HomeMy WebLinkAboutTTAC 03-13-07
~JCCOG
r........
Revised
Meeting Notice
JCCOG Transportation Technical Advisory Committee
Tuesday, March 13,2007 -10:30 a.m.
Emma Harvat Hall
Iowa City City Hall
Agenda
1. Call to order; recognize alternates; consider approval of meeting minutes
2. Public discussion of any item not on the agenda
3. Consider a recommendation on the FY08 JCCOG Federal Transit Administration Program of
Projects
4. Consider a recommendation on the FY08 JCCOG Transit Capital Equipment Replacement Plan
update
5. Consider a recommendation on the JCCOG Passenger Transportation Development Plan
5.5 Consider a recommendation on an amendment to the FY07-10 JCCOG Transportation
Improvement Program; Iowa City Transit project (distributed at TTAC meeting)
6. Consider a recommendation on the FY08 Transportation Planning Work Program
7. Update on Surface Transportation Program and Transportation Enhancement funding targets
8. Discuss the draft JCCOG Long Range Multi-Modal Transportation Plan update
a. Presentation on the draft Long Range Multi-Modal Transportation Plan update
b. Discussion
9. Discuss TIME-21 initiative and March 23 public input meeting
10. Update on recent activities
11. Other business
12. Adjournment
shared on citynt\pcd\\agendas~ccog\ttac.agd03.13.07 .doc
MINUTES
JCCOG TRANSPORTATION TECHNICAL ADVISORY COMMITTEE
THURSDAY, JANUARY 11, 2007 - 10:30 A.M.
EMMA HARV AT HALL
IOWA CITY CITY HALL
MEMBERS PRESENT:
Coralville:
Iowa City:
Kelly Hayworth, Scott Larson, Vicki Robrock
Rick Fosse, Ron Knoche, Ron Logsden, Joe Fowler,
Dan Scott
Tom Brase
Brian James
Karin Dils
Brian McClatchey, Larry Wilson
Terry Dahms
Cathy Cutler
Johnson County:
North Liberty:
Tiffin:
University of Iowa:
RTBC:
Iowa DOT:
STAFF PRESENT:
Jeff Davidson, Brad Neumann, Kent Ralston, Linda Severson, Anissa
Williams, John Yapp, Adam Ralston, Renee Lorence
1. CALL TO ORDER: RECOGNIZE ALTERNATES: CONSIDER APPROVAL OF MEETING MINUTES
Yapp called the meeting to order at 10:32 a.m. Scott Larson was recognized as alternate for Dan
Holderness of Coralville. Dan Scott was recognized as alternate for Brian Boelk of Iowa City. It was
moved by Dahms and seconded by Wilson to approve the meeting minutes of October 10, 2006. The
motion carried unanimously.
Yapp stated that the term of Scott Larson as JCCOG representative on the SUDAS Board had
expired. Yapp stated Larson was willing to be reappointed. It was moved by Fosse and seconded by
Knoche to recommend reappointing Scott Larson as JCCOG representative to the SUDAS Board.
The motion carried unanimously.
2. PUBLIC DISCUSSION OF ANY ITEM NOT ON THE AGENDA
There was no public discussion.
3. CONSIDER A RECOMMENDATION ON AMENDMENTS TO THE INTELLIGENT
TRANSPORTATION SYSTEMS (ITS) PLAN
Williams presented a summary of the ITS Plan and stated it was necessary to amend the plan
because of specific technologies that were proposed for the Interstate 80 reconstruction project.
Williams stated this was a requirement of the Federal Highway Administration. Williams stated that
the 1-80 reconstruction project technologies that would be used to help manage traffic flow would
include cameras that could be viewed from a live website, sensors used to detect speed and volume
of traffic, and variable message boards. Williams stated FHWA had accepted the revised version of
JCCOG's ITS architecture. Williams stated there will be annual revisions to the ITS plan.
McClatchey asked if all transit ITS projects should be in the JCCOG plan. Williams replied yes if
federal funding was desired. Williams stated all anticipated ITS projects that would request federal
funds should be included in the JCCOG plan.
Dahms asked exactly how traffic would be managed during 1-80 construction using ITS technologies.
Williams replied that incident management and monitoring traffic flow were two applications that
would use the technologies which were proposed. It was moved by McClatchey and seconded by
Logsden to recommend to the JCCOG Urbanized Area Policy Board that the proposed amendments
to the ITS plan be approved. The motion carried unanimously.
4. UPDATE ON THE STATUS OF THE PROPOSED FOREVERGREEN ROAD EXTENSION
ARTERIAL STREET PLAN AMENDMENT
Yapp reviewed the decision making by the JCCOG Urbanized Area Policy Board over the past
several months. Yapp stated that to date JCCOG entities have not dedicated funds to a new study
which would make a more complete evaluation of the environmental, engineering, and traffic issues in
the area. Yapp stated that because of the ongoing annexation issues between North Liberty and
Coralville, the Board had decided to defer this matter. Yapp stated that the Board directed the
JCCOG FY08 Transportation Planning Work Program to include a work item to investigate the traffic
issues w/:1ich had been identified for existing arterial streets. The traffic study will be conducted by
JCCOG staff.
Dahms stated he was concerned that the JCCOG Urbanized Area Policy Board had rejected the
TTAC's recommendation regarding this matter. Yapp stated that the TTAC was an advisory body to
the Board and stated that the TTAC recommendation and meeting minutes had been provided. The
JCCOG Board made their decision after receiving the TTAC recommendation, and hearing significant
public input.
5. UPDATE ON THE STATUS OF JCCOG SURFACE TRANSPORTATION PROGRAM AND
TRANSPORTATION ENHANCEMENT FUNDS
Yapp stated that it was anticipated JCCOG would have approximately $1.65 million in STP funds and
approximately $180,000 in Transportation Enhancement funds remaining for programming in FY09
and FY10. Hayworth asked for clarification of if these amounts were for each year or the two years
combined. Yapp replied the two years combined. Yapp stated that JCCOG would send out
applications for these funds in fall of 2007. Yapp stated the final funding decisions would be made by
the JCCOG Urbanized Area Policy Board, with a funding recommendation from the TTAC.
6. UPDATE ON THE STATUS OF JCCOG URBANIZED AREA POLICY BOARD INTEREST IN A
CONSOLIDATED TRANSIT AUTHORITY FOR JOHNSON COUNTY
Davidson stated this issue had been addressed in March of 2006 but two members of the JCCOG
Urbanized Area Policy Board wished to bring it up for consideration again. Davidson stated he
believed the impetus was the state legislation which allowed county-wide transit authorities to be
established with special taxing powers. Davidson stated Polk County had recently reorganized their
transit system under these provisions. Davidson stated this item would be on the January 24 JCCOG
Urbanized Area Policy Board meeting agenda for discussion. Hayworth stated he believed the
Coralville representatives to JCCOG would not wish to discuss this matter further.
7. UPDATE ON PASSENGER TRANSPORTATION DEVELOPMENT PLAN (PASSENGER TOP)
Neumann reviewed the Passenger Transportation Development Plan which is required by the Iowa
Department of Transportation. Neumann stated JCCOG would be completing this plan for the Iowa
City Urbanized Area. Neumann stated the Passenger TOP would coordinate planning for several
funding programs including Jobs Access Reverse Commute (JARC), New Freedoms, and Special
Needs. Neumann stated all of these programs were accessed through Iowa DOT. Neumann reviewed
the three programs and their requirements.
Neumann reviewed stakeholder meetings that he and Linda Severson had conducted in an attempt to
determine where there were deficiencies in existing transit service. Neumann stated
recommendations for new service to address these deficiencies had been made in the draft plan.
Neumann stated he would be meeting with the transit managers to discuss the specific proposals.
Neumann stated the draft plan was due to Iowa DOT by February 1,2007.
Hayworth asked about the types of projects allowed for each program. Hayworth asked if funding
would be ongoing. Robrock stated funding would be for at least the life of the Federal transportation
funding bill, but it is unknown if the funding would continue once the current transportation legislation
expires. There was discussion of the state-wide competitive application process. Neumann stated the
2
Passenger TDP would be updated annually.
8. HIGHWAY 1 IMPROVEMENT PROJECT
Ralston reviewed the proposed improvement project for Iowa Highway 1 North between Iowa City
and Solon. Ralston stated the project was currently scheduled for construction in FY09. Ralston
reviewed the project elements and stated the JCCOG staff would be attending a field review with
Iowa DOT on January 12.
Wilson asked if the proposed six foot shoulders were suitable for bicycles. Yapp replied they would
not be marked as bike lanes but they were suitable for some bicyclists. Yapp stated he assumed the
rumble strip pattern on the shoulders would accommodate bicyclists. Dahms stated he was very
concerned about the six foot paved shoulders. Dahms stated they were expensive and would cause
an increase in vehicle speeds. Dahms stated he felt separate facilities for bicyclists were preferable.
Davidson stated that the six foot shoulders were not principally for bicyclists but principally to
minimize edge rutting and the single vehicle crashes which resulted. Davidson stated use of the
shoulders as bike lanes was a secondary purpose.
9. UPDATE OF THEJCCOG LONG RANGE MULTI-MODAL TRANSPORTATION PLAN
Yapp reviewed the current status of the update of the JCCOG Long Range Multi-Modal
Transportation Plan. Yapp reviewed the methodology for addressing arterial street plan deficiencies.
Yapp clarified that deficiencies identified by the arterial street model would be only one factor used in
determining funding for STP projects. In response to questions from Wilson and McClatchey, Yapp
explained the parameters for measuring deficiencies in the arterial street system traffic model
includes volume to capacity ratio measurements. Yapp reminded the TTAC that several draft sections
of the proposed plan update had been posted to the JCCOG website for review.
10. DISCUSS THE FY08 JCCOG WORK PROGRAM
Yapp reviewed the request for project ideas for the FY08 JCCOG Transportation Planning Work
Program. Yapp asked TTAC members to have project requests submitted no later than February 16.
2007.
11. DISCUSS LOCAL REQUESTS FOR CONGRESSIONALLY DESIGNATED FUNDS (CDF)
Davidson reviewed the list of area transportation projects for which CDF funding was proposed.
McClatchey stated there was some speculation about ongoing CDF funding for transit projects.
Davidson stated he had been informed by our senators that CDF funding was likely to remain in
place.
The projects proposed for CDF funding included the Coralville Intermodal Center; Clear Creek Trail
Phase 5; 1-80/First Avenue Interchange; passenger rail excursion service between Coralville River
Landing and Downtown Iowa City; Iowa River Corridor Trail pedestrian bridge over Iowa River at
Dubuque Street; First Avenue railroad overpass; 1-380/Penn Street interchange; Highway 965.
Davidson stated that the proposed new facility for Johnson County SEATS was not funded because it
was hoped to combine the earmarks received already with local funding for that project. Davidson
reminded the TTAC that JCCOG has no jurisdiction over these projects and they are provided for
informational purposes only.
12. UPDATE ON RECENT ACTIVITIES
Davidson provided a list of recent activities of the JCCOG Transportation Planning Division. Technical
Committee members reviewed the status of area projects of interest.
13. OTHER BUSINESS
Davidson introduced new Iowa DOT District 6 Planner Cathy Cutler and stated that Dick Kautz, Iowa
DOT District 6 Engineer, would be retiring on February 22.
3
14. ADJOURNMENT
Yapp declared the meeting adjourned at 11 :35 a.m.
S/pcd/mins/ttac-1-11'{)7.doc
4
wJCCOG
rr..... memo
Date: March 5, 2007
To: JCCOG Transportation Technical Advisory Commitee
From: Brad Neuman~istant Transportation Planner
Re: Agenda item 3: Consider a recommendation to the JCCOG Urbanized Area Policy Board
on the FY08 Federal Transit Administration Program of Projects for the Iowa City
Urbanized Area
Coralville Transit, Iowa City Transit, and University of Iowa CAMBUS have programmed the
projects on the following table for Federal Transit Administration (FTA) Section 5307, 5309,
5310, 5316 and 5317 funds in FY08. The projects will be included in the FY08 Iowa DOT
Consolidated Transit Funding applications JCCOG completes for each system, and in the FY08-
11 JCCOG Transportation Improvement Program.
JCCOG staff will prepare FY08 FTA grant applications for Coralville, Iowa City, and CAMBUS
later this year. The apportionment of urbanized area FT A operating funds for FY08 will be
determined this fall after FY07 year-end operating statistics are available. Iowa DOT will submit
a statewide Section 5309 application for FY08.
Please bring any questions you have to the March 13,2007 TTAC meeting.
jccogadmlagd/fta
FY2008 Federal Transit Administration Program of Projects
Coralville Transit
Total: FTA:
1. Operating Assistance
............................................................................................................................................ .............................................................................................................................................................................
2. Contracted services for persons with special needs
................................................................m........................................,.......................................................................................................................................................................
3. Extend existing fixed routes to provide service to commercial
area north of 1-80 $124,800 $62,400
.......m...............................................................................................................
4. Develop subsidized cab ride program (with Iowa City Transit) $50,000 $25,000
....................................................................................................................................................................................................................................................... .................................................................................................................... ......................................................................................................
5. Associated capital bus maintenance [spare parts] $30,000 $24,000
............................................................................................................................................................................................... ......................................................................................................................................... .....................................................
6. Design and construct Intermodal Transportation Center $16,000,000 $12,800,000
........................................................................................................................................................................................................................... ........................................................................................................................................................
7. Purchase 4 replacement heavy-duty 40' buses
(103/104/105/106) $1,240,000 $1,029,200
.......................................................................................................... .................................. ................................... ........................................................................................ ........................................................... ...........................................................
8. Resurface/repair parking area adjacent to transit building $100,000 $80,000
........................................................................................................................................................................................................................................................ .................................................................
9. Replace service vehicle with diesel service vehicle and
service equipment $60,000 $48,000
10. Purchase shop equipment (welder and armature lathe) $5,000 $4,000
..........................................................................................................................................................................................................................................................................................................................................................................................
11. Remodel administration area of maintenance facility $50,000 $40,000
..................................................................................................................................................... ............................................................................................................................................................................................ .................................................................................................................................
12. Construct addition to parts room/maintenance area $20,000 $16,000
13. Purchase 3 passenger shelters $21,000 $16,800
............................................ .................................................................................................................................................................................................................................................................................................................................................... ...................................................................................................
14. Purchase 2- 40' heavy-duty replacement buses (98/99) $620,000 $514,600
...................................................................................................................................................................................................................................................m.................................................... .................................................................. ..............................................
15. Replace 2 passenger shelters and associated improvements $14,000 $11,200
....................................................................................................................................................................................................... .............................................................................................................
16. Purchase 2- 40' heavy-duty buses $620,000 $514,600
........................................................................................................................................................................................................................................................................................................................................................................................................................... ............................................
17. ITS system developmenVhardware/software for 10 vehicles $200,000 $160,000
................................................................................................................................................................................................................................................................. ................................................................................................................................................
$179,683
$221,392
(estimated)
$20,468
Total Capital Funds:
FTA Capital Funds:
FTA Operating Funds:
$18,980,000
$15,258,400
$329,260
jccogadmlagd/fla
FY2008 Federal Transit Administration Program of Projects
Iowa City Transit
1. Operating assistance
. .....................................
2. Contracted services for persons with special needs
........................ ......................................
3. Operating funds for Chatham Oaks express fixed route
. ..................................................... ......
4. Extend existing fixed routes to include the Peninsula Development
....................... ............................... ........................................ ... ........... ..................................
5. Develop subsidized cab ride program (with Coralville Transit)
.............................. ............................ . .......................... . ................. ....................................
6. Purchase 5 40' heavy-duty buses [639/640/641/642/643]
......................... ........................................ .
7. Transit associated capital maintenance
................................................... ..............................
8. Purchase 3 heavy-duty 40' buses for fleet expansion
.. .............................................. . ...................................
9. Purchase digital video recording equipment for 8 heavy-duty buses
............................. ......................... .. ...................................... . .....................
10. Purchase replacement radio system for buses including base
station and related equipment
.. ...................................
11. ITS system development
....................................... . ............................. ...........................".................
12. Purchase replacement light-duty bus [662]
.. .............................................................................................. .. ...
13. Purchase bus lift for <30' vehicles including paratransit vehicles
.................................
14. Purchase replacement brake lathe machine
. ................................. .. ............................ ......................................... .
15. Upgrade bus stops to meet ADA requirements
... ...................................... ............................................ . .. .....................................
16. Purchase 3 used heavy-duty buses
. ....................................
17. Purchase 5 bus shelters and associated improvements
........................... ......................... ....................................
18. Replace 176" diesel light-duty bus [6401] with camera system and
fixed route package
..m....m.............................. ..............................................
19. Upgrade diesel light-duty bus [6401] to 30' heavy-duty bus with
camera system and fixed route package
20. Building repair/brick and tile work, parking lot improvements
. . .......................... ... .................... ................................
Total: FTA:
$743,926
......................................
$140,360
$80,000
$50,000
$1,550,000
$213,229
$930,000
$90,000
$140,000
$375,000
$70,000
$24,000
$15,000
$20,000
$120,000
$45,000
. ...............................
$74,000
................................ .................
$208,000
......................... ... .
$80,000
.................................... ....
Total Capital Funds:
FTA Capital Funds:
FTA Operating Funds:
jccogadmlagdlfta
$746,933
(estimated)
$73,022
$140,360
$40,000
..................................................... .
$25,000
$1,240,000
$170,583
$744,000
$72,000
$ 112,000
. ............................
$300,000
$58,100
. ................................... .
$19,200
$12,000
....... ...............................
$16,000
......................................
$96,000
.. ..................................
$36,000
$61 ,420
$172,640
$64,000
$3,818,229
$3,061,063
$1,020,315
FY2008 Federal Transit Administration Program of Projects
University of Iowa CAMBUS
Total: FTA:
1. Operating assistance
.. ........................................................ . ...... ........................................................................ ............................................
2. Purchase a paratransit replacement vehicle [86]
.................,...............................................
3. Purchase 12 40' heavy-duty buses to replace #64-#75
.. .......................................................................... ... ...............".................. . .. .................................................
4. Purchase 2 26' medium-duty buses to replace 86 & 87
. ... .............................................................................................................................
5. Upgrade 2 medium-duty buses [86 & 87] to 30' heavy-duty buses
. ................................................................................................................... ........................................ ..............................................
6. Transit associated capital maintenance
7. Purchase passenger shelters (expansion)
. . . ...........................................
8. Purchase replacement passenger shelters
..................................... ..................................................................
9. Purchase replacement radio system (total system)
....................................... . . ... ....................................................................................
10. Purchase replacement forklift for maintenance
................................ . ......................................................................................................................... ....................................................
11. Purchase maintenance facility equipment
.......................................................................
12. Purchase sprinkler system for maintenance facility
............................................................ .... . .........................................
13. Construct maintenance facility
14. ITS system development/hardware/software for 32 vehicles
$355,789
(estimated)
................................
$140,454 $116,577
...............................................................
$3,720,000 $3,087,600
.........................................................
$240,000 $199,200
$324,000 $268,920
................................................................
$187,750 $150,200
...... ..............................
$20,000 $16,000
...................................................................
$50,000 $40,000
.. .......................................................
$92,000 $73,600
... .........................................................
$40,000 $32,000
$50,000 $40,000
................................................................ ..................................
$80,000 $64,000
................................................................................
$4,000,000 $3,200,000
.. ........................................
$320,000 $256,000
Total Capital Funds:
FTA Capital Funds:
FTA Operating Funds:
$9,264,204
$7,544,097
$355,789
jccogadmlagdlfta
~JCCOG
...,..... m e m 0
Date: February 28, 2007
To: JCCOG Transportation Technical Advisory Committee
From: Brad Neuman~ssistant Transportation Planner
Re: Agenda item 4: Consider a recommendation to the JCCOG Urbanized Area Policy Board
on approval of the FY08 JCCOG Transit Capital Equipment Replacement Plan
The following is an update of the JCCOG Transit Capital Equipment Replacement Plan. The
update reflects the new and reprioritized capital equipment programming for Coralville Transit,
Iowa City Transit, and University of Iowa CAMBUS.
If you have any questions or comments, please bring them to the March 13, 2007 TTAC
meeting.
jccogadm/agd/capequip.doc
TRANSIT CAPITAL
EQUIPMENT
REPLACEMENT PLAN
for
CORALVILLE TRANSIT
IOWA CITY TRANSIT
UNIVERSITY OF IOWA CAMBUS
REVISED FEBRUARY 2007
== --""JCCOG
== =
~
~~
.r....
Capital Equipment Replacement Plan
Historical Perspective. In 1971 Iowa City
Transit procured the original UMTA (now FTA)
funded bus fleet in the Iowa City Urbanized
Area. Coralville and CAMBUS followed in 1977.
These buses replaced a privately operated
system in Iowa City and public fleets which had
been purchased with local funds by Coralville
and CAMBUS. In the 1980s the emphasis was
on the construction of new transit facilities. New
office and garage buildings were constructed at
Iowa City Transit and CAMBUS, and additions
to existing buildings constructed at Coralville
Transit and CAMBUS. The first microcomputer
equipment was received by Iowa City Transit
and CAMBUS in the 1980s.
In the late 1980s the original federally funded bus fleets for each system were replaced. The emphasis is
now on maintaining the existing bus fleets. Constraints in federal funding have led to a smaller number of
vehicles replaced in any given year; there is no longer the opportunity to replace an entire fleet over a one
or two year period. The entire fixed route bus fleets of Coralville Transit, Iowa City Transit, and CAMBUS
are now lift-equipped. Future replacement vehicles will be either lift-equipped or low floor design to
ensure accessibility for persons with disabilities.
Funding. The JCCOG transit capital equipment replacement plan is predicated on the assumption that
federal capital equipment assistance will continue to be available for major capital equipment projects.
Funding from the Section 5307 or 5309 programs will be the principal federal funding sources. These
provide an 80% to 83% federal funding share for approved transit capital equipment projects. Section
5307 is an entitlement program to the state, with the state dispersing funds to localities. Section 5309 is
discretionary at the federal level. For the past eight years Iowa has received funding on a state-wide basis
from the 5309 program.
State Transit Assistance funding from Iowa DOT is not likely to be a source of transit capital equipment
funding. The State Transit Assistance program is eligible to be used for capital projects, but is generally
used to fund transit operations. The Iowa DOT capital match loan bank program is also a potential
secondary source of transit capital equipment funding.
Coralville Transit and Iowa City Transit have capital equipment replacement reserves in their budgets to
provide local match for federally funded projects. Each municipality makes funds available when federal
capital funds become available. Funding is programmed annually by the University of Iowa for local match
on CAMBUS capital equipment projects. All three systems occasionally purchase small capital items
using 100% local funding.
Large vs. Small Buses. A frequent question is why transit systems do not operate smaller vehicles
during off-peak times when ridership is low. People observe large buses with few riders and assume that
this is an inefficient way to operate the service. In fact, approximately 70% of the cost of operating a
public transit vehicle is the labor cost involved, so operating a small vehicle does not result in lower
operating costs unless a lower wage structure is negotiated for operators of small buses. Other reasons
for not operating small transit vehicles in fixed route service include:
.
Reduced passenger convenience;
Poor durability of small vehicles in fixed route service;
Lack of operating flexibility due to low passenger capacity;
Non-standardization of maintenance facilities; and
.
.
.
.
Little or no savings in capital costs on an annualized basis (small buses have a shorter life cycle).
jccogtp/capital equipment replacement plan
1
Small buses will continue to be used for demand responsive paratransit service, and may receive limited
use in fixed-route service during low ridership times.
Spare Ratio. Spare ratio is the ratio of spare buses to peak-period buses, or essentially the number of
spare buses available during the time of maximum vehicle utilization. FTA Circular 9030.1 states that the
number of spare buses in a transit system's active fleet should not exceed 20% of the vehicles operated
in maximum service. However, this rule also states that "the basis for determining a spare ratio should
take into consideration specific local service factors."
Research indicates that 20% may not be a reasonable spare ratio for transit systems with relatively small
peak vehicle requirements. The transit systems in the Iowa City Urbanized Area have relatively small
peak period vehicle requirements: Coralville Transit 7, Iowa City Transit 30, CAMBUS 26. A 20% spare
ratio results in only one to three spare vehicles per fleet. For this reason it is not recommended that
Coralville Transit, Iowa City Transit, or CAMBUS strictly adhere to the 20% spare ratio guideline, as this
may result in an inadequate spare fleet for each system. The following spare ratios are currently in effect
for each system:
.
Coralville - 29%
Iowa City - 20%
CAMBUS - 23%
.
.
Maintenance plans for the three Iowa City-area transit systems have been reviewed and approved by
FTA.
Capital Equipment Replacement Plan. The development of a capital equipment replacement plan is
intended to:
.
Avoid the deterioration of equipment through a balanced program of investment in replacement and
modernization.
.
Respond to growing fiscal constraints.
Illustrate the long-range financial implications of major investment in capital equipment.
.
The basis for determining a schedule for replacing and modernizing capital equipment is average useful
life. This concept estimates the number of years an asset is expected to be economically productive.
Generally, an asset that is in service beyond its average useful service life is more costly to maintain than
to replace. A replacement cycle is based on the following formula:
Acquisition Date + Useful Life = Replacement Date
Replacement of capital equipment with no remaining useful service life is programmed to occur in the
following year. However, delays will occur because of financial constraints, because an asset remains in
good working order, or because of difficulty in obtaining a replacement.
The next step in the programming of transit capital equipment replacement is to estimate the future cost
to replace the capital asset. JCCOG uses a straight-line 3% inflation rate to calculate future costs for all
classes of transit capital equipment. As specific projects are programmed for funding in the annual TIP,
replacement costs are adjusted to reflect current market prices.
Capital equipment programming must also consider expanded levels of service. In the Iowa City
Urbanized Area, none of the three transit systems are planning significant service expansions. However,
as service expansions are considered, the appropriate capital equipment needs will be programmed for
acquisition.
Capital equipment replacement schedules for Coralville Transit, Iowa City Transit, and CAMBUS are
contained in the JCCOG Transit Capital Equipment Replacement Plan. This is a planning document
which is updated annually by JCCOG in conjunction with the consolidated transit grant application
process, which JCCOG administers for Coralville Transit, Iowa City Transit, and CAMBUS. Copies of this
document can be obtained by contacting the JCCOG Transportation Planning Division.
jccogtp/capital equipment replacement plan
2
....
CORALVILLE
Coralville Transit
Inventory and Replacement Schedule of Major Capital Equipment
Rolling Stock
Year Original Useful Replacement Year Estimated
of Mfg. Cost Life (FY) Replacement Cost
Four 40' Orion Buses [#94 - #97] 1989 $592,320 12 2005 $1,164,000
Two 40' Gillig Buses [#98 & #99] 1995 $419,260 12 2007 $582,000
2 - 176' light-duty paratransit buses 2006 $116,000 4 2010 $150,000
Two 40' Gillig Buses [#100 & #101] 1997 $520,000 12 2009 $582,000
One 40' Gillig Bus [#102] 1999 $270,000 12 2011 $282,000
Non-Rolling Stock
Year Original Useful Replacement Year Estimated
of Mfg. Cost Life (FY) Replacement Cost
Upgrade 10 fareboxes with 1998 $85,000 N/S 2003 N/A
hardware & software for electronic
functions
Radio System 2004 $9,000 6 2010 $30,000
One on-route bus shelter 1998 $7,500 8 2006 $10,500
Ten registering fareboxes 1998 N/A N/A 2008 $75,000
Above ground fuel tank & pump 1993 $25,000 15 2008 $45,000
station
Transit maintenance bldg. 1997 $159,800 20 2017 $300,000
expansion-evaluate and/or repair
Hot water parts washer 2005 $5,800 5 2010 $7,500
Bus washer 2005 $17,000 10 2015 $22,000
Energy retrofit/HV AC/lnfrared 2005 $69,000 15 2020 $100,000
heating
jccogtp/capitai equipment replacement plan
3
Iiincilf(;J
Iowa City Transit
Inventory and Replacement Schedule of Major Capital Equipment
Rolling Stock
Year of Original Useful Replacement Year Esti mated
Mfg. Cost Life (FY) Replacement Cost
Two 40' Gillig HD Buses [#639 & #640] 1992 $348,000 12 2007 $620,000
Light-duty bus (662) 1998 $48,910 8 2006 $70,000
Two 40' Heavy Duty [HD] Buses for N/A N/A N/A 2007 $930,000
Service Expansion
Three 40' Gillig HD Buses [#641- 643] 1995 $628,890 12 2007 $930,000
Replace 4 light-duty 176" paratransit 2003 $209,256 4 2008 $300,000
vehicles (6420, 6430, 6440, 6450)
Five 40' Gillig HD Buses [#644-#648] 1997 $1,350,000 12 2009 $1,600,000
Five 40' Gillig HD Buses [#649-#653] 1997 $1,350,000 12 2009 $1,600,000
Replace 5 light-duty 176" paratransit 2005 $295,305 4 2010 $375,000
vehicles (6610, 6620, 6630, 6640,
6650)
Upgrade diesel light-duty bus (#6401) to 2007 $208,000 6 2013 $322,000
35" medium-duty bus
jccogtp/capital equipment repiacemenl plan
4
Iiiincii,(;J
Iowa City Transit
Inventory and Replacement Schedule of Major Capital Equipment
Non-Rolling Stock
Year Estimated
of Original Useful Replacement Replacement
Mfg. Cost Life Year (FY) Cost
Coin sorter 2004 $5,810 10 2014 $10,000
Steam cleaner 2005 $3,985 8 2013 $4,500
Radio system 1992 $81,500 10 2005 $121,000
Dollar bill changer 2005 $6,840 8 2013 $8,600
Sand spreader for service truck 1996 $2,000 10 2008 $4,000
Photocopy machine 2005 $15,000 3 2008 $25,000
Brake lathe machine 1997 $12,000 10 2007 $15,000
Hot water parts washer 2003 $7,500 5 2008 $7,500
Dual-port vault 1998 $20,500 10 2008 $25,000
Shop equipment 1999 $8,500 10 2009 $10,000
Energy management system at transit facility 1999 $10,500 10 2009 $15,000
Garage sweeper/scrubber 2000 $22,900 10 2010 $30,000
Replace 10 bus shelters & pads 2000 $60,000 10 2010 $75,000
Replace 15 bus shelters & pads 2002 $90,000 10 2012 $112,500
Bus wash and cyclone cleaner 2003 $168,000 15 2018 $200,000
Redesign-reconstruct Downtown Transit 2001 $225,000 20 2021 $400,000
Interchange
Transit building and equipment 1984 $2,900,000 25 2009 $16,000,000
jccogtp/capital equipment repiacement plan
5
" '-cGmbus
University of Iowa CAMBUS
Inventory and Replacement Schedule of Major Capital Equipment
Rolling Stock
Year Estimated
of Original Useful Replacement Replacement
Mfg. Cost Life Year (FY) Cost
Two [2] medium-duty buses [86 & 87] + 1993 $125,000 7 2001 $454,000
Fifteen [15] 40' heavy-duty buses [#64 - #78] 1989 $2,302,875 12 2002 $4,650,000
Two - heavy-duty paratransit vehicles [88 & 89] 1998 $392,670 10 2008 $564,000
Five [5] 40' heavy-duty buses [#82 - #86] 1997 $1,001,000 12 2009 $1,550,000
One heavy-duty paratransit vehicle (81 0) 1997 $61,934 10 2007 $282,000
Five 35' heavy-duty buses [89, 90, 91,92,93] 1989 $22,500 12 2009 $1,515,000
Two 40' heavy-duty buses [#87, #88] 1986 $27,322 12 2007 $620,000
+These vehicles will be replaced with 30' heavy-duty, low-floor buses.
jccogtp/capital equipment replacement plan
6
" ,"-cambus
University of Iowa CAMBUS
Inventory and Replacement Schedule of Major Capital Equipment
Non-Rolling Stock
Year Estimated
of Original Useful Replacement Replacement
Mfg. Cost Life Year (FY) Cost
On-route bus stop information signs 2006 $20,000 10 2016 $25,000
(approximately 200)
In-floor hoist for maintenance facility 2005 $35,000 10 2015 $40,000
Two on-route passenger shelters (expansion) 2002 $12,000 10 2012 $20,000
Five (5) passenger shelters (replacement) 1989 $35,700 10 2005 $50,000
Microcomputer hardware/software system 1997 $37,100 5 2005 $30,000
Radio system 1994 $60,000 10 2005 $92,000
Forklift 1989 $15,000 15 2005 $40,000
Freon recovery system 1992 $4,000 7 2008 $8,000
Photocopy machine 2002 $10,200 6 2008 $15,000
Office building and equipment 1985 $180,000 25 2010 $480,000
Original garage and equipment 1972 $80,000 40 2012 $384,000
First garage addition and equipment 1985 $420,000 40 2025 $2,100,000
Second garage addition 1997 $350,000 25 2022 $500,000
Brake Lathe Machine 1985 $10,000 10 1995 $15,000
jccogtp/capital equipment replacement plan
7
~JCCOG
,.~ memo
Date:
March 2, 2007
Re:
JCCOG Transportation Technical Advisory Committee
Brad Neuman~COG Assistant Transportation Planner
Linda seve~ JCCOG Human Services Coordinator
Agenda item 5: Consider a recommendation to the JCCOG Urbanized Area Policy Board
regarding the Passenger Transportation Development Plan (formerly known as the Joint Human
Services Transportation Plan); including Job Access Reverse Commute (JARC), New Freedom,
and Special Needs funding opportunities
To:
From:
The Passenger Transportation Development Plan (PTDP) is a document designed to promote passenger
transportation programs that further the development of the State's public transportation systems. PTDP's
are an Iowa creation which incorporate federal requirements for coordinated planning as well as address
needs-based project justification for all transit programs. The Iowa DOT directs this planning program with
financial assistance provided by the Federal Transit Administration and the Federal Highway
Administration.
This planning process covers the Job Access Reverse Commute (JARC) program, as well as the New
Freedom and Special Needs programs, all of which can be accessed through Iowa DOT. JARC funds are
available to assist programs oriented to the transportation needs of low income persons or persons with
disabilities related to employment. New Freedom funds are for projects that go beyond minimums
established by ADA or expand services to persons with disabilities. Special Needs funds can be used in
existing ADA programs including contract services and the purchase of equipment.
JCCOG's planning process regarding the PTDP began with focus groups and interviews with local
stakeholders allowing us to assess deficiencies in local transportation systems. These stakeholders
included transit riders, employers, human service agencies, employment services, and public transit
providers. In addition to the focus group meetings and interviews, JCCOG has gathered information
regarding the local geographic distribution of employment centers and employment related activities, the
location of welfare recipients and low income residents, and the distribution of people and employment
centers which are currently not served by public transportation.
A draft of the PTDP is attached for your review. The plan includes a listing of deficiencies and
recommended projects for FY08 and subsequent years. The FY08 projects that were developed for
Special Needs, New Freedom, and JARC funding are proposed as follows:
~ SPECIAL NEEDS:
. Coralville Transit and Iowa City Transit will continue to
program these funds toward their paratransit service contract
with Johnson County SEATS.
. Cambus will program their Special Needs funds toward bus
replacement in their Bionic Bus fleet.
~ NEW FREEDOM:
. Iowa City Transit will continue to request funding for their
Chatham Oaks Express route. This route targets persons with
special needs and disabilities. Iowa City Transit received New
Freedom funding for this program in FY07. Coralville and
CAMBUS do not currently have any New Freedoms-eligible
service elements.
y JARC:
. Coralville Transit will request funds to expand an existing
fixed route to serve the commercial area north of 1-80. This
expanded route will allow better job access to this growing
commercial development.
. Iowa City Transit will request funds to expand an existing
fixed route to serve the Peninsula Development area. This
expanded route will allow those in subsidized housing better
access to jobs.
. Coralville Transit and Iowa City Transit will request funds for
the development of a subsidized cab ride program. This
program will benefit those individuals working late hours,
weekends, and holidays.
A draft of the plan is currently being reviewed by the Iowa DOT and the Federal Transit Administration
(FTA). We should receive their comments in early March. The final draft is due on April 1, 2007. I would
like to recommend approval of the draft so we can present the plan to the JCCOG Urbanized Area Policy
Board at their March 21,2007 meeting.
If anyone has any questions or comments prior to the March 13 TTAC meeting, please give Brad a call at
356-5235 or email at brad-neumann@iowa-citv.orq.
cc: Jeff Davidson
jccogadm/agd/ba-pass trans planiLdoc
PASSENGER TRANSPORTATION DEVELOPMENT PLAN
CORALVILLE TRANSIT, IOWA CITY TRANSIT, AND UNIVERSITY OF IOWA CAMBUS
JANUARY 2007
Prepared by the Johnson County Council of Governments
A. BACKGROUND
The Passenger Transportation Development Plan (PTOP) is intended to coordinate planning
efforts for several federal transportation funding programs. PTOPs incorporate federal
requirements for coordinated planning as well as address needs-based project justification. The
PTOP is required by the Iowa Department of Transportation (DOT) of Iowa's eighteen Regional
Planning Affiliations (RPAs) and nine Metropolitan Planning Organizations (MPOs), which
includes the Johnson County Council of Governments (JCCOG). JCCOG provides planning
and grant administration services to three transit systems in this urbanized area. The transit
systems include Coralville Transit, Iowa City Transit, and the University of Iowa CAMBUS. The
PTOP is mandatory and is required to be in JCCOG's transportation planning work program.
The PTOP covers a four year period and is intended to demonstrate where there are needs that
can be served by programs funded by existing 5307 and 5309 funds for operating and capital
and three new funding sources including the Job Access Reverse Commute (JARC) program
(5316) , New Freedom (5317) program, and the Special Needs (5310) program. JARC funds
are available to assist programs oriented to the transportation needs of low income and/or
persons with disabilities related to employment. The New Freedom funds are for programs that
go beyond minimums established by ADA or expand services to persons with disabilities.
Special Needs funds can be used in existing ADA programs including contract services. All of
these programs can be accessed through Iowa DOT.
Principal participants in the PTOP:
JCCOG, Coralville Transit, Iowa City Transit, CAMBUS, Johnson County SEATS and local
human service agencies: JCCOG provides planning services to Coralville Transit, Iowa City
Transit, and CAMBUS and took the lead in developing the PTOP. The three transit systems
and the local human service agencies provided input and review throughout the planning
process.
B. EXISTING PASSENGER TRANSPORTATION OPERATIONS
Coralville Transit, Iowa City Transit, and CAMBUS have been working together through JCCOG
since 1981. Cooperation and coordination over the past 25 years has been very beneficial to all
three transit services as well as Johnson County SEATS. Since the three systems and Johnson
County SEATS work so closely together, it is easier to give the following descriptions for each
service. These descriptions will describe the individual programs as well as show the level of
cooperation between systems. These descriptions should cover parts i-vii of the existing
passenger transportation operation section.
i. Types of service available
ii. Who is eligible for service
iii. Hours and days of service
iv. Provider of each passenger transportation service
v. New Passenger transportation service
vi. Coordination efforts undertaken
viii. Joint use of facilities
Coralville Transit: Coralville Transit currently operates two routes on weekdays between 6:00
a.m. and 6:30 p.m.; one additional route weekdays during the a.m. and p.m. peak hours; and
one route evenings until 12:00 p.m. An additional peak-hour tripper route provides service to
the core area of Coralville during the a.m. and p.m. rush hours when the University of Iowa is in
session. The Lantern Park and Tenth Street routes operate in the core area of Coralville with
half-hour headways except during midday when headways are one hour. The Express route
operates on a 75-minute headway in the a.m. and p.m. peak, with no midday service and no
service to Coral Ridge Mall. Saturday service is provided on one route that serves the Lantern
Park/Tenth Street service area from 7:00 a.m. to 7:30 p.m. Coralville Transit now offers a
commuter route to North Liberty on weekdays from 7:00 a.m. to 8 a.m. and 5:00 p.m. to 6 p.m.
There is no midday service and this route does not service Coral Ridge Mall. This new service
began in the Fall of 2006.
Coralville Transit operates seven buses during weekday peak periods, two buses off-peak, and
one bus evenings and Saturdays. No service is offered on Sunday. The tripper route does not
operate during University of Iowa summer and interim periods. All Coralville Transit routes
interchange at Coral Ridge Mall, the Downtown Iowa City Transit Interchange, and at the
University of Iowa Hospitals and Clinics.
The base fare on Coralville Transit is $.75. Children under five, accompanied by an adult, ride
for free. A 31-day pass is offered for $25, and a 20-ride pass for $15. Saturdays and evenings
persons 5 to 15 years of age are eligible for a $.50 youth fare. Elderly and disabled residents of
Coralville may be eligible to ride for free at any time. Medicare recipients may ride at half-fare
rates. Free transfers are available and may be used on Iowa City Transit. The purchase of $10
or more from any of the merchants participating in the Bus and Shop Program entitles the
purchaser to one free bus ride any time of day.
All Coralville Transit fixed route buses are lift-equipped. Demand responsive paratransit service
is provided during fixed-route service hours, operated by Johnson County SEATS.
Iowa City Transit: Iowa City Transit provides service on 17 regular routes from 6:00 a.m. to
11 :00 p.m. All routes operate daily with 30-minute service during peak periods. The Seventh
Avenue (during a.m. and p.m. peak periods), Melrose Express, Westside Hospital, Eastside
Express, and Westport routes operate hourly all day long. Midday service is hourly except on
the Towncrest and Oakcrest where service 30 minutes all day during the University academic
year. Two routes, Eastside Loop and Westside Loop operate when Iowa City schools are in
session. Hourly evening service is provided to the same general service area using combined
routes, from 6:30 p.m. to 11 :00 p.m. Saturday service operates hourly all day with service
ending at 7:00 p.m. There is no fixed-route service on Sundays.
During peak periods Iowa City Transit operates 20 buses. Eight buses operate weekdays off-
peak and all day Saturday. During evening hours five buses are in service. The Downtown
Iowa City Transit Interchange is the hub of Iowa City Transit's operations. All regular routes
arrive and depart the interchange on the quarter of the hour except for the Eastside Loop,
allowing for coordinated transfers between buses. There is one free-fare route, the Downtown
Transit Shuttle.
The existing fare structure is a $.75 base fare, $25 unlimited ride 31-day pass, and $6.50 for a
. ten-ride ticket strip. There is a $.50 youth fare for K-12 aged children. Children under five may
ride free accompanied by an adult. There is also a K-12 31-day pass available for $20 and a
student semester pass for $80 for persons attending the University of Iowa or Kirkwood
Community College. There is a monthly pass for University of Iowa faculty and staff for $23 per
month. Elderly persons may ride during off-peak hours and all day Saturday for $.35. Eligible
2
disabled and low-income elderly persons may ride free during off-peak hours. Iowa City Transit
also participates in the Bus and Shop Program with Coralville Transit.
All Iowa City Transit fixed route buses are lift-equipped. Demand responsive paratransit service
is provided during fixed-route service hours and on Sundays (8 a.m. to 2 p.m.), operated by
Johnson County SEATS.
University of Iowa CAMBUS: CAMBUS provides service on 13 routes Monday through
Friday, and three routes Saturday and Sunday during the academic year. CAMBUS is a no-fare
service designed to facilitate circulation throughout the University campus. Although designed
primarily to serve University students, faculty, and staff, CAMBUS is also open to the general
public.
CAMBUS operates two separate levels of service throughout the year: academic year service is
the highest level of service, summer/interim service is approximately 75% of academic year
service. Differences in level of service are in the amount of service provided, not in the areas
served. The service area remains the same during both periods.
The primary routes, Red and Blue, operate in nearly identical clockwise and counter-clockwise
loops which serve the residential halls, University Hospitals, most academic buildings,
downtown Iowa City, and commuter parking lots. The Red, Blue, and Hawkeye routes are the
only routes which operate on Saturday and Sunday, for 28 weeks per year. The other routes
are designed for specific functions: providing service to Oakdale Campus, providing service to
residence halls, providing a shuttle between main campus and the hospital area, and service to
Mayflower and Hawkeye Apartments.
During the academic year CAMBUS operates 23 buses during daytime peak hours, 11 buses
between 6:30 p.m. and 9:00 p.m., and five buses between 9:00 p.m. and 12:00 a.m. Weekend
service on the Red, Blue, and Hawkeye-Interdorm routes operate between noon and midnight
with three buses. CAMBUS also operates a Safe Ride service on Friday and Saturday nights
from midnight to 2:20 a.m. with two buses.
All CAMBUS fixed route buses are lift equipped. CAMBUS operates a special paratransit
system, called Bionic Bus, similar to the fixed route system. It is intended for University
students, faculty, and staff, but is also open to the public. The Bionic Bus system operates
small accessible buses on a demand responsive basis. Service hours are the same as fixed
route scheduled hours on Saturday and Sunday. A reduced level of service is provided during
summer and interim periods.
Johnson County SEATS: Johnson County SEATS is available to everyone within Johnson
County. The system is especially committed to transporting the elderly, those in wheelchairs,
and those with physical or mental disabilities. SEATS service is available to the general public
in the rural area, and to persons who, because of disability, are unable to use Iowa City or
Coralville Transit. Eligibility is determined by each city. Although independently operated,
Johnson County SEATS is one of six county transit operations organized under the East Central
Iowa Transit System. This organization provides the administration, coordination, and planning
functions for Johnson County SEATS.
The hours of service in the urban area of Iowa City and Coralville is 6:00 a.m. to 10:30 p.m.
Monday through Friday, 6:00 a.m. to 7:30 p.m. on Saturday, and 8:00 a.m. to 2:00 p.m. on
Sunday. All trips are $1.50 with a reduced fare of $.75 available for low-income residents.
Personal care attendants of ADA eligible persons may ride free of charge. Reservations are
taken by phone 7 days per week.
3
Summary Table of Performance Statistics: A summary table of Transit Performance
Statistics has been produced by JCCOG every year since 1986. These tables assist each
transit system and JCCOG evaluate the past years performance. The FY2006 table is as
follows:
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Local Human Service Agencies: In our meetings with local human service agencies, we
found that over the years the number of transportation services have declined within the human
service agencies due to the rising costs. As a result there has been a growing reliance on
public transit systems in the Iowa City Urbanized Area. JCCOG contacted the local human
services agencies that have transportation systems within the urbanized area. The results are
included in the fact sheets.
C. EVALUATION OF NEEDS FOR SERVICES AND EQUIPMENT
i. Review of last year's efforts
Other than the existing fixed route and paratransit services provided by Coralville
Transit, Iowa City Transit, and CAMBUS there were few changes. In August of
2006, Iowa City Transit began operating a fixed route transit service to Chatham
Oaks Care Facility on the west side of Iowa City. Chatham Oaks currently
houses 60 persons with mental illness and mental retardation. Plans are in place
to expand this facility with another 16 units. Chatham Oaks has requested bus
service to their facility for many years and again approached the City before
building the new units. The expanded transit service consists of a 20 minute
express route to Chatham Oaks with limited residential service in west Iowa City.
The service will operate 12 trips per day, 5 days per week.
Iowa City Transit received $70,180 in New Freedom funds in FY06 for the
Chatham Oaks express route. The funding amounts were $35,054 for the
purchase of a 1992 40' Gillig Phantom bus and $35,126 for operating. The New
Freedom "mark" was $25,566 for the urbanized area. Coralville Transit and
CAMBUS did not apply for any New Freedom funds and fully supported Iowa City
Transit's New Freedom application.
In the fall of 2006, Coralville Transit, in conjunction with the City of North Liberty,
began operating a commuter route between North Liberty and Coralville on
weekday mornings and evenings. There is no midday service at this time but is
possible in the future if necessary. This route will help expand employment
opportunities between North Liberty and the rest of the urbanized area.
ii. Public input
JCCOG's planning process regarding the PTDP began with focus groups and
interviews allowing us to assess deficiencies in local transportation systems.
Stakeholders included transit riders, employers, human service agencies,
employment services, and public transit providers. The assessment process
included interviews with the following:
~ Broadway Neighborhood Center Director and two family support workers.
. ~ Disability providers from ARC, Goodwill Industries, Systems Unlimited, and
Employment Plus.
~ Local supervisor for Workforce Development.
~ Regional Supervisor for Promise Jobs. (work/education component of
TANF/FIP)
~ Vocational Rehabilitation counselors.
~ Regional Director and Residential Manager for MECCA. (substance abuse
treatment program)
~ Coral Ridge Mall management.
~ Transit riders.
~ Coralville Transit, Iowa City Transit, and CAMBUS management.
6
JCCOG also reviewed the following documents regarding transit service:
~ CITY STEPS 2006-2010 (HUD consolidated plan). The goal of CITY STEPS
is to encourage and support families and individuals in achieving their highest
degree of self-sufficiency. This plan includes a needs assessment of public
transportation with an emphasis on persons with disabilities.
In addition to the focus group meetings and interviews, JCCOG has gathered
information regarding the local geographic distribution of employment centers
and employment related activities, the location of welfare recipients and low
income residents, and the distribution of people and employment centers which
are currently not served by public transportation.
JCCOG also participated in the regional Mobile Action Plan workshops organized
by the Iowa DOT and the East Central Iowa Council of Governments (ECICOG).
These workshops focused on regional transportation activities and identified
issues such as gaps in service, funding, and the lack of coordination between
transportation systems in multiple counties.
iii. Service needs
Through the planning process, we have identified the following transportation
deficiencies in the urbanized area. The deficiencies are in no particular order.
Deficiencies
.:. Lack of public transit service during late night and early morning hours,
Saturdays, Sundays, and holidays. These gaps in service limit job opportunities
in businesses that operate 24/7 or off-peak. Some of these businesses may
include food service, hotel/motel housekeeping, retail, and manufacturing.
.:. Public transit may be very inconvenient for some due to time consuming rides on
public transit. These ride times affect people trying to get their children to
childcare and then to work on time, trying to get to their children if they get sick
during the day at daycare or school, and adjusting to work shift and work location
changes. This inconvenience makes it very difficult to consistently rely on public
transit service. Waiting for and riding the bus may take more time than an actual
part time work shift. For those that do not have a vehicle, license, or insurance
this lack of convenience can be a problem when it comes to employment
opportunities.
.:. Public transit may not provide service to certain employment and/or shopping
centers in the urban area or surrounding communities. The lack of public
transportation service to employment centers such as the retail area north of the
Coral Ridge Mall in Coralville and the City of North Liberty create problems for
job opportunities. The elderly and persons with disabilities also have trouble
getting to these same areas for shopping.
iv. Management needs
As with most transit systems, management issues increase as service increases
without additional staff or facilities. The programs that are developed through
Special Needs, JARC, and New Freedom funding will be evaluated before being
implemented as it relates to management issues in the three transit systems.
These evaluations will be done by the communities of Iowa City and Coralville or
by the University of Iowa.
7
v. Existing fleet needs
Fleet Rehabilitation/Replacement Schedule forms are attached for each system.
These forms cover all vehicles in the existing fleets and all non-rolling stock
items. All of the replacement schedules are based on FT A's useful life schedule
for buses and are replaced or upgraded as the transit budgets allow.
In FY2007 CAMBUS received 11 new heavy-duty buses ($2,921,600) through
the Public Transit Equipment and Facilities Management System (PTMS -5309)
while Iowa City Transit received one new light-duty bus ($61,420) through PTMS.
Coralville Transit is in line to receive funding for one heavy-duty bus and
CAMBUS is in line to receive funding for one medium-duty bus in the next year or
two through PTMS.
The spare ratios for the three transit systems should not exceed 20% of the
vehicles operated in maximum service according to FTA. However, recent
research indicates that 20% may not be a reasonable spare ratio for transit
systems with relatively small peak vehicle requirements such as the three transit
systems in this urbanized area: Coralville Transit 7, Iowa City Transit 30, and
CAMBUS 26. For this reason it is not realistic for Coralville Transit, Iowa City
Transit, and CAMBUS to strictly adhere to the 20% spare ratio guideline, as this
may result in an inadequate spare fleet for each system. The following spare
ratios are currently in effect for each system:
Coralville Transit: 29%
Iowa City Transit: 20%
CAMBUS: 23%
The local human service agencies have limited fleets and little funding to expand
or repair existing fleets. Many agencies must rely on public transportation,
donations, or resort to using personal vehicles when transporting clients. Iowa
City does have a Free Bus Strip Ticket Program and last year supplied local
human service agencies with 14,340 bus tickets. The value of these tickets was
over $10,750. This program allows individuals to get to job related activities,
training, or other personal appointments. Currently there are 11 agencies
receiving free bus tickets.
vi. Facility needs
Facility needs with the three transit systems are similar to many transit systems
in the state, they need more room and/or updated facilities. All three systems
and SEATS are either in the planning stages for new facilities or are exploring
the possibility. Sharing a facility has been discussed many times over the years.
Each time the issue is discussed the consensus has been that it was not
advantageous to the three fixed-route transit systems. Some of the issues that
were identified include:
o The varying levels of transit service provided by each system.
o Varying wage rates between systems.
o The increase in deadhead mileage if the systems were
consolidated in a single facility in one community.
In FY2007, CAMBUS received $64,000 from PTMS to install a sprinkler system
in their existing maintenance facility. However, CAMBUS does have a significant
need to expand and renovate this facility. The CAMBUS facility can no longer
8
house the entire transit fleet, is not designed for efficient and effective
maintenance of equipment, and does not meet recommended security standards.
A site and program study has been conducted by the University of Iowa and it
has been determined that a joint use facility, along with the University of Iowa's
Fleet Services Division, would provide the opportunity for a more efficient and
cost effective facility. Staffing and equipment would also be shared by the two
university divisions.
Iowa City Transit received $64,000 for building repair through PTMS in FY2007.
The existing facility has had many problems in the past due to the fact that it was
build on top of an old garbage dump. Settling and gas issues have made it
difficult to expand the facility and maintenance costs continue to increase. Iowa
City Transit is in the beginning stages of exploring the possibilities for a new
maintenance/administration facility.
Coralville Transit has plans for an intermodal facility to be located in their new
Iowa River Landing Development Area. This redevelopment area will include not
only the new intermodal facility but also a hotel and conference center
(completed in 2006), professional office and retail space, public recreation, open
space, and trails. This intermodal facility will include a transit interchange/hub for
Coralville Transit and will be fully operational for paratransit services for Johnson
County SEATS and CAMBUS. The facility will also provide taxicab and intercity
bus accommodations, a park-and-ride program, bicycle facilities, and will include
administrative offices for transit and parking. Coralville has already received two
"earmarks" for design and engineering totaling about $1,000,000. The total cost
for this facility is $16,000,000.
Johnson County SEATS is also searching for funding for a new maintenance
facility to replace their existing leased facility. The proposed facility received a
federal "earmark" of $100,000 in FY06. The City of Coralville has also stated that
they intend to help fund the new facility. The location and specific details for the
facility have yet to be decided.
vii. Goals and objectives
From the above identified deficiencies and needs, the following goals and objectives
have been developed:
.:. GOAL: Extend late night, Sunday, and holiday service to commercial areas.
o OBJECTIVE: Iowa City Transit and Coralville Transit will develop a joint
subsidized cab ride program that will meet the transportation needs of
individuals working late night hours and Sundays and holidays. This
program will be a joint effort since many people live in one community
and work in the other.
.:. GOAL: Extend existing routes to more commercial areas for improved job
access.
o OBJECTIVE: Coralville Transit will explore the possibilities of expanding
existing routes to include the commercial development north of Coral
Ridge Mall and 1-80. This area includes many new retail stores and
restaurants that are open late night, weekends, and holidays.
o OBJECTIVE: Iowa City Transit will explore the possibilities of expanding
existing routes to better serve the commercial areas on South Riverside
Drive, Pepperwood, Sycamore Mall, and downtown Iowa City.
9
o OBJECTIVE: Expand routes to commercial areas in surrounding
communities such as North Liberty.
o OBJECTIVE: Provide new routes for specific job access, include
commercial and industry partners that provide a large number of jobs that
have late or shifting hours.
.:. GOAL: Extend existing routes or create new routes for developments that
provide housing for persons with disabilities and/or low income.
o OBJECTIVE: Talk to developers about future developments and plan for
bus service facilities and schedules.
D. IDENTIFY FINANCIAL RESOURCES
The financial resources for each transit system and four-year funding projections are as follows:
Coralville Transit: (includes SEATS service)
FY07 FY08 FY09
Local tax/levy $713,277 $713,277 $713,277
Fare revenue $325,063 $325,063 $325,063
STA $179,786 $180,442 $180,442
FT A * $221,392 $238,138 $253,288
Iowa City Transit: (includes SEATS service)
FY07 FY08 FY09
Local tax/levy $2,743,577 $2,743,577 $2,743,577
Fare revenue $921,538 $921,538 $921,538
CSTC^ $301,503 $301,503 $301,503
STA $364,492 $365,010 $365,010
FTA* $746,933 $803,431 $854,543
^ Court Street Transportation Center
CAMBUS:
Student fees
STA
FTA*
FY07
$1,941,799
$459,760
$355,789
FY08
$1,941,799
$461,743
$382,702
FY09
$1,941,799
$461,743
$407,048
*includes Small Transit Intensive Communities (STIC) funding
FY10
$713,277
$325,063
$180,442
$265,952
FY10
$2,743,577
$921,538
$301,503
$365,010
$897,270
FY10
$1,941,799
$461,743
$427,400
FY11
$713,277
$325,063
$180,442
$279,250
FY11
$2,743,577
$921,538
$301,503
$365,010
$942,133
FY11
$1,941,799
$461,743
$448,770
E. ONE YEAR PROPOSED PASSENGER TRANSPORTATION INVESTMENT PROGRAM
i. First-year program (FY08)
5307 funds:
.:. JCCOG, on behalf of Coralville Transit, Iowa City Transit, and CAMBUS, will
apply for 5307 operating and capital funds. JCCOG is the designated recipient of
these funds. The apportionment of these funds is based on a formula that takes
into account four different local performance factors. The 5307 funds are split
into 80% operating and 20% capital equipment. The anticipated amount for
FY08 is $1,424,271. Specific projects are listed in the attached fact sheets.
10
5309 funds:
.:. These discretionary funds are limited to rolling stock and facilities and are
administered by the Iowa DOT. Funding amounts in this program vary
significantly year to year. Each of the three local public transit systems have
projects submitted to the state and each project is on a state-wide funding list for
equipment and facility projects.
New Freedoms:
.:. Request New Freedoms funding for Iowa City's Chatham Oaks Express route.
This program received New Freedoms funding in FY07. This included funding a
used bus and operating funds. Iowa City will request New Freedoms funds for
operating expenses in FY08 and beyond. Iowa City Transit plans on expanding
this route to downtown Iowa City.
JARC:
.:. Prepare a request for JARC funds to be used to expand existing fixed routes to
Iowa City's Peninsula Development area. This development provides housing for
low income families and is located near existing low-income housing areas.
.:. Coralville Transit will extend existing routes to provide bus service to the growing
commercial area north of the Coral Ridge Mall area and 1-80. This extension will
eventually cover another commercial development at Coralville's Iowa River
Landing in FY09 or FY10.
.:. Coralville Transit and Iowa City Transit will develop a subsidized cab ride
program for individuals working late hours, weekends, and holidays.
Special Needs:
.:. Coralville Transit and Iowa City Transit will continue to use Special Needs
funding for their paratransit service contract with Johnson County SEATS.
.:. CAMBUS will continue to program their Special Needs funds toward bus
replacement in their Bionic Bus fleet.
ii. Additional three-year sketch plan (FY09-11)
5307 funds:
.:. The intentions are the same as what is listed in the first year plan. The amounts
for fiscal years 2009-2011 are: FY09 $1,514,878
FY10 $1,590,622
FY11 $1,670,153
5309 funds:
.:. Same as what was discussed under the first year plan.
New Freedoms:
.:. Continue to request operating funds through New Freedoms for the Iowa City's
Chatham Oaks Express route.
JARC:
.:. Continue to look at ways to expand or create fixed route service to commercial
areas in Iowa City, Coralville, and North Liberty.
Special Needs:
.:. Coralville Transit and Iowa City Transit will continue to use Special Needs
funding for their paratransit service contract with Johnson County SEATS.
11
.:. CAMBUS will continue to program their Special Needs funds toward bus
replacement in their Bionic Bus fleet.
III. Project eligibility criteria for 5310,5316, and 5317
New Freedoms Projects
The Chatham Oaks Express Route for Iowa City Transit is an expansion of existing
routes and targets persons with disabilities. The 60 people that currently live at the
Chatham Oaks and the people that will be moving into the 16 new units will not have to
continue to rely on the limited number of Chatham Oaks vehicles or SEATS to meet their
transportation needs. Iowa City Transit designed this route to specifically meet the
needs of the disabled persons living at Chatham Oaks and feels that the route goes
beyond the ADA minimums that are already provided.
JARC Projects
Iowa City Transit's Peninsula Development expansion route targets low-income families
living in subsidized housing in this development. There have been many requests for
bus service in this area of Iowa City.
Coralville Transit's route extension to the commercial area north of Interstate 80 also fits
within the parameters of JARC since it is focused on jobs. More specifically, jobs that
are relatively low paying jobs with businesses such as large and small retail stores, food
service, and hotel/motel.
The subsidized cab ride program will also target job access in off-peak hours such as
late nights, weekends, and holidays.
Special Needs Projects
Coralville Transit and Iowa City Transit have designated these funds subsidize the
amount they each pay to Johnson County SEATS for paratransit service. Special Needs
funding can be used to fund existing ADA programs including contract services.
CAMBUS does not have a service contract for paratransit service since they have their
own paratransit system, the Bionic Bus. CAMBUS has programmed these funds for bus
replacement in the Bionic Bus fleet.
Attachments: Passenger Transportation Provider Fact Sheets
12
~JCCOG
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Date: March 5, 2007
To: JCCOG Transportation Technical Advisory Committee
From: John Yapp, Assistant Transportation Planner ~ y
Re: Agenda Item #6: Consider a recommendation on the FY08 Transportation Planning
Work Program
Each spring we compile a list of transportation planning work program projects for the upcoming
fiscal year. While this exercise is required by the Federal Highway Administration and Iowa
Department of Transportation, we organize it to be able to schedule and plan ahead for the data
collection and research necessary to complete the projects. The attachment lists the work
program projects we have received from Transportation Technical Advisory Committee
members and other municipal staff.
The list of proposed projects highlights the multi-modal nature of many of our transportation
planning projects, with transit, pedestrian, bicycle and arterial street/traffic studies being
represented. We are aware other projects will come up during the year typically due to
proposed development projects; we are usually able to fit those in to our work program. When
significant projects are proposed during the year that would disrupt our work program we will
discuss them with you and the Policy Board before committing time to them.
Please consider a recommendation to the JCCOG Urbanized Area Policy Board on the FY08
Transportation Planning Work Program. We will augment this list with the regularly-occurring
transportation planning work we conduct and bring it to the Board in May for consideration.
Wpd/jccogtp/fy08workprogram
PROJECT REQUESTS
FY08 JCCOG TRANSPORTATION PLANNING WORK PROGRAM
Project Name
1. Update 1ih Ave./Holiday Rd. Signal Warrant Study
2. Traffic study for the Highway 6/IA Highway 965 intersection
3. Assist with Coral Ridge Ave./IA Highway 965 Master Plan
4. On-call review of development traffic studies as submitted
5. Assist Iowa City Transit with Iowa City/U Heights Transit Contract
6. Assist Iowa City Transit with Job Access Reverse Commute grant
application and program
7. Conduct downtown Iowa City parking demand study
8. Conduct Diana Street traffic calming evaluation
9. If the City of Iowa City Council approves the Iowa City
Neighborhood Council's request to form a Pedestrian Safety
Task Force, participate and assist as necessary.
10. Speed study on Old Highway 218 near Mormon Trek Boulevard
11. Speed study on Highway 1 between Sunset Street and Kitty Lee
Road
12. Speed study on North Dodge Street
13. Assist Iowa City Transit with Iowa Clean Air Attainment Program
grant application
14. Assist Iowa City Transit with New Freedoms grant application
15. Assist Iowa City Transit with a study of route expansion to the
Peninsula Neighborhood and Northgate Corporate Park
16. Northside Marketplace traffic, parking, and pedestrian safety
study
17. Host 2008 Midwest Transportation Planning conference
18. Conduct State Law Yield to Pedestrians sign pilot
project/evaluation
19. Continue program of evaluating traffic signals on a five-year
rotation
20. Conduct traffic study for three intersections around the Penn
Street/I-380 interchange
21. On-call assistance with review of development plans and plats
Requested By City
Holderness Coralville
Holderness Coralville
Holderness Coralville
Trom North Liberty
Holderness Coralville
Fowler Iowa City
Fowler Iowa City
Fowler Iowa City
Klingaman Iowa City
Klingaman Iowa City
Knoche Iowa City
Knoche Iowa City
Knoche Iowa City
Logsden Iowa City
Logsden Iowa City
Logsden Iowa City
Miklo Iowa City
Davidson JCCOG
Yapp JCCOG
Williams JCCOG
Trom North Liberty
Trom North Liberty
.
2
Specific Traffic Count Requests
1. Camp Cardinal Boulevard Holderness Coralville
2. Roundabout counts Holderness Coralville
3. First Ave./Oakdale Blvd. counts Larson Coralville
4. North Front Street between Zeller Street and Penn Street Trom North Liberty
5. Penn Street between Highway 965 and 1-380 James North Liberty
6. Jones Boulevard James North Liberty
jccogtp/FY08reqs.doc
~JCCOG
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Date: March 5, 2007
To: JCCOG Transportation Technical Advisory Committee
From: John Yapp, Assistant Transportation Planner -;' J ! ~
Re: Agenda Item #7: Update on Surface Transportation Program and Transportation
Enhancement funding targets
We have received updated funding targets for Surface Transportation Program (STP) and
Transportation Enhancement (TE) program funds. We have also received the final adjusted
programming allocation for program year 2007. Currently the Federal Highway Administration is
operating under a continuing resolution and no 2007 Appropriations Bill has been signed into
law. If and when Congress passes a 2007 Appropriations Bill, funding targets may change; we
will keep you apprised.
Much of our FY09 apportionment was programmed during our FY07-08 programming cycle due
to a combination of high project costs and a federal funding shortfall of FY08 amounts. We will
conduct a grant funding process for JCCOG-allocated STP and TE funds this fall, with these
funding targets:
FY09-10 JCCOG Funding Targets
Surface Transportation Program: $1,644,556
Transportation Enhancements: $233,676
Iowa Pavement Management Program
The Iowa Pavement Management Program (IPMP) current data collection cycle ends in 2007.
2008 begins the next two-year cycle. For preparation of the JCCOG Transportation
Improvement Program this spring, are you interested in continuing to participate in the IPMP?
The IPMP collects pavement distress data on federal aid routes. If you wish to continue to
participate, we will program the $9,000 in STP funds annually through FY10. These funds will
come off the top of the JCCOG STP apportionment.
jccogtp/mem/STP- TE_targets.doc
~JCCOG
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Date: March 5, 2007
To: JCCOG Transportation Technical Advisory Committee
From: John Yapp, Assistant Transportation Planner 7 ~ 'fy--
Re: Agenda Item #8: Discuss the draft JCCOG Long Range Transportation Multi-Modal
Transportation Plan
The draft JCCOG Long Range Transportation Multi-Modal Transportation Plan is enclosed in
your mailing for discussion at the March 13 JCCOG TT AC meeting. The Plan is also
available on the JCCOG website at www.iccoQ.orQ/LRMMTP. The March 13 TTAC meeting
kicks off a 50-day public comment period on the draft plan before we briQg it to the JCCOG
Urbanized Area Policy Board in late May for them to consider adoption.
This Plan update continues the emphasis on representing all local modes of transportation
including arterial streets, transit, aviation, pedestrian and bicycle planning. A new section
added to the plan is Passenger Rail, emphasizing the potential for passenger rail service to
be renewed on existing railroad corridors in Johnson and Linn Counties. Another new
emphasis with this update is the use of visualization meaning maps and graphics to
communicate information. We believe greater use of visualization techniques will help the
general public understand sometimes complex transportation issues and proposals. Other
highlights include:
. For the first time, we have produced metropolitan area-wide land use maps based
on the adopted land use plans of our member communities. These maps, while
using simplified land use categories, help identify growth areas and future zoning
patterns in our metropolitan areas. .
. Population forecasts showing the connection between population growth and the
need for additional urbanized land. We also have included a map showing where
the highest population growth has been 1990-2000.
. In the Arterial Street Plan section, the traffic model and forecasts of federal funding
for transportation infrastructure have been used to develop different scenarios for
funding groups of projects. These scenarios show how funding different projects
will affect traffic flow (specifically vehicle-hours-traveled) given our growth trends.
. Environmental Awareness maps of lower income and minority, census tracts (the
social-justice environment) and known areas of steep slopes, wetlands, floodplains
and underground storage tanks (the physical environment).
. A map of existing and future public schools. Future school location is a catalyst for
urban growth and transportation infrastructure.
T:\JCCOG\John\cover memo. doc
How is the JCCOG Long Range Multi-Modal Transportation Plan used?
1. Projects proposed to receive federal funding must be consistent with the adopted
Transportation Plan. For example, for federal funds to be used on an arterial street
project the street must be included on the JCCOG Arterial Street Plan. The Plan is
updated every five years. In between updates the Plan may be amended with
approval from the JCCOG Urbanized Area Policy Board, following a public input
process.
2. As a resource, the JCCOG Long Range Transportation Multi-Modal Transportation
Plan provides information to the public, the development industry and to elected
officials and other interest groups regarding the transportation plans in our
metropolitan area. Just like comprehensive plans for municipalities, the JCCOG
Transportation Plan should guide programming and decision-making related to
transportation improvements.
3. For coordination between municipalities, the JCCOG Transportation Plan is an
instrument through which coordination takes place.
4. Through policy statements such as the Complete Streets Policy, the JCCOG
Transportation Plan provides guidance regarding the design of transportation
facilities.
5. The Plan provides essential information necessary in the first stages of project
planning. The Plan includes environmental information, land use maps, high collision
locations, volume/capacity ratios, trail plans, a sidewalk deficiency map, airport use
information, and other pieces of transportation knowledge necessary for project
planning.
T:\JCCOG\John\cover memo. doc
~JCCOG
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Date: March 5, 2007
To: JCCOG Transportation Technical Advisory Committee
From: Kent Ralston, Assistant Transportation Planner ~
Re: Agenda item #9: Discuss TIME-21 initiative and March 23 public input meeting
Attached is a brief summary of the Iowa DOT Road Use Tax Fund report which was released on
January 29, 2006 to the Iowa General Assembly on the needs of Iowa's public road system.
This summary was requested by the Iowa City City Council. Subsequent to the release of the
report, a series of meetings around the state have been scheduled which will be hosted by
Senator Tom Rielly (Chair, Senate Transportation Committee) and Senator Larry Noble
(Ranking Member, Senate Transportation Committee). The purpose of the meetings is to gather
input regarding needs and issues related to all modes of transportation.
The focus of the Iowa DOT report and the statewide meetings is the proposal to create the
Transportation Investment Moves the Economy in the 21st Century (TIME-21) fund. The report
does not prescribe a precise revenue structure, but suggests a number of mechanisms from
which the legislature could choose to appropriately fund the program. The new fund would
hopefully generate $200 million annually, of which $40 million would be allocated to cities. The
TIME-21 fund would be in addition to the current Road Use Tax Fund.
We wanted to alert you to the March 23, 2007 public meeting in Marion, which will be held from
10:30 a.m. until noon at the Chamber of Commerce in Marion. JCCOG staff will be attending to
endorse the TIME-21 proposal.
We would also like a recommendation at the March 13 TT AC meeting regarding the chairperson
of JCCOG sending letters to our area legislators endorsing the TIME-21 proposal, and
encouraging their support.
Bring any questions to the March 13 meeting.
jccogadm/memos/jd-ttac. TIME-21.doc
~ .~~-,...~-~-~-~.,-----..-,-...~------
=- -=JCCOG
- ==
~~
~
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Date: January 17, 2007
To: City Council
From: Jeff Davidson ~
Re: Iowa DOT Road Use Tax Fund (RUTF) report
At your request, I have prepared a summary of the Road Use Tax Fund report recently
completed by the Iowa Department of Transportation. This report was legislatively mandated by
the 81 sl General Assembly to assess the status of Iowa's public roads system. Attached is a
copy of .the executive summary of the report. The report documents that there will be a $4
billion funding shortfall for critical needs over the next 20 years based on current projected
revenues. The report recommends an increase of $200 million annually to meet these needs.
The report includes options for the legislature to consider to increase roadway funding.
The existing Road Use Tax Fund derives its revenue from fuel taxes, vehicle registration fees,
driver's license fees, and the use tax on motor vehicles. These are distributed according to the
following formula: 47.5% to the state; 32.5% to counties; and 20% to cities. There is much
debate about the fairness of this formula. The state primary highway system includes only 8.2%
of total roadway mileage, but carries 61 % of the total traffic volume and 88% of the large truck
volume. The county system is 80% of the mileage total but only 17% of the traffic volume total.
Cities have 13% of the total ro,adway mileage and 22% of the total traffic volume.
The Iowa DOT study recommends that natural growth in the four existing revenue sources be
accrued to the Road Use Tax Fund according to the existing formula. The report also details
several options for the legislature to consider to increase roadway funding. Any new revenues
would be deposited into a new fund called "Transportation Investment Moves the Economy in
the 21 sl Century" (TIME - 21). This new fund would be targeted to areas particularly important to
the Iowa economy according to the following formula: 60% to the state; 20% to counties; and
20% to cities.
Potential revenue sources for increasing Road Use Tax Fund revenue are summarized in the
last four pages of the executive summary. It is a significant question as to whether or not there
is the political will in the legislature to enable any of these options for increasing funding to see
the light of day. Overall Road Use Tax Fund revenue for the City of Iowa City in FY07 is
estimated at $5.3 million. The state-wide trend in Road Use Tax Fund revenue is relatively
stagnant to declining based on more fuel efficient vehicles and the moderation in vehicle miles
traveled based on high fuel prices.
To view copy of the full report go to the website www.iowadot.qov and click on the TIME-21
logo. Let me know if you have any questions.
cc: Steve Atkins
Rick Fosse
Ron Knoche
Karin Franklin
jccogadmlmemos/roadusefunds.doc
~. -'--'-._--_.~---~-----------,-----~-_.
~ I~a~a ~~~~entof Transportation
To:
Individuals and organizations interested in Iowa's public roads system
Iowa Department at Transportation Director Nancy Richar~
Iowa DOT releases Road Use Tax Fund (RUTF) report
From:
RE:
On Dec. 29, 2006, the Iowa DOT issued a legislatively mandated report to the Iowa General
Assembly on the needs of Iowa's public roads system.
The report, "Study of Iowa's Current Road Use Tax Funds (RUTF) and Future Road
Maintenance and Construction Needs," was developed by the Iowa DOT in consultation
with city and county officials, and with input from many individuals and organizations.
Detailed in the report are the challenges facing Iowa's public roads system which, left
unaddressed, will continue to delay critical maintenance and preservation efforts, and defer
investments aimed at adding capacity to our roads system.
The report documents the fact that Iowa's public roads system will experience a $4 billion
shortfall in funding for its most critical needs over the next 20 years, based on current
projected revenues and expected construction and maintenance needs. The report
recommends an increase of $200 million annually to meet these critical roadway needs.
The report also includes options for the legislature to consider that would increase roadway
funding. Additional revenues would be deposited into a new fund titled "Transportation
Investment Moves the Economy in the 21 sl Century (TIME-21)" and targeted to those areas
particularly important to Iowa's economy.
The recommendations contained in the report have been endorsed by organizations
representing Iowa's counties and cities, specifically the Iowa League of Cities, Iowa State
Association of Counties, Iowa County Engineers Association, and Iowa State Association of
County Supervisors. They are also supported by the Iowa Good Roads Association and
Associated General Contractors of Iowa.
To view a copy of the report, go to www.iowadot.qovandclickontheTIME-2110go.This will
link you to a special Web site intended to help educate local governments, economic
development groups, community organizations, corridor groups, and other interested parties
about the challenges facing Iowa and need to quickly identify solutions.
In addition to the other information provided on the site, there is a section titled "Get
Involved" that offers suggestions on ways for the public to become involved in the
educational effort. It also identifies a way for you to sign up for the TIME-21 E-Alert system,
which will provide subscribers with periodic E-mails regarding this issue.
Thank you for your continued support of Iowa's roads.
Study of Iowa's Current Road Use Tax
Funds (RUTF) and Future Road
Maintenance and Construction Needs
A report to the Iowa Legislature, per Section 85,
House File 868, 8Ist General Assembly
Prepared by
Iowa Department of Transportation
Executive Summary
December 29,2006
Introduction
The 81 sl General Assembly of the Iowa legislature, in Section 85 of House File 868,
required the Iowa Department of Transportation (Iowa DOT) to conduct a study of
current Road Use Tax Fund (RUTF) revenues, and projected roadway construction and
maintenance needs. Specifically the legislation requires the following:
"The state department of transportation shall review the current revenue levels of
the road use tax fund and its sufficiency for the projected construction and
maintenance needs of city, county, and state governments in the future. The
department shall submit a written report to the general assembly regarding its
findings on or before December 31, 2006. The report may include
recommendations concerning funding levels needed to support the future mobility
and accessibility for users ofIowa's public road system."
Consistent with recent actions involving the review and analysis of all public roadways in
the state, the Iowa DOT elected to conduct this study with input from city and county
officials. These officials represent the 'three legs of the stool' critical to maintain and
operate the public roadway system in Iowa. Special acknowledgement is given to the
following representatives who provided vital input into the development of this report.
Greg Reeder, Council Bluffs city engineer
Jeff May, Knoxville public works director
Royce Fichtner, Marshall County engineer
Tom Stoner, Harrison County engineer
Iowa DOT also acknowledges Scott Newhard (Associated General Contractors of Iowa)
and Dave Scott (Iowa Good Roads Association) for facilitating the discussions between
the Iowa DOT, city and county officials.
Iowa DOT consulted with other groups with strong interest in Iowa's transportation
system.
1
Executive Summary
The 81 st General Assembly of the Iowa legislature, in Section 85 of House File 868,
required the Iowa Department of Transportation (Iowa DOT) to conduct a study of
current Road Use Tax Fund (RUTF) revenues, and projected roadway construction and
maintenance needs. With input from Iowa's cities, counties and other interested groups,
the Iowa DOT completed this report for submittal to the legislature.
Findings and Recommendations
As with the rest of the nation, Iowa is on the verge of a transportation crisis. This is the
result of flattening revenues, dramatically increasing construction costs, aging
infrastructure, increasing usage, and deferred maintenance. While the system is not yet
broken, it is at the tipping point where the cost to recover will grow exponentially if
action is not taken now. As documented in this report, Iowa is already facing a $27.7
billion shortfall in the next 20 years.
The $27.7 billion shortfall represents an ideal level of investment which cannot be fully
funded in light of the needs that exist for all levels of government and the services they
provide. However, there are critical needs that must be met to avert a transportation
crisis. The Iowa DOT worked with city and county officials to identify those
improvements that would provide the greatest benefit to preservation of the system as
well as those improvements that would provide the greatest economic development
opportuni ties.
At the state level, critical needs exist on the interstate and Commercial and Industrial
Network (CIN). These systems are vital to the economic growth and prosperity ofIowa.
From the input received during the development of this study, and received by the Iowa
Transportation Commission, it is clear that to maintain and grow Iowa's economy
significant investments on the interstate and CIN are necessary to provide all regions of
Iowa with access to high-quality transportation, which is reliable and efficient. Absent
additional funding, it will either be impossible or take a very long time to complete
improvements on corridors such as U.S. 20, U.S. 30, U.S. 34, U.S. 61, U.S. 63, U.S. 169,
and many others.
At the county level, the large number of structurally deficient bridges and deteriorating
conditions on the Farm-to-Market Road System are impacting the efficient movement of
people and goods. If these needs are not addressed, more bridges will have to be closed
and roads vital to the movement of agricultural products will deteriorate, impacting local,
regional and statewide economies. These roadways and bridges are even more important
with Iowa's burgeoning biofuels industry.
Cities are facing issues similar to the Iowa DOT and counties, with deteriorating
pavement conditions, deferred/reduced maintenance, and the inability to meet the demand
for new and/or expanded roadways. The highest priority needs for Iowa's cities are a
backlog of maintenance needs critical to supporting and encouraging economic
development.
2
Through the development of this report, the Iowa DOT, city and county officials reached
consensus on the following points:
. Existing RUTF revenues should continue to flow through the existing distribution
formula, and any natural growth in those revenues should also continue to flow
through the existing distribution formula.
. If new funding sources are created or existing funding sources increased, the new
revenue should be placed in a new fund.
. If a new fund is created, it should be distributed through a new formula (60
percent to the state, 20 percent to the cities and 20 percent to the counties) and
targeted to particular needs that best enhance and support Iowa's rural and urban
economIes.
. The minimum amount of new funding needed today to meet the most critical
needs to sustain and enhance Iowa's economy is $200 million per year.
. Implementation of funding increases can be phased in over two years to better
manage the impact on users.
. Any additional new revenue generated beyond $200 million should be distributed
through the existing RUTF distribution formula.
. The additional revenue targeted to critical needs in Iowa will result in
improvements that have the greatest impact on sustaining and enhancing Iowa's
economy; however, it still falls well short of meeting all the needs that exist on
Iowa's public roadway system. On a system-wide basis, it is expected that even if
the recommended funding level is achieved, pavement and bridge infrastructure
will continue to worsen, although at a slower pace. It is also expected that on
low-volume county roads, road and bridge conditions will continue to worsen
resulting in more closed bridges, bridges with load restrictions and roads being
classified as area service 'b' or area service 'c.'
It is important to note that the points listed above are all inter-related and in their entirety
result in consensus among Iowa DOT, city and county officials. Therefore, it is
important that the recommendations are evaluated as a package of recommendations,
rather than a list of individual recommendations for consideration.
Based on the findings of the study, the following actions are recommended and endorsed
by the Iowa DOT, Iowa County Engineers Association, Iowa State Association of County
Supervisors, Iowa State Association of Counties, and Iowa League of Cities:
1) Create a Transportation Investment Moves the Economy in the 2pt Century
(TIME-21) Fund
Additional investment in Iowa's public roadway system is vital to sustain and grow our
state's economy. This new fund will target new revenue to those areas particularly
important to Iowa's economy.
TIME-21 funding for the Primary Road System will be spent on the interstate and crN
system. This will permit continued development of corridors critical to connect Iowa
with regional, national and international markets. Further improvements will increase
3
efficiency and safety resulting in economic growth to all regions of the state. With
additional revenue from the TIME-2l Fund to help meet the needs of the interstate and
CIN, a greater amount of existing RUTF revenue becomes available to address needs on
the rest of the Primary Road System, which otherwise would not be addressed for many
years.
At the county level, funding will be targeted heavily toward replacing deficient bridges.
These bridge deficiencies hinder the efficient movement of agricultural products and
jeopardize medical and fire services in rural Iowa. Enhancements to the Farm-to-Market
Road System will also be targeted. This system of county roads serves a key role in the
support and development oflowa's value-added agriculture economy. Improvements to
the Farm-to-Market Road System are needed to assure efficient movement of products to
market and, in particular, value-added biofuel industries. The Farm-to-Market Road
System is also taking on an increasing role in support of the commuting of rural Iowans
to jobs in regional and metropolitan centers.
At the city level, each community will assess its own unique needs. Many will target
funding toward sustaining the overall street network. This will be accomplished by
directing resources first to cost-effective maintenance. This will allow cities to budget
other local, state and federal funds to streets that are critical to economic growth and
development. Reconstruction, expansion and safety will be priorities after maintenance
needs are addressed.
2) Enact Changes to the Iowa Code that Generate a Minimum of $200 Million in
New Revenue for the TIME-21 Fund
The TIME-21 Fund will ultimately require a minimum of $200 million per year of
funding. This funding will be generated using a mechanism or mix of mechanisms
described in the "Options for Addressing Funding Shortfall" section of this study. Any
funding generated beyond the $200 million necessary for the TIME-21 Fund should be
distributed via the existing RUTF distribution formula.
Consistent with past RUTF revenue increases, it is recommended any increase in revenue
be phased-in over two years.
3) Establish a 60 Percent State, 20 Percent City and 20 Percent County Funding
Distribution Formula for the TIME-21 Fund
To address critical needs and to maximize the impact of additional revenues, the TIME-
21 Fund should be distributed as follows:
. 60 percent to the state for use on the interstate and CIN;
. 20 percent to cities, on a per capita basis, via the Street Construction Fund of the
Cities to sustain and improve the Municipal Street System; and
. 20 percent to counties via the Secondary Road Fund for use on all secondary road
bridges and maintenance and construction improvements on the Farm-to-Market
Road System. The Secondary Road Fund is distributed to counties using a
formula based on area, miles of road, vehicle miles of travel, rural population, and
length of bridges.
4
4) Continue Evaluation of Alternative Funding Mechanisms
The alternative funding mechanisms evaluated as part of this study, but not adopted by
the legislature as funding sources, warrant additional study. For example, the per-mile
user fee, which is not technically possible now, may be the best solution to assess user
fees in an equitable manner as the country eventually moves toward alternative-fueled
vehicles. The Iowa DOT should continue to study alternative funding sources and report
at least every five years to the legislature on the advantages and disadvantages, and
viability of alternative funding sources.
5) Perform Regular Reevaluation of Needs and Revenues and Report to the
Legislature
As documented in this report, there are many issues impacting the Iowa DOT's, cities'
and counties' ability to address the needs of the public roadway system. These issues
include the rapid changes in construction costs, level of all sources of funding, rising
volume of freight movements, increasing ethanollbiodiesel production, changing
commuting patterns, aging population, and many others. As a result of this dynamic
environment, it is prudent to reevaluate, on a regular basis, the long-range maintenance
and construction needs of the public roadway system, and the ability of existing RUTF
revenues (including new TIME-21 Fund revenues) to meet those needs. The Iowa DOT,
in consultation with cities, counties and other interested parties, should be directed to
conduct a study similar to this one at least every five years and provide a written report to
the legislature summarizing the study.
Absent additional revenue for the public roadway system, Iowans can expect a
dramatic decrease in pavement and bridge conditions in the coming years. In
addition, congestion in and around urban areas and along much of the interstate
(rural and urban) will increase significantly. Finally, corridor improvements on the
CIN will not be addressed. All of these impacts to the public roadway system end
up damaging Iowa's economy. Transportation costs will increase for both the
public and businesses and opportunities for economic development will be lost to
other states.
Background
As part of the development of this report, many aspects of transportation were analyzed
in detail. The results of that effort are in the full report and are summarized below.
Iowa's Public Roadway System Description
The public roadway system in Iowa consists of nearly 114,000 miles of highways, roads
and streets, and almost 25,000 bridges. The jurisdictional responsibility of those roads is
described along with information on mileage and travel for each system. Table 1 is a
summary of the systems.
5
Table I - Mileage and Vehicle Miles of Travel (VMT) by System
% of Total
%of 2005 Total 2005 Large Large
Mileage* Total VMT % of Total Truck VMT Truck
(as ofJanuary 1,2006) Mileage (1 ,000,000s) VMT (1,OOO,OOOs) VMT
Primary 9,372.66 8.2% 19,208 60.8% 2,491 88.3%
Secondary 90,075.12 79.2% 5,481 17.4% 286 10.1 %
Municipal 14,338.75 12.6% 6,879 21.8% 45 1.6%
Total 113,786.53 31,568 2,822
Source: Iowa DOT - Office of Transportation Data
* This table and report do not include the small amount of mileage within Iowa's parks and
institutions.
Funding
Iowa's public roadway system is supported by revenue through three major sources ---
federal, state and local governments. Federal funding is primarily generated from federal
fuel tax and used for construction improvements. In Federal Fiscal Year (FFY) 2007, the
state of Iowa is expected to receive $306 million in federal funding, with $205 million
allocated to the state and $10 I million allocated to cities and counties.
State revenues for Iowa's public roadways come from the Iowa Road Use Tax Fund
(RUTF). The RUTF consists of revenues from fuel tax, registration fees, use tax, driver's
license fees, and other miscellaneous sources. In FY 2007 it is estimated the RUTF will
receive approximately $1.1 billion, approximately 40 percent coming from fuel tax, 36
percent coming from registration fees and 20 percent coming from use tax. After some
off-the-top allocations for programs such as Revitalize Iowa's Sound Economy (RISE),
motorcycle education, Living Roadway Trust Fund, and state park and institutional roads,
Iowa's RUTF is distributed by formula to the state for use on the Primary Road System
(47.5 percent), to counties for use on the Secondary Road System (24.5 percent) and
Farm-to-Market Road System (8 percent), and to cities for use on the Municipal Street
System (20 percent).
Cities and counties also receive funding for their roadways from local revenue sources.
Typical sources include property taxes, local option sales tax, tax increment financing
districts, bonding (primarily for cities), and assessments. The amount oflocal revenue
each city and county receives varies based on local taxing decisions.
Importance of Transportation
An efficient transportation system is essential for the future economic health of the state.
Improvements to our public roadway system lower costs for producers and consumers,
and make Iowa more attractive in a highly competitive market for jobs and industry.
Failure to maintain our public roadway system will result in lost jobs and opportunities
for economic development to neighboring states. Transportation investments support
economic development, our quality oflife, protect our environment, and enhance safety.
6
Factors Impacting Transportation
There are many factors impacting transportation in Iowa and the nation. All of these
factors are resulting in an increase in maintenance and construction needs on Iowa's
public roadway system. The factors include increasing travel, increasing freight
movements, changing demographics, increasing ethanollbiodiesel production, increasing
construction/maintenance costs, decreasing pavement and bridge conditions, and
flattening or reduced funding levels. To address these factors the Iowa DOT, cities and
counties have all taken steps to increase efficiency and reduce administrative costs.
Evaluation of Future Needs
For the purposes of this report, public roadway system needs were estimated over the 20-
year period from 2005 through 2024. The 20-year projected needs for Iowa's public
roadway system are $67.2 billion. The Primary Road System has total needs of$27
billion, the Secondary Road System $23.4 billion and the Municipal Street System $16.8
billion.
The $67.2 billion in needs oflowa's public roadway system represents the total cost to
address all deficiencies that exist now or are forecast to exist in the next 20 years. This
does not take into account the fact that some of the needs have a cost that exceed the
benefits to the state. In an attempt to evaluate the rate of return of different improvement
types and recognizing the needs will far exceed available revenue over the next 20 years,
an effort was made to prioritize needs based on minimum thresholds for preservation of
the system and then the economic benefits of different types of improvements on roads
with different traffic levels. The full report documents the prioritization of needs among
the state, cities and counties.
Evaluation of Future Revenues
Based on historic trends and an analysis of how those trends will change in the future,
federal, state and local revenues were forecast for the next 20 years. From 2005 to 2024,
the Primary Road System is forecast to receive $15.2 billion, Secondary Road System
$10.9 billion and Municipal Street System $13.4 billion. This totals $39.5 billion, which
is $27.7 billion short of the $67.2 billion in estimated needs.
Needs versus Revenues
The estimate of future revenues will allow all maintenance and administration needs
(category 1) to be met, and most of the next highest priority of needs, which addresses
pavement and bridge preservation needs on higher volume roads (category 2). To fully
address the higher-volume preservation needs the most critical needs of the next priority
category (category 3) an additional $200 million per year of funding is needed. Of the
unfunded category 2 and category 3 needs that can be addressed with $200 million per
year of additional funding, 70 percent are on the Primary Road System, 14 percent on the
Secondary Road System, and 16 percent on the Municipal Street System. Recognizing
that this is a significant shift from the existing RUTF distribution percentages and that
7
each jurisdiction prioritizes their needs differently, the following distribution of
additional RUTF revenues is proposed:
. State of Iowa - Primary Road System: 60 percent
. Counties - Secondary Road System: 20 percent
. Cities - Municipal Street System: 20 percent
Options for Addressing Funding Shortfall
Table 14 is a summary of existing RUTF revenue sources and options for generating
increased revenue. Table 15 is a list of revenue mechanisms that are not currently
utilized, but could be implemented to generate additional RUTF revenue.
Table 14 - Current RUTF Revenue Sources and Increase OptIons
Type of
Financing
Fuel Tax
Description
Cents per gallon tax on motor fuels, including some alternative fuels
Option A to Increase Revenue:
Increase per-gallon tax on motor vehicle fuels equally for gasoline,
gasohol and diesel based on existing rates of 21.0 cents per gallon for
gasoline, 19.0 cents per gallon for gasohol and 22.5 cents per gallon for
dicsel (this assumes the gasohol subsidy will be extended beyond its
6/30/07 sunset)
Each additional cent generates approximately $22 million to the RUTF
Option B to Increase Revenue:
Adjust fuel tax annually based on an inflation index (such as thc
Consumer Price Index)
Vehicle
Registration
Additional revenue depends on rate of inflation. For example, a 3
percent increase in the Consumer Price Index applied to current fuel tax
rates would !!enerate an additional $13 million annually.
Fees charged to register and license vehicles and trailers
Fee Schedule for Automobiles, Mini-Vans and Sport Utility
Vehicles
Fee = I percent of value + $0.40 x Weight
100
. < 5 model years old: value component of fee is not reduced
. 5 model years old: 75 percent of value component is applied
. 6 model years old: 50 percent of value component is applied
. >= 9 model years old: $35 (1994 and newer model year)
. The fee schedule varies based on age, type of vehicle and other
factors for older model year vehicles
Fee Schedule for Pickups (all trucks <= 3 tons)
. :e; 10 model years old: $65 per year
. II to 13 model years old: $55 per year
. 14 to 15 model years old: $45 per year
. > 15 model years old: $35 per year
Option A to Increase Revenue:
Increase the registration fee for pickup trucks making it equivalent to
automobiles (i.e. vehicle weight and value). It would generate
approximately $57 million annually to the RUTF, if applied to all
pickup trucks currently registered at 3, 4 and 5 tons.
Ifweight-value adjustment applies only to model year 2009 and later
pickups (phased in approach), the additional revenue to the RUTF is
projected as follows:
. CY 2008: $10 million
8
Advantal!es
. Collection and
administration
process already
in place
. Generally
proportional to
system usage
. Collection and
administration
process already
in place
. Equitable for cars
Disadvantages
. Increased fuel
efficiency results in
lower revenue
. Higher fuel prices
lead to reduced
driving and reduccd
fuel tax collections
. Fees are fixed and
do not adjust for
inflation
. Not proportional to
system usage
. Higher
administrative and
enforcement costs
. Not equitable for
pickups
. Encourages
retention of older
vehicles
. CY 2009: $20 million
. CY 2010: $30 million
. CY 20 II: $40 million
Option B to Increase Revenue:
Increase the minimum vehicle registration fce (i.e. $50 minimum
instead of variable minimum for autos and $35 minimum for trucks).
This scenario would generate approximately $19 million annually in
additional revenue to the RUTF.
Use Tax on Five percent use tax that is imposed on the sale of new and used motor . Collection and . Not proportional to
Motor vehicles and trailers administration system usage
Vehicles process already . May discourage
in place sales of motor
Option to Increase Revenue: . Provides revenue vehicles
Increase the use tax to 6 percent, generating approximately $40 million source based on . Fluctuates with
annually. ability to pay economic cycles
. Proportional to
cost of vehicle
Driver's A fee charged for the privilege to operate a motor vehicle . Collection and . Not proportional to
License Fee administration system usage
$4 per year (non-commercial)* process already
$8 per year (commercial)* in place
. Does not
* Does not include the one-time surcharge assessed through 6/30/08 for fluctuate with
the driver information system update ($3). economic cycles
Option A to Increase Revenue:
Doubling the driver's license fee would generate approximately $12
million annually.
Option B to Increase Revenue:
Institutionalize the current $3 surcharge as an increase as of 7/1108. It
would generate approximately $1.5 million per year, on average,
beginning in FY 2009
Table 15 - Potential RUTF Revenue Sources
Type of
Financing Description Advantages Disadvantages
Sales Tax Assess sales tax on fuel purchases. . Provides a mechanism to apply local . Requires enabling legislation
option sales tax on the purchase of . Administration and
A I percent sales tax on fuel would fuel collection system would
generate approximately $43 million . Requires less frequent legislative need to be developed
per year based on fuel prices in action on fuel tax because revenues . Because tax is tied to the
November 2006. will increase as the price offuel price offuel, the amount of
increases tax could change
significantly if fuel prices
experience largc fluctuations
Severance Tax on A tax collected by thc state either . Creates opportunity to generate . Requires enabling legislation
Exported Ethanol based on a percent of value or a revenue from sources outside of . Administration and
volume-based fee on resources Iowa collection system would
extracted from the earth that are . Compensates for roadway need to be developed
exported out of the state. Typically deterioration resulting from usage of . Potential regulatory issues
charged to producer or tirst purchaser. system for the production of ethanol . Could put the producer at
competitive disadvantage
Potential revenue dependent on rate
set and volume exported. Assuming
65 percent ofIowa's ethanol
production (1.5 billion gallons in CY
2006) is shipped out of the state, a
sevcrance tax of I cent pcr gallon
would generate $9.75 million per vear.
9
Per-Mile Tax Tax based on the vehicle miles . More direct measure of actual costs . Requires enabling legislation
traveled within a state. incurred . Administration and
. Highly related to needs for capacity collection system would
Based on the vehicle miles traveled in and system preservation because as need to be devcloped
Iowa in 2005 (31.6 billion), a I cent travel increases, the need for capacity . Potentially high
per-mile fee would generate $316 and preservation improvements administrative, compliance
million per year. increase, but so does revenue and infrastructure costs
. Low tax rate needed to fund current . Technology needs to mature
needs . Privacy concerns
. May be graduated based on vehicle
size, weight, emissions or other
characteristics
Transportation Geographic areas are defined and tax . Satisfies urgent infrastructure needs, . Requires enabling legislation
Improvement imposed within the area to fund which exceed available finances . Administration and
District transportation improvements with . Encourages state, local and private- collection system would
voter approval. sector partnerships need to be developed
. May be seen as an equity
Revenue potential varies issue
Bonds for A written promise to repay borrowed . Allows earlier and faster construction . Requires enabling legislation
Primary Road money at a fixed rate on a fixed offacilities . Requires state or community
System schedule. Can be limited to very . Satisfies urgent infrastructure needs, to extend payments for long
Improvements specific situations, such as projects which exceed available finances periods of time
that exceed a certain dollar threshold, . A voids inflationary construction . Does not generate new
projects that cannot easily be phased costs money
over time (border bridges) and/or . May cost more over time
projects that can reasonably generate due to bond interest
sufficient revenue (tolls) to service . Requires annual resources be
their own bond debts. used for debt service rather
than new needs
Revenue potential varies.
Privatization Long-term leasing of toll roads to . Influx of onc-time capital . Requires enabling legislation
private sector for up-front payment. . Shifts responsibility to contractor . Administrative process
needed to let, execute,
Revenue potential varies. contract, and monitor
performance
. Requires high-usage corridor
to be marketable; Iowa may
not have any candidates
. Built-in toll increases
. Potentially higher tolls to
make project profitable
. Requires very long-term
decision that removes
flexibility
. Very limited ability for in-
state contractors to
participate in construction
Tolling Implementing fees to travel on road . Specific road segments/corridors . Requires enabling legislation
segments. generate their own revenue . Expensive to initiate due to
needed capital investment
Revenue potential varies based on . Ongoing administrative
length of tolled segment and toll rate, costs
but a typical rate is 6 cents per mile. . Requires sufficient traffic
levels to generate enough
revenue to pay for the costs
of tolling, along with the
maintenance and
construction cost; Iowa may
not have any reasonable
corridors meeting
requirements.
. Public resistance may lead to
adjustments in travel
patterns to avoid tolls
. There are federal restrictions
in some cases
10
Development A fee charged to developers for off- . Additional source of funding to off- . Typically a local jurisdiction
Impact Fees site infrastructure needs that arise as a set increased needs due to new fee and is difficult to apply
result of new development. development statewide
. Places the cost of improvement on . Potential negative impact on
the development that caused the need future development
. Can be difficult to establish
and administer
. Can be an equity issue when
costs are passed on to
homeowners in the case of a
housing development
Public-Private Contractual agreements formed . Expedited completion compared to . Requires enabling legislation
Partnerships between a public agency and private conventional delivery methods . May be less efficient
(PPPs) sector enti ty that allow private . A voids inflationary construction . Could lead to higher tolling
participation in the delivery of costs than under a public-only
transportation projects. . Delivery of new technology project
developed by private entities . Very limited ability for in-
Revenue potential varies. . Substitution of private resources and state contractors to
personnel for constrained public participate in construction
resources
. Access to new sources of private
capital
11
~JCCOG
r___,.... m e m 0
Date: March 1, 2007
To: JCCOG Transportation Technical Advisory Committee
From: Jeff Davidson ~
Re: Agenda item #10: Update on recent activities
Following is a list of recent activities of the JCCOG Transportation Planning Division. Bring any
comments or questions to the March 13 meeting. Please be prepared to update the TTAC on
any transportation items of interest.
Street and Highway
Transit
1.
2.
3.
4.
5.
6.
7.
1.
2.
3.
4.
5.
6.
Reconstruction plan for Clinton Street/Burlington Street intersection
River Street/Riverside Drive all-way stop and pedestrian crossing study
Issues associated with IA Hwy 1 maintenance project between Iowa City and Solon
Assist with design of Gilbert Street/U.S. Highway 6 intersection
Review of Road Use Tax Fund proposal for Iowa City City Council
Evaluate Burlington Street/Madison Street intersection in conjunction with new UI Rec
Center
Commence U.S. Highway 6 corridor capacity study, Lakeside Dr. to Old Hwy 218
Assist with design of Church Street/Dubuque Street intersection
First Ave. Coralville/Oakdale Blvd. capacity study and traffic signal warrant study
South arterial corridor study
Evaluate Northtowne Parkway in Northgate Commercial Park
Assist UI Civil Engineering students in evaluation of Taft Avenue
Assist with McCollister Avenue projects
Assist with Highway 965/Coral Ridge Avenue corridor study
Tiffin U.S. Highway 6 access control plan
Arterial street traffic analysis model
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
8.
9.
10.
11.
University Heights-Iowa City Transit FY08 contract renewal
Transit financial planning documentation for TIP
State and federal transit grant administration
JCCOG Passenger Transportation Development Program
Prepare FY08 FTA Program of Projects
Prepare amendments to JCCOG Transit Capital Equipment Replacement Plan
Amend SEATS agreements with Coralville and Iowa City for changes required by Iowa
DOT
Cedar Rapids-Iowa City passenger rail service final report
National Transit Database reporting system
SEATS certification appeals
Status report on free bus ticket program
Pedestrian/Bicycle
1. Assist with design of Court Hill Trail
2. Investigate pedestrian-bicycle crash software
3. JCCOG Regional Trails and Bicycling Committee
4. Coordinate regional trail map sign installation
5. Evaluate UI Arts Campus pedestrian crosswalks
Traffic Engineering Planning
1. Review older driver initiatives
2. On-street parking evaluations at various locations
3. Administer Iowa City Traffic Calming Program
4. Summarize 2006 traffic count data
5. Assist with implementation of traffic signal interconnect project in Iowa City
6. Crash analyses-various
7. JCCOG Intelligent Transportation System (ITS) plan amendment for 1-80
reconstruction project
8. Assist Iowa City Neighborhood Services Planning Division with traffic issues
9. '07 durable pavement marking project for Iowa City
10. Traffic control signage evaluations
11. Collect data for Highway 965 consultant for North Liberty
12. Sight distance evaluations
13. Develop traffic sign maintenance program for Iowa City
14. Pavement marking evaluations
15. Maintain crash database
Multi-Modal/Other
1. Information for DC lobbying trip
2. Johnson County fire department annexation notification
3. Prepare update of JCCOG Long Range Multi-Modal Transportation Plan
4. UI travel to work survey report
5. Assist Iowa City with capital improvements programming
6. Evaluate Green Ride carpool matching software
7. Assist Johnson County League of Women Voters
8. Assist Coralville and Iowa City Fire Departments with travel time maps
9. Begin preparations for '08 Midwest Transportation Planning Conference
10. Prepare FY08 JCCOG Transportation Planning Division budget
11. Assist with review of proposed subdivisions and site plans
12. Assist Iowa City with Central Planning District Comprehensive Plan
13. Maintenance of JCCOG website
14. Begin preparation of FY08 JCCOG TIP
15. Assist Iowa City with subdivision code update
jccogadm/memos/jd-ttac.2.26.07.doc
2