysis should be integrated into other actions,
including asset mapping, communications and
outreach, and preparedness planning.
4.2 Develop Communications
and Outreach Plan for Vulnerable
Populations
City departments and external stakeholder
groups and partners specific to supporting
vulnerable populations will communicate the
City’s adaptation work. This work will focus on
preparedness for extreme weather events, general
climate impacts, and opportunities to make
homes and businesses less prone to flooding
(when applicable), and in general, more resilient
to Iowa City’s changing climate. It is important
to note that many external stakeholders may not
currently connect issues of climate adaptation
to their focus; therefore, outreach efforts will
often require initial exploratory conversations,
carefully planned discussions, and training and
empowerment of ambassadors for effective reach.
Actions
4.1 Conduct a Vulnerable Populations
Asset Mapping Exercise
Assets, as defined in this document, are positive
forces within our neighborhoods that improve
the quality of life for people across Iowa City.
Particularly pertaining to vulnerable populations,
there are many governmental programs,
community groups, religious institutions, mission-
based organizations, and social service agencies
whose work targets them directly, or indirectly, by
addressing the vulnerability factors that may affect
them. Within one year, the City will identify lead
partners and work to “map” the civic infrastructure
or “community-based assets” specific to
vulnerable populations and/or the outlined
vulnerability factors. The intent is to initially
document Iowa City’s resources that can then
be mobilized in other actions below, such as the
development of the communications and outreach
plan and defining clear roles in a preparedness
plan.
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Actions continued
4.4 Coordinate Extreme Weather
Preparedness Planning with Local
Agencies
Iowa City will collaborate with Johnson County
and other relevant internal and external agencies
to establish emergency procedures related to
climate preparedness. The City will incorporate
this information into vulnerable population
communication plans so that people across the
community know these plans and procedures
exist and understand what to expect during an
emergency.
The Iowa River in Iowa City reached three of its four
historically highest crest (peak water) levels in the last
10 years with records dating back to 1851.41 The
flood that the City experienced in June of 2008 had a
record crest level of 31.53 ft.
The Flood of 2008 impacted many communities
across Eastern Iowa, including the urban centers
of Iowa City and Cedar Rapids. In Iowa City, it is
estimated that nearly 700 homes and over 250
businesses were damaged by floodwaters, while
nearly 2,000 acres were flooded.42 Since then, the
City has successfully initiated the buyout of 101
homes located in flood-prone areas to avoid this
kind of devastation for homeowners in the future.
The City’s north wastewater treatment facility was
rendered nearly inoperable and provided very limited
functions for over 30 days. The South Wastewater
Treatment Plant was expanded and the flooded
North Plant was demolished and is in the process
of becoming a riverfront park/wetlands area. Critical
assets, such as bridges and rail lines, were also
damaged.
Overall, there was an estimated $7 million in
damage to public property, and significantly higher
amounts for private property damage. The University
of Iowa alone is said to have suffered $232 million
in damage and lost operations.43
June 2008 Flood
Taking Action: Adaptation
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City Of Iowa City Climate Action And Adaptation Plan 54
4.5 Assess Citywide and Neighborhood
Stormwater Management
Managing stormwater runoff is a common
problem faced in the built environment. In
urbanized and growing communities like Iowa
City, it is important to address existing buildings
and green space, while developing clear
guidelines for newly planned areas. Currently,
the City abides by the State’s guidelines and
incorporates stormwater work into the capital
project planning process. The City’s work in
riparian planning near rivers, creeks, and other
waterways includes the use of native plants and
removal of invasive species. The City will continue
to work to identify neighborhood stormwater
conveyance issues that may exist and consult
stormwater best practices to find opportunities to
address these problems.
Significant public education that pushes
individuals to also consider their actions on
private property will be useful. Residents and
business owners should consider native plantings,
that require less irrigation, or employ other onsite
stormwater management tactics. These include
inspection-approved permeable pavement and
rain gardens that allow water to naturally seep into
the water table, or if space permits, rain barrels
and cisterns to capture water for “graywater use,”
such as watering plants or washing a vehicle.
4.6 Expand Iowa City’s Tree Canopy
Iowa City maintains a street tree inventory,
and total tree coverage across the city is at 33
percent. The City acknowledges that trees are
an important element in both climate mitigation
and adaptation because they remove carbon
dioxide from the air, storing the carbon in trees
and soil, while releasing oxygen into the air. Trees
increase comfort by providing immediate shade
and cooling to people, buildings, and pavement.
In order to protect trees, the City has a sensitive
areas ordinance and policies regarding tree
removal for developing areas. The City is also
preparing for the loss of ash trees related to
the spread of the Emerald Ash Borer. Taking all
this into consideration, Iowa City will continue to
maintain and monitor its current stock of trees
and encourage growth, and expansion where
appropriate.
Actions continued
Check out the Community Action Toolkit
for more information at www.iowa-city.org/
climateaction.
HOW TO CONTRIBUTE
At Home and At Work:
• Be active in the community, get to know
your neighbors, and participate in City and
neighborhood planning efforts.
• Connect a rain barrel to your gutter system.
• Consider using permeable pavement,
implementing a green roof, and installing
other green infrastructure alternatives.
• Avoid installation of additional non-
permeable pavement.
• Plant native plants and trees, while
considering the strategic location of trees
as a means to increase shade.
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Taking Action:
Sustainable
Lifestyle
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City Of Iowa City Climate Action And Adaptation Plan 56
Equity Considerations:
• Some populations, including older
adults, children, persons with disabilities,
economically stressed, non-English speakers,
homeless populations, and other groups
can often fall through gaps in the access to
information, services, and resources.
• Some aspects of a sustainable lifestyle
may have increased upfront costs, such as
the purchase of high efficiency appliances,
alternative fuel vehicles, community-supported
agriculture, etc., while later reducing costs in
other areas, such as fuel purchases or long-
term health costs associated with a poor diet.
• Programs that support local businesses can
inject money into the local economy, creating
job opportunities.
In the public forum held during plan development,
and in the survey, many residents expressed strong
interest in behavioral and lifestyle changes perceived
to be more environmentally responsible and
associated with lower greenhouse gas emissions.
In discussions of the steering committee, it was
recognized that sustainable living actions would have
co-benefits for the climate action plan here in Iowa
City. For example, many sustainable living initiatives
would generate excitement and visibility within the
Targets:
• Moving towards a “One Planet Living” lifestyle that addresses the global impact of Iowa City’s consumption
• Creating a culture of sustainability across Iowa City as a general way of life
• Promoting local food options and considering eating less meat and dairy
• Practicing source reduction by eliminating waste before it is created
Background
Taking Action: Sustainable Lifestyle
$
$
Co-Benefits:
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57
community, draw residents into further education
and mitigation actions, and seed new partnerships.
Successful sustainable living initiatives could
enhance ties between existing partners, engender
new partnerships, providing marketing materials
around sustainability, and generate entrepreneurial
opportunities. Therefore, the committee felt that
sustainable living actions should be facilitated by
the City. To the degree they can be implemented,
they will reduce emissions directly in Iowa City,
such as waste and transportation-related emissions.
Furthermore, as shown in the City’s Consumption-
Based Emissions Inventory, there are additional
GHG reductions outside the boundaries of Iowa City
associated with many sustainable living actions.
Some people across Iowa City already understand
this, as four out of five survey respondents expressed
that the biggest barrier to addressing climate change
is “difficulty in changing behavioral habits.”
There are many initiatives we can take that add
significant value by serving as a catalyst for
community-wide action and change the mindset of
neighbors, residents across the community, business
owners, City employees, and others. Making this kind
of broad change requires well-crafted education and
outreach that connects what data is telling us to the
actions we take in our daily lives. Good examples of
success with this kind of cultural shift in thinking are
the campaigns created in the 1970s around smoking,
wearing seatbelts, or littering.
The City has already taken strides to create
awareness on how our personal choices make a
difference, particularly in waste and recycling, with
the expansion of recycling services and initiation of
food composting. In the survey cited above, over
90 percent of Iowa City respondents indicated that
reducing waste was an action they were currently
taking to reduce the impacts of climate change. This
awareness has not yet translated into significantly
increased rates of recycling. Similarly, recognizing
the impact our individual food choices have on
emissions “upstream” or outside of Iowa City is
important as well. Building upon this can result in
a groundswell of community support around more
climate-related actions that we can take at home with
an understanding that if each of us chooses a few
actions where we personally can have an impact, the
end result will put Iowa City on the path needed to
create a climate-aware community.
Most of the actions in this Plan have quantifiable
reductions in GHG emissions associated with them.
Sustainable Lifestyle actions presented in this
section are much harder to quantify in locally-based
emissions due to calculation methodologies and the
difficulty in estimating impacts for actions that cause
reductions outside of the immediate geographical
boundary. However, they do result in reducing global
emissions and are equally as important in their
ability to create awareness and lead to healthier
and happier communities. These actions can lead
to healthier lifestyles, support for local businesses
and jobs, and increased green space. Finally, some
actions do contribute to reducing emissions at a
scale than can be calculated for purposes of this
Plan; in other words, direct emissions occurring within
the boundaries of Iowa City.
Background continued
Taking Action: Sustainable Lifestyle
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City Of Iowa City Climate Action And Adaptation Plan 58
5.1 Encourage a Plant-Rich Diet
Several groups of engaged residents across Iowa
City are already acting on the importance of a
plant-rich diet, or at minimum, adding more plants
to their diets and reducing meat consumption—
even if only for a day—such as the popular
“Meatless Monday” national campaign that aims
to create awareness. Iowa City’s survey of around
800 participants indicated that “eating a plant-
based diet” was the least frequent action selected
when participants were asked to indicate all of
the actions they currently take to reduce climate
change impacts. The City will support other lead
groups in the development of an education and
outreach campaign that features the climate
benefits of a plant-rich diet and other ancillary
benefits, such as improved health and disease
prevention. Implementation will include work to
connect other potential partners, such as the
network of community gardens across the city,
community-supported agriculture (CSAs) in the
region, and farmers markets.
Shifting to a plant-rich diet can have numerous
economic and health benefits for Iowa City
residents. For example, plant-based diets can
help reduce calorie intake, helping individuals
manage their weight, and prevent a variety of
diseases.44
Actions
5.2 Expand Community Gardens and
Access to Healthy Local Foods
Across Iowa City, there are a variety of ways for
community members to access locally-grown
plants and vegetables. Farmers markets, personal
gardening, and community-supported agriculture
are all ways to ensure that people across Iowa
City have access to healthy local foods. The City
also operates a community garden plot leasing
program in which anyone can lease a plot at one
of four (soon to be expanded to six) different sites
to grow their own produce, as well as participate
in the Beginning Gardening program. Tapping
into its Parks Master Plan, the City can identify
appropriate expansion of new land for community
groups to create vegetable gardens and provide
additional plots for leasing as popularity of the
Beginning Gardening program expands. To get the
greatest adoption of this program, focus will be
on neighborhoods disproportionately impacted by
poverty and food insecurity.45 Community-based
organizations and institutions such as churches,
neighborhood groups, and associations can
help take responsibility for suggesting locations,
recruiting leaders and community members, and
setting up and maintaining these gardens. The
City will consider the type of aid it may be able
to provide, including but not limited to, different
leasing options, basic liability insurance, water
access, a “big tools” garden lending program,
and limited start-up funds for low-income
neighborhoods.
Plant-Based Diet
By shifting to a predominantly plant-based
diet, GHG emissions occurring outside
of Iowa City can be impacted. Livestock
converts about 11 percent of the energy it
is fed into human food and dairy products46
and a significant amount of emissions are
associated with the clearing of land for
agriculture, the growing of single-crops for
feed, and methane released from the animals.
The Environmental Defense Fund reports that
if each American replaced chicken with plant-
based foods at just one meal per week, the
carbon dioxide savings would be the same
as taking more than half a million cars off
American roads.47
Photo credit: Wild Woods Farm
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5.3 Encourage the Purchase of Local
Products and Responsible Purchasing
Purchasing local products can result in the
direct elimination of emissions associated with
transportation, while also supporting local
jobs and economic development. Similarly,
purchasing reused and more durable products
can also affect emissions. For this action, the
City will engage partners across Iowa City to
help educate residents on the importance and
impact of sustainable consumption habits and the
multiple benefits to buying local food and other
goods. The combination of initiatives may include
developing innovative campaigns in collaboration
with business owners, and facilitating the setup of
business fairs, farmers markets, and other events
that promote local businesses and sustainable
consumption.
5.4 Create Funding Mechanisms to
Support Community-Wide Climate
Action
Climate action efforts can have various costs
associated with them, some of which require the
creative identification of funding mechanisms to
make the projects a reality. To support residents,
businesses, and community-based organizations
in the implementation of actions included in this
Plan, the City will document funding gaps and
existing financial incentives, identify a variety of
potential funding partners, and investigate best
practices used in other cities. Proven mechanisms
and tools that work in other communities include
revolving loan funds, public-private partnerships,
and working with utilities to access incentives
and develop programs best suited to help utility
customers use energy more efficiently.
5.5 Incorporate This Climate
Plan into the City’s Sustainability
Communications
The City currently implements a number of
sustainability-related communications efforts that
utilize the City’s website, a dedicated newsletter,
cable programming and resources, and social
media platforms. Developing and implementing
a coordinated communications effort for the
City’s climate work will help to expand existing
efforts to inform people of the City’s sustainability
progress and its leadership in climate action.
It will also serve to solidify Iowa City’s climate
“brand,” while making sure this message reaches
all members of the community. Communications
staff will work closely with those City staff
charged with developing annual progress
reports for the Plan and STAR Community
Rating reports, while focusing on educational
and awareness opportunities to make sure the
full community is engaged. Demographic and
geographic considerations will be essential to the
effectiveness of the communications plan. Key
elements of the communications plan will likely
engage people on why “climate action now” is
important and how residents can contribute to
the actions that will allow Iowa City to reach its
emission reductions goal.
Actions continued
Taking Action: Sustainable Lifestyle
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City Of Iowa City Climate Action And Adaptation Plan 60
5.6 Initiate a Green Recognition
Program
There are many existing green certification or
labeling programs available to all building types,
such as Leadership in Energy and Environmental
Design (LEED), Green Business Certification Inc.
(GBCI), and Green America. Building owners
and operators will be encouraged to explore
the benefits of participating in these programs
that lead to energy and cost savings, employee
comfort, and the associated marketing component
that allows businesses to share their stories
and attract customers due to their sustainability
commitment. As part of this action, within one
year, the City will explore putting together a
recognition program that acknowledges non-
residential building owners that successfully
participate in a green labeling or sustainable and
environmentally focused recognition program.
Actions continued
5.7 Develop Internal City
Sustainability Operations Guide
The City will consider existing sustainability efforts
and build from these to develop internal sustainable
policies for departments and divisions to integrate
into their daily work. The development of an
everyday office guide will examine daily habits
regarding computer usage and overhead lighting,
responsible use of paper, and other relevant
measures. Further, a sustainable meetings policy will
carry over key practices—some already implemented
by City employees—into meetings, which will lead
to more efficient energy use, further reductions in
paper consumption, and other resources. The City
will provide guidance on the use of ambient light,
“officially” permit and encourage teleconference
attendance at meetings when possible, send
meeting materials electronically, use recycled paper
products, and use real dishes or compostable
food handling materials for meetings with food.
Finally, sustainable purchasing guidelines will
outline the purchase of recycled paper and energy
efficient office equipment, as well as support local
purchasing and other sustainability considerations
as desired. The end goal is to increase the use of
environmentally superior products where quality,
function, and cost are equal or greater. This may
also include products and packaging materials
that contain a prescribed minimum post-consumer
recycled content and/or substitutes with more
environmentally appropriate alternatives.
How to Contribute
At Home:
• Buy local products and services.
• Purchase durable goods whenever
possible.
• Eat less meat and dairy and shift to a more
plant-based diet.
• Practice source reduction by curbing
consumption.
• Recycle properly to avoid unintended
contamination.
• Consider planting fruits and vegetables
instead of buying them.
• Conserve water and use it more efficiently.
• Reduce at least one car trip per week.
• Walk, bike, and carpool more.
• Engage family, friends, and neighbors.
At Work:
• Implement a supplier program to focus use
on local products and services.
• Participate in an existing, nationally
recognized green certification program.
• Develop green office guidelines and
engage employees.
Check out the Community Action Toolkit
for more information at www.icgov.org/
climateaction.
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Plan
Implementation
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City Of Iowa City Climate Action And Adaptation Plan 62
The Plan provides a roadmap to a more sustainable
and resilient future. Reaching this future requires
that we go beyond planning to focus on directed
implementation where everyone plays a part.
As mentioned previously, collaboration will be
needed between the City’s elected officials and staff,
businesses, industry associations, the University,
community-based organizations, utility service
providers, nonprofits, and residents to ensure these
goals are reached. For many of the actions included
in this Plan, it will be especially important to identify
champions, and support collaboration across sectors
and even across regions with other cities in the county.
Whether one is active in their community, making
personal efforts to have a more sustainable lifestyle,
or working in a business with commitments to
sustainability, every effort counts. It is the sum of all of
these discrete initiatives that will allow those who live,
work, and play in Iowa City to magnify the impact of
these actions and create a better life for all. Everyone
is invited to continue efforts and take additional action
using the guidance provided in this Plan. Together,
great strides towards ensuring a sustainable future for
Iowa City can be made.
Further, because the Steering Committee provided key
input and direction in the development of this Plan, the
members may be the ideal starting point in building a
“Climate Action Advisory Board.” The Board would be
a continuation of the existing body that helps to lead
and support implementation of the Plan. Key areas of
involvement will include, but not be limited to, assisting
the City in tracking all performance metrics associated
with each action and overall progress; engaging and
recruiting partner agencies and groups to lead specific
actions; initiating action subcommittee and partner
next steps; and serving as a general go-between for
the City, partner agencies, and the general public. In
many respects, this role will define and shape itself as
time moves forward, so those involved must be ready
to help guide direction and fill in where gaps persist
initially. The success of this Plan is contingent upon
the City’s full support and an engaged community,
led by those with an intimate knowledge of the Plan,
along with others whose demonstrated commitment to
at least one key area of the Plan is evident. A cultural
shift is necessary to make relevant and substantial
change; without direct support, innovation, and actions
coming from the Iowa City community, this Plan will not
succeed.
In hindsight of this planning process, and despite
an initial attempt to create broad representation of
the community, the Steering Committee and City
have identified additional groups that have not been
fundamentally included in the planning stages. The
City of Iowa City and the community will be making
choices about how to best implement the actions
prescribed in the Plan. To minimize the potential of
unfair or inequitable implementation of Plan actions,
the Steering Committee’s equity sub-committee
reached a conclusion that these Plan actions should
be reviewed more in-depth for equity considerations.
A comprehensive review which hears from and
incorporates views from populations which could be
most impacted by implementation will be an essential
step in guaranteeing that certain populations are not
disproportionately impacted by how the actions are
executed.
Call to Action
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This Plan equity review team, consisting of the City,
individual community members, and representative
groups can use the Iowa City Equity toolkit as a
template, or develop some other method of evaluation.
The equity sub-committee suggests that this team
prioritize action review first by actions that could be
initiated the fastest and actions that could have the
greatest impact upon specific individuals or groups.
One of the struggles the equity sub-committee
encountered was to determine which people of this
community are needed to make sure that a wide
variety of groups found in Iowa City are represented
on an equity review team. Along with the Iowa City
Equity Director, the equity sub-committee defined a
non-exhaustive list of groups to consider as part of
the equity review team, including veterans, persons
who rent, senior adults, secondary and university
students, youth, persons with disabilities, immigrants,
refugees, English-Language-Learners, persons who are
homeless, households with low-incomes, and other
persons characterized as a protected class. The equity
sub-committee recommends seating a standing equity
review group, which includes some or all of these
groups to ensure equity is a standard consideration
and achievement in future plans and actions.
Plan Implementation
Call to Action continued
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Glossary
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65
Adaptation: Adjustment or preparation of natural or human systems to a new or
changing environment which lowers the risks posed by the consequences of
climate change.
Carbon Footprint: The total amount of greenhouse gases (GHGs) emitted into
the atmosphere each year by a person, family, building, organization, or company. A
person’s carbon footprint includes GHG emissions from fuel that an individual burns
directly, such as by heating a home or riding in a car. It also includes GHGs that come
from producing the goods or services that the individual uses, including emissions from
power plants that make electricity, factories that make products, and landfills where trash
is sent.
Cities for Climate Protection Campaign (CCP): One of three major global
transnational municipal networks aimed at reducing urban GHG emissions. Established
in 1993, the CCP program houses more than 650 municipal governments representing
over 30 participatory countries
Climate Change: Climate change refers to any significant change in the measures of
climate lasting for an extended period of time. In other words, climate change includes
major changes in temperature, precipitation, or wind patterns, among others, that occur
over several decades or longer.
Carbon Dioxide (CO2): A naturally occurring gas and also a by-product of burning
fossil fuels and biomass, as well as land-use changes and other industrial processes. It
is the principal anthropogenic GHG.
Carbon Dioxide Equivalent (CO2e): A measure of the global warming potential
(GWP) of all GHGs emitted including methane (CH4), nitrous oxide (N2O), and other
gases in addition to CO2.
Compact of Mayors: A global coalition of city leaders addressing climate change by
pledging to cut GHG emissions and preparing for the future impacts of climate change.
Now joined with the Global Covenant of Mayors for Climate and Energy.
Consumption-Based Emissions Inventory (CBEI): Refers to an emissions
inventory that in addition to traditional emissions created within the city limits, evaluates
emissions associated with all consumption, regardless of where it is produced. Local
governments are beginning to pursue this type of inventory to better understand how
food and other materials purchased and consumed by the community have an impact
on the environment and economy.
East Central Iowa Council of Governments (ECICOG): A regional planning
agency that provides planning and technical assistance to local governments in Benton,
Iowa, Johnson, Jones, Linn, and Washington Counties.
Global Covenant of Mayors for Climate and Energy (GCoM): An international
alliance of cities and local governments with a shared long-term vision of promoting
and supporting voluntary action to combat climate change and move to a low emission
resilient society.
Global Warming Potential (GWP): Multipliers for each greenhouse gas developed
to compare the heat-trapping ability of individual GHGs relative to that of carbon dioxide.
Global Protocol for Community-scale Greenhouse Gas Emissions Inventory
(GPC): A standard method for accounting and reporting city-wide GHG emissions
created by World Resources Institute, G40 Climate Leadership Group and ILLEI. This
protocol is required for the Global Covenant of Mayors.
Green Business Certification Inc. (GBCI): An American organization that
provides third-party credentialing and verification for several rating systems relating to
the built environment.
Green Infrastructure: Ecological systems, either natural or engineered, which
manage water in a way that mimics the natural water cycle and lessen wet weather
impacts.
Greenhouse Gases (GHGs): Include carbon dioxide (CO2), methane (CH4),
nitrous oxide (N2O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur
hexafluoride (SF6).
Heat Island: An urban area characterized by temperatures higher than those of the
surrounding non-urban area. As urban areas develop, buildings, roads, and other
infrastructure replace open land and vegetation. These surfaces absorb more solar
energy, which can create higher temperatures in urban areas.
International Code Council (ICC): A member-focused association dedicated
to helping the building safety community and construction industry provide safe,
sustainable, and affordable construction through the development of codes and
standards used in the design, build, and compliance process.
International Council for Local Environmental Initiatives (ICLEI): International
nonprofit organization providing software and assistance for communities
Glossary
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City Of Iowa City Climate Action And Adaptation Plan 66
to calculate their emissions. ICLEI was formerly known as International Council for Local
Environmental Initiatives and has changed their name to Local Governments
for Sustainability.
Kilowatt-hour (kWh): A unit of electricity.
International Energy Conservation Code (IECC): A building code created by
the International Code Council in 2000. It is a model code adopted by many states and
municipal governments in the United States for the establishment of minimum design
and construction requirements for energy efficiency.
Iowa City Metro Area: As defined by the United States Census Bureau, an area
consisting of two counties in Iowa (Johnson and Washington) anchored by the City of
Iowa City.
Last Mile: A supply chain management and transportation planning term to describe
the movement of people and goods from a transportation hub to a final destination.
Leadership in Energy and Environmental Design (LEED): A set of rating
systems for evaluating the design and environmental performance of buildings, homes,
and neighborhoods. Devised by the United States Green Building Council, the system
provides specifications to projects for environmentally friendly actions, both during the
construction and use of the building.
Methane (CH4): A hydrocarbon that is a GHG with a global warming potential 21
times that of carbon dioxide (CO2). Methane is produced through anaerobic (without
oxygen) decomposition of waste in landfills, animal digestion, decomposition of animal
wastes, production and distribution of natural gas and petroleum, coal production, and
incomplete fossil fuel combustion.
Metric Tonne: One thousand kilograms, or approximately 2,205 U.S. lbs.
Mitigation: A human intervention to reduce the human impact on the climate system; it
includes strategies to reduce GHG sources and emissions.
Mixed-Use Development: Characterized as pedestrian-friendly development that blends
two or more residential, commercial, cultural, institutional, and/or industrial uses.
Natural Gas: Underground deposits of gases consisting of 50 to 90 percent methane
(CH4) and small amounts of heavier gaseous hydrocarbon compounds such as propane
(C3H8) and butane (C4H10).
Net Zero Energy Building: A building which produces as much energy as it uses
over the course of a year.
Resilience: The capacity of a community, business, or natural environment to prevent,
withstand, respond to, and recover from a disruption.
STAR Communities: A nonprofit organization that works to evaluate, improve, and
certify sustainable communities. The organization administers the STAR Community
Rating SystemTM (STAR), a framework and certification program for local sustainability.
Territorial-Based Inventory: A method of GHG emissions accounting that looks at a
geographic territory as the boundary for the accounting. Territorial-based approaches do
not take into account GHG emissions from products and services that are imported to a
territorial boundary and are consumed within the boundary.
Therm: A unit of measure for energy that is equivalent to 100,000 British Thermal Units
(BTUs), or roughly the energy in 100 cubic feet of natural gas. Often used for measuring
natural gas usage for billing purposes.
Thermal Decarbonization: Replacing fossil fuels (such as natural gas) with low-
carbon energy or renewable sources to meet thermal (or heating) needs. Also referred
to as building electrification.
U.S. Conference of Mayors: Official non-partisan organization of cities with a
population of 30,000 or larger.
U.S. Mayors Climate Protection Agreement: A voluntary initiative in which
participating mayors commit their cities to taking action to reduce GHG emissions. The
Mayors Climate Protection Agreement is an initiative of the U.S. Conference of Mayors
and was unanimously endorsed by the conference in June 2005.
Urban Sustainability Directors Network (USDN): A peer-to-peer network of local
government professionals from cities across the United States and Canada dedicated to
creating a healthier environment, economic prosperity, and increased social equity.
Vehicle Miles Traveled (VMT): A unit used to measure vehicle travel made by
private vehicles, including passenger vehicles, truck, vans, and motorcycles. Each
mile traveled is counted as one vehicle mile regardless of the number of persons in
the vehicle.
Glossary continued
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Appendices
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City Of Iowa City Climate Action And Adaptation Plan 68
Methodology for GHG Impact Calculations for Actions in
Iowa City Climate Action and Adaptation Plan
GHG impact calculations for actions in the Plan were
developed using a spreadsheet model that relied upon
data from the Iowa City Community-wide Greenhouse
Gas Emissions June 2017 Inventory Update, data
from the United States Census Bureau, and published
research as described below. The primary method
used, estimates the GHG reduction impact of a single
activity, such as retrofitting a building to conserve
energy, and multiplies that by a citywide scale of
implementation to estimate the impact of an action
once fully deployed.
Targets
Iowa’s City’s emissions reduction targets of 26 to 28
percent below 2005 levels by 2025 (27 percent was
used for the sake of calculations) and 80 percent
below 2005 levels by 2050 were compared to its
historical, current, and forecasted future emissions
under a business as usual scenario.
The impact of Iowa City’s electricity provider
becoming 100 percent renewable and the University
of Iowa Power Plant switching away from coal was
incorporated into a modified forecast of future
emissions.
The GHG reduction impacts of the actions in Iowa
City’s Plan were then analyzed for 2025 and 2050.
Taken together, the actions in the plan, when
implemented at scale, will allow Iowa City to meet its
GHG goals.
Strong program evaluation is essential to ensure that
the actions Iowa City implements perform as expected.
Frequent real-world measurements of impact will help
Iowa City stay the course toward its goals and make
adjustments as needed. The estimated impact of
actions for this report are intended to give a sense of
the scale of activity needed to meet Iowa City’s goals
and should not be taken as a substitute for measured
impact performance tracking.
Buildings Calculation
Assumptions and Targets
Because the adjusted future scenario already includes
zero emissions electricity, the GHG impact of the
Buildings Actions comes in the form of reduced
natural gas use and associated emissions. Efficiency
and renewables that reduce use of grid electricity will
continue to have significant benefits, such as cost
savings and resilience improvements.
• Existing Buildings: Retrofit 10 percent of all
buildings by 2025 and 90 percent by 2050.
o Retrofits are estimated to save 30 percent of
energy use in 2025 and go deeper to have
saved 56 percent on average by 2050.
o Retrofits are cumulative—the building retrofitted
in 2020 is assumed to still be generating
savings in 2025.
• New Buildings: Achieve 45 to 48 percent energy
savings in new buildings due to code enforcement
by 2025, and 80 percent energy savings by 2050
due to code enforcement and phased-in approach
to net zero energy policies.
o To avoid double counting, these buildings are
assumed to be a separate set with different
savings than the existing buildings undergoing
energy efficiency or buildings with on-site
renewable energy efforts.
• Renewable Energy or Whole Building High
Efficiency Equipment: Transition 3 percent of
buildings with natural gas to high efficiency
electrical heat powered through low-carbon
electricity sources by 2025 and 25 percent
by 2050.
Transportation Calculation
Assumptions and Targets
Transportation calculations account for the overlapping
impacts of the actions—a household that switches to
an electric vehicle running on renewable energy may
also start biking to work, but they will not save the
emissions that their commute used to create more
than once. A widespread adoption of zero emissions
vehicles by 2050 is included in all actions as a
significant decrease in the carbon emissions of the
average vehicle mile traveled in Iowa City.
• By 2050, replace 55 percent of vehicle trips
with sustainable transportation options, such as
public transportation, bicycle, pedestrian, or clean
vehicles.
o GHG emissions reductions result from reducing
vehicle travel (vehicle miles traveled) and
associated emissions and gasoline use by
carpooling, taking public transit, walking, biking,
and reducing the number of trips taken.
o Vehicle travel in Iowa City is forecasted to
increase significantly. The actions in this
category at the scale discussed, curb that
growth, but do not stop it.
o Calculations assume public transit ridership
growth occurs on existing routes or electric/
zero emissions transit. If fossil fuel transit is
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Methodology continued
expanded or run more frequently, emissions
savings will be less.
o Because the Community-wide GHG inventory
only looks at vehicle travel within Iowa City,
emissions reductions are considered only within
city borders as well, but many of the actions
identified could create emissions benefits
for other communities that are origins or
destinations of travel.
• Increase community-wide adoption of electric and
alternative fuel vehicles.
o Alternative fuels are modeled as electric vehicles
running on zero emissions electricity—2 percent
of vehicle travel in Iowa City in 2025, and 50
percent in 2050.
o Transportation electricity demand will increase
as electric vehicles are used more widely,
but community-wide electricity demand will
decrease if new and existing building efficiency
actions are taken.
o Improvements to the municipal fleet are
assumed to be included in this calculation.
Waste Calculation Assumptions
and Targets
• Decrease the amount of waste reaching Iowa
City’s Landfill by 50 percent by 2025 and 80
percent by 2050 from 2011 levels.
• Complete a Waste Management Plan.
o Waste emissions are modeled to decrease
against business as usual based on the
combination of waste actions in the Plan.
o The waste and wastewater emissions
remaining after waste management solutions
are implemented are assumed to be largely
addressed through energy generation strategies.
If studies prove these to be unfeasible for
Iowa City, additional waste management will
need to be implemented to reduce waste and
wastewater emissions and meet the 2050
GHG target.
Sources
The primary source of data was the communitywide
GHG inventory spreadsheet “Iowa City Emissions
Tracking Calculator.xlsx” provided by Iowa City staff.
Supplemental data included the U.S. Census American
Community Survey, local building permit data, the
Federal Highway Administration’s National Household
Travel Survey, U.S. Energy Information Administration
data, Iowa City’s Long-Range Transportation Plan,
Iowa Economic Development’s “Advancing Iowa’s
Electric Vehicle Market,” the Center for Neighborhood
Technology’s CNT Housing + Transportation
Affordability Index, and local waste data provided by
City staff.
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City Of Iowa City Climate Action And Adaptation Plan 70
Quotes from the Survey
In order to elicit feedback from a broader cross
section of Iowa City stakeholders, Iowa City
launched an online survey following the November
2017 community meeting. The survey was active
for six weeks, during which about 800 people
shared their interests, concerns, and experiences
as they relate to climate change, as well as their
basic demographic information. Survey responses
provide crucial insights to supplement feedback
and information gathered during community
meetings; additionally, demographic information
helps to pinpoint stakeholders that may require
additional engagement efforts. Insights have been
incorporated into the development of this plan.
Over half of respondents reported that they think
about climate change every day and yet the majority
felt they were only “moderately” informed, indicating
a need for additional educational opportunities.
Despite this, nearly every respondent reported
taking at least one step towards reducing climate
change impacts, most frequently by reducing waste
and reducing electricity consumption.
Sixty-five percent of respondents expressed interest
in participating in future projects associated with
the Iowa City Climate Action and Adaptation Plan.
Respondents reported being most interested in
learning more about residential and commercial
energy efficiency and renewable energy alternatives.
Impacts on agriculture and food production, loss
of habitat and species, decreased air quality, and
increased flooding were the most frequently cited
concerns associated with climate change, some of
which are addressed directly and indirectly in this
plan.
Only one demographic was underrepresented in
the online survey: non-white populations. Otherwise,
survey respondents were evenly distributed by age
and annual household income. Iowa City must do
more to reach out to underrepresented groups and
ensure that the feedback of all Iowa City residents
is included moving forward. This is important in the
implementation of all actions, and particularly so
with specific actions, such as the development of a
communications plan for vulnerable populations.
“Finding a way to incentivize the members of our
community to take steps towards improving the
efficiency of their homes and businesses, with
respect to the opinions of people on all sides of this
issue, will get people brought into the greater goal
of increased sustainability of the resources in our
area, reduced dependence on non-renewables, and
making the Iowa City area a better place for our kids
and grandchildren.”
“The plan should focus on
voluntary and incentivized programs
that encourage participation, not
command and control policies
that undermine affordability
and drive development to other
communities.”
“Make sustainable living more inclusive and not a luxury.”
“Change begins with commitment from
businesses and cities. Start there, and
people will follow! Also, if you want people
to utilize alternative ways of transportation
you need to make it more safe for cyclists.
There is a demand for it, and people are
more likely to change their behaviors if you
make them feel safe. Hope to see some
change all around in the near future!”
“Often times sustainability is seen as a niche activity that is not accessible to
people of color. It is important that the city make a deliberate push to show
marginalized folks how climate change negatively affects the community.”
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Additional Quotes from the Survey
“Encouraging and
facilitating a change
toward a more plant
based diet is probably
the most important
thing an individual can
do to reduce their
contribution to climate
change.”
“Be more inclusive to those who don’t
necessarily embrace the majority opinions…We
need discussions about the human aspects of
sustainability--the beauty that we lose by using
products and approaches that aren’t as they should
be…We need to integrate our values with our natural
human quest for beauty.”
“In my experience, the City has a number of
conflicting policies and rules that work against
the promotion of energy efficiency and climate
protection. I also think that the City needs to work
with economic development folks throughout the
corridor, and create a real alternative to commuting
to Linn County in private vehicles. 1000s of people
commute every day. Either create functional mass
transit, or create living wage jobs in Iowa City.”
“I strongly urge the City to go out into the
community to inform. Holding workshops etc
only downtown or in the ‘usual places’ does not
encourage dialogue or participation. It is the
City’s responsibility to meet with residents, not
for residents to always take the initiative to meet
with the City.”
“Thanks for addressing this critical problem locally.”
“Behavior changes when culture and infrastructure change.”
“Culture. For Iowa City to meaningfully reduce its carbon footprint, the City operations,
University, industry, developers/landlords, and businesses all need to take part. When these
actors lead the way, combined with a public promotion/celebration of their efforts and
successes, will help build a culture of reducing our climate impact…Resilience. Connect the
dots for people on how this climate action plan will build resilience in the community. (E.g.
City facilities that have had energy audits and upgrades will better weather extreme temps
and use less fuel when prices spike.)”
Taking Action: Sustainable Lifestyle
“Let’s be leaders.”
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City Of Iowa City Climate Action And Adaptation Plan 72
Survey Results as reported by SurveyMonkey® - 799 respondents
Iowa City Climate Action and Adaptation Plan –Survey Results
as reported by SurveyMonkey® -799 respondents
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Survey Results as reported by SurveyMonkey® - 799 respondents
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City Of Iowa City Climate Action And Adaptation Plan 80
Stakeholder Interviews
A series of stakeholder interviews were conducted in July and August 2017. Not all individuals and organizations contacted resulted in a scheduled interview due to
scheduling conflicts or unavailability. Below is the list of external and internal interviews conducted at the beginning of the planning process.
Ryan Sempf
Martha Norbeck
Nancy Bird
Duane Van Hemert
Sara Maples
Becky Ross
Eric Johnson
Pete Rolnick
Rafael Moratoya
GT Karr
Tracy Hightshoe
Stan Laverman
Geoff Fruin
Karen Howard
Ron Knoche
Jason Havel
Tim Wilkey
Kevin Slutts
Jen Jordan
Jon Resler
Dan Striegel
Wendy Ford
Marcia Bollinger
Kumi Morris
Mark Rummel
John Yapp
Tim Hennes
Bob Miklo
Kent Ralston
Zachary Hall
Stefanie Bowers
Iowa City Area Chamber of Commerce;
Steering Committee Member
C-Wise; Steering Committee Member
Iowa City Downtown District
Iowa City Community School District -
Operations Department
University of Iowa Office of Sustainability
100 Grannies
Iowa City Climate Advocates
Iowa City Climate Advocates
Center for Worker Justice
Homebuilders Association; Steering
Committee Member
Neighborhood & Development Services Coord.
Senior Housing Inspector
City Manager
Associate Planner
Public Works Director
City Engineer
Wastewater Superintendent
Water Superintendent
Solid Waste Superintendent
Streets Superintendent
Equipment Superintendent
Economic Development Coordinator
Neighborhood Outreach/Neighborhood Council
Facilities Manager
Acting Transportation Director
Development Services Coordinator
Sr. Building Inspector
Sr. Planner
Executive Director, Johnson County MPO
Parks Superintendent
Equity Director
External
Name Organization/Affiliation (if application)
Internal
Name City Title/Department
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Summary of Actions – Expanded Table
The table below is an expanded version of the table on pages 22 through 24, and includes these additional categories: type of action; implementation and potential
partner agencies. Actions marked with a star are high priority action items.
Action Type of
Action
Sector
(H, W, G)
Implementation
Cost
Local
GHG
Impact
Partner Agencies
Buildings
1.1 *Increase energy efficiency in
residences
Program,
Education H Short to Mid $-
$$$ ••• MidAmerican; local contractors;
lenders
1.2
*Increase energy efficiency in
businesses Program,
Education W Short to Mid $-
$$$ •••
Local businesses; local/regional
business coordinating agencies,
Univ.
1.3 *Increase energy efficiency in new
buildings Policy, Plan HWG Mid to Long $ ••• City; University; Developers; HBA
1.4 *Increase on-site renewable energy
systems and electrification
Study,
Education HWG Mid $$ ••• City; Iowa Renewable Energy
Association; Developers
1.5 Initiate community solar projects1 Project,
Partnership HW Mid $$$ • City; MidAmerican
1.6 Support energy benchmarking tools Policy HWG Short $ • Advocacy groups; City
1.7 *Continue to increase energy
efficiency in City-owned buildings2
Lead by
example G Short to Mid $-
$$$ • City
Transportation
2.1 *Increase use of mass transit
systems
Lifestyle,
Program HWG Short $-
$$$ •• City; Univ.; County; Advocacy
groups
2.2
*Embrace electric vehicles,
alternative fuel vehicles, and other
emerging technologies
Lifestyle,
Policies,
Partnership
HWG Mid $$ ••• City; University, Advocacy groups
2.3 *Increase bicycle and pedestrian
transportation
Lifestyle,
Program HWG Short $ •• City; County; University; Advocacy
groups
2.4 *Increase compact and contiguous
development Policy, Plan G Mid to Long $$ • City; developers
2.5
*Increase employee commuter
options Partnership W Short to Mid $ •••
University; Large businesses, East
Central Iowa Council of
Governments (ECICOG)
2.6 Manage parking options Policy,
Partnership WG Mid $$ • City
2.7 Reduce the City’s vehicle emissions
footprint2
Lead by
example G Short to Mid $$ • City
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City Of Iowa City Climate Action And Adaptation Plan 82
Summary of Actions – Expanded Table continued
Action Type of
Action
Sector
(H, W, G)
Implementation
Cost
Local
GHG
Impact
Partner Agencies
Waste
3.1
Increase recycling at multi-family
properties
Lifestyle,
Education,
Program
HG Short $ • City; Advocacy groups
3.2
Increase composting of organics Lifestyle,
Education,
Program
HWG Short $ • City; University; Advocacy groups
3.3 *Reduce waste at the source Lifestyle,
Education HW Short $ • Advocacy groups; City (education)
3.4 Establish partnerships to divert
construction waste from the Landfill Program WG Mid $$ • City; Developers; HBA
3.5 Reduce waste at City facilities2 Lead by
example G Short $ • City
3.6 Create a comprehensive waste
management plan Plan G Mid $ • City
3.7
*Take action on a study to efficiently
capture and use methane from
wastewater operations
Study,
Project G Mid to Long $ • City
3.8
*Take action on a feasibility study on
energy generation from
landfill methane
Study,
Project G Mid to Long $$$ •• City
Adaptation
4.1 Conduct a vulnerable populations
asset mapping exercise Study G Short $ • City; Advocacy groups
4.2
*Develop communications and
outreach plan for vulnerable
populations
Plan G Short to Mid $ • City; Advocacy groups
4.3 Analyze climate-related public health
impacts in Iowa City Study G Short $ • City; County
4.4
*Coordinate extreme weather
preparedness planning with local
agencies
Plan G Short to Mid $ • City; County
4.5 Assess Citywide and neighborhood
stormwater management Project G Mid $ • City
4.6 Expand Iowa City’s tree canopy G Mid to Long $$ • City; developers
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Summary of Actions – Expanded Table continued
Table Definitions:
Action: Description of the proposed strategy or action
Type of Action: Type of action being proposed within the following categories: Education, Program, Partnership, Policy, Study, Lifestyle, Plan, Project, and Lead by Example.
Sector: The type of building or individual where the action can be implemented; home, work or (city) government
Implementation period: The time it will take to begin implementing this action; Short term: within 1-2 years; Mid-term: within 5 years; Long term: within 5+ years
Cost: The comparative cost of implementing each action on a scale of $ through $$$. Note that the costs can be borne by a variety of stakeholders.
Impact: The comparative emissions impact on Iowa City emissions that result from the implementation of each action on a scale of * through *** rating. Impact ratings are
ranked in their ability to reduce Iowa City GHG emissions based on the 2015 Iowa City Community-wide Greenhouse Gas Inventory.
Additional Table Notes:
1. Because Iowa City’s electricity source will be 100 percent renewable by the end of 2020, the actual emissions reduction for community solar activities will be minimal.
2. The impact of City government buildings, vehicle fleet, and waste reduction activities alone as separate actions is minimal on Iowa City’s community-wide emissions
profile. However, the City strongly believes in leading by example and taking action, just like others in the community. The incremental actions of each individual person,
business, and organization will allow us to achieve our overall community-wide targets.
3. While the immediate impact on emissions in Iowa City may be relatively small, the global impacts related to eating more plants and less meat result in a very high impact.
Table Definitions:
Action: Description of the proposed strategy or action
Type of Action: Type of action being proposed within the following categories: Education, Program, Partnership, Policy, Studies, Lifestyle, Plan, Project, and
Lead by example.
Sector: The type of building or individual where the action can be implemented; home, work or (city) government
Implementation period: the time it will take to begin implementing this action; Short term: within 1-2 years; Mid-term: within 5 years; Long term: within 5+
years
Cost: The comparative cost of implementing each action on a scale of $ through $$$. Note that the costs can be borne by a variety of stakeholders.
Impact: The comparative emissions impact resulting from the implementation of each action on a scale of * through *** rating. Impact ratings are ranked in
the capacity of direct emissions reductions or ability to incentivize widespread behavior change that is necessary to facilitate and support long term action, and
thus imperative to reaching emissions reduction targets.
Additional Table Notes:
1. Because Iowa City’s electricity source will be 100% renewable, the actual emissions reduction for community solar activities will be minimal.
2. The impact of city government buildings, vehicle fleet and waste reduction activities alone as separate actions is minimal on Iowa City’s community-
wide emissions profile. However, the City strongly believes in leading by example and taking action, just like others in the community. The incremental
actions of each individual person, business and organization will allow us to achieve our overall community-wide targets.
Action Type of
Action
Sector
(H, W, G)
Implementation
Cost
Local
GHG
Impact
Partner Agencies
Sustainable Lifestyle
5.1 *Encourage a plant-rich diet3 Lifestyle,
Education H Short $ ••• City; Advocacy groups
5.2 Expand community gardens and
access to healthy, local foods Project HG Mid $$ • City; Advocacy groups
5.3
Encourage the purchase of local
products and responsible purchasing Lifestyle,
Education HWG Short $ •
City; local/regional business
coordinating agencies; Advocacy
groups
5.4
*Create funding mechanisms to
support community-wide climate
action
Program G Short to Mid $$$ • Local/other lenders; Local
interest/advocacy groups
5.5
*Incorporate this Climate Plan into
the City’s sustainability
communications
Plan G Short $ • City
5.6
Initiate a green recognition program
Program HWG Short $ •
City; local/regional business
coordinating agencies; Local
interest/advocacy groups
5.7 Develop internal City sustainability
operations guide
Lead by
example G Short $ • City
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Endnotes
1. National Oceanic and Atmospheric Administration (NOAA) Global Climate Report – January 2018
2. The 10 Hottest Global Years on Record. Climate Central. January 18. 2018. www.climatecentral.org/gallery/graphics/the-10-hottest-global-years-on-re-
cord.
3. Climate in the Heartland. Heartland Regional Network of the Urban Sustainability Directors Network. September 2015.
4. 2015 States at Risk. Climate Central. Access date: March 8, 2018 http://statesatrisk.org/iowa/extreme-heat.
5. Climate in the Heartland. Heartland Regional Network of the Urban Sustainability Directors Network. September 2015.
6. “Scientific Consensus: Earth’s Climate is Warming.” National Aeronautics and Space Administration (NASA) Access date: June 11, 2018. https://climate.
nasa.gov/scientific-consensus/
7. Note: The Compact of Mayors has since joined with another organization to become the Global Covenant of Mayors
8. “Compact of Mayors: The biggest collaboration to accelerate climate action.” www.uclg.org/en/node/23789
9. Note: In June 2017, the City released an update to the community-wide GHG inventory in the form of a Community-wide Greenhouse Gas Emissions
Report that is available on the city’s website www.icgov.org/climateaction.
10. Note: This is an imperfect comparison as this municipal GHG inventory includes landfill emissions for waste from all Johnson County residents, while the
community inventory only includes emissions from waste produced by residents in Iowa City.
11. Note: www.icgov.org/project/iowa-city-climate-action-and-adaptation-plan#Greenhouse%20Gas%20Reports
12. ecocity Footprint Tool Pilot, Iowa City Summary Report. Urban Sustainability Directors Network. December 2017.
13. Note: A global hectare is a biologically productive hectare with globally averaged productivity for a given year. It is an estimate of how much biologically
productive land and water area an individual or population needs to produce all the resources it consumes and to absorb the wastes it generates.
14. ecocity Footprint Tool Pilot, Iowa City Summary Report. Urban Sustainability Directors Network. December 2017.
15. Guide to Equitable, Community Driven Climate Preparedness Planning. Urban Sustainability Directors Network. May 2017.
16. Note: This figure is an estimate based on forecast information and is not a guarantee of actual wind production. The figure is for planning purposes only
and cannot be relied on for any claims of renewable energy received.
17. “Lifting the High Energy Burden in America’s Largest Cities: How Energy Efficiency Can Improve Low-Income and Underserved Communities.” American
Council for an Energy-Efficiency Economy. April 2016.
18. “Iowa Takes Huge Step Backward on Energy Efficiency, While Other States Move Ahead.” Martin Kushler. May 10, 2018. Access date: May 25, 2018.
http://aceee.org/blog/2018/05/iowa-takes-huge-step-backward-energy
19. Let’s Get Rolling: Iowa City Bicycle Master Plan. Summer 2017. Page 16.
20. Let’s Get Rolling: Iowa City Bicycle Master Plan. Summer 2017. Page 18.
21. Let’s Get Rolling: Iowa City Bicycle Master Plan. Summer 2017. Page 18.
22. Long Range Transportation Plan 2012-2040. Metropolitan Planning Organization of Johnson County. May 2012. www8.iowa-city.org/weblink/0/
doc/1503520/Electronic.aspx
23. Iowa Commuter Transportation Study. Iowa Department of Transportation. December 2014. www.iowadot.gov/commuterstudy/
24. Iowa City Downtown and Pedestrian Mall Streetscape Plan Update. February 2014. https://downtowniowacity.com/wp-content/up-
loads/2016/08/2014.02-IC-DT-Streetscape-Master-Plan-Report.pdf
25. Iowa City Routes. Bongo-Bus on the Go. Access date: March 15, 2018. www.bongo.org/routes/iowa-city/
26. SEATS Paratransit Service. Access date: March 15, 2018. www.icgov.org/city-government/departments-and-divisions/transportation-and-resource-man-
agement/transit/seats
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Meeting Date: 08-15-19 Page 92 of 151
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27. Transit Network, Metro Area Transit Network. Access date: March 15, 2018. www.livablecommunity.org/Handler.ashx?Item_ID=B3B3F06A-CEF8-4BFD-
8467-1F7D443498AB
28. Let’s Get Rolling: Iowa City Bicycle Master Plan. Summer 2017. Page 44.
29. Iowa City Downtown and Pedestrian Mall Streetscape Plan Update. February 2014. Page 150, Prioritization chart.
30. Iowa City Comprehensive Plan. Access date: March 15, 2018. www.icgov.org/city-government/departments-and-divisions/neighborhood-and-develop-
ment-services/development-services/urban-planning/comprehensive-and-district-planning.
31. Note: The City has set aside funds in 2018’s budget to add two EV charging stations to visible public parking facility locations.
32. Note: Even though the landfill accepts waste from all of Johnson County, Iowa City’s community-based greenhouse gas inventory only accounts for the
percentage of waste generated by the Iowa City population.
33. “Municipal Solid Waste.” U.S. Environmental Protection Agency. Access date: March 25, 2018. https://archive.epa.gov/epawaste/nonhaz/municipal/
web/html/
34. “All Iowa City apartment buildings will start offering recycling this year.” Little Village. January 8, 2018. http://littlevillagemag.com/iowa-city-apart-
ments-recycling-mandate/
35. 2017 Iowa Statewide Waste Characterization Study. Iowa Department of Natural Resources. December 2017. Page 16.
36. Note: Assumes tons reported in Waste Characterization Study are US tons, i.e. 2000 lbs., and Johnson County population of 144,251 (2015)
37. ecocity Footprint Tool Pilot, Iowa City Summary Report. Urban Sustainability Directors Network. December 2017.
38. Apartment Recycling Pilot Program. Access date: March 22, 2018. www.icgov.org/recycling#Apartment%20and%20Business%20Recycling
39. ecocity Footprint Tool Pilot, Iowa City Summary Report. Urban Sustainability Directors Network. December 2017
40. Iowa City Natural Areas Inventory and Management Plan. January 2018. www8.iowa-city.org/weblink/0/edoc/1781877/IA%20City%20NAI%20Final%20
Report_reducedsize.pdf
41. National Weather Service
42. “2008 Flood: Rising Waters, Rapid Changes.” History Corps - University of Iowa. Accessed on May 9, 2018. https://thestudio.uiowa.edu/historycorps/
exhibits/show/flood
43. “2008 Flood: Rising Waters, Rapid Changes.” History Corps - University of Iowa. Accessed on May 9, 2018. https://thestudio.uiowa.edu/historycorps/
exhibits/show/flood
44. “Fighting Global Warming with Food.” Environmental Defense Fund. Access date: April 17, 2018. http://web.archive.org/web/20080923070051/http:/
www.edf.org/article.cfm?contentid=6604
45. Note: An article on food security cites that “about 14% of Johnson County residents are food insecure — one of the highest rates in the state of Iowa —
and 40 percent of them don’t receive government food assistance.” http://littlevillagemag.com/fighting-hunger-in-iowa-despite-food-to-spare-disparity-re-
mains/
46. Creating a Sustainable Food Future. World Resources Institute. 2013. www.wri.org/sites/default/files/wri13_report_4c_wrr_online.pdf
47. “Fighting Global Warming with Food.” Environmental Defense Fund. Access date: April 17, 2018. http://web.archive.org/web/20080923070051/http:/
www.edf.org/article.cfm?contentid=6604
Agenda & Info Packet
Meeting Date: 08-15-19 Page 93 of 151
08/12/2019 15:21 |CITY OF IOWA CITY |P 1
mtharp |INVOICE LIST BY GL ACCOUNT |apinvgla
YEAR/PERIOD: 2020/1 TO 2020/1
ACCOUNT/VENDOR INVOICE PO YEAR/PR TYP S WARRANT CHECK DESCRIPTION____________________________________________________________________________________________________________________________________
76000000 Airport
76000000 220107 Deposits
000119 JOHN BRAGDON DEPOSIT REFUND 0 2020 1 INV P 172.00 080919 231889 HANGAR #39 DEPOSIT
ACCOUNT TOTAL 172.00
ORG 76000000 TOTAL 172.00
76850110 Airport Operations
76850110 437010 Comp Liability Insurance
012284 PETROLEUM MARKETERS 2019 UST Premium 0 2020 1 INV P 1,632.00 071919 230775 2019 UST insurance
ACCOUNT TOTAL 1,632.00
76850110 438100 Refuse Collection Charges
010507 JOHNSON COUNTY REFUS 119484 0 2020 1 INV P 165.00 080219 231499 Refuse & Recycling
010507 JOHNSON COUNTY REFUS 119487 0 2020 1 INV P 30.00 080219 231499 Refuse & Recycling__________________
195.00
ACCOUNT TOTAL 195.00
76850110 438110 Local Phone Service
011937 AUREON COMMUNICATION 0789004025.2019.07 0 2020 1 INV P 86.73 071919 230696 Basic Phone Service
ACCOUNT TOTAL 86.73
76850110 442010 Other Building R&M Services
010358 OVERHEAD DOOR COMPAN XW75509 0 2020 1 INV P 263.75 072619 231002 Hangar Repair - Han
010634 MARV'S GLASS SPECIAL 102825 0 2020 1 INV P 963.80 072619 12303 Window replacements
010856 JET AIR INC IOW IVI-19-002567 0 2020 1 INV P 600.00 071919 230747 janitorial services
014647 DAN'S OVERHEAD DOORS 492328 0 2020 1 INV P 193.96 072619 12277 Hangar F Door Repai
ACCOUNT TOTAL 2,021.51
76850110 442030 Heating & Cooling R&M Services
010005 AAA MECHANICAL INC 9958403 0 2020 1 INV P 537.26 072619 230881 Replace HVAC Blower
ACCOUNT TOTAL 537.26
76850110 445030 Nursery Srvc-Lawn & Plant Care
010856 JET AIR INC IOW IVI-19-002566 0 2020 1 INV P 5,500.00 071919 230747 Groundskeeping/Main
ACCOUNT TOTAL 5,500.00
ORG 76850110 TOTAL 9,972.50
Agenda & Info Packet
Meeting Date: 08-15-19 Page 94 of 151
08/12/2019 15:21 |CITY OF IOWA CITY |P 2
mtharp |INVOICE LIST BY GL ACCOUNT |apinvgla
YEAR/PERIOD: 2020/1 TO 2020/1
ACCOUNT/VENDOR INVOICE PO YEAR/PR TYP S WARRANT CHECK DESCRIPTION____________________________________________________________________________________________________________________________________
====================================================================================================================================
FUND 7600 Airport TOTAL: 10,144.50====================================================================================================================================
** END OF REPORT - Generated by Michael Tharp **
Agenda & Info Packet
Meeting Date: 08-15-19 Page 95 of 151
08/12/2019 15:37 |CITY OF IOWA CITY |P 1
mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 Airport Operations _________________________________________
76850110 321910 Misc Permits & 0 0 0 -250.00 .00 250.00 100.0%
2020/01/070770 07/26/2019 CRP -250.00 REF 2504315 CROP CARE BY AIR OTHER
76850110 363910 Misc Sale of Me 0 0 0 -220.00 .00 220.00 100.0%
2020/01/070710 07/25/2019 CRP -220.00 REF 2503376 IC AIRPORT OTHER
76850110 382100 Land Rental -51,520 0 -51,520 -10,121.71 .00 -41,398.29 19.6%
2020/01/070088 07/05/2019 GBI -45.60 REF LAND RENT AT IOWA CITY AIRPORT
2020/01/070341 07/09/2019 CRP -368.75 REF 2483575 US TREAS LEASE PAYMENT
2020/01/070560 07/18/2019 GBI -600.00 REF LAND RENT
2020/01/070762 07/26/2019 GBI -9,107.36 REF LAND RENT - ANNUAL - FY20
76850110 382200 Building/Room R -275,000 0 -275,000 -23,364.67 .00 -251,635.33 8.5%
2020/01/070298 07/12/2019 GBI -144.00 REF HANGAR RENT - JULY 2019
2020/01/070298 07/12/2019 GBI -225.00 REF HANGAR RENT - JULY 2019
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #30
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #7
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #16
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #24
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #47
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR RENT #15
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #20
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #10
2020/01/070560 07/18/2019 GBI -230.00 REF HANGAR #46
2020/01/070560 07/18/2019 GBI -185.00 REF Hangar Rent #41
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #11
2020/01/070560 07/18/2019 GBI -144.00 REF Hangar #2
2020/01/070560 07/18/2019 GBI -358.00 REF HANGAR #33
2020/01/070560 07/18/2019 GBI -110.00 REF Office Rent (Bldg G)
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #5
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #38
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #27
2020/01/070560 07/18/2019 GBI -332.00 REF HANGAR #56
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #8
2020/01/070560 07/18/2019 GBI -4,606.00 REF D, E, F, H
2020/01/070560 07/18/2019 GBI -500.00 REF Hangar M
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #1
2020/01/070560 07/18/2019 GBI -195.00 REF HANGAR #59
Agenda & Info Packet
Meeting Date: 08-15-19 Page 96 of 151
08/12/2019 15:37 |CITY OF IOWA CITY |P 2
mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 382200 Building/Room R
2020/01/070560 07/18/2019 GBI -195.00 REF HANGAR #60
2020/01/070560 07/18/2019 GBI -650.00 REF HANGAR #72
2020/01/070560 07/18/2019 GBI -166.67 REF AIRPORT RENTAL - HANGAR N
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #51
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #13
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #42
2020/01/070560 07/18/2019 GBI -4,392.00 REF HANGAR #35
2020/01/070560 07/18/2019 GBI -684.00 REF HANGAR #32
2020/01/070560 07/18/2019 GBI -325.00 REF HANGAR #34
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #9
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #34
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #53
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #18
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #3
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #14
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #40
2020/01/070560 07/18/2019 GBI -225.00 REF HANGAR #58
2020/01/070560 07/18/2019 GBI -243.00 REF HANGAR #61
2020/01/070560 07/18/2019 GBI -230.00 REF HANGAR #55
2020/01/070560 07/18/2019 GBI -650.00 REF HANGAR #71
2020/01/070560 07/18/2019 GBI -195.00 REF HANGAR #63
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #49
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #36
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #37
2020/01/070560 07/18/2019 GBI -230.00 REF HANGAR #45
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #25
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #44
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #50
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #28
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #17
2020/01/070560 07/18/2019 GBI -144.00 REF HANGAR #6
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #22
2020/01/070560 07/18/2019 GBI -195.00 REF HANGAR #62
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #43
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #23
2020/01/070560 07/18/2019 GBI -155.00 REF HARNGAR #21
2020/01/070560 07/18/2019 GBI -210.00 REF HANGAR #64
2020/01/070560 07/18/2019 GBI -404.00 REF HANGAR #31
2020/01/070560 07/18/2019 GBI -92.50 REF HANGAR #48
2020/01/070560 07/18/2019 GBI -92.50 REF HANGAR #48
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #12
2020/01/070560 07/18/2019 GBI -100.00 REF OFFICE SPACE RENT
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #26
2020/01/070560 07/18/2019 GBI -155.00 REF HANGAR #29
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #54
2020/01/070560 07/18/2019 GBI -185.00 REF HANGAR #52
2020/01/070560 07/18/2019 GBI -225.00 REF HANGAR #57
Agenda & Info Packet
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mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 384900 Other Commissio -36,500 0 -36,500 -3,874.50 .00 -32,625.50 10.6%
2020/01/070492 07/18/2019 CRP -3,874.50 REF 2492949 EASTERN AVIATION FUE OTHER
76850110 393120 General Levy -100,000 0 -100,000 -8,333.37 .00 -91,666.63 8.3%
2020/01/070429 07/31/2019 GEN -8,333.37 REF REJE#2 Ptax from Gen Fund
76850110 411000 Perm Full Time 62,192 0 62,192 4,736.81 .00 57,455.19 7.6%
2020/01/070178 07/05/2019 PRJ 2,344.81 REF 062919 WARRANT=062919 RUN=1 BIWEEKLY
2020/01/070997 07/19/2019 PRJ 2,392.00 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 413000 Temporary Emplo 763 0 763 20.94 .00 742.06 2.7%
2020/01/070997 07/19/2019 PRJ 20.94 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 414500 Longevity Pay 500 0 500 .00 .00 500.00 .0%
76850110 421100 Health Insuranc 5,671 0 5,671 526.04 .00 5,144.96 9.3%
2020/01/070178 07/05/2019 PRJ 263.02 REF 062919 WARRANT=062919 RUN=1 BIWEEKLY
2020/01/070997 07/19/2019 PRJ 263.02 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 421200 Dental Insuranc 408 0 408 32.30 .00 375.70 7.9%
2020/01/070178 07/05/2019 PRJ 16.15 REF 062919 WARRANT=062919 RUN=1 BIWEEKLY
2020/01/070997 07/19/2019 PRJ 16.15 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 421300 Life Insurance 142 0 142 11.79 .00 130.21 8.3%
2020/01/070997 07/19/2019 PRJ 11.79 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
Agenda & Info Packet
Meeting Date: 08-15-19 Page 98 of 151
08/12/2019 15:37 |CITY OF IOWA CITY |P 4
mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 421400 Disability Insu 228 0 228 18.92 .00 209.08 8.3%
2020/01/070997 07/19/2019 PRJ 18.92 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 422100 FICA 4,795 0 4,795 359.08 .00 4,436.29 7.5%
2020/01/070178 07/05/2019 PRJ 176.89 REF 062919 WARRANT=062919 RUN=1 BIWEEKLY
2020/01/070997 07/19/2019 PRJ 182.19 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 423100 IPERS 5,991 0 5,991 449.13 .00 5,541.90 7.5%
2020/01/070178 07/05/2019 PRJ 221.35 REF 062919 WARRANT=062919 RUN=1 BIWEEKLY
2020/01/070997 07/19/2019 PRJ 227.78 REF 071319 WARRANT=071319 RUN=1 BIWEEKLY
76850110 431020 Court Costs & S 155 0 155 .00 .00 155.00 .0%
76850110 432020 Annual Audit 512 0 512 .00 .00 512.00 .0%
76850110 436030 Transportation 1,000 0 1,000 .00 .00 1,000.00 .0%
76850110 436050 Registration 1,000 0 1,000 .00 .00 1,000.00 .0%
76850110 436060 Lodging 500 0 500 .00 .00 500.00 .0%
76850110 436080 Meals 200 0 200 .00 .00 200.00 .0%
76850110 437010 Comp Liability 4,400 0 4,400 1,632.00 .00 2,768.00 37.1%
2020/01/070471 07/17/2019 API 1,632.00 VND 012284 VCH PETROLEUM MARKETERS 2019 UST insurance premiums 230775
Agenda & Info Packet
Meeting Date: 08-15-19 Page 99 of 151
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mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 437020 Fire & Casualty 12,767 0 12,767 .00 .00 12,767.00 .0%
76850110 437030 Worker's Comp I 163 0 163 .00 .00 163.00 .0%
76850110 437041 Bonding & Other 870 0 870 .00 .00 870.00 .0%
76850110 437200 Loss Reserve Pa 5,000 0 5,000 .00 .00 5,000.00 .0%
76850110 438010 Stormwater Util 19,348 0 19,348 1,578.22 .00 17,769.78 8.2%
2020/01/070420 07/17/2019 UBB 1,578.22 REF 190717 C -190717 4200 UB AR GEN
76850110 438030 Electricity 19,238 0 19,238 281.39 .00 18,956.61 1.5%
2020/01/070995 07/31/2019 GNI 281.39 REF AO MIDAMERICAN JULY PYMT
76850110 438050 Landfill Use 220 0 220 .00 .00 220.00 .0%
76850110 438070 Heating Fuel/Ga 3,787 0 3,787 5.97 .00 3,781.03 .2%
2020/01/070995 07/31/2019 GNI 5.97 REF AO MIDAMERICAN JULY PYMT
76850110 438080 Sewer Utility C 1,832 0 1,832 126.28 .00 1,705.72 6.9%
2020/01/070420 07/17/2019 UBB 126.28 REF 190717 C -190717 2000 UB AR GEN
76850110 438090 Water Utility C 2,048 0 2,048 235.85 .00 1,812.15 11.5%
2020/01/070420 07/17/2019 UBB 235.85 REF 190717 C -190717 1000 UB AR GEN
Agenda & Info Packet
Meeting Date: 08-15-19 Page 100 of 151
08/12/2019 15:37 |CITY OF IOWA CITY |P 6
mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 438100 Refuse Collecti 2,391 0 2,391 195.00 .00 2,196.00 8.2%
2020/01/070888 07/25/2019 API 165.00 VND 010507 VCH JOHNSON COUNTY REFUS Refuse & Recycling Pickup & Di 231499
2020/01/070888 07/25/2019 API 30.00 VND 010507 VCH JOHNSON COUNTY REFUS Refuse & Recycling Pickup & Di 231499
76850110 438110 Local Phone Ser 1,053 0 1,053 86.73 .00 966.27 8.2%
2020/01/070477 07/10/2019 API 86.73 VND 011937 VCH AUREON COMMUNICATION Basic Phone Services 230696
76850110 442010 Other Building 13,000 0 13,000 2,021.51 .00 10,978.49 15.6%
2020/01/070471 07/17/2019 API 600.00 VND 010856 VCH JET AIR INC IOW janitorial services 230747
2020/01/070646 07/23/2019 API 193.96 VND 014647 VCH DAN'S OVERHEAD DOORS Hangar F Door Repairs 12277
2020/01/070646 07/23/2019 API 963.80 VND 010634 VCH MARV'S GLASS SPECIAL Window replacements in termina 12303
2020/01/070646 07/23/2019 API 263.75 VND 010358 VCH OVERHEAD DOOR COMPAN Hangar Repair - Hangar H 231002
76850110 442020 Structure R&M S 2,500 0 2,500 .00 .00 2,500.00 .0%
76850110 442030 Heating & Cooli 6,000 0 6,000 537.26 .00 5,462.74 9.0%
2020/01/070646 07/23/2019 API 537.26 VND 010005 VCH AAA MECHANICAL INC Replace HVAC Blower motor 230881
76850110 442060 Electrical & Pl 5,000 0 5,000 .00 .00 5,000.00 .0%
76850110 443080 Other Equipment 4,460 0 4,460 .00 .00 4,460.00 .0%
76850110 445030 Nursery Srvc-La 38,500 0 38,500 5,500.00 .00 33,000.00 14.3%
2020/01/070471 07/17/2019 API 5,500.00 VND 010856 VCH JET AIR INC IOW Groundskeeping/Maintenance 230747
76850110 445080 Snow and Ice Re 30,000 0 30,000 .00 .00 30,000.00 .0%
Agenda & Info Packet
Meeting Date: 08-15-19 Page 101 of 151
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mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 445110 Testing Service 2,500 0 2,500 .00 .00 2,500.00 .0%
76850110 445230 Other Operating 279 0 279 273.00 .00 6.00 97.8%
2020/01/071008 07/31/2019 GEN 273.00 REF AO Annual Hydrant Maintenance
76850110 446100 City Attorney C 7,258 0 7,258 604.87 .00 6,653.13 8.3%
2020/01/070429 07/31/2019 GEN 604.87 REF REJE#2 Airport to Attorney
76850110 446120 ITS-Server/Stor 592 0 592 45.90 .00 546.10 7.8%
2020/01/070926 07/31/2019 GNI 38.28 REF AO Storage of files AIR
2020/01/070927 07/31/2019 GNI 7.62 REF AO Storage of Email
76850110 446130 ITS-PC/Peripher 11,975 0 11,975 1,215.10 .00 10,759.90 10.1%
2020/01/070933 07/31/2019 GNI 1,215.10 REF AO JUL ITS Repl Chgbk
76850110 446160 ITS-Infrastuctu 8,761 0 8,761 .00 .00 8,761.00 .0%
76850110 446190 ITS-Software SA 216 0 216 18.50 .00 197.50 8.6%
2020/01/070928 07/31/2019 GNI 18.50 REF AO Office software
76850110 446200 Photocopying Ch 0 0 0 28.59 .00 -28.59 100.0%
2020/01/070824 07/01/2019 GNI 10.44 REF AO JUN Copy Charges
2020/01/070824 07/01/2019 GNI 18.15 REF AO JUN Copy Charges
76850110 446300 Phone Equipment 1,371 0 1,371 115.85 .00 1,255.15 8.5%
2020/01/070934 07/31/2019 GNI 112.50 REF AO CH JUL PHONE ASSET CHARGE
2020/01/070935 07/31/2019 GNI 3.35 REF AO CH JUL LONG DISTANCE CHARGES
Agenda & Info Packet
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mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 446320 Mail Chargeback 0 0 0 5.79 .00 -5.79 100.0%
2020/01/070825 07/01/2019 GNI 5.79 REF AO JUN Mail Charges
76850110 446350 City Vehicle Re 25,142 0 25,142 2,010.79 .00 23,131.21 8.0%
2020/01/070971 07/31/2019 GNI 2,010.79 REF TLA JUL REPLACEMENT COST
76850110 446370 Fuel Chargeback 4,264 0 4,264 340.69 .00 3,923.31 8.0%
2020/01/070971 07/31/2019 GNI 340.69 REF TLA JUL DIVISION FUEL
76850110 446380 Vehicle R&M Cha 24,094 0 24,094 436.34 .00 23,657.66 1.8%
2020/01/070971 07/31/2019 GNI 436.34 REF TLA JUL DIVISION SERVICE
76850110 449055 Permitting Fees 440 0 440 .00 .00 440.00 .0%
76850110 449060 Dues & Membersh 1,375 0 1,375 .00 .00 1,375.00 .0%
76850110 449120 Equipment Renta 500 0 500 .00 .00 500.00 .0%
76850110 452010 Office Supplies 570 0 570 .00 .00 570.00 .0%
76850110 454020 Subscriptions 282 0 282 .00 .00 282.00 .0%
76850110 461050 Other Agricultu 230 0 230 .00 .00 230.00 .0%
Agenda & Info Packet
Meeting Date: 08-15-19 Page 103 of 151
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mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ACCOUNTS FOR:ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
7600 Airport APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
76850110 466070 Other Maintenan 5,000 0 5,000 .00 .00 5,000.00 .0%
76850110 468030 Asphalt 250 0 250 .00 .00 250.00 .0%
76850110 469200 Tools 351 0 351 .00 .00 351.00 .0%
76850110 469210 First Aid/Safet 594 0 594 .00 .00 594.00 .0%
76850110 474240 Tractors 12,000 0 12,000 .00 .00 12,000.00 .0%
TOTAL Airport Operations -98,342 0 -98,342 -22,713.61 .00 -75,627.99 23.1%
TOTAL Airport -98,342 0 -98,342 -22,713.61 .00 -75,627.99 23.1%
TOTAL REVENUES -463,020 0 -463,020 -46,164.25 .00 -416,855.75
TOTAL EXPENSES 364,678 0 364,678 23,450.64 .00 341,227.76
PRIOR FUND BALANCE 1,035,205.44
CHANGE IN FUND BALANCE - NET OF REVENUES/EXPENSES .00
REVISED FUND BALANCE 1,035,205.44
Agenda & Info Packet
Meeting Date: 08-15-19 Page 104 of 151
08/12/2019 15:37 |CITY OF IOWA CITY |P 10
mtharp |YEAR-TO-DATE BUDGET REPORT |glytdbud
FOR 2020 01 JOURNAL DETAIL 2020 1 TO 2020 1
ORIGINAL TRANFRS/ REVISED AVAILABLE PCT
APPROP ADJSTMTS BUDGET YTD ACTUAL ENCUMBRANCES BUDGET USED____________________________________________________________________________________________________________________________________
GRAND TOTAL -98,342 0 -98,342 -22,713.61 .00 -75,627.99 23.1%
** END OF REPORT - Generated by Michael Tharp **
Agenda & Info Packet
Meeting Date: 08-15-19 Page 105 of 151
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Agenda & Info Packet
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U.S. Department
of Transportation
Federal Aviation
Administration
Advisory
Circular
Subject: FAA Approval of Aviation Training
Devices and Their Use for Training
and Experience
Date: 9/12/18 AC No: 61-136B
Initiated by: AFS-800 Change:
1 PURPOSE OF THIS ADVISORY CIRCULAR (AC). This AC provides information
and guidance for Aviation Training Device (ATD) manufacturers seeking Federal
Aviation Administration (FAA) approval of a basic aviation training device (BATD) or
advanced aviation training device (AATD) under Title 14 of the Code of Federal
Regulations (14 CFR) part 61, § 61.4(c). This AC also provides information and guidance
for those persons who intend to use a BATD or AATD for activities involving pilot
training and experience, other than for practical tests, aircraft-type-specific training, or an
aircraft type rating. This AC contains specific procedures regarding the evaluation,
approval, and use of an ATD under 14 CFR parts 61 and 141. The criteria specified in
this AC are used by the FAA to determine whether an ATD is qualified for approval as a
BATD or an AATD. These guidelines have developed from extensive FAA and industry
experience in determining methods of compliance with the pertinent 14 CFR regulations.
Applicable regulations are noted only for reference. This AC does not change regulatory
requirements; therefore, the provisions of the current regulation always control. This AC
applies only to the evaluation and use of BATDs and AATDs. This notice does not apply
to full flight simulators (FFS) and flight training devices (FTD) that are regulated under
14 CFR part 60.
2 AUDIENCE. ATD manufacturers, authorized instructors, flight training providers,
pilots, and others involved in flight training and operations under part 61 or 141 should
be familiar with the content of this AC.
2.1 ATD Assessment. A new ATD must be satisfactorily assessed in the areas essential to
airman training fundamentals to the extent described in:
• Appendix A, General Information;
• Appendix B, Basic Aviation Training Device (BATD) Requirements;
• Appendix C, Advanced Aviation Training Device (AATD) Requirements;
• Appendix D, Training Content and Logging Provisions; and
• Appendix E, Evaluation and Subjective Test Criteria.
2.2 Required Function, Performance, and Effective Use of ATDs. This AC provides
information and guidance for the required function, performance, and effective use of
ATDs for pilot training and aeronautical experience (including instrument currency).
ATDs cannot be used for practical tests, aircraft type specific training, or for an aircraft
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9/12/18 AC 61-136B
type rating. Manufacturers of these devices meeting the guidance and standards provided
in this AC will receive a letter of authorization (LOA) from the FAA Flight Standards
Service’s (FS) General Aviation and Commercial Division approving them as either a
BATD or an AATD. The LOA will be valid for a 5-year period with a specific expiration.
3 WHERE YOU CAN FIND THIS AC. You can find this AC on the FAA’s website at
http://www.faa.gov/regulations_policies/advisory_circulars.
4 WHAT THIS AC CANCELS. AC 61-136A, FAA Approval of Aviation Training
Devices and Their Use for Training and Experience, dated November 17, 2014,
is canceled.
5 RELATED 14 CFR PARTS.
• Part 61, §§ 61.4, 61.51, 61.57, 61.65, 61.109, 61.129, and 61.159.
• Part 141, §§ 141.41, 141.55, and 141.57, and appendices B, C, D, E, F, G, I, K,
and M.
6 RELATED READING MATERIAL (current editions).
• FAA-S-ACS-6, Private Pilot – Airplane Airman Certification Standards.
• FAA-S-ACS-7, Commercial Pilot –Airplane Airman Certification Standards.
• FAA-S-ACS-8, Instrument Rating – Airplane Airman Certification Standards.
• FAA-S-8081-4, Instrument Rating Practical Test Standards for Airplane, Helicopter,
and Powered Lift.
• FAA-S-8081-5, Airline Transport Pilot and Aircraft Type Rating Practical Test
Standards for Airplane.
• FAA-S-8081-15, Private Pilot Practical Test Standards for Rotorcraft.
• FAA-S-8081-16, Commercial Pilot Practical Test Standards for Rotorcraft.
• FAA-S-8081-20, Airline Transport Pilot and Aircraft Type Rating Practical Test
Standards for Helicopter.
• FAA Order 8900.1, Volume 11, Chapter 10, Section 1, Approval, Oversight, and
Authorized Use Under 14 CFR Parts 61 and 141.
7 BACKGROUND. Continuing development in computer flight simulation and visual
displays have led to popular use of flight simulation training devices (FSTDs) and ATDs
in General Aviation (GA). The GA community is using this evolving simulation
technology to provide increasingly effective pilot training at reduced cost. This AC
reflects the FAA’s experience with ATD flight simulation technology used to meet
specific regulatory flight training and experience requirements of parts 61 and 141.
7.1 Flight Procedures, Tasks, and Operational Skills. Flight instructors have typically
taught procedural skills and tasks during in-flight training. However, the FAA has
2
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9/12/18 AC 61-136B
determined that instructors can successfully teach many of these procedural skills and
tasks during ground training using ATD simulation. The FAA recognizes that flight
instructors can effectively teach many operational skills (e.g., instrument flying, traffic
patterns, stabilized approaches, emergency procedures, etc.) using ATDs. These
procedural and operational skills can then be positively transferred to successful
operations in aircraft. Information on integrating ground training using an ATD with
flight training can be found in Appendix D.
7.2 Evaluations of ATDs. The FAA has evaluated many flight simulation systems and
applications for ATDs. These evaluations determine whether the elements and tasks of
pilot training and other experience requirements described within part 61 or part 141 can
be successfully accomplished using ATDs. Pilots and instructors may use ATDs in
accordance with the LOA to meet certain training and aeronautical experience
requirements listed in part 61 or part 141.
8 ACTION. Manufacturers can use this AC as a method of compliance to satisfy the
requirements to obtain FAA approval of their ATD. The criteria listed in Appendix B is
exclusively for BATDs and the criteria listed in Appendix C is for additional items
required for AATDs. When the FAA determines that an ATD qualifies, an LOA will be
provided to the manufacturer specifying the training credit allowances. All approvals for
pilot training and experience, including approvals for use under parts 61 and 141, must be
in accordance with criteria specified in this AC and the LOA.
9 AUTHORIZATIONS FOR PREVIOUSLY APPROVED DEVICES.
9.1 Training Devices Not Approved by the National Simulator Program (NSP) Branch.
All FAA-approved training devices not evaluated or approved by the NSP Branch in
Atlanta, GA (under part 60) come under the evaluation, approval, and policy of the
General Aviation and Commercial Division. All ATDs will require reauthorization on a
5-year schedule. This evaluation ensures that current standards and criteria identified by
this AC continue to be met.
9.2 Previous Authorizations Not Issued by the General Aviation and Commercial
Division or That Do Not Contain an Expiration Date. All approvals for ground
trainers, simulators (except for FFS Level A–D and FTD Levels 4–7), FTDs Level 1–3,
personal computer-based aviation training devices (PCATD), and ATDs with
authorizations that were either not issued by the General Aviation and Commercial
Division, or do not contain an expiration date, terminated on December 31, 2015 as
described in Federal Register (FR) Docket No. FAA-2013-0809, Notice of Policy Change
for the Use of FAA Approved Training Devices. A manufacturer or operator may submit
an application letter as described in this AC in pursuit of a new LOA. See Appendix A,
paragraph A.5, Previously Approved Devices, for additional information.
3
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9/12/18 AC 61-136B
10 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page
of this AC. Note any deficiencies found, clarifications needed, or suggested
improvements regarding the contents of this AC on the Feedback Form.
Michael Zenkovich
Deputy Executive Director, Flight Standards Service
4
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9/12/18 AC 61-136B
Appendix A
APPENDIX A. GENERAL INFORMATION
A.1 Information Requests. Inquiries regarding the evaluation, approval, and use of ATDs
should be directed to FAA Flight Standards Service, General Aviation and Commercial
Division, Airmen Certification and Training Branch (AFS-810), 800 Independence
Avenue, S.W., Washington, DC 20591. Contact information can be found at
https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs800/afs
810/.
A.2 Definitions.
A.2.1 Aviation Training Device (ATD). An ATD is a training device, other than a full flight
simulator (FFS) or flight training device (FTD), that has been evaluated, qualified, and
approved by the Administrator as a basic or advanced ATD (refer to 14 CFR part 61,
§ 61.1). In general, this includes a replica of aircraft instruments, equipment, panels, and
controls in an open flight deck area or an enclosed aircraft cockpit. It includes the
hardware and software necessary to represent a category and class of aircraft (or set of
aircraft) operations in ground and flight conditions having the appropriate range of
capabilities and systems installed in the device as described within this AC for the
specific basic or advanced qualification level.
A.2.2 Basic Aviation Training Device (BATD). A BATD is a device that:
1. Meets or exceeds the criteria outlined in Appendix B, Basic Aviation Training
Device (BATD) Requirements.
2. Provides an adequate training platform and design for both procedural and
operational performance tasks specific to the ground and flight training
requirements for Private Pilot Certificate and instrument rating per 14 CFR
parts 61 and 141.
3. Provides an adequate platform for both procedural and operational
performance tasks required for instrument experience and pilot time.
4. The FAA finds acceptable in a manner described in this AC.
A.2.3 Advanced Aviation Training Device (AATD). An AATD is a device that:
1. Meets or exceeds the criteria outlined in Appendix B.
2. Meets or exceeds the criteria outlined in Appendix C, Advanced Aviation
Training Device (AATD) Requirements.
3. Provides an adequate training platform for both procedural and operational
performance tasks specific to the ground and flight training requirements for
Private Pilot Certificate, instrument rating, Commercial Pilot Certificate, and
Airline Transport Pilot (ATP) Certificate, and Flight Instructor Certificate per
parts 61 and 141.
A-1
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9/12/18 AC 61-136B
Appendix A
4. Provides an adequate platform and design for both procedural and operational
performance tasks required for instrument experience, the instrument
proficiency check (IPC), and pilot time.
5. The FAA finds acceptable in a manner described in this AC.
A.2.4 Qualification and Approval Guide (QAG). The QAG is a detailed description of the
simulated aircraft systems, design criteria, and functionality for a BATD or AATD
trainer. The required design criteria for a BATD are described in Appendix B,
paragraph B.3. The additional design criteria for an AATD are described in Appendix C,
paragraph C.3. The QAG must include and verify all the required elements of design and
functionality identified in these appendices to facilitate FAA approval.
A.2.4.1 The QAG document must include a cover page with the company name,
address, and contact phone number with the training device picture, model
name, and number. The following page should include the table of contents.
The following is an example of the appropriate QAG contents:
1. Trainer Description. Include a detailed description of what aircraft
are represented and the model details. This is where quality
pictures of the trainer should be located. This will permit easy
identification of the approved trainer configuration(s).
2. Components List. List any hardware or software components that
make the device function (flight deck panels, avionics components,
computer processors, projectors, screens, LCD screens, operating
systems software, etc.).
3. Design Criteria. Word-for-word listing identifying the applicable
qualifying items (BATD criteria as described in Appendix B, plus
the additional AATD criteria as described in Appendix C,
if applicable.)
4. Aircraft Configurations. Provide a picture of the instrument panel
for each configuration. The performance table for all aircraft
available should be provided in this section.
5. Visual System(s). Provide pictures and descriptions of the visual
systems available for the trainer.
6. ATD Checklist (see Appendix E, Evaluation and Subjective Test
Criteria, Table E-1, Procedures and Tasks Test Checklist). Identify
the functions and tasks that can be accomplished in this trainer.
A.2.4.2 Please include footers for each page to reflect when the page was last revised,
or if it is the original version of the document. This document should be
formatted as one document and book-like in nature, with numbered pages.
Each content section should start at the top of a new page.
A-2
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9/12/18 AC 61-136B
Appendix A
A.2.5 Revised QAG Requirement.
A.2.5.1 A manufacturer or operator who modifies an ATD in any manner must submit
a revised QAG to the General Aviation and Commercial Division for
evaluation and approval. The manufacturer must also submit a new
application letter summarizing the changes that are reflected in the revised
QAG. This ensures that the standards of the approval are maintained,
including model identification, design, system integrity, aerodynamic
modeling, and other essential characteristics of the hardware/software
components.
A.2.5.2 The requirement to submit a revised QAG does not preclude minor changes
that have only minimal effect on the functional capability of the ATD, such as
new processors, new visual panels, software updates, etc. However, if the
change affects the interface with the operator such as new avionics equipment
or a physical panel change, that would require FAA evaluation and approval.
The manufacturer should contact the General Aviation and Commercial
Division if there is any question as to what constitutes a minor change.
Further, it does not preclude changes limited to specific hardware/software
“mix and match” elements that are clearly identified in an approved revision
to a QAG for the specific device developed by the manufacturer that provides
an optional ATD model configuration.
A.3 Process Overview. The manufacturers of a BATD or AATD are encouraged to
incorporate the most advanced simulation technology and design available to represent
category, class, and make and model (M/M) of aircraft. Manufacturers must provide the
General Aviation and Commercial Division with a detailed QAG describing the design
and capability of the ATD.
A.3.1 Each manufacturer ensures that all ground and flight performance attributes required by
this publication are met by performing the maneuvers, procedures, and operational
training tasks applicable to the ATD in advance of any requests for evaluation and
approval. The ATD should be fully functional prior to the initial application requesting
an evaluation.
A.3.2 The manufacturer then provides the QAG, an operations manual, and application letter
requesting FAA evaluation and approval of their ATD at least 90 days (120 days is
recommended) in advance of any proposed use for pilot training or experience
requirements (see Appendix E, Figure E-1, Example Application Letter Requesting
Evaluation). A video of the ATD performing all of the required training device checklist
items will also be required and submitted to General Aviation and Commercial Division
in advance of the operational evaluation (see Table E-1). This will provide the FAA and
the manufacturer an opportunity to verify all of the functional criteria of the ATD before
the official evaluation.
A.3.3 The General Aviation and Commercial Division will conduct a review of the required
QAG document and video, and the FAA will conduct an operational evaluation of the
A-3
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9/12/18 AC 61-136B
Appendix A
ATD for consideration and approval. If the evaluation is successful, the General
Aviation and Commercial Division will provide a letter of authorization (LOA) approval
of the ATD model for use under the applicable rules in parts 61 and 141.
A.4 Approval and Acceptance of an ATD.
A.4.1 The FAA approves each configuration of an ATD. The approval will be valid for all
aircraft configurations that are listed in the QAG for that specific model.
A.4.2 The FAA may provide a new approval based on a previously issued LOA if the device
meets the criteria for a basic or advanced ATD.
A.4.3 To request FAA approval of an ATD, manufacturers should send the application letter
(see Figure E-1) with an accompanying QAG and operations manual requesting
evaluation to:
•9-AFS-800-Correspondence@faa.gov. Send request with documents attached in word
text format (preferred), or
•FAA Flight Standards Service, General Aviation and Commercial Division, Airmen
Certification and Training Branch (AFS-810), 800 Independence Avenue, S.W.,
Washington, DC 20591.
A.4.4 The request for approval must include a separate QAG that:
A.4.4.1 Contains a detailed list and description of all the hardware and software
components that makes up the training device presented for approval. This list
must include any optional equipment or features. The description of the
hardware and software components must include the manufacturer, model,
and version number of each component, or any other information necessary to
correctly identify each component or feature.
A.4.4.2 Contain a word-for-word listing of each title, number, and letter item listed in
Appendix B for a BATD, and additionally the items listed in Appendix C for
an AATD approval, and state the following information for each item.
1. The operation or role of the item as appropriate to the aircraft
being represented.
2.The value for each requirement that either meets or exceeds the
minimum specified for that item or criteria.
3.If the aircraft represented does not have the referenced item
by design, report it as follows: “Carburetor Heat-N/A,
Cowl Flaps-N/A,” or “Retractable Landing Gear-N/A.”
4.A performance chart for the aircraft configurations (M/M)
represented must be included in the QAG, appropriate to the
airplane or helicopter configuration. Performance should be
specified for sea level and 6,000 ft mean sea level (MSL) at
A-4
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9/12/18 AC 61-136B
Appendix A
gross weight. The QAG must contain color photographs of the
assembled unit in any of the configurations available.
The photographs must clearly show the overall component
arrangement, features, ergonomics, and operational role of each
hardware control or display item listed for the aircraft being
represented.
A.4.5 The requirements specified for the QAG are necessary so the FAA can determine the
acceptability of a device as an ATD by conducting a comprehensive in-office evaluation
and review of the QAG. The ATD must appropriately represent the aircraft cockpit
instrument panel design, flight controls, radio and navigation equipment, panels,
switches, systems, and other controls and be readily identifiable in the QAG.
A.4.6 If the review is acceptable, the Airman Certification and Training Branch will
preliminarily approve the QAG and schedule an operational evaluation. Approval of the
QAG in itself is not an authorization to use the device for pilot training or experience.
The operational evaluation can be conducted at the manufacturer’s facility or at any
location agreeable to the manufacturer and the FAA. The evaluation will stress typical
flight training scenarios and tasks, verify adherence to criteria stated for each item
required by this document, determine the acceptability of the device’s use for flight
instruction in the procedural tasks listed in Appendix D, Training Content and Logging
Provisions, and determine if the operating instructions for the trainer are adequate.
A.4.6.1 If the operational evaluation is acceptable, the FAA will approve the QAG for
the ATD configurations listed, and provide a LOA to the manufacturer.
A.4.6.2 If the operational evaluation is unacceptable, the FAA will advise the
applicant of the changes or corrections necessary for the FAA’s
reconsideration. If necessary, the FAA will conduct a followup functional
evaluation.
A.4.6.3 If the FAA evaluates a revision to the QAG that was previously approved,
the FAA may require another functional evaluation of the ATD trainer.
A.4.7 When the FAA finds the QAG acceptable and issues an LOA that approves use of the
device as an ATD, the manufacturer must ensure that all ATDs manufactured in that
configuration are identical and otherwise continue to meet the criteria stated in the
associated FAA-approved QAG, or approved revision to that QAG.
A.4.8 The ATD manufacturer must include copies of the following documents with each ATD
manufactured and delivered under an approved QAG:
• A copy of the FAA LOA approving use of the ATD;
• A copy of the FAA-approved QAG for all aircraft configuration(s) represented;
• Performance information for the aircraft configurations being represented; and
• A copy or reference to this AC (recommended).
A-5
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Appendix A
A.4.9 As noted in the contingencies of the LOA, an ATD may not be used for training and
experience unless the LOA and QAG accompany the trainer and are accessible for
viewing. It is acceptable for these documents to be available electronically.
A.4.10 A manufacturer or operator who changes an ATD design must send a revised QAG to the
FAA for a new approval. As noted in the contingencies of the LOA, any changes made to
the ATD without FAA review may terminate the approval.
A.4.11 ATDs may be used without further approval per the allowances specified in the LOA for
pilot training that is not conducted under part 141. However, such pilot training
operations should follow the information provided in Appendix D when using an ATD.
The FAA may approve an ATD in a training course outline (TCO) for use by a part 141
certificated pilot school as outlined in paragraph A.9. The FAA may withdraw its
acceptance and approval of any device for any type of pilot training or experience if the
device no longer maintains the ATD criteria specified in this AC.
A.4.12 For those trainers with an LOA that will expire within 120 days, the manufacturer can
apply for a new LOA. The manufacturer will need to reapply for FAA approval,
to include the submission of an application letter and QAG verifying that the trainer
model still meets the current criteria identified in this AC for ATD approvals.
A.5 Previously Approved Devices. All previous approvals for ground trainers, simulators
(except for FFS Level A–D and FTD Levels 4–7), FTDs Level 1–3, personal
computer-based aviation training devices (PCATD), and ATDs with authorizations that
were either not issued by the General Aviation and Commercial Division or do not
contain an expiration date have been terminated as described in Federal Register
(FR) Docket No. FAA-2013-0809. The manufacturer or operator can submit for a new
approval as described in this AC.
A.5.1 The FAA expects that in most cases the manufacturer of a previously approved device
will submit a request for a new approval, and that the request should contain all of the
information required by the appropriate appendixes in this AC. However, it is understood
that in some cases an operator (other than the manufacturer) will seek approval for a
device, and may not be able to obtain all of the technical information pertaining to
the device.
A.5.2 In this instance, the applicant should provide as much data as possible and should include
a copy of the previous LOA(s). The FAA will make a determination as to whether or not
the device can be approved as either a BATD or an AATD based on the information
submitted by the applicant. The application will be evaluated under the current criteria
listed in this AC. The FAA will have the discretion to deny approval of any training
device if insufficient data is received, or if the training device significantly deviates from
the standards listed in this AC.
A.6 Compatibility of Software and Hardware Components.
A.6.1 An approved ATD consists primarily of two major components: software (programming)
and hardware (central processor, monitor or display, appropriate aircraft systems, flight
A-6
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Appendix A
and power controls, avionics, etc.). The software and hardware components must be
compatible. Hardware and software compatibility is assured when the hardware
manufacturer and the software developer work in close cooperation to develop the correct
union of inputs for the ATD.
A.6.2 In some cases, the hardware manufacturer and the software developer do not work
together in developing the ATD. Instead, the software is “licensed for use” to the ATD
manufacturer and incorporated into the training device. In these cases, the manufacturer
must identify the software used and attest in the QAG that all hardware components are
compatible with the software used for the ATD construction.
A.7 Manufacturer Responsibilities. Manufacturers of ATDs are responsible for assuring
acceptable design and providing all the required FAA documentation for each model they
produce when authorized for airmen training and experience requirements. This would
include any new or revised LOAs and QAGs that apply to the approved training device.
The manufacturer should provide the current LOA, the FAA-approved QAG, and a copy
of this AC to the person or persons that purchase and use their ATD for pilot training and
experience. This would also include informing the user of the request to notify the
General Aviation and Commercial Division of the intended use as specified in
Appendix D, paragraph D.4.
A.8 Approval of ATD for Use Under Part 61. To be approved for use for pilot training and
experience requirements under part 61, an ATD should:
A.8.1 Be capable of providing procedural training in all areas of operation for which it is to
be used. Those tasks should be specified in an acceptable training curriculum or as
specifically authorized by the FAA and meet the description and suggested criteria
outlined in Appendix D.
A.8.2 Have the following documents available for review by the student and instructor (being
able to retrieve these documents electronically is acceptable):
1. The LOA for authorized use of the ATD.
2. The FAA-approved QAG for the ATD being used.
3. Performance information for the aircraft configurations being represented.
A.8.3 Successfully pass the startup self-test described in Appendix B. If the device is being
used in a course of training for a pilot certificate, experience requirement, or rating a
person authorized by the FAA to provide ground or flight instruction should observe this
test. The FAA expects that after the ATD self-test is complete, no software other than
that necessary for the operation of the ATD will be utilized on the computer running the
ATD software.
A.8.4 Remain in the approved configuration during the training session. Authorized ATD
instruction should not proceed after a malfunction of the ATD system has occurred
(e.g., failure of the visuals, flight controls, instruments, etc.). The operator should correct
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Appendix A
the ATD malfunction and repeat the startup test described in paragraph A.8.3 before
resuming authorized instruction.
A.9 Approval of ATD for Use Under Part 141. Notwithstanding the part 61 criteria listed
above, the jurisdictional Flight Standards District Office (FSDO) may approve an ATD
as part of an overall part 141 school curriculum approval and certification process. Pilot
schools that want to use an ATD as part of their training curriculum must notify their
principal operations inspector (POI) and otherwise receive FAA approval of their TCO
identifying the use of an FAA-approved ATD. The POI is responsible for approving how
the ATD will be used in the certificate holder’s part 141 curriculum and TCO.
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Appendix B
APPENDIX B. BASIC AVIATION TRAINING DEVICE (BATD) REQUIREMENTS
B.1 Purpose. This appendix describes how the FAA will evaluate a BATD for approval and
authorized use. A BATD incorporating specific design criteria will be evaluated for
approval as a BATD on the basis of meeting or exceeding the criteria outlined in
this appendix.
B.2 Authorized Use. Except for specific aircraft type training and testing, a BATD may be
approved and authorized for use in accomplishing certain required tasks, maneuvers,
or procedures as applicable under 14 CFR parts 61 and 141. The FAA will specify the
allowable credit in the BATD letter of authorization (LOA) for private pilot, instrument
rating, and instrument recency of experience.
Note 1: The flight experience allowance for the use of a BATD and the flight
experience allowance for an advanced aviation training device (AATD), a flight
training device (FTD), or a full flight simulator (FFS) towards obtaining an
instrument rating may be combined. However, that combination may not exceed
that allowed under part 61, § 61.65 and may not exceed that allowed under
part 141 appendix C, paragraph 4(b)(4) (50 percent maximum of the required
training).
Note 2: Part 141 certificated pilot schools must obtain a specific authorization
for the use of the BATD as part of that pilot school’s approved training course
outline (TCO). This authorization must come from the FAA Flight Standards
District Office (FSDO) assigned to that pilot school.
B.3 BATD Design Criteria. The Qualification and Approval Guide (QAG) is the initial
means for determining whether a BATD is acceptable for use in part 61 pilot training or
approved part 141 pilot school training curricula. The QAG will be used to determine if a
BATD meets or exceeds minimum FAA design criteria outlined in this appendix.
A BATD found acceptable for use will typically be used to train procedural tasks and
may also be used to meet instrument experience requirements when specifically
authorized. Each QAG submitted to the FAA for evaluation must state the make and
model (M/M) of aircraft being represented and is the basis for the following
requirements:
B.3.1 General Control Requirements. The following items are required for all ATD approvals.
B.3.1.1 The aircraft physical flight and associated control systems must be
recognizable as to their function and how they are to be manipulated solely
from their appearance. These physical flight control systems cannot use
interfaces such as a keyboard, mouse, or gaming joystick to control the
aircraft in simulated flight.
B.3.1.2 Virtual controls are those controls used to set up certain aspects of the
simulation (such as selecting the aircraft configuration, location, weather
conditions, etc.) and otherwise program, effect, or pause the training device.
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These controls are often part of the instructor station or independent
computer interface.
B.3.1.3 Except for the initial setup, a keyboard or mouse may not be used to set or
position any feature of the ATD flight controls for the maneuvers or training
tasks to be accomplished. See the control requirements listed below as
applicable to the aircraft model represented. The pilot must be able to operate
the controls in the same manner as it would be in the actual aircraft. This
includes the landing gear, wing flaps, cowl flaps, carburetor heat, mixture,
propeller, and throttle controls appropriate to the aircraft model represented.
B.3.1.4 The physical arrangement, appearance, and operation of controls, instruments,
and switches required by this appendix should closely model the aircraft
represented. Manufacturers are expected to recreate the appearance,
arrangement, operation, and function of realistically placed physical switches
and other required controls representative of an aircraft instrument panel that
includes at least the following:
• Master/battery;
• Magnetos for each engine (as applicable);
• Alternators or generators for each engine;
• Auxiliary power unit (APU) (if applicable);
• Fuel boost pumps/prime boost pumps for each engine;
• Avionics master;
• Pitot heat; and
• Rotating beacon/strobe, navigation, taxi, and landing lights.
B.3.1.5 When an FAA-approved ATD is in use, only the software evaluated by the
FAA may be loaded for use on that computer system. This does not preclude
providing software updates that do not otherwise change the appearance of the
systems operation.
B.3.2 Additional Controls and Functional Requirements. Physical flight and aircraft system
controls must be provided as follows:
B.3.2.1 For Airplane:
1. A self-centering displacement yoke or control stick that allows
continuous adjustment of pitch and bank.
2. Self-centering rudder pedals that allow continuous adjustment of
yaw and corresponding reaction in heading and roll.
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3. Throttle or power control(s) that allows continuous movement
from idle to full-power settings and corresponding changes in pitch
and yaw, as applicable.
4. Mixture/condition, propeller, and throttle/power control(s)
as applicable to the M/M of aircraft represented.
5. Controls for the following items, as applicable to the category and
class of aircraft represented:
• Wing flaps,
• Pitch trim,
• Communication and navigation radios,
• Clock or timer,
• Gear handle (if applicable),
• Transponder,
• Altimeter,
• Carburetor heat (if applicable), and
• Cowl flaps (if applicable).
B.3.2.2 For Helicopter:
1. A cyclic control stick that tilts the main rotor disk by changing the
pitch angle of the rotor blades in their cycle of rotation.
2. A collective pitch control that changes the pitch angle of all main
rotor blades simultaneously.
3. Throttle/power control that allows continuous movement from idle
to full power settings and which controls engine (rotor) revolutions
per minute (rpm).
4. Antitorque pedals used to control the pitch of the tail rotor that
allows continuous adjustment of the helicopter heading.
5. Mixture/condition control applicable to the helicopter model
represented.
6. Controls for the following items, as applicable to the helicopter
represented:
• Communication and navigation radios,
• Clock or timer,
• Transponder,
• Altimeter, and
• Carburetor heat (if applicable).
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B.3.3 Control Input Functionality and Response Criteria.
B.3.3.1 Time from control input to recognizable system response must be without
delay (i.e., not appear to lag in any way). The manufacturer must verify this
performance criteria in the QAG submitted for FAA approval.
B.3.3.2 The control inputs must be tested by the computer and software program at
each startup and displayed as a confirmation message of normal operation or a
warning message that the transport delay time or any design parameter is out
of tolerance. It should not be possible to continue the training session unless
the problem is resolved and all components are functioning properly.
B.3.4 Display Requirements.
B.3.4.1 The following instruments and indicators must be replicated and properly
located as appropriate to the aircraft represented:
1. Flight instruments in a standard configuration representing the
traditional “round” dial flight instruments. An electronic primary
flight display (PFD) with reversionary and backup flight
instruments is also acceptable.
2. A sensitive altimeter with incremental markings each 20 feet or
less, operable throughout the normal operating range of the M/M
of aircraft represented.
3. A magnetic direction indicator.
4. A heading indicator with incremental markings each 5 degrees or
less, displayed on a 360 degree circle. Arc segments of less than
360 degrees may be selectively displayed if desired or required,
as applicable to the M/M of aircraft represented.
5. An airspeed indicator with incremental markings as shown for the
M/M aircraft represented; airspeed markings of less than 20 knots
need not be displayed.
6. A vertical speed indicator (VSI) with incremental markings each
100 feet per minute (fpm) for both climb and descent, for the first
1,000 fpm of climb and descent, and at each 500 fpm climb and
descent for the remainder of a minimum ±2,000 fpm total display,
or as applicable to the M/M of aircraft being represented.
7. A gyroscopic rate-of-turn indicator or equivalent with appropriate
markings for a rate of 3 degrees per second turn for left and right
turns. If a turn and bank indicator is used, the 3 degrees per second
rate index must be inside of the maximum deflection of
the indicator.
8. A slip and skid indicator with coordination information displayed
in the conventional inclinometer format where a coordinated flight
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condition is indicated with the ball in the center position. A split
image triangle indication as appropriate for PFD configurations
may be used.
9. An attitude indicator with incremental markings each 5 degrees of
pitch or less, from 20 degree pitch up to 40 degree pitch down or
as applicable to M/M of aircraft represented. Bank angles must be
identified at “wings level” and at 10, 20, 30, and 60 degrees of
bank (with an optional additional identification at 45 degrees) in
left and right banks.
10. Engine instruments as applicable to the M/M of aircraft being
represented, providing markings for the normal ranges including
the minimum and maximum limits.
11. A suction gauge or instrument pressure gauge with a display
applicable to the aircraft represented.
12. A flap setting indicator that displays the current flap setting.
Setting indications should be typical of that found in an
actual aircraft.
13. A pitch trim indicator with a display that shows zero trim and
appropriate indices of airplane nose down and airplane nose up
trim, as would be found in an aircraft.
14. Communication radio(s) with a full range of selectable frequencies
displaying the radio frequency in use.
15. Navigation radio(s) with a full range of selectable frequencies
displaying the frequency in use and capable of replicating both
precision and nonprecision instruments, including approach
procedures (each with an aural identification feature), and a marker
beacon receiver. For example, an instrument landing system (ILS),
non-directional radio beacon (NDB), Global Positioning System
(GPS), Localizer (LOC) or very high frequency omni-directional
range (VOR). Graduated markings as indicated below must be
present on each course deviation indicator (CDI) as applicable.
The marking should include:
• One-half dot or less for course/glideslope (GS) deviation (i.e., VOR,
LOC, or ILS), and
• Five degrees or less for bearing deviation for automatic direction
finder (ADF) and radio magnetic indicator (RMI), as applicable.
16. A clock with incremental markings for each minute and second,
or a timer with a display of minutes and seconds.
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17. A transponder that displays the current transponder code.
18. A fuel quantity indicator(s) that displays the fuel remaining,
either in analog or digital format, appropriate for M/M of aircraft
represented.
Note: The minimum instrument and equipment requirements specified
under 14 CFR part 91, § 91.205 for day visual flight rules (VFR) and
instrument flight rules (IFR) must be functional during the training
session. This does not prohibit simulating failures for training
purposes.
B.3.4.2 All instrument displays listed above must be visible during all flight
operations. Allowances can be made for multifunction electronic displays that
may not display all instruments simultaneously. All of the displays must
provide an image of the instrument that is clear and:
1. Does not appear to be out of focus or illegible.
2. Does not appear to “jump” or “step” during operation.
3. Does not appear with distracting jagged lines or edges.
4. Does not appear to lag relative to the action and use of the
flight controls.
B.3.4.3 Control inputs should be reflected by the flight instruments in real time and
without a perceived delay in action. Display updates must show all changes
(within the total range of the replicated instrument) that are equal to or greater
than the values stated below:
1. Airspeed indicator: change of 5 knots.
2. Attitude indicator: change of 2 degrees in pitch and bank.
3. Altimeter: change of 10 feet.
4. Turn and bank: change of ¼ standard rate turn.
5. Heading indicator: change of 2 degrees.
6. VSI: change of 100 fpm.
7. Tachometer: change of 25 rpm or 2 percent of turbine speed.
8. VOR/ILS: change of 1 degree for VOR or ¼ of 1 degree for ILS.
9. ADF: change of 2 degrees.
10. GPS: change as appropriate for the model of GPS-based navigator
represented.
11. Clock or timer: change of 1 second.
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B.3.4.4 Displays must reflect the dynamic behavior of an actual aircraft (e.g., a VSI
reading of 500 fpm must reflect a corresponding movement in altitude, and an
increase in power must reflect an increase in the rpm indication or power
indicator.)
B.3.5 Flight Dynamics Requirements.
B.3.5.1 Flight dynamics of the ATD should be comparable to the way the represented
training aircraft performs and handles. However, there is no requirement for
an ATD to have control loading to exactly replicate any particular aircraft.
B.3.5.2 Aircraft performance parameters (such as maximum speed, cruise speed, stall
speed, maximum climb rate, and hovering/sideward/forward/rearward flight)
should be comparable to the aircraft being represented. A performance table
will need to be included in the QAG for each aircraft configuration for
sea level and 5,000 feet using standard atmosphere and gross weight
conditions. An alternate performance altitude for 6,000 feet can be used if the
manufacturer of that aircraft has a performance chart reflecting that altitude;
otherwise the ATD manufacturer will need to interpolate the performance for
the chart. Performance at altitude for turboprop or turbojet configurations
should reflect 18,000 ft.
Table B-1. Sample Airplane Performance Table
Aircraft
Model Vso Vs1 Vx Vy Va Vne Vmc
KTAS at Cruise
at 75% power
setting
Rate of climb (fpm)
at best rate (Vy), at
full power or as
recommended
Single Engine
Climb rate
(at Vyse)
C172S N/A SL SL SL N/A
6,000 feet→ N/A
PA28 N/A SL SL SL N/A
6,000 feet→ N/A
BE58 SL SL SL
6,000 feet→
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Table B-2. Sample Helicopter Performance Table
Helicopter
Model
Power setting
required to lift off,
standard day at
gross weight
KTAS at Cruise at
75% power setting
Rate of climb (fpm) at best rate at
full power or as recommended
Single Engine Climb
rate
R22 SL SL SL SL N/A
6K N/A
R44 SL SL SL SL N/A
6K N/A
EC135 SL SL SL SL
6K
Note: Use standard atmosphere and gross weight conditions for these
performance tables.
B.3.5.3 Aircraft vertical lift component must change as a function of bank comparable
to the way the aircraft being represented performs and handles.
B.3.5.4 Changes in flap setting, slat setting, gear position, collective control, or cyclic
control must be accompanied by changes in flight dynamics comparable to the
way the M/M of aircraft represented performs and handles.
B.3.5.5 The presence and intensity of wind and turbulence must be reflected in the
handling and performance qualities of the simulated aircraft and should be
comparable to the way the aircraft represented performs and handles.
B.3.6 Instructor Management Requirements.
B.3.6.1 The instructor must be able to pause the system at any time during the training
simulation for the purpose of administering instruction or procedural
recommendations.
B.3.6.2 If a training session begins with the “aircraft in the air” and ready for the
performance of a particular procedural task, the instructor must be able to
manipulate the following system parameters independently of the simulation:
• Aircraft geographic location,
• Aircraft heading,
• Aircraft airspeed,
• Aircraft altitude, and
• Wind direction, speed, and turbulence.
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B.3.6.3 The system must be capable of recording both a horizontal and vertical track
of aircraft movement during the entire training session for later playback
and review.
B.3.6.4 The instructor must be able to disable any of the instruments prior to or during
a training session and be able to simulate failure of any of the instruments
without stopping or freezing the simulation to affect the failure. This includes
simulated engine failures and the following aircraft systems failures:
alternator or generator, vacuum or pressure pump, pitot static, electronic flight
displays, or landing gear or flaps, as appropriate.
B.3.6.5 The ATD must have at least a navigational area database that is local
(25 nautical miles (NM)) to the training facility to allow reinforcement of
procedures learned during actual flight in that area. All navigational data must
be based on procedures as published per 14 CFR part 97.
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Appendix C
APPENDIX C. ADVANCED AVIATION TRAINING DEVICE (AATD)
REQUIREMENTS
C.1 Purpose. This appendix describes how the FAA will evaluate an AATD for approval and
authorized use. A BATD incorporating the additional specific advanced design
simulation criteria will be evaluated for approval as an AATD on the basis of meeting or
exceeding the additional criteria outlined in this appendix.
C.2 Authorized Use. Except for specific aircraft type training and testing, an AATD may be
approved and authorized for use in accomplishing certain required tasks, maneuvers, or
procedures as applicable under 14 CFR parts 61 and 141. The FAA will specify the
allowable credit in the AATD LOA for private pilot, instrument rating, instrument
recency of experience, IPC, commercial pilot, and ATP.
Note 1: The flight experience allowance for the use of an AATD and the flight
experience allowance for a flight training device (FTD) or a flight simulator
towards obtaining an instrument rating may be combined. However, that
combination may not exceed that allowed under part 61, § 61.65 and may not
exceed that allowed under part 141 appendix C, paragraph 4(b)(4) (50 percent
maximum of the required training).
Note 2: A part 141 certificated pilot school must obtain a specific authorization
for the use of the ATD as part of that pilot school’s approved TCO. This
authorization must come from the FAA FSDO assigned to that pilot school.
C.3 AATD Design Criteria. Devices presented for approval as an AATD must first meet or
exceed the requirements for BATD approval criteria contained in Appendix B, Basic
Aviation Training Device (BATD) Requirements. An AATD must display sufficient
aircraft cockpit design, ergonomic features, and performance characteristics beyond that
of the BATD approval criteria to qualify for the authorized uses appropriate for the
AATD simulation devices. Since it is highly desirable for the pilot to be mentally
immersed in a realistic aircraft cockpit when using an AATD, design features must
significantly exceed those of a BATD cockpit layout.
C.3.1 An AATD must include the following additional features and components:
C.3.1.1 A realistic shrouded (enclosed) or unshrouded (open) cockpit design and
instrument panel arrangement representing a specific model aircraft cockpit.
C.3.1.2 Cockpit knobs, system controls, switches, and/or switch panels in realistic
sizes and design appropriate to each intended functions, in the proper position
and distance from the pilot’s seated position, and representative of the
category and class of aircraft being represented.
C.3.1.3 Primary flight and navigation instruments appropriately sized and properly
arranged that exhibit neither stepping nor excessive transport delay.
C.3.1.4 Digital avionics panel.
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C.3.1.5 GPS navigator with moving map display.
C.3.1.6 Two-axis autopilot, and, as appropriate, a flight director (FD). This is only
required when an autopilot is original standard equipment from the aircraft
manufacturer.
C.3.1.7 Pitch trim (manual or electric pitch trim) permitting indicator movement either
electrically or analog in an acceptable trim ratio (airplane only).
C.3.1.8 An independent visual system, panel, or screen that provides realistic cues in
both day and night VFR and IFR meteorological conditions to enhance a
pilot’s visual orientation in the vicinity of an airport including:
• Adjustable visibility parameters; and
• Adjustable ceiling parameters.
C.3.1.9 A fixed pilot seat appropriate to the aircraft configuration, including an
adjustable height and an adjustable forward and aft seat position.
C.3.1.10 Rudder pedals secured to the cockpit floor structure, or that can be physically
secured to the floor beneath the device in proper relation to cockpit
orientation.
C.3.1.11 Push-to-talk switch on the control yoke.
C.3.1.12 A separate instructor station to permit effective interaction without
interrupting the flight in overseeing the pilot’s horizontal and vertical flight
profiles in real time and space. This must include the ability to:
1. Oversee tracks along published airways, holding entries and
patterns, and LOC and GS alignment/deviation (or other
approaches with a horizontal and vertical track).
2. Function as air traffic control (ATC) in providing vectors, etc.,
change in weather conditions, ceilings, visibilities, wind speed and
direction, light/moderate/severe turbulence, and icing conditions.
3. Invoke failures in navigation and instruments, radio receivers,
landing gear and flaps, engine power (partial and total), and other
aircraft systems (pitot, electric, static, etc.) by using either a
keyboard or mouse.
C.3.2 The following features and components are not required for the FAA’s approval of an
AATD, but are encouraged:
C.3.2.1 Multi-panel or wrap-around visual system providing a 120 degrees or more of
horizontal vision.
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C.3.2.2 Automated ATC communications, scenario-based training (SBT), or
line-oriented type training in which the instructor can evaluate pilot
performance without having to act as ATC.
C.3.2.3 Simulated loss of performance and aerodynamic changes from ice accretion.
C.3.2.4 Realistic aircraft engine sound appropriate to the aircraft configuration, power
settings, and speed.
C.3.2.5 A magnetic compass with incremental markings each 5 degrees, that displays
the proper lead or lag during turns, and displays incremental markings typical
of that shown in the aircraft.
Note: The FAA will allow touch screen functionality to be used in an
ATD for those functions or tasks executed in an aircraft that are simple
push-button actions (or similar) to replicate similar actions on the
instrument panel or flight deck, to control aircraft systems or avionics.
However, for actions that require a twisting or turning action of a
physical knob, and/or require a gripping or pulling action of a physical
lever or handle to actuate a system in the aircraft, the trainer must have
a similar physical knob/lever/handle representation in the AATD.
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Appendix D
APPENDIX D. TRAINING CONTENT AND LOGGING PROVISIONS
D.1 Integrated Training Curriculum.
D.1.1 This is a curriculum that can use an Aviation Training Device (ATD) for flight tasks
where an instructor teaches the required knowledge in the classroom and then follows
with procedural training. For example, in an integrated ground and flight instrument
training curriculum, an authorized instructor teaches the required knowledge for an
instrument landing system (ILS) approach through ground and classroom training.
The instructor adds flight procedures in the ground training environment. After the
student has gained the required knowledge and understands the procedures, the instructor
then adds practicing the psychomotor skills of the task. The instructor may do this by
providing a simulated flight environment in a specifically approved ATD, flight training
device (FTD), or full flight simulator (FFS). When the student becomes proficient with
the instrument procedure in the training device, then the instruction would transition to
the aircraft to verify proficiency.
D.1.2 The FAA recommends that an instructor who intends to use an ATD for training pilot
candidates obtain documented advanced training from the manufacturer (or person
proficient with its use) on all aspects of the training device operation. This indoctrination
should include a complete review of the available databases, aircraft configurations,
systems review (avionics and aircraft systems and performance), weather simulations,
systems failure capabilities, instructor station use, and support available from the
manufacturer. This would be similar to someone becoming familiar and proficient in a
new aircraft as described for transition or differences training.
Note: The FAA recommends that instructors use an ATD in an integrated training
curriculum because of the benefits that a structured training course provides.
D.2 Course Content. The FAA expects the instrument tasks below to be incorporated into an
integrated ground and flight training curriculum in which an ATD is used. Procedural
training for visual flight rules (VFR) operations can also be included in a syllabus or
training course outline (TCO) for primary flight training. Procedural tasks might include
traffic pattern operations, navigation, slow flight and stalls, control and maneuvering of
an aircraft solely by reference to instruments, and emergency operations. Preparation for
a flight review could also be incorporated. Training should include FAA-approved TCOs
for 14 CFR part 141 flight schools and FAA/Industry Training Standards (FITS). These
training tasks would be taught to the proficiency requirements of the certification
standards appropriate for the pilot certificate or privilege sought.
D.2.1 Flight by Reference to Instruments.
• Basic attitude flying;
• Straight and level flight;
• Change of airspeed;
• Constant airspeed climbs;
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• Constant airspeed descents;
• Constant rate climbs;
• Constant rate descents;
• Level turns, including standard rate turns;
• Climbing turns;
• Descending turns; and
• Steep turns.
D.2.2 Abnormal and Emergency Procedures.
• Partial panel;
• Timed turns;
• Compass turns and associated errors (if installed);
• Instrument failures;
• Automation failures (primary flight display (PFD), Global Positioning System (GPS)
navigation, systems management, etc.);
• Flight automation failures (such as autopilot failure) including recovery from
potential loss of control;
• Encountering unexpected weather conditions;
• Electrical, systems or equipment failures;
• Procedures for turbulence;
• Loss of control procedures (due to weather radar (WX) conditions, equipment failure,
flight automation, etc.);
• Unusual attitude recovery;
• Engine failure(s) (partial or complete); and
• Hydraulic or boost failures.
D.2.3 Radio Navigation Procedures.
• Use of very high frequency omni-directional range (VOR), Localizer (LOC), ILS, and
Area Navigation (RNAV) including GPS;
• Holding patterns (VOR, ILS, LOC, GPS, Intersection, and waypoints (WPT));
• Use of distance measuring equipment (DME);
• Use of automatic direction finder (ADF)/non-directional radio beacon (NDB)
(optional); and
• Use of autopilot/flight director (FD) (optional).
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Appendix D
D.2.4 Instrument Approach Procedures (IAP).
D.2.4.1 Precision:
• ILS,
• Wide area augmentation system (WAAS) with vertical navigation
(VNAV) (optional), and
• GPS Landing System (GLS).
D.2.4.2 Nonprecision:
• VOR,
• LOC,
• RNAV (including GPS),
• WAAS (optional),
• ADF/NDB (optional),
• ILS/LOC back course (LOC BC), and
• Missed Approach Procedures (MAP) for all of the procedures above.
D.2.5 Communications Procedures.
• Air traffic control (ATC) clearances;
• Taxi clearance and instructions (emphasis on runway incursion prevention);
• Departure clearance (DCL);
• En route clearances;
• Holding instructions;
• Arrival clearances;
• Missed approach instructions and clearances;
• Radio advisories and warnings;
• Automatic Terminal Information Service (ATIS) and common traffic advisory
frequency (CTAF); and
• Significant meteorological information (SIGMET), Airmen’s Meteorological
Information (AIRMET), Notices to Airmen (NOTAM), Flight Service Station (FSS),
communications, and flight plan changes.
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Appendix D
D.2.6 Cross-Country Procedures.
• Departure,
• En route,
• Diversion to alternate,
• Arrival, and
• MAPs.
Note: Training requirements for pilot certification that require cross-country,
solo, night, or takeoff and landings cannot be accomplished in ATDs. Some
training requirements specify that they must be accomplished in an aircraft.
For example, the 3 hours of control and maneuvering of an airplane solely by
reference to instruments described in 14 CFR part 61, § 61.109(a)(3) for a private
pilot must be accomplished in a single-engine airplane. Authorized instructors
may teach such maneuvers and tasks in an FAA-approved training device (to the
Airman Certification Standards (ACS)), and then transition to the aircraft for
those same maneuvers and tasks necessary to meet the aeronautical experience
requirements required for pilot certification.
D.3 Logging Training Time and Experience. Authorized instructors utilizing an
FAA-approved ATD for airmen training, pilot time, and experience requirements are
required to log the time as dual instruction and as basic aviation training device (BATD)
or advanced aviation training device (AATD) time appropriately. Any columns that
reference flight time should remain blank when logging ATD time. ATD time can only
be logged as Instruction Received (Dual), Instrument Time, or Total Time as reflected on
the pilot time section of FAA Form 8710-1, Airman Certificate and/or Rating
Application. Simulated instrument time can be logged in an ATD, but only during the
time when the visual component of the training session is configured for instrument
meteorological conditions (IMC) and the pilot is maintaining control solely by reference
to the flight instruments. Logging time in this fashion will allow a pilot to credit this time
towards the aeronautical experience and instrument experience requirements as specified
in part 61 or part 141. It is required under § 61.51(b)(1)(iv) that the type and
identification of the ATD be included when logging pilot time as described in the letter of
authorization (LOA). It is the responsibility of the flight instructor, student, or certificated
pilot to verify the device is qualified and approved for training or experience
requirements. It would be appropriate for the person using the ATD to retain a copy of
the LOA. Evaluators such as Designated Pilot Examiners (DPE) are instructed to request
a copy of the LOA from applicants logging ATD pilot time, to verify the time acquired in
the trainer qualifies for the minimum experience requirements for a certificate or rating.
Note: There are no restrictions on the amount of training accomplished and
logged in training devices. However, the regulatory limitations on maximum
credit allowed for the minimum pilot certification requirements are specified by
parts 61 and 141 and in the LOA. No approvals or authorizations are provided for
aircraft type ratings using ATDs.
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Appendix D
D.4 Reporting ATD Use and Training Data. Pilot schools, flight instructors, and owners
using an FAA-approved ATD for airmen training or experience requirements are
requested to notify the General Aviation and Commercial Division annually that would
include the information listed below. This information is voluntary and will be used to
continually validate the authorized use of the ATD and to determine whether additional
uses or regulatory amendments are necessary. The information provided should be sent to
atdrecords@faa.gov. The letter should contain:
• The name, address, and phone number of the individual, organization, and pilot
school certificate number (if applicable) providing the training or experience;
• Address and location of the ATD;
• The courses for pilot certification in which the ATD will be used;
• The make and model (M/M) of the ATD being used for training and the LOA
expiration date,
• Notice of sale, change of location, or discontinued use of the ATD; and
• Any information considered helpful in determining the level of effectiveness of
the device.
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Appendix E
APPENDIX E. EVALUATION AND SUBJECTIVE TEST CRITERIA
E.1 General Requirements and Evaluation.
E.1.1 Devices eligible as an Aviation Training Device (ATD) must conform to an acceptable
aircraft cockpit configuration and instrument panel design. (See Appendix B, Basic
Aviation Training Device (BATD) Requirements, and Appendix C, Advanced Aviation
Training Device (AATD) Requirements.) The simulated systems and subsystems
should be able to perform operational functions and performance maneuvers that closely
mimic the represented aircraft. Specific attention should be given to ergonomic and
human factors.
E.1.2 ATDs must be designed to readily facilitate training, practice, and improving piloting
skills. This should include both the procedural and operational performance tasks
specified in the Airman Certification Standards (ACS). The criteria listed in
Appendices B and C and the checklist shown in Table E-1 below will be used to
determine whether the design and performance of the training device qualifies for FAA
approval as an ATD. The FAA will use the following checklist during the evaluation of
an ATD and must be included in the Qualification and Approval Guide (QAG):
Table E-1. Procedures and Tasks Test Checklist
Maneuvers and Tasks Yes/No/NA
a) Pretakeoff
1) Engine start
2) Taxi and brake operation
b) Takeoff
1) AIRPLANE Takeoff
i) Run-up and powerplant checks
ii) Acceleration characteristics
iii) Nosewheel and rudder steering
iv) Effect of crosswind
v) Instrument
vi) Landing gear, wing flap operation
2) HELICOPTER Takeoff
i) Powerplant checks
ii) From hover
iii) From ground
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Appendix E
Maneuvers and Tasks Yes/No/NA
iv) Vertical
v) Running
c) In-Flight Operation
1) AIRPLANE In-Flight Operation
i) Climb
(a) Normal and max. performance
(b) One-engine-inoperative procedures (multiengine)
ii) Cruise
(a) Performance characteristics (speed vs. power)
(b) Normal and steep turns
(c) Approach to stalls (i.e., stall warning), stalls, and
recovery.
Execute from takeoff, cruise, and approach and landing
configurations.
(d) In-flight engine shutdown (multiengine)
(e) Fuel selector function
(f) In-flight engine start
iii) Approach
(a) Normal (with and without flaps) (check gear warning,
if applicable)
(b) Best glide no power
iv) Landings
2) HELICOPTER In-Flight Operation
i) Hovering and air taxi
(a) Forward
(b) Rearward
(c) Sideward
(d) Turns
ii) Climb
iii) Cruise
(a) Performance characteristics (speed vs. power)
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Appendix E
Maneuvers and Tasks Yes/No/NA
(b) Turns
(i) Recovery
(ii) Skidding
(iii) Slipping
(iv) Steep turns
(c) In-flight engine shutdown and start (multiengine)
(d) Descents
(e) Straight in and 180º autorotation
(f) Landings
d) Instrument Approaches
1) Nonprecision
i) GPS and LPV
ii) GPS-WAAS (optional)
iii) All engines operating
iv) One or more engines inoperative
v) Approach procedures (VOR, VOR/DME, LOC procedures
on an ILS, LDA, RNAV (RDP) or RNAV (GPS) to LNAV,
LNAV/VNAV or LPV)
2) Precision
i) ILS
ii) GLS (optional)
iii) Effects of crosswind
iv) With engine inoperative (multiengine)
v) Missed approach
(a) Normal
(b) With engine(s) inoperative (multiengine)
e) Surface Operations
1) AIRPLANE Surface Operations (Post Landing)
i) Approach and landing roll
ii) Braking operation
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Appendix E
Maneuvers and Tasks Yes/No/NA
iii) Reverse thrust operation, if applicable
2) HELICOPTER Surface Operations
i) Landings
ii) Landing area operations
f) HELICOPTER Emergency Operations
1) Power failure at hover
2) Power failure at altitude
3) System and equipment malfunctions
4) Settling with power (optional)
5) Low rotor RPM recovery (optional)
6) Antitorque system failure
7) Dynamic rollover (optional)
g) Any Flight Phase
1) Aircraft and Powerplant Systems
i) Electrical, mechanical, or hydraulic
ii) Flaps (airplane)
iii) Fuel selector and oil temp/pressure
iv) Landing gear (if applicable)
2) Flight Management and Guidance Systems
i) Autopilot (if standard equipment)
ii) Flight director (AATD only)/system displays (if installed)
iii) Navigation systems
iv) Stall warning systems avoidance (airplane)
v) Multi-function displays (if applicable)
3) Airborne Procedures
i) Holding
ii) Uncoordinated turns – slipping and skidding demo
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Appendix E
Maneuvers and Tasks Yes/No/NA
iii) Configuration and power changes and resulting
pitch changes
iv) Compass turns and appropriate errors (if installed)
4) Engine Shutdown and Parking
i) Systems operation
ii) Parking brake operation (if installed) (airplane)
h) Can simulate engine failure, including failures due to simulated
loss of oil pressure or fuel starvation.
i) Can simulate the following equipment or system failures:
1) Alternator or generator failure.
2) Vacuum pump/pressure failure and the associated flight
instrument failures.
3) Gyroscopic flight instrument failures.
4) Pitot/static system malfunction and the associated flight
instrument failures.
5) Electronic flight deck display malfunctions.
6) Landing gear (if retractable) or flap malfunctions.
j) Independent Instructor Station Requirements (AATD Only)
1) Displays published airways and holding patterns.
2) Displays aircraft position and track.
3) Displays aircraft altitude and speed.
4) Displays NAVAIDs and airports.
5) Can record and replay aircraft ground track history for entire
training session.
6) Can invoke instrument or equipment failures.
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Appendix E
E.2 Requesting FAA Approval of ATD. The manufacturer of an ATD must include this
completed checklist in the QAG and indicate that maneuver or function is executable in
the trainer. In some instances, it can be indicated as not applicable (NA) such as
multiengine or helicopter requirements. The letter of application signed by the
manufacturer must be submitted to the General Aviation and Commercial Division
(per Appendix A, General Information), along with a complete QAG describing how the
training device meets basic aviation training device (BATD) approval criteria listed in
Appendix B, and if applicable the additional advanced aviation training device (AATD)
approval criteria listed in Appendix C. The manufacturer must also submit at the time of
application an operations manual for the trainer.
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Appendix E
Figure E-1. Example Application Letter Requesting Evaluation
Dear [Name of FAA ATD Program Manager]: Date:
[Name of manufacturer] requests an evaluation of its [ATD model name] [basic or
advanced] aviation training device for approval by the Federal Aviation Administration
(FAA) at:
[Location and address where the functional evaluation is requested].
This training device is fully described in the accompanying Qualification and Approval
Guide (QAG) and is completely operational and available for FAA evaluation. The [model
name] has been evaluated and tested by [manufacturer name] and appears to meet the
minimum criteria for approval as a (BATD or AATD).
The following [manufacturer’s name] personnel have assessed this training device
as compliant:
Name
Qualification & Title
Pilot Name
Qualification & Title
And attest that:
This training device effectively represents a [category, class, and model aircraft] and the
associated systems and subsystems found in that aircraft. Additionally, the performance and
handling qualities have been evaluated and adequately represent the category, class, and
model of aircraft. The [model name] contains the minimum design features required for a
basic aviation training device (BATD), or advanced aviation training device (AATD),
as described in Advisory Circular (AC) 61-136, FAA Approval of Aviation Training
Devices and Their Use for Training and Experience.
Sincerely,
[Signature of Manufacturer or Authorized Representative]
[Printed Name of Signatory and contact information, including address, phone number,
and email]
Enclosures – QAG and Operations Manual for [manufacturer, model name of
training device]
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Appendix E
E.3 ATD Approval Process Summary.
E.3.1 The manufacturer provides the General Aviation and Commercial Division an application
letter, QAG, operations manual, and demonstration video for evaluation, via email with
text files attached at least 90 days in advance (120 days recommended). Email is the
preferred correspondence method. Videos should be provided via YouTube link. Send
correspondence and documents to the General Aviation and Commercial Division at
9-AFS-800-Correspondence@faa.gov.
E.3.2 If the application letter and QAG are found to be initially incomplete or inadequate, then
the FAA will contact the manufacturer describing the needed revisions.
E.3.3 When a qualifying QAG is submitted and found adequate, the FAA will request that a
video be submitted to the FAA accomplishing tasks identified in the task table (see
Table E-1). After FAA review of the demonstration video, if it appears that the trainer
qualifies, an aviation safety inspector (ASI) will be scheduled to conduct an on-site
functional evaluation of the training device.
E.3.4 If the functional evaluation results are successful, the FAA will issue a letter of
authorization (LOA) to manufacturer in approximately 30 days.
E.3.5 If the evaluation results are found unacceptable, the FAA evaluator will notify the
manufacturer of the discrepancies for correction, and will plan to accomplish a followup
inspection when the manufacturer has resolved those discrepancies.
E.3.6 When a successful functional evaluation is accomplished, the General Aviation and
Commercial Division will issue an LOA along with the FAA-approved QAG to the
manufacturer via FedEx envelope, regular mail, and/or email.
E.4 Previously Approved Training Devices Seeking a New LOA.
E.4.1 The manufacturer sends a QAG and a separate formal letter requesting evaluation and
approval via regular mail or as text word files attached to an email to the FAA (General
Aviation and Commercial Division) using the normal evaluation request procedures
described by this AC. The request should include a copy of the previous LOA, as well as
a contact phone number and email address.
1. Email is the preferred correspondence method at
9-AFS-800-Correspondence@faa.gov.
2. See Appendix A, paragraph A.5, Previously Approved Devices, for
information concerning devices that have not previously been approved as
either an AATD or BATD.
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Appendix E
E.4.2 The FAA receives the previous LOA, revised QAG, and application letter requesting
evaluation and approval of the manufacturer’s previously approved training device. The
general procedures listed in paragraph E.3 will apply. The FAA will consider previous
applications, evaluations, and reviews conducted for the training device in determining
whether an additional operational evaluation is necessary.
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Advisory Circular Feedback Form
If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the General Aviation and
Commercial Division at 9-AFS-800-Correspondence@faa.gov or the Flight Standards
Directives Management Officer at 9-AWA-AFS-140-Directives@faa.gov.
Subject: AC 61-136B, FAA Approval of Aviation Training Devices and Their Use for Training
and Experience
Date: _____________________
Please check all appropriate line items:
An error (procedural or typographical) has been noted in paragraph ____________
on page _______.
Recommend paragraph _____________ on page __________ be changed as follows:
______________________________________________________________________
______________________________________________________________________
In a future change to this AC, please cover the following subject:
(Briefly describe what you want added.)
______________________________________________________________________
______________________________________________________________________
Other comments:
______________________________________________________________________
______________________________________________________________________
I would like to discuss the above. Please contact me.
Submitted by: Date: ______________________
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