HomeMy WebLinkAbout1.26.22 UAPB Agenda Packet1
2 3
Resolution to approve LRTP goes here List of Representatives
and Staff Involved
(to come)
4 5
Table of Contents
Background 1
Regional Context 5
Guiding Principles 29
Transportation Funding 55
Road and Bridge Network 61
2022-2030 Project map and tables 95-97
2026-2035 Project map and tables 98-100
2036-2045 Project map and tables 101-103
Bicycle and Pedestrian Network 105
2022-2050 Project maps and tables 116-118
Passenger Transportation 121
Freight Network 137
Aviation 142
Supporting Documents 150
6 7
List of Figures and Maps
(to come)
8 1 BACkGRouND
The Metropolitan Planning organization
Federal legislation requires any urbanized area with a population over 50,000 to have a metro-
politan planning organization (MPO) to ensure that existing and future expenditures of federal
funding for transportation projects and programs are based on the continuing, cooperative,
and comprehensive (“3-C”) planning process. This helps to ensure that metropolitan region-wide
plans are developed through intergovernmental collaboration, rational analysis, and consen-
sus-based decision making. Transparency through public access to participation in the planning
process and electronic publication of plans is now required by federal law.
The Metropolitan Planning Organization of Johnson County (MPOJC) provides transportation
planning services for the Iowa City urbanized area, including Iowa City, Coralville, North Liberty,
University Heights, Tiffin, Johnson County, and the University of Iowa. The MPO facilitate col-
laboration of governments, interested parties, and residents of the metro area in the planning
process. The urbanized Area Policy Board is composed
of 15 voting members made up of elected officials from each
of the member entities plus 1 representative appointed by
the president of the University of Iowa. Representation is
proportional to population of the entity, however Iowa City is
limited to 6 members to avoid having a majority of the seats
on the Board.The Iowa City Community School District has one
non-voting school board member. The Board is organized to
conform with the federal requirements of the MPO
•Smart transportation investment means allocating scarce federal and other transportation
funding resources to the areas of greatest need.
•Planning for the metro area should reflect the region’s shared vision for its future and
requires a comprehensive examination of the region’s future and investment alternatives.
•The MPO facilitates collaboration between governments, interested parties, and residents.
Meetings of the Urbanized Area
Policy Board allow representatives of
the MPO entities to discuss shared
goals and challenges and to plan for
investments that benefit the metro
transportation system..
Photo courtesty City Channel 4
2 3BACkGRouNDBACkGRouND
What is the Long Range Transportation Plan?
The development and adoption of a Long Range Transportation Plan (LRTP) is required by the
U.S. Department of Transportation (DOT) for all urbanized areas in order to receive federal fund-
ing under the Fixing America’s Surface Transportation Act (FAST Act). The FAST Act is the most
current federal legislation (adopted 2015) that establishes federal transportation funding pro-
grams for surface transportation modes.
The Plan must represent all municipalities in MPOJC’s long range planning area and be compre-
hensive, considering all modes of surface transportation. It should coordinate transportation
issues among and between adjacent municipalities and attempt to address conflicting perspec-
tives. The Plan should be continuing in its evolution and be updated as community priorities
change, but at least every five years according to Federal requirements.
MPO entities and the public should have adequate opportunity to comment on the provisions
of the proposed plan. The Plan should reflect priorities for the community that can be translated
into politically viable and financially reasonable transportation projects during the life of the plan.
The LRTP is the transportation vision for the metro area in the same way that a comprehen-
sive plan is the land use vision for a municipality. A comprehensive plan provides the basis for
subsequent zoning and subdivision laws in a municipality, and a long range transportation plan
should provide a similar basis for the programming of projects for all modes of transportation.
To maximize effectiveness, a transportation plan should be consistent with the land use plans of
the individual entities.
In general, this plan shall carr out a transportation planning process taht provides for consider-
ation and implementaton of projects, strategies, and services that support the Federal Highway
Administration Planing Factors:
•Economic Vitality
•Safety
•Security
•Accessibility and Mobility
•Environment, Energy Conservation, Quality of LIfe
•Integration/Coonectivity
•System Management/Operation
•Preservation
•Resiliency and Reliability
•Travel and Tourism
Long Range Plan Vision:
To ensure the strategic use of public invest-
ments and policies for the creation of a safe,
efficient, and equitable transportation net-
work that enhances economic opportunity
and growth while preserving our environ-
ment and quality of life.
The Metropolitan Area
The Metropolitan Area Planning Boundary is the area in which the
metropolitan transportation planning process is carried out. The
boundary includes the five municipal entities—Coralville, Iowa City,
North Liberty, Tiffin, and University Heights—and a portion of un-
incorporated Johnson County directly adjacent to the metro area.
Only projects located within the urbanized area planning boundary
are eligible for federal funding through the MPO.
North Liberty
CoralvilleTiffin
University
Heights Iowa City
http://www.to2040.org/assets/2015_plan/AppendA_FedPlanFact_adopt_final.pdf
28 29ReGioNAL CoNTexT GuiDiNG PRiNCiPLeS
Guiding Principles
Average Housing + Transportation Costs as Percent of Household Income
The statistics for communities are modeled for the
Regional Typical Household.
Income: $55,842
Commuters: 1.25 vehicles
Household Size: 2.38 (Iowa City, IA)
Source: Housing and Tranpsortation Fact
Sheets, Center for Neighborhood Tech-
nology. Based on data from the American
Community Survey: 2019.
http://htaindex.cnt.org/
30 31GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
GUIDING PRINCIPLE #1
Economic Opportunity
Supports growth, innovation, job creation, and productivity
An efficient, reliable, and accessible transportation network is an essential component for fos-
tering economic opportunity—one that connects suppliers with producers; businesses with
workers and customers; and people with employment centers, education, and services. A true
multi-modal transportation network, where all modes of transportation are provided, ensures
the flexibility to support a variety of industries and businesses.
In many ways, the transportation system in the Iowa City Urbanized Area performs very well.
Geographically, the region benefits from being situated at the crossroads of Interstates 80 and
380, Highway 1, and Highway 6. Local efforts have produced one of the most heavily utilized
public transit systems in the country (ridership per capita). The adopted Complete Streets policy
along with a cooperative approach to regional trail planning has helped to established a com-
prehensive bicycle and pedestrian network. The area is also served by the Iowa Interstate Rail-
road and CRANDIC Railroad, with the CRANDIC line ideally located for potential future passenger
service between major employment centers in Coralville and North Liberty and the University of
Iowa’s central campus and hospital in Iowa City.
When compared with peer communities, the region boasts minimal congestion on roadways as
shown by very low delays per auto commuter – at 30% less than the national average [2019Amer-
ican Community Survey]. Maintaining minimal road congestion, and providing access to job cen-
ters of the future will be a key component of ensuring economic opportunity throughout the
region for both commuters and freight alike.
Strategies to enhance economic opportunity:
• Focus transportation dollars to areas of greatest need.
• Direct investments towards areas that encounter significant congestion.
• Encourage use of intelligent transportation technologies and efficient intersection de-
sign to improve corridor efficiency.
• Expand and improve multi-modal access to employment.
• Perform transportation engineering evaluations to aid in maximizing efficiency at spot
locations.
• Facilitate the annual Traffic Signal Timing program and provide updated signal timing
recommendations at least once every five years.
PERFORMANCE MEASURES
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA
CURRENT
TREND
↓18.5 min 18.5 min ↑
↑93%↓Transit Access to
Employment Percent of metro employees within 1/4 miles of transit route.
Travel Time to Work Average travel time for all workers in the metro.
PERFORMANCE
MEASURE DEFINITION
GOAL
Supports growth, innovation, job creation, and productivity.
OBJECTIVES
University of Iowa Research Park and the
965 corridor
Located along and north of Oakdale Boulevard in
Coralville, the University of Iowa Research Park is home
to 15 companies with an additional16 incubator tenants
located in the BioVentures Center and employs approx-
imatley 2,000 workers. Addtional office development
adjacent to the research park includes UI Healthcare
Support Serivices (900 employees) and Sedgwick (200
employees). A $395-million UI Healthcare facility now
under construction at the corner of Hwy 965 and For-
evergreen Road in North Libertyand will open in 2025
and will be a large economic generator in this area of
the Metro.
Average Commute Time
in minutes
Workers Age 16+
Source: American Community Survey 2019
Metro Area communities enjoy lower average commute times
to work compaired to the national average (27.6 minutes) and
most are lower than the state average (19.8 minutes).
An illustration of the Univerisity of Iowa Hospital Center now under construction on Forevergreen Road in North Liberty.
Photo courtesy Neumann Monson Architects.
17
18.7
24.3
19.5
15.3
ioWA CiTYCoRALViLLeNoRTH LiBeRTYTiFFiNuNiVeRiSTY HeiGHTSPark Place in Tiffin is a
450+ acre mixed use de-
velopment that includes
multi-family, single-fam-
ily lots, and a variety of
commercial uses located
just west of I-380.
32 33GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
GUIDING PRINCIPLE #2
Environment
Preserves and protects our natural resources, including land, water, and air
Transportation, land use, and development patterns have a signficant impact on our environ-
ment. While the MPO has prioritized preserving and improving existing transportation infrastruc-
ture to address congestion and safety issues, the long-range plan considers more broadly how
to minimize these conflicts as the metro area grows.
Land use patterns have a profound impact on the type and design of transportation infrastruc-
ture and determine the feasibility of alternative travel modes. While it is important to recognize
differences in local and regional land use planning and economic development objectives, align-
ing land use with transportation goals is an essential step in addressing many environmental and
transportation concerns.
• Using land efficiently conserves farmland and helps to avoid environmentally sensitive areas,
such as wetlands and woodlands, which in turn preserves water quality and reduces flooding
impacts. It also provides opportunities for recreation and scenic views that enhance quality
of life and economic development in our communities.
• Encouraging compact development, with well-connected street patterns that support active
forms of transportation, helps to reduce travel demand by reducing the length and number
of trips necessary to meet daily needs.
• Mixed use development at appropriate locations can reduce travel times and distances for
residents to access their daily needs.
• Locating residential areas near destinations like employment centers, schools, and shopping
can reduce the length and number of trips a household must make in a day.
Attention to the natural and social environment should be demonstrated during transportation
project development. Projects included in the LRTP are often years away from final design. De-
tailed environmental review may not be feasible at the earliest stages of the planning process,
however, the MPO can identify potential impacts to natural and historic resources which can
help ensure that transportation projects have minimal impacts on the environment.
Land use Patterns and environmental Quality
While pollutant emissions from motor vehi-
cles have dropped dramatically over the last
three decades, air quality problems remain
a concern in metropolitan areas, in part due
to increases in vehicle miles travelled (VMT).
Research has linked air pollution with public
health problems and led the U.S. Environmen-
tal Protection Agency (EPA) to establish lower
thresholds for acceptable levels of air pollu-
tion. On a global scale, climate change has fo-
cused attention on the environmental impacts
of the transportation sector, which contributes
more than 25% of our nation’s greenhouse gas
(GHG) emissions.1
Substantial reduction in VMT can be achieved
through land use changes alone. Compact de-
velopment can reduce the need to drive by 20-
40%, as compared with traditional suburban
development patterns, resulting in a 7-10%
reduction in CO2 transportation related emis-
sions by 2050.2
The term “compact development” does not
mean high-rise or even uniformly high density.
but rather higher average “blended” densities.
Compact development may be achieved with
a belnd of densities and a mix of land uses,
strong population and employment centers, in-
terconnected streets, and short block lengths.
1. Source: U.S. DOT Transportation and Climate Change
Clearinghouse https://climate.dot.gov/about/transporta-
tions-role/overview.html.
2. Source: “Growing Cooler: The Evidence for Urban
Development and Climate Change.” Urban Land Institute.
R. Ewing, et. al. (2007)
environmental Consultation
Federal code outlines requirements for MPOs regarding environment con-
sultation. During project development, MPOJC encourages its member en-
tities to strive to avoid or minimize any detrimental effects that transporta-
tion projects may have on the environment. The MPO encourages member
entities to follow the steps used to define mitigation in 40 CFR 1508.20,
which are:
1. Avoid the impact altogether by not taking a certain action or parts of
an action
2. Minimize impacts by limiting the degree or magnitude of the action
and its implementation
3. Rectifying the impact by repairing, rehabilitating, or restoring the
affected environment
4. Reducing or eliminating the impact over time by preservation and
maintenance operations during the life of the action
5. Compensating for the impact by replacing or providing substitute
resources or environments
Avoiding negative impacts to the environment should always be a primary
goal during project implementation. When this cannot be achieved, mini-
mizing impacts and compensating for those impacts that cannot be avoid-
ed helps to ensure that negative environmental externalities are factored
into the costs of a project.
To help understand potential environmental impacts of transportation
projects, MPOJC consults with the following local, regional, and statewide
organizations which have an interest in environmental issues in our area:
• Iowa Department of Natural Resources
• Johnson County Soil and Water Conservation
• Iowa Valley Resource Conservation and Development
• Iowa State University Extension and Outreach
• Johnson County Environmental Advocates
• Bur Oak Land Trust
34 35GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
environmental Justice
To ensure that local transportation projects/policies adhere to
the principals of environmental justice as directed in Executive
Order 12898, the maps on pages 12 and 52 (reference median
household income and non-white population map page numbers)
illustrate social and environmental factors that will be considered
during the development of transportation projects. These figures
provide general information; more detailed investigations of specif-
ic project impacts will be analyzed during the project-level studies
and subsequent national EPA processes.
Strategies to Safeguard the Environment:
• Avoid impacts to environmentally sensitive features, such as
woodlands and wetlands, early in the planning process when
planning fpr new infrastructure.
• Expand context sensitive and sustainable solutions in the plan-
ning and design of transportation infrastructure to help mini-
mize impacts on water quality and flooding.
• Continue to monitor National Ambient Air Quality Standards
thresholds for fine particulate mater (PM 2.5) and improve air
quality when possible.
• Support the increased use of Electric Vehilces and improve ac-
cess to charging infrastructure.
• Integrate land use and economic devleopment goals with trans-
portation planning. Encourage and support land use plans and
policies to enhance overall transportation efficiency, including
compact and mixed use development.
• Follow adopted MPO “Complete Streets” Policy.
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA
CURRENT
TREND
Increase 1.40 1.6 ↑
↓660,194 (1000s
of miles)
702,664 (1000s
of miles)↑
↓9.04 (2013)8.87 (2019)↓
↑36 (2021)EV Charging
Annual average concentration of Particulate
Matter (PM) 2.5 in Johnson County.
Total number of public EV charging stations in
the metro area.
Air Quality
PERFORMANCE
MEASURE DEFINITION
Housing Density Metro area housing units per acre.
Vehicle Miles Traveled Local VMT per capita (annual of 1000s of miles).
GOAL
Preserves and protects our natural resources including land, water, and air.
Improve access to Electric Vehicle charging infrastructure through policies, partnerships, and initiatives that encourage the adoption of EVs.
Integrate EV readiness into planning efforts, including transportation plans and sustainable communities' strategies.
Reduce pollution emissions, including CO2.
Encourage and support land use plans and policies to ehance overall transportation efficiency, including compact and mixed use
development and street connectivity.
OBJECTIVES
Continue to monitor National Ambient Air Quality Standard thresholds for fine particulate matter (PM 2.5) and improve air quality when
possible.
PERFORMANCE MEASURES
36 37GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
Strategies to Enhance Quality of Life:
• Plan for and enhance connectivity between existing neighborhoods, jobs, and local
services.
• Provide accessible, safe, and low-stress solutions in all transportation modes.
• Encourage coordinated land use and transportation planning.
• Promote mobility technology.
• Continue to incorporate safety factos in transportation planning for all modes.
• Continue to support Complete Streets designs and recommendations.
• Ensure pedestrian-friendly streets and access to recreational trails.
• Build with seniors and children in mind.
• Support efforts in areas with high growth/high density development potential that
justify transportation infrastructure investments.
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA
CURRENT
TREND
↓6 hrs/year
↑80%83%↑Trail Access
GOAL
Enhances livability and creates vibrant and appealing places that serve residents throughout their lives.
OBJECTIVES
Reduce travel delay to work.
Provide access to the trail network.
Provide access to transit service.
Ensure complete streets with sidewalks and ADA complaint curb ramps.
PERFORMANCE
MEASURE DEFINITION
Travel Delay to Work Annual hours of delay per automobile commuter.
Percentage of metro area households within 1/4 miles of
a trail system.
PERFORMANCE MEASURESGUIDING PRINCIPLE #3
Quality of Life
Enhances livability and creates vibrant and appealing places that serve
residents throughout their lives.
Transportation affects the daily life of every resident in the metropolitan area. When poorly de-
signed, transportation infrastructure may act as a barrier, isolating neighborhoods and limiting
access to community destinations, work, school, and essential services. As a result, travel may re-
quire more time, effort, or expense. On the other hand, a well-designed transportation network
enhances all travel modes, enabling residents to fully participate in the social and economic life
of their neighborhood and community.
Quality of Life benefits to transportation are often difficult to measure quanititatively. Low stress
travel routes with few conflict points and reliable speeds can determine whether daily commutes
are frustrating or pleasant experiences. Access to multiple modes of transportion can enhance
mobility for those too young or too old to drive as well as those with disabilities. Streets and trails
that are attractive and feel safe for all users, can encourage social interaction, build neighbor-
hood cohesion, and benefit the physical health and well-being of residents.
Transportation planning should consider the diverse needs of the community while reflecting a
vision for how the community hopes to grow. While investment is most often targeted to gener-
ate growth in jobs, housing, and business opportunities, our transportation network should also
ensure safe, reliable, clean, and healthy travel experiences for everyone.
“[The] trails saved me and my husband’s sanity during the
pandemic. Daily walks or even multiple walks a day were
routine when we couldn’t work. We are using them more,
even though we’re back to work. Lovely trails!”
from the LRTP online Transportation Survey (2021)
38 39GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
Costs rise as the road network expands
Each new lane-mile constructed will require
regular maintenance and preservation treat-
ment for its entire lifetime. The more lane-
miles a system has, the higher the overall
maintenance costs. In addition to maintaining
the surface pavement, additional miles of road
also increase costs for snow removal, restrip-
ing, and other operational activities that keep a
roadway functioning.
increasing public costs
The cost of construction and repair of high-
ways in the U.S. has nearly doubled since 2003,
according to the FHWA.
Source: National Highway Construction Cost Index https://
www.fhwa.dot.gov/policy/otps/nhcci/pt1.cfm
GUIDING PRINCIPLE #4
System Preservation
Maintain existing facilities in good and reliable condition
Good quality roads and bridges are an important part of a reliable transportation system and
impact the daily commutes of drivers across the metro area. With limited funding and an aging
system, it is more important than ever to focus on preserving our existing system through repair
and preventative maintenance. The Future Forward 2050 plan identifies strategies that focus on
the planning, maintenance, and financing of the area’s transportation system and equipment to
ensure it remains in good and reliable condition.
Rehabilitating a road that has deteriorated is substantially more expensive than keeping that
road in good condition. According to the American Association of State Highway and Transporta-
tion Officials, every $1 spent to keep a road in good condition avoids $6-$14 to rebuild the same
road once it has deteriorated significantly. Prioritizing reconstruction and rehabilitation over new
construction is essential to keep our local transportation system in working order and maximize
the results from each dollar spent.
DESIRED
TREND
BASELINE
DATA 2022 PLAN DATA TREND
↓20% (2025)9% (2019)↓
↑New Measure 46% (local) / 48.9% (state)
↓New Measure 9% (local) / 2.3% (state)
↑93% (2014)
state/federal 97% (2019) State/Federal ↑
↑70% (2013) Local
Fed Aid Routes
86% (2019) Local Fed Aid
Route ↑
↑New Measure 100% (local) n/a (state)↑
↓New Measure 0% (local) / n/a (state)
↑New Measure 83% (local) / 50.9% (state)
↓New Measure 4.6% (local) / 10.6% (state)
Cambus N/A
Coralville 100% (2020)
Iowa City Transit 0% (2020)
Cambus 13.51% (2020)
Coralville 60% (2020)
Iowa City Transit 26.12% (2020)
Cambus N/A
Coralville N/A
Iowa City Transit N/A
Cambus 0% (2020)
Coralville 0% (2020)
Iowa City Transit 100% Transit Facility/Storage &
0% Transit Downtown Annex
and Court St Transportation
Center (2020)
↑New Measure
↓New Measure
↑
↓
New Measure
New Measure
Percent of non-revenue vehicles met or
exceeded Useful Life*
Percent of revenue vehicles met or exceeded
Useful Life*
Percent of track segments with performance
restrictions*
Percent of assets with condition rating below 3.0
on FTA TERM Scale*
Transit
Percentage of NHS bridges classified as being in Poor condition*
Bridges
Percent of Interstate pavements in Good condition*
Percent of Interstate pavements in Poor condition*
Percent of non-Interstate NHS pavements in Good condition*
Pavement
Condition Index
Percent of non-Interstate NHS pavements in Poor condition*
Percent of pavement measured at FAIR or better condition.
PERFORMANCE
MEASURE DEFINITION
Percent of bridges (IDOT, County, & City) in Johnson County rated as
being deficient
Percent of NHS bridges classified as being in Good condition*
GOAL
Maintains the exisiting facilities in good and reliable condition.
OBJECTIVES
Increase percent of bridges in GOOD condition.
Increase percent of roads in FAIR or better condition.
Extend the life of assets and vehicles in GOOD condition.
Prioritize maintenance of existing transportation facilities over system expansion.
Ensure investments are adequate to improve bridge conditions.
PERFORMANCE MEASURES
Source: Iowa DOT 2019-2028 Transportation Asset
Management Plan https://iowadot.gov/systems_plan-
ning/fpmam/IowaDOT-TAMP-2019.pdf
40 41GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
The reconstruction of 5th Street was designed with transit, pedestrian, and bicycle facilities and offers a low-stress
alternative to 2nd Street in Coralville.
GUIDING PRINCIPLE #5
Choice
Offers accessible and affordable multi-modal transportation options.
Though a majority of adults rely on private motor vehicles for most daily trips, nearly everyone
uses additional modes to meet some of their needs, whether it is walking to a neighborhood
school or park; catching the bus to school or special events; or accessing a trail system for
recreation.
For individuals who do not own or have limited access to a private vehicle, what some call
“choice” is really a necessity. Transit or shared riding options are a vital stepping stone to
economic opportunity for low-income residents. For the elderly and people with certain dis-
abilities, transportation choice allows for full participation in community life and access to ser-
vices. Children and youth, a sizeable but often overlooked part of the population, rely heavily
on active transportation modes for independent access to schools, parks, and social activities.
Because time and convenience are primary factors that influence how many people travel, it
follows that transportation choices tend to be greater in areas where development is relatively
compact and destinations that serve residents’ daily needs are located close to housing. Resi-
dential density is essential for efficient transit services. A comprehensive network of pedestrian
and bicycle facilities help to expand transportation options and are an essential complement
to transit services.
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA
CURRENT
TREND
↑14.9% (2015)19.43% (2019)↑
↑6.2 miles
↑
↓13 miles
↑
Sidewalk Deficit Roadway miles on which sidewalks are NOT provided.
Residential Density Percentage of dwelling units within 1/4 mile of transit route.
Mode Split Percentage of workers commuting via walk, bike, transit, or rideshare.
Bike Lane Mileage Centerlane miles of bikelanes.
Bike Facility Coverage Percentage of arterial street miles that include bike lanes or sidepaths.
PERFORMANCE
MEASURE DEFINITION
GOAL
Offers accessible and affordable multi-modal transportation options
Coordinate land use with transportation planning to optimize multi-modal transportation, connectivity, and access.
Ensure a connected network of bikeways and pedetrian routes across the metro by expanding existing facilties, closing gaps, and eliminating barriers.
Plan for moderate to high-density residential development and mixed uses along arterial streets and transit corridors.
Apply complete streets policy, including ADA compliant curb ramps, to all roadway projects.
OBJECTIVES
PERFORMANCE MEASURES
Strategies to ensure Transportation Choice:
• Ensure compliance with Complete Streets Policy and the Americans with Disabilities Act
(ADA) requirements on all public street projects.
• Coordinate land use with transportation planning to optimize multi-modal options, focus-
ing investmens around higher desntiy development and compact, mixed use areas.
• Enhance access to activity centers (e.g. commercial areas, schools, recreation, and employ-
ment centers by ensuring provision of transit service and safe, low-stress pedestrain and
bicycle facilities.
• Follow FHWA, NACTO, and AASHTO best practices when planning and implementing new
streets.
• Explore opportunities to exapnd public transit across metro communities.
Even a busy, multi-lane road can be made more
hospitable to bicycles and pedestrians. Well-de-
signed and landscaped sidepaths extend along
Coral Ridge Avenue with pedestrian refuge
islands to make crossing easier. Separated grade
crossings pass under this busy roadway at two
locations in Coralville and at two more in North
Liberty (on Ranshaw Way).
Operated by the Eastern Iowa Council of Gov-
ernments with funding from the Iowa DOT, the
380 Express Bus service is intended to provide
a choice for commuters traveling between Iowa
City and Cedar Rapids during the construction
of the I-80/380 interchange.
Planned grade crossing under Ranshaw Way
(Hwy 965) in North Liberty will open in 2022.
42 43GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
GUIDING PRINCIPLE #6
Safety
Enhances the safety of all users through a well-desinged/maintained
transparent network.
The safety of motorists, bicyclists, and pedestrians is a top priority in transportation planning.
Motor vehicle collisions result in premature deaths, serious injuries, and are a cause of major
economic losses and disruptions to the transportation system. Safety concerns can discourage
residents from utilizing active transportation such as bicycling, walking, and transit.
Planning for transportation safety should be a comprehensive, multi-modal process that inte-
grates safety into surface transportation decision-making. MPOJC supports these processes
through:
• Maintaining the metro collision report, which identifies problem intersections/midblock
locations and provides countermeasures
• Performing transportation engineering studies
• Conducting road safety audits
• Evaluating pedestrian and bicycle accommodations
• Inventorying ADA facilities - sidewalks, curb ramps, transit stops
• Reviewing traffic signal timings and operations
• Assisting MPO entities with safety-related grant funding applications
Grant funding scoring criteria [used for scoring projects for STBG/TAP funding/PG# with scoring
criteria] used by the MPO Urbanized Area Policy Board helps support safety initiatives, placing a
greater weight on capital infrastructure projects that address documented safety issues.
increasing Population and VMT
From 2015 to 2019, metro area population increased 1.5% while metro vehicle miles trav-
elled (VMT) increased by 6%. VMT is outpacing population growth as drivers are, on the whole,
driving more miles. During the same period, overall collisions increased by 11%, fatal collisions
increased by 33%, and serious injury collisions reduced by 41%. The reduction in serious injugy
collision could be attributed to a variety of factors such as infrastructure safety and efficiency
improvements, intelligent transportation systems, in-vehicle technologies (such as air bags), and
educational outreach campaigns.
CollisionsMetro Area
Source: Iowa Department of Transportation SAVER: 2011-2015 and 2016-2020 comparison.
Note: There were 4 collision fatalities in the Urbanized Area in the most recent 5-year period and 3 fatalities in
the previous 5-year period.
2011-2015 and 2016-2020 comparison
Collision Trends
During the 5-year period 2016-2020, motorist collisions
attributed to distracted driving increased by 155% over
the previous 5-year period. Of the distracted driver
collisions, 43.5% were caused by drivers under the age of
24. The increase in distracted driving collisions represents
a major safety challenge and places drivers, passengers,
and more vulnerable road users at an increased risk of
serious injury or death. During this same 5-year period,
collisions attributed to drug or alcohol use increased by
4.7%.
Highest Collision intersections:
1. Hwy 6 & S Gilbert St (Iowa City)
2. Hwy 6 and Sycamore St (Iowa City)
3. Hwy 6 and Boyrum St (Iowa City)
4. Oakdale Blvd & Coral Ridge Ave (Coralville)
5. Burlington St & Gilbert St (Iowa City)
6. 2nd St and 1st Ave (Coralville)
7. Riverside Dr & Hwy 1 & Hwy 6 (Iowa City)
8. Burlington St & Madison St (Iowa City)
9. Kansas Ave & Penn St (North Liberty)
10. Riverside Dr & Benton St (Iowa City)
Highest Collision Mid-Block Locations
1. 2nd St between 1st Ave & Hawkins Dr/Rocky Shore Dr (Coralville)
2. 2nd St between 25th Ave & 23rd Ave (Coralville)
3. 2nd St between 4th Ave & 1st Ave (Coralville)
4. Hwy 6 between Valley Ave & N Riverside Dr (Iowa City)
5. 2nd St between Camp Cardinal Blvd & 20th Ave (Coralville)
44 45GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
Collision Trends
Bicycling, walking, and transit are becoming in-
creasingly popular ways for residents to meet
their transportation needs. Between 2011 and
2015, the number of bicycle commuters in the
metro area increased 21%, pedestrian com-
muters increased 14%, and transit commuters
increased 11%.
Although metro area collisions are trending
down, there has been a 13% increase in bicy-
cle collisions and 18% increase in pedestrian
collisions. Between 2011 and 2015, four pe-
destrians were killed in collisions in the metro
area. During the same time period there were
no bicycle fatalities and only 5% of all bicycle
crashes resulted in major injury (8 bicyclists).
DESIRED
TREND BASELINE 2021 PLAN DATA TREND
↓24 (local)15 (metro) / 342 (state)↓
↓0.761 (local) 0.442 (metro) / 1.019 (state)↓
↓127 (local)134 (metro) / 1,420 (state)↑
↓4.023 (local)3.930 (metro) / 4.230 (state)↓
↓32 (local)32 (local)No change
↓1.016 1.016 No change
↓170 198 (local)↑
↓154 152 (local)↓
Rate of fatalities per 100 million
vehicle miles travelled (VMT)*
Fatalities
Bicycle Collisions Total Collisions (5-year total)
Pedestrian
Collisions Total Collisions (5-year total)
Number of serious injury accidents*
(5-year total)
Rate of serious injury collisions per
100 million VMT*
Nonmotorized
Fatalities/Injuries
Serious Injuries
Number of non-motorized fatalities/
injuries* (5-year total)
Rate of non-motorized fatalities and
serious injuries per 100 million VMT
OBJECTIVES
Reduce the number and frequency of serious injury collisions
continue to decrease the number of bicycle collisions.
Provide access to transit service.
Ensure complete streets with sidewalks and ADA complaint curb ramps.
Transportation network designed and maintained to enhance the safety and security of all users.
GOAL
DEFINITION
Number of motor vehicle fatalities*
(5-year total)
PERFORMANCE
MEASURE
PERFORMANCE MEASURES
46 47GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
TRANSIT
SYSTEM SERVICE DESIRED TREND
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Fixed Route Bus
Demand
Response
Mean distance between major
mechanical failures by mode*
Transit Safety Total number of reportable safety
events and rate per total vehicle
revenue miles (VRM) by mode.*
Iowa City
Transit
Coralville
Cambus
Increase
No change
↓
↓
Coralville
Iowa City
Transit
Total number of reportable fatalities
and rate per total vehicle revenue
miles (VRM) by mode*
Total number of reportable injuries
and rate per total vehicle revenue
miles (VRM) by mode*
Iowa City
Transit
Iowa City Transit
Cambus
Coralville
Cambus
0
Coralville
Cambus
0
0
50,000
12,500
8,140
68,456
35,000
68,456
6 injuries / 0.9 per 100 k VRM
1 injury / 0 per 100 k VRM
1 injury / 0.5 per 100 k VRM
1 injury / 0.1 per 100 k VRM
2 injuries / 0.28 per 100 k VRM
1 injury / 0.1 per 100 k VRM
75 events / 10 per 100 k VRM
3 events / 5 per 100 k VRM
1 event / 0.5 per 100 k VRM
31 events / 0.1 per 100 k VRM
10 events / 1.43 per 100 k VRM
31 events / 0.1 per 100 k VRM
BASELINEDEFINITION
PERFORMANCE
MEASURE
PERFORMANCE MEASURES
GUIDING PRINCIPLE #7
Efficiency
Builds a well-connected transportation network with coordinated land use patterns to reduce travel demand and delay, miles traveled, and energy consumption
An efficient transportation network is essential to support the economy and livability of our met-
ro area. The ease with which people, goods, and services move across the metro area is perhaps
the most perceptible hallmark of a healthy transportation system. An inefficient transportation
network with excessive congestion, delays, indirect routes, and few transportation choices limits
mobility, increases frustration for users, and increases costs in terms of time, delay, fuel con-
sumption, and vehicle emissions.
Improving the efficiency of our transportation network should be a multi-faceted approach
whereby we seek to promote shared mobility by improving access to transit, reducing barriers
to active transportation such as bicycle and walking, promote land use patterns that support
efficient movement of goods services, and making smart investments in infrastructure and intel-
ligent transportation systems and efficient intersection design (e.g. roundabouts) to help traffic
move more efficiently. Priorities should be given to transportation infrastructure projects that
improve the efficiency of the existing network for vehicles, pedestrians, and bicycles.
Vehicular Traffic Congestion
According to the 2018 MPOJC Travel Demand Model, the metro area has relatively few areas of
major congestion (LOS E or F) however there are daily bottlenecks during peak travel periods on
Park Road in Iowa City, Melrose Avenue in University Heights and at an interstate ramp along I-80.
In 2018, 2% of roads during the AM peak hour and 5% of roads during the PM peak hour are con-
sidered congesting or significantly congested (LOS D, E, or F). By 2050, we expect these number
to increase to 13% in the AM peak hour and 15% in the PM peak hour if no additional capacity
investments are made to the network. If planned investments are made as proposed by local
entities, the metro area can reduce the miles of roadway that are congesting or significantly
congested to 10% during the AM peak hour and 13% during the PM peak hour by 2050. For a
more information on road network congestion please see pages XX – XX in the Road and Bridge
Network chapter.
By 2050:
without the additional planned capacity
investments included in this plan . . .
13% of roads during the AM peak hour
and 15% of roads during the PM peak
hour are expected to be congesting or
significantly congested
with planned investments:
10% of roads during the AM peak hour
and 13% during the PM peak hour are
expected to be congesting or significantly
congested.
Created by Bence Bezeredy,
from Noun Project.
Less than 1% of roads were significantly
congested during both AM and PM peak
hours in 2018.
The challenge for maintaining an efficient road system in a rapidly growing metro area:
“Road system” refers to interstate, highway, arterial, collector and other essential roads. For more information on the traffic
model and how it predicts future travel demand, see page XXX. Road and bridge projects are listed on page XXX.
48 49GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
PERFORMANCE MEASURES GUIDING PRINCIPLE #8
Health
Invites and enhances healthy and active lifestyles
Historically, our transportation system was designed to move people and goods efficiently
with little regard to the impact on community health. Today there is growing awareness across
metro communities that transportation systems exert a profound impact on quality of life and
health. Walkable, bikeable, and transit-oriented communities are associated with healthier
populations that experience more physical activity, lower body mass index, lower rates of traffic
injuries, and less air pollution.1
The way cities are planned and designed is strongly associated with the resulting levels of phys-
ical activity and health on both individual and community levels.2 In order to plan for a regional
transportation system that invites and enhances healthy and active lifestyles, we look to build
off of our multi-modal transportation options, generating active and motorized transportation
systems that are safe, well-maintained, and enhance connections to important destinations.
The region’s transportation system influences public health through four primary ways:
1. Active Transportation – People’s participation in active transportation (walking, bicycling,
and transit, to some degree) is influenced by the built and natural environment in which
they live. Transportation networks that encourage active transportation with continuous
and convenient sidewalks and crosswalks, bicycle facilities, and transit access can help peo-
ple increase their level of physical activity resulting in health benefits and disease preven-
tion.
2. Safety – All road users should be safe with minimal risks of injury. Well-designed
multi-modal transportation network designs that consider all users can reduce conflicts
and improve safety.
3. Air Quality – Air quality is an important component of transportation planning for commu-
nities, especially for at-risk groups including children and elderly persons. Increased num-
bers of vehicle trips and VMT are associated with higher levels of air pollutants resulting
from vehicle emissions, which can negatively impact respiratory health.
4. Connectivity / Accessibility – The transportation network should allow people to effi-
ciently access the places they need in order to live a healthy and active lifestyle such as
grocery stores, employment centers, hospitals, recreation facilities, and schools.
Active transportation is associated
with many positive health outcomes:
• Active commuting that incorporates cycling
and walking is associated with an 11 percent
reduction in cardiovascular risk.
• Active transportation as part of everyday trav-
el is as effective as structured workouts for
improving health.
• In addition to getting more overall daily
physical activity, teenagers who bike or walk
to school watch less TV and are less likely to
smoke than their peers who are driven to
school.
• Public transit users take 30 percent more
steps and spend roughly eight more minutes
walking each day than drivers.
• A 30-minute round-trip bicycle commute is
associated with better mental health in men.
Source: American Public Health Association Fact
Sheet, “Active Transportation: in addition to
getting more overall physical activity daily Health,
Safety and Equity.” https://www.apha.org/-/media/
Files/PDF/topics/transport/APHA_Active_Transpor-
tation_Fact_Sheet_2010.ashx
Measuring Street Connectvity
Connectivity refers to the density of connections in road networks and
the directness of links. A well-connected network has many short seg-
ments (links), numerous intersections (nodes), and few cul-de-sacs. Well
connected networks reduce travel distances and increase route options.
By allowing more direct travel between destinations, opportunity for
active modes of transportation are enhanced.
The connectivity index provides a simple measure of connectivity and is
calculated by:
1. Counting all nonarterial intersections and cul-de-sacs (nodes) in
the study area;
2. Counting all nonarterial roadway segments (links) between the
nodes in the study area; and
3. Dividing the number of links by the number of nodes.https://www.cityofhenderson.com/home/showpublisheddocu-
ment/1088/637383669815270000
DESIRED
TREND BASELINE
2022 PLAN
DATA TREND
↑96.40%19.43% (2019)↑
↓5,709 (2015)5,216 (2018)↓
No change New Measure 100% (local) /
100% (state)
↑New Measure 90.9% (local)
↓New Measure 1.14 (local) /
1.12 (state)
GOAL
Truck Travel Time Reliability (TTR) Index*
Travel Time Reliability
Builds a well-connected transportation network with coordinated land use patterns to reduce travel
demand and delay, miles traveled, and energy consumption
Vehicle Miles Traveled Local VMT per capita (annual, 1000's of miles)
Percent of the person-miles traveled on the Interstate
that are reliable*
Percent of the person-miles traveled on the non-
Interstate NHS that are reliable*
PERFORMANCE
MEASURE DEFINITION
Congestion Percentage of major road mileage at LOS of C or better at
peak hours.
OBJECTIVES
Reduce congestion along collector and arterial streets
Reduce metro vehicle miles traveled (VMT)
Reduce energy consumption
50 51GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
Strategies to Foster Health:
1. Promote active transportation through the creation of a safe and convenient transportation
network throughout the region.
2. Prioritize infrastructure improvements near transit stops and public transportation facili-
ties.
3. Encourage active lifestyles through way-finding signs, maps, and other educational materi-
als.
4. Improve elements of the transportation network that are seen as unsafe such as the scarci-
ty of sidewalks, crosswalks and bicycle facilities, in order to encourage active transportation
and increase safety.
5. Reduce injuries associated with motor vehicle crashes through the improvement of road-
way facilities and availability of transportation options.
6. Encourage active transportation to minimize air pollution from motor vehicles, and the
fuels used to operate them.
7. Address transportation needs and prioritize critical gaps to ensure equity and comprehen-
siveness in efforts to enhance active living.
8. Ensure all people have access to safe, healthy, convenient, and affordable transportation
options regardless of age, income, and other socioeconomic factors.
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA TREND
↑18.3% (2014)16.9% (2019)↓
↑96% (2013)95.5% (2019)↓
↑7.9 (2014)7.9 (2019)
GOAL
Invites and enhances healthy and active lifestyles
OBJECTIVES
Reduce congestion along collector and arterial streets
Food Environment
Index
Reduce metro vehicle miles traveled (VMT)
Reduce energy consumption
PERFORMANCE
MEASURE DEFINITION
Physical Activity Percent of adults in Johnson County who are physically active.
Seat Belt Use Percent of adults reporting to always use seat belts.
Indicator of access to healthy foods Low to High (0-10).
PERFORMANCE MEASURES Equity
Provide mobility and access for all people and all neighborhoods
In order to ensure equitable levels of transportation investment, MPO communities must con-
sider the unique needs and circumstances that impact mobility or access for individuals and
neighborhoods. On a programmatic (micro) level, this includes the type and design of facilities
or services needed to ensure all members of the community can meet their daily needs. On a
structural (macro) level, land use and transportation policies that support compact, and mixed
use development with a range of housing types helps maximize opportunties for multi-modal
and active transportation.
Transportation exerts a profound influence on people’s economic and social opportunities.
For some, the costs of transportation represents a major share of their household budget. For
others, inadequate or unreliable transportation serves as a significant obstacle to gaining and
retaining employment. For the elderly population and people with disabilities, transportation
can be essential to avoiding social isolation. For children and youth, reliable transportation
ensures regular school attendance and opportunities to participate in extracurricular activities
and recreation.
MPOJC efforts to support equitable transportation planning include:
• Development of a Complete Streets Policy that requires the accommodation of all travel
modes in the design of streets in order to receive federal funding. Complete streets max-
imize opportunities for active transportation and thereby the lower costs of travel while
increasing mobility options.
• Completion of a comprehensive ADA sidewalk ramp inventory, which enabled MPO com-
munities to target accessiblity improvements and services, such as paratransit, to assist
individuals with limited mobility.
• Development of grant funding criteria for MPO-funded projects that consider improve-
ments to ADA compliance and mode choice as well as improved access for roadways that
service multi-family development or other special populations.
• Partnering with Johnson County, ECICOG, local human services agencies, for the develop-
ment of a Mobility Coordinator - a position dedicated to working with persons with needs
for special transportation assistance.
• Assessment of signalized intersections to assist with prioritization of audible Accessible
Pedestrian Signal (APS) enhancements.
Challenges to
Mobility & Access
• Because low-income individuals are less
likely to own a car, they are more likely to
walk, wheel, or bike, even when conditions
are not ideal.
• Low income and minority populations are
less likely to live near or travel along roads
with safe, accessible, and high-quality
pedestrian and bicycle facilities.
• Low-income, minority, or immigrant
individuals are more likely to have jobs
that require them to commute outside of
traditional ‘9 to 5’ business hours, often
in the dark and when or where transit
services are not operating.
• Adults with disabilities are more tlikely as
those without disabilities to have inade-
quate transportation.
• Children, older adults, and individuals with
physical or cognitive disabilities may be
unable to drive and are, more reliant on
non-motorized travel modes.
• As individuals age, they are increasingly
likely to depend on public transit for their
primary transportation.
52 53GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
Strategies to ensure equity:
1. Ensure a range of affordable transportation options for all people and neighborhoods.
2. Maximize the safety, convenience, and reliability of the public transit system.
3. Prioritize the expansion and improvement of the sidewalk and multi-use trail network,
especially for direct access from multi-family or mixed use development.
4. Support land use and development policies that ensure safe and convenient access
between housing and employment areas, schools, recreation, and commercial areas.
5. Encourage multi-family zoning and development in areas served by transit.
6. Provide targeted LOS evaluation for non-motorized travel to evaluate transportation
services and infrastructure serving low-income and disadvantaged neighborhoods.
7. Prioritize projects that create or enhance multi-modal access to employment, educa-
tion, or recreational facilities.
8. Continue to support the Johnson County Mobility Coordinator.
DESIRED
TREND
BASELINE
DATA
2022 PLAN
DATA TREND
↓49% metro
average
49% metro
average
GOAL
Provides access and opportunity for all people in all neighborhoods.
OBJECTIVES
Reduce the barriers to partipcation in community activities--school, extracurriculars, etc.
Eliminate obstacles to employment and housing.
Ensure access to daily needs and essential services.
PERFORMANCE
MEASURE DEFINITION
Housing and
Transporation Costs
Average proportion of household income devoted
to housing and transportation costs.
54 55GuiDiNG PRiNCiPLeS GuiDiNG PRiNCiPLeS
PLACE HOLDER FOR INFOGRAPHIC
Transportation Funding
56 57TRANSPoRTATioN FuNDiNG TRANSPoRTATioN FuNDiNG
State Recreational Trails Program (SRT):
Established to create recreational trails in
Iowa for the use, enjoyment and participation
of the public.
Revitalize Iowa’s Sound Economy (RISE):
Promotes economic development in Iowa
through the construction or improvement of
roads.
Transportation Safety Improvement Pro-
gram (TSIP): Funds roadway safety improve-
ments, research, studies or public information
initiatives aimed to increase safety on public
roads.
Primary Road Fund (PRF): Funds the estab-
lishment, construction, and maintenance of
DOT facilities, state institutional roads, state
park roads, and restoration of secondary
roads and municipal streets used as primary
road detours.
Future Transportation Funding
Financial Planning overview
A sound financial plan demonstrating how the unified vision for our regional transportation
system can be achieved is a critical element of the Future Forward 2050 Plan. While this long
range transportation plan is not a programming document, FHWA regulations require that the
plan be ‘fiscally constrained’. To accomplish this, an analysis of fiscal constraint was undertaken
for the life of the Plan (2022-2050). This analysis fulfills the requirements of the current Federal
transportation legislation ‘FAST Act’ outlined in 23 CFR 450.322 (10).
Financial Planning overview
Following are brief descriptions of the primary funding sources used to forecast future funding
targets. While there are many additional State and Federal funding sources available, this list
includes only those that the MPOJC urbanized area has been successful in obtaining through
competitive grant processes.
LOCAL FUNDING SOURCES
In addition to road use tax revenue, a municipality’s general fund is often the primary funding
source for operations and maintenance costs. Funding for capital improvements on public
roads typically comes from the sale of bonds. General operating funds typically support pub-
lic transit capital and operations. Other local funding sources that help fund transportation
improvements include Tax Increment Financing (TIF) district revenues, fare or user fees and
assessments, transit levies, and property tax revenue.
STATE FUNDING SOURCES
Fiscal constraint is a required
component of long-range
planning. Transportation
expenditures included in this
plan should not exceed rev-
enue estimates during the
life of the plan. Simply put,
this plan includes only those
transportation improvements
that can be realistically com-
pleted based on anticipated
revenues.
$
$0
$500,000
$1,000,000
$1,500,000
$2,000,000
$2,500,000
$3,000,000
$3,500,000
FY06 FY07 FY08 FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20
MPoJC Formula Funding by Program
2006-2020
STP Funding
TAP/FLEX Funding
7%
26.3%
66.7%
STBG Project by Type (FY2012-2022)
7% New Construction
Reconstruction/
Maintenance
Capacity
improvements
Financial Forecast
To forecast future state and federal dollars available for Future Forward 2050
projects and programs, we establish a 10-year historic average of funding programs
and apply a 4% inflation rate recommended by the FHWA for each fiscal year cov-
ered by this plan. (2022-2050)
FEDERAL FUNDING SOURCES
National Highway Performance Program
(NHPP): Funding for resurfacing, restoring,
and rehabilitating, routes on the Eisenhower
National System of Interstate and Defense
Highways.
DOT Surface Transportation Block Grant
(STBG): Funds improvements to any roadway
or bridge on the federal-aid system, transit
capital projects, bicycle and pedestrian facil-
ities, enhancement projects, environmental
restoration, and the establishment of native
species.
Regional Surface Transportation Block
Grant (STBG): Funds improvements to any
roadway or bridge on the federal-aid system,
transit capital projects, bicycle and pedestrian
facilities, enhancement projects, environ-
mental restoration, and the establishment
of native species. Regional STBG funds are
formula funds that are provided to MPOJC
and programed by the Urbanized Area Policy
Board using a competitive grant process. See
page 59 for description of allocation process.
Regional Transportation Alternatives
Program (TAP): Funds enhancement activi-
ties that have a direct relationship to surface
transportation facilities including: facilities for
bicycles and pedestrians (including safety and
educational activities), landscaping and other
scenic beautification, historic preservation,
and the preservation of abandoned railway
corridors for bicycle and pedestrian uses.
Regional TAP funds are formula funds that are
provided to MPOJC and programed by the Ur-
banized Area Policy Board using a competitive
grant process.
Congestion Mitigation & Air Quality Im-
provement (CMAQ): Flexible funding for
transportation projects and programs tasked
with helping to meet the requirements of
the Clean Air Act. These projects can include
those that reduce congestion and improve air
quality.
Federal Recreational Trails Program (FRT):
Funding for public recreational trails. The
recipient must use funding for trail projects
that are part of a local, regional, or statewide
trails plan.
FiSCAL YeARDoLLARS
58 59TRANSPoRTATioN FuNDiNG TRANSPoRTATioN FuNDiNG
How much funding has each MPO entity received?
Will there be sufficient funding for all our transportation infrastructure needs?
Funding is not allocated based on population. Please see following page for more details on the fudning allocation process.
4% inflation rate; year of expenditures considered to the the mid-year of funding period. Historically a 40% match is typcial for projects that receive state and federal funding. For
more information on state and federal funding see Supporting Documents.
Funding Allocation Process for Surface Transportation Block Grant and Alternatives Funds
Project Identification
and Submission
Each MPO community/entity
identifies local transportation
projects that are appropri-
ate for funding through the
MPO. These projects are
usually selected from estab-
lished local community or
development plans. Funding
applications are then submit-
ted to the MPO. Applications
include the timing for design
and construction, anticipat-
ed local funding as well as
desired federal funding, and
a general description of the
elements that will be includ-
ed in the project.
Qualification and Scoring
MPO staff review the sub-
mitted projects to verify that
each meets federal eligibility
guidelines. Staff then use
pre-approved criteria to score
projects. These criteria corre-
spond to the Guiding Princi-
ples described on pages X-XX
and are shown on page XX of
the appendix. The criteria and
scores help ensure the MPO is
funding projects that meet the
diverse goals of the organiza-
tion.
Recommendation and Selection
The Transportation Technical Advisory Committee,
(TTAC)—which includes engineers, transit, and other
staff from all five MPO communities, the County, and
the University—work together to provide recommen-
dations for which projects should be selected and
what amount of funding each project should receive.
The Urbanized Area Policy Board, which includes
elected officials and other representatives, makes the
final selections and allocations based on the recom-
mendations and priorities of the TTAC.
Transportation Improvement Program (TIP)
Selected projects are programmed in order to set a schedule for the
availability and release of federal funds. The TIP is a short-range plan
that lists all transportation projects that have been selected to receive
federal transportation funding within at least a four-year horizon.
MPOJC entities work cooperatively through committees
and the Urbanized Area Policy Board to decide which
transportation projects will receive funding.
A list of projects and descrip-
tions may be found at the end
of the Road and Bridge, Bicycle
and Pedestrian, and Transit
chapters of this plan. Projects
that are included in the current
TIP are identified within the
2022-2030 timeline.
Municipality Population 2010 Population 2020 Population Change
MPOJC STBG
Funds
MPOJC STBG
Funds per
capita
MPOJC TAP
Funds
MPOJC TAP
Funds per
capita
Coralville 18,907 22,318 3,411 16,146,900$ 723$ 1,612,599$ 72$
Iowa City 67,862 74,828 6,966 36,121,419$ 483$ 2,318,000$ 31$
North Liberty 13,374 20,479 7,105 7,847,000$ 383$ 1,015,118$ 50$
Tiffin 1,947 4,512 2,565 2,020,000$ 448$ 592,000$ 131$
University Heights 1,051 1,228 177 1,265,440$ 1,030$ 215,000$ 175$
Johnson Co.*-6,679 -1,055,000$ 158$ 195,000$ 29$
Anticipated Funding & Needs (2022 - 2050)
Short-Term (FY22-30)*$8,157,692 $6,179,840 $93,240,028 $85,844,040 $101,397,720 $92,023,880 $9,373,840
Mid-Term (FY31-40)*$12,033,378 $16,180,826 $137,537,972 $144,736,650 $149,571,350 $160,917,476 -$11,346,126
Long-Term (FY41-50)*$15,158,930 $35,052,902 $173,262,121 $247,347,763 $188,421,051 $282,400,665 -$93,979,614
TOTAL $35,350,000 $57,413,568 $404,040,121 $477,928,453 $439,390,121 $535,342,021 -$95,951,900
Total Funding Total Needs Revenue Shortfall
2022-2050Cost Band / Funding Period Bike & Ped
Funding
Bike & Ped
Needs
Road & Bridge
Funding
Road & Bridge
Needs