Passenger Transportation Development Plan
DMATS & RPA8 2009
Chapter 1
Introduction and Process Discussion
Introduction The Passenger Transportation Development Plan (PTDP is a creation of the State of Iowa to incorporate federal requirements for coordinated planning from the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for users (SAFETEA-LU), along with Executive Order 13330; Human Services Transportation Coordination. The PTDP will provide needs-based project justification for all transit programs. The PTDP’s are to cover a minimum of four year period and provide a discussion of passenger transportation needs including recommended projects to be included in the local Transportation Improvement Program (TIP). The PTDP is designed to be created with joint input from Health and Human Service Agencies/Organizations and the Public Transportation Providers for the Dubuque Metropolitan Transportation Study Area (DMATS) and the Regional Planning Affiliation 98 (RPA8). The following sections are included in this plan:
• • • • • • •
Service Area and Demographics Existing Transportation Providers Existing Coordination Efforts Transportation Needs Possible Strategies Financial Resources Recommended Program and Consensus
The PTDP is a planning function of the DMATS and RPA8 and the PTDP is listed in the Transportation Planning Work Program for both DMATS and RPA8. MPO’s and RPA’s are the responsible parties required to complete and submit the completed PTDP to the Iowa Department of Transportation.
Chapter 1 - Introduction and Process Discussion
[1]
Process Discussion The PTDP process requires close interaction between health and human service agencies/organizations and transit systems. As stated in the PTDP guidelines, each MPO/RPA should strive to have a minimum of four advisory group meetings. The purpose of the meetings are to: 1. To get health and human service agencies/organizations, transit systems, private transportation providers, and the public actively involved in passenger transportation planning. 2.
Identify gaps and duplication in passenger transportation services.
3.
Prioritize passenger transportation needs.
4.
Provide consensus and sign-off on the draft PTDP document before it is presented to the MPO and RPA policy boards.
5.
Maintain a continuum of work sessions focused on improving passenger transportation services within the area.
Meeting Summary The following is a summary of the advisory group meetings, their date of occurrence and purpose: • August 19, 2008 Notify Human Service Agencies of PTDP meeting schedules and mailing of PTDP surveys. • September 17, 2009 Meeting #1 KeyLine Transit and Delaware, Dubuque and Jackson County Regional Transit Authority Identification of needs, gaps and duplication in services. • October 15, 2008 Meeting #2 Identification of Projects/Strategies to address needs, gaps and duplication in services. • November 19, 2008 Meeting #3 Prioritization of Projects/Strategies to address needs, gaps and duplication in services. • December 17, 2008 Meeting #4 Formal Consensus and Sign-off of draft PTDP. In addition to the advisory group meetings, individual efforts by the transit system managers were taken to glean further input from area human service organization. • Attendance and PTDP updates to the Dubuque County Mental Health Developmentally Disabled Stakeholders Group. • Attendance and PTDP updates to the Delaware County Advisory Board. • Attendance at staffing at DAC and Area Residential Care. • Meetings with Scenic Valley Area Agency on Aging staff in Delaware, Dubuque and Jackson County. • Attendance at Community Partnerships for Protecting Children networking meeting. Lastly, the City of Dubuque KeyLine Transit has hired a consultant to study the KeyLine transit services in the City of Dubuque and has included the operations by the Delaware Dubuque and Jackson County Regional Transit authority in their study analysis and final recommendations to identify opportunities for collaboration and coordination.
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Chapter 1 - Introduction and Process Discussion
Key PTDP Participants The following organizations were key participants through the PTDP process by either attending the PTDP meetings or local funding/ coordination meetings for specific human service program needs or by completing transportation provider surveys. West Delaware County Community School District G & G Living Centers Bellevue Community Schools Lincolnwood Assisted Living Edgewood Convalescent Home Maquoketa Care Center Regional Medical Home Care Ellen Kennedy Living Center Delaware County Community Services Penn Center Inc. The Meadows Assisted Living Crestridge, Inc. Mill Valley Care Center Maquoketa Valley Schools Maquoketa School District Backbone Area Counseling Center Jackson County Veterans Affairs Scenic Valley Area Agency on Aging Western Dubuque School District Preston Schools Unlimited Services, Inc. Manchester Medical Center Developing Alternative Choices (DAC), Inc. Home Instead Senior Care Andrew Schools Luther Manor Retirement Community Jackson County Mental Health Department Northeast Iowa Community College Jackson County Case Management Operation New View Community Action Agency East Central Community Delaware County Veterans Administration Office Hills and Dales Child Development Dubuque County Veterans Affairs Tri State Dialysis Sunnycrest Manor
Ron Swartz Lorrie Meier Mike Healy Cindy Snyder Melissa Kann Sharon Ehlinger Joan Kerns Kari Wittmeyer Peggy Pelton Diane Brecht Leslie Nussle Holly Ward Lyman Bailey Doug Tuetken Jerry Nelson Joan Funke Larry Bramer Kathy Carner Jeff Corkery Linda Skoff Angi Lawson
Dubuque Community Y Domestic Violence Program Crescent Community Health Center Foster Grandparent Program Good Neighbor Home Heritage Manor Hillcrest Family Services Dubuque County Case Management Iowa Workforce Development Workforce Investment Act Manor Care Health Services Stonehill Adult Daycare Area Residential Care Delaware County Health Department Iowa Legal Aid Northeast Iowa Regional Office Salvation Army Lutheran Social Services Hospice of Dubuque Hospice of Jackson County Iowa Vocational Rehabilitation Services
Christy Ficke
Jody Jansen Dave Leary Gerry Rea Jean Wuertzer
Lenae Owen Viva Betzner Kent Hammer Lynn Bopes Cindy O’Byron Jane Dubert Shiela Freiburger James House Sandy Ahrens Marilyn Althoff Charles Brimeyer Vickie Danner Lisa Culbertson
Chapter 1 - Introduction and Process Discussion
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!
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Passenger Transportation Development Plan
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Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation ! ! !
DMATS and RPA 8 Region
! !
Edgewood ! !
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3
! ( 13
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! Dundee
! ( 38
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! ! ( /
Masonville !
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( / 20
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Epworth ! !
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Ryan !
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! ( 136
! Dubuque ! ! ! East Dubuque, IL ! !
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DMATS
! ( 38
( / 151
Bernard !
Zwingle
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JACKSON CO.
! !
Andrew !
Legend
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DMATS MPO ! ! ! Incorporated Places ! ! 0 - 999 people
! ( 62
Springbrook !
( / Maquoketa ! ! ! (
! Baldwin !
Monmouth !
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( / 52
64
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Preston
136
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Charlotte !
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Goose Lake !
Lost Nation
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! ! !!
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! ! ! 1,000 -! 4,999 people ! !
!
5,000 - 60,000 people
( / 61
De Witt
! Wheatland ! ! Calamus
Data Source: U.S. Census 2000 Map prepared! !March 2009 by ECIA
( / 30
! Grand Mound
! ! ( /
Andover !
( /
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67
! ( 136
!
Clinton !
( / ! ( /
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30
30
! Low Moor
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67
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CLINTON CO.
Welton !
Toronto
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!
! !
! Sabula
! Miles
Delmar !
! (
!
!
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64
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! !
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! (
Spragueville !
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61
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( / La Motte !
Bellevue
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52
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61
St. Donatus
Cascade !
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( /
! !
! !
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DUBUQUE CO.
!
! !
!
! Worthington
Hopkinton
!
!
! !
! Sageville
Centralia ! ! Peosta
Farley
Delhi !
DELAWARE CO.
!
Graf !
Dyersville
20
! (
Asbury
Bankston ! Earlville !
! ! !
! Durango
! New Vienna
!
13
52
Greeley
! !
Sherrill Holy Cross ! ! Rickardsville ! 3
( / ! (
Luxemburg !
Manchester
!
Balltown !
! Colesburg
! (
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ÂŻ
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Camanche
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Chapter 1 - Introduction and Process Discussion
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Chapter 2
Human Environment
Introduction
This chapter summarizes the socioeconomic data forecast developed for the Public Transportation Development Plan (PTDP). This data is the primary input used to develop transportation requirements for the region. These forecasts and analyses are necessary both as a practical matter for quality long-range transportation planning and in compliance with federal transportation legislation. Since the Public Transportation Development Plan (PTDP) looks 5 years into the future, the information necessary for the plan includes not only current data, but also forecasts for future years. The process of acquiring and checking this data involves coordinated efforts by all the transportation and planning departments in the region.
Chapter 2 - Human Environment
[5]
Future Population Forecasts
Population analysis is very important to the transportation planning process in that knowledge of past and present population characteristics is essential to meaningful projections of future population levels and characteristics. Future population levels are important since they determine both the amount of land to be developed in the future and, to a large extent, the type of development (e.g., residential or commercial), which will soon occur. An understanding of the present population characteristics also help the community to determine the adequacy of existing transportation facilities, land use patterns, economic arrangements, and community facilities in terms of meeting existing needs. Changes can also be made in projected population trends by significant changes in economic development strategies and proactive land use planning processes.
Fig 2a - RPA 8 Population Projections RPA 8 Population projections
120,000
Fig 2b - DMATS Population Projections
107,040 100,000
80,000 Population
As seen in Figure 2a the first decade has shown a relatively small decrease in population and the last two decades showed a small increase in population when compared to 2000 census numbers. Over all the population within the region is going to increase by 2.99 percent in thirty years. Source: Census Bureau
107,088
6,112
6,041
5,257 5,049
5,082 5,176
27,772
105,069
106,202
109,181
6,215
6,234
110,251 6,295
5,346 5,134
5,362 5,150
5,415 5,200
28,240
28,327
28,605
5,999
6,064
5,160 4,956
5,216 5,009
27,319
27,261
27,555
14,184
14,217
13,923
14,073
14,423
14,468
14,610
18,191
18,894
17,856
18,049
18,498
18,555
18,737
13,147
12,982
12,905
13,044
13,369
13,410
13,541
17,328
17,377
17,009
17,192
17,620
17,675
17,848
2000
2005
2010
2015
2020
2025
2030
60,000
40,000
108,844
120,000 20,000
105,564
100,000
101,175 96,089
-
90,661 85,695 80,000
Years
81,284
Population
77,018
Clinton co
Delaware Co
Dubuque co
Jackson Co
Clinton
DeWitt
Manchester
Maquoketa
60,000
As seen in Figure 2b, DMATS is expecting a steady increase in population from 2000-2031. Overall the population within DMATS is projected to increase by 37.06 percent from 2000 to 2031.
40,000
Source: Census Bureau
20,000
0 2000
2005
2010
2015 1
2020
2025
Year
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Chapter 2 - Human Environment
2031
Fig 2c - RPA 8 Population and Age Distribution RPA 8 Composition Population composition ( 2000 - 2030) 70,000 60,000
62,385
62,438
62,372
59,319
61,554 58,522
56,662
50,000
Population
The age composition projections for the population of the RPA 8 region shows changes over the next thirty years that are aligned with Iowa trends. Figure 2c shows that a reduction of 15 percent over the thirty year period for 0-10 yr olds, where the second age bracket (20 – 64) has shown a reduction of 5 percent. On the other hand, the percentage of persons 65 years of age and over has increased by 62 percent and should continue to increase as the “baby boomer” generation reaches this age bracket. The percentage of persons over 65 years of age also reflects the trend of people living longer. Map 2.1 shows the location of populations 65+ within the RPA 8 region. Source: Census Bureau
40,000 30,000
30,842 27,602
25,445
25,028
25,770
27,320 26,270
26,075 24,584
21,521
20,000 16,879
17,101
17,186
18,802
10,000 0 2000
2005
2010
2015
2020
2025
2030
Years Age 0 to 19
Age 20 to 64
Age 64 and Above
Fig 2d - DMATS Population Composition and Age Distribution 80,000
8,581 70,000 2,870 3,235 60,000
Population
50,000
7,589
3,836
2,926 2,931 2,734 2,890
4,896
55 to 59
45 to 49 5,985
4,023
4,941
40 to 44
5,659
35 to 39
4,918
30 to 34
4,217
4,716 20,000
60 to 64
50 to 54
4,961 30,000
65 to 70
5,635
3,233 40,000
70 +
5,501
25 to 29
The age composition projections for the population of the DMATS region shows changes over the next thirty years that are contrary to Iowa trends. These changes are shown in Figure 2d. The 0-19 age bracket shows an increase of 18 percent over the thirty year period where the age bracket of 20 – 64 has shown an increase of 23 percent. The percentage of persons 65 years of age and over has increased by only 9 percent. Map 2.2 shows the location of populations 65+ within the DMATS region. Source: Census Bureau
20 to 24
5,039 6,010
15 to 19
5,387
10 to 14
4,748
5,321
5 to 9
4,279
4,967
0 to 4
4,873 10,000
4,463
0 1990
2000 Years
Chapter 2 - Human Environment
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2.1
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
RPA8 - Population Age 65 and Up
( / ! ( 52
! ( 3
! ( 13
136
! ( 38
Manchester 20
20
DELAWARE CO.
! ( 13
52 3
( / DMATS
( / 20
( /
( /! (
! ( 38
! ( 136
DUBUQUE CO.
( / 61
( /
( / 52
151
! ( 62
Legend
52
( / 61
Census Tracts Population Age 65 and Up
( /
JACKSON CO.
DMATS MPO
Maquoketa
! (
! ( 64
64
( / 67
223 - 350 351 - 500
! ( 136
501 - 750
CLINTON CO.
751 - 900
( / 61
901 - 1300 Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
( / 30
! ( 136
Clinton De Witt
( / 30
( / ( / 30
67
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Chapter 2 - Human Environment
ÂŻ
2.2
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
WISCONSIN
DMATS - Population Age 65 and Up
M
Sageville
( /! ( 52
3
iss
i ss
ip pi
( / ( / 61
Ri ve r
151
! ( 11
! ( 32
Asbury
Legend
IOWA
Census Tracts
! (
Dubuque
35
East Dubuque
( / 20
Centralia
( / 20
ILLINOIS
Population Age 65 and Up 223 - 350 351 - 500 501 - 750
Peosta
( / 52
( / 20
751 - 900
ÂŻ
901 - 1300 Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
( / 151
( / 61
Chapter 2 - Human Environment
[9]
Fig 2e - RPA 8 Racial Composition Two or More Races
698
Hawaiian
91
Asian
433
Native American
188
African American
893
Race
The racial compositions within the RPA 8 area are shown in Figure 2e. The region is nearly 98 percent Caucasian, with a small African-American population and an even smaller Hispanic population. In 2000 the racial breakdown of the region’s residents indicates that minority populations comprised only 2.1 percent of the total population. The region’s non-white population ranges from 0.07 percent in Delaware County, to a high of 3.22 percent in City of Clinton. Map 2.3 shows the locations of minority populations within the RPA 8 region. Source: Census Bureau
Caucasian
Fig 2f - DMATS Racial Composition
104,584
0.00%
20.00%
40.00%
60.00%
80.00%
Percentage
Other race
Asian or Pacific Islander
American Indian, Aleut, or Eskimo
African American
The racial compositions within the DMATS area are shown in Figure 2f. The region is 98 percent Caucasian, with a small African-American population..In 2000 the racial breakdown of the region’s residents indicates that minority populations comprised only 1.89 percent percent of the total population. Map 2.4 shows the locations of minority populations within the DMATS region. Source:
53
457
Census Bureau
133
807
Caucasian
0.00%
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75,068 20.00%
40.00%
60.00%
80.00%
Chapter 2 - Human Environment
100.00%
100.00%
2.3
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
RPA8 - Minority Population
( / ! ( 52
! ( 3
! ( 13
136
! ( 38
Manchester 20
20
DELAWARE CO.
! ( 13
52 3
( / DMATS
( / 20
( /
( /! (
! ( 38
! ( 136
DUBUQUE CO.
( / 61
( /
( / 52
151
! ( 62
Legend
52
( / 61
Census Tracts Percent Minority Population
( /
JACKSON CO.
DMATS MPO
Maquoketa
! (
! ( 64
64
( / 67
0 - 1% 1 - 1.5%
! ( 136
1.5 - 2%
CLINTON CO.
2 - 4.5%
( / 61
4.5 - 14.5% Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
( / 30
! ( 136
Clinton De Witt
( / 30
( / ( / 30
67
Chapter 2 - Human Environment
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2.4
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
WISCONSIN
DMATS - Minority Population
M
Sageville
( /! ( 52
3
iss
i ss
ip pi
( / ( / 61
Ri ve r
151
! ( 11
! ( 32
Asbury
Legend
IOWA
Census Tracts
! (
Dubuque
35
East Dubuque
( / 20
Centralia
( / 20
Percent Minority Population 0 - 1% 1 - 1.5% 1.5 - 2%
Peosta
( / 52
( / 20
2 - 4.5% 4.5 - 14.5% Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
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Chapter 2 - Human Environment
( / 151
( / 61
ILLINOIS
ÂŻ
Low Income Households
Household income plays a vital role in deciding the transportation and transit needs and projects in the area. Income below 20,000 for one person household, 23,000 for two person household, 25,000 for three person household and 30,000 for four or more person household is treated as low income. Over all 27 percent of the total households are below income level. FHWA policies dictate that specific transportation projects be assessed given their benefits and burdens on certain populations, whether they be minority or low-income. In spite of its status, a project programmed for construction (or advanced environmental study) must consider low income populations affected by each discrete project, regardless of municipal income averages. Figures 2g and 2h show a clear picture of the number of households in teh RPA 8 and DMATS regions that are considered low income based on the standards noted above. Map 2.5 shows median income for the RPA 8 region while map 2.6 shows median income for the DMATS region. Source: Census Bureau
Fig 2g - RPA 8 Low Income Households
Fig 2h - DMATS Low Income Households
Low income
Low income
31%
27%
69%
73%
High income
High income
Census 2000
Chapter 2 - Human Environment
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2.5
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
WISCONSIN
DMATS - Median Household Income
M
Sageville
( /! ( 52
3
iss
i ss
ip pi
( / ( / 61
Ri ve r
151
! ( 11
! ( 32
Asbury
Legend
IOWA
Census Tracts
! (
Dubuque
35
East Dubuque
( / 20
Centralia
( / 20
Median Household Income $20,000 - 27,000 $27,001 - 34,000 $34,001 - 41,000
Peosta
( / 52
( / 20
$41,001 - 48,000 $48,001 - 55,000 Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
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Chapter 2 - Human Environment
( / 151
( / 61
ILLINOIS
ÂŻ
2.6
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
RPA8 - Median Household Income
! (
( / ! ( 52
! ( 3
13
136
! ( 38
Manchester 20
20
DELAWARE CO.
! ( 13
52 3
( / DMATS
( / 20
( /
( /! (
! ( 38
! ( 136
DUBUQUE CO.
( / 61
( /
( / 52
151
! ( 62
Legend
52
( / 61
Census Tracts Median Household Income
( /
JACKSON CO.
DMATS MPO
Maquoketa
! (
! ( 64
64
( / 67
$20,000 - 27,000 $27,001 - 34,000
! ( 136
$34,001 - 41,000
CLINTON CO.
$41,001 - 48,000
( / 61
$48,001 - 55,000 Data Source: U.S. Census 2000 Map prepared March 2009 by ECIA
( / 30
! ( 136
Clinton De Witt
( / 30
( / ( / 30
67
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Fig 2i - RPA 8 Employment Projections
Type of Employment & Employment Projections for 2030
Figure 2i shows the employment forecast for the RPA 8 area. The graph shows projected inrceases in the management and professional occupatinos, service, sales and office, construction, extraction, and maintenance, and the production, extraction ,and materials moving sectors through the year 2030. Farming, fishing, and forestry employment is projected to remain steady over the next 30 years. Source: RPA 8
16,000 14,000 12,000 10,000 8,000 6,000 4,000
Management professional and related occupations Service 2005 2010 2015 2020 Sales and office Farming, fishing, and forestry Construction, extraction and maintenance Production, transportation, and material moving
2,000 2025
2030
0 2000
2005
2010
2015
Management professional and related occupations
2020
2025
2030
Service
Fig 2j - DMATS Employment Projections
Source : RPA 8
Sales and office
Farming, fishing, and forestry
Construction, extraction and maintenance
Production, transportation, and material moving
90,000.00
69,601.00
60,000.00 62,191.00
57,011.00 54,482.00
Employment
Figure 2j shows the employment forecast for the DMATS area. The graph shows projected inrceases and, in some cases, decreases by the year 2031. Total employment is expected to be 62191 by 2031, with steady growth in employment expected throughout the area. Overall, an increase in employment of 15,446 is expected to take place in such locations as the Dubuque Technology Park, Dubuque Westside Industrial Park, Asbury Square Mall, Downtown Dubuque riverfront area, Peosta Business Park, and the area of East Dubuque surrounding US Highway 20 and along the Mississippi River.
51,953.00 46,745.00
48,908.00
30,000.00
Source: Census Bureau
0.00 2000
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Chapter 2 - Human Environment
2005
2010
2015
2020
2025
2031
Fig 2k - RPA 8 and DMATS Travel Time Travel Time to Work (in minutes)to Work 953
90+
1,301
60-89
Time (in minutes)
Travel Time to work will help in analyzing the number of short trips and trips that can be catered with other modes of transportation and methods avoid peak hour congestion. Workers in City of Clinton, City of Manchester and City of Maquoketa generally have the region’s shortest commute times, with over 60 percent requiring less than 15 minutes to get to work. Only 23.5 percent have travel time more than 30 minutes to work. The graph to the left shows the number of workers and their trip length for the region. Source:
2,998
45-59
7,470
30-45
Census Bureau 16,543
15-30
20,642
5-15 4,294
<5 -
5,000
10,000
15,000
20,000
25,000
Workers Source : Census 2000
Chapter 2 - Human Environment
[17]
Mode of Transportation to Work Another key issue for the areaâ&#x20AC;&#x2122;s transportation system is transportation modes that are being used by workers to get to work. Trips to work make up the largest single group of trips and, in most urban areas, account for about 25 percent of all trips on an average day. Work trips place the single largest demand on the transportation system. The mode choice made by workers for their trip to work is one of the best indications available of the modes that will be chosen for other types of trips.
Figure 2l displays that most of the commutes in RPA 8 are single-occupant vehicle (SOV) trips and carpool trips. SOV trips account for 78.3 percent of RPA 8 commutes, with Cities having the highest percentage of SOV trips with in the region on an average of 82.0 percent. Carpooling accounted for 10.2 percent of all commuting trips in RPA 8, with Jackson County reporting the highest rate (13.1 percent). Walking to work is uncommon in RPA 8, at only 3.5 percent of all trips. City of Clinton had the smallest percentage of walkers (2.7 percent). Jackson County had the longest mean travel time (21.9 minutes). Dubuque County had the shortest mean travel time, at 15.5 minutes. Mean travel time strongly correlates to commutation patterns, with those counties that retain more commuters having shorter mean travel times than those counties that retain fewer commuters. Source: Census Bureau
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Chapter 2 - Human Environment
Fig 2l - RPA 8 Mode to Work
Fig 2m - DMATS Mode to Work Bus or Trolley 0.43% 203
Bicycle 0.11% 53
Motorcycle 0.06% 26
Other Means 0.25% Worked at Home Walked 117 2.27% 4.02% 1,061 1,877
Taxicab 0.06% 27
Carpool 8.88% 4,151
Figure 2m displays that most of the commutes in the DMATS region are single-occupant vehicle (SOV) trips and carpool trips. SOV trips account for almost 84 percent of DMATS commutes, Carpooling accounted for almost 9 percent percent of all commuting trips in the DMATS area. Walking to work is more common in DMATS than other alternatives to driving alone or carpooling, at 4 percent of all trips.
Drove Alone 83.92% 39,213
Mean travel time strongly correlates to commutation patterns, with those counties that retain more commuters having shorter mean travel times than those counties that retain fewer commuters. Source: Census Bureau
Chapter 2 - Human Environment
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Commuter Patterns
Commuting patterns vary among the DMATS region and RPA 8 counties. This data provides a coarse indication of journey to work travel patterns. At nearly 90 percent, Dubuque County has the region’s highest percentage of workers employed within the county of residence. The county is also a net importer of workers from each surrounding RPA counties. Jackson County on the other hand exports nearly one third of its resident workforce – the highest such percentage in RPA 8. A majority of these trips are to neighboring Dubuque County, where approximately 1,804 workers commute from Jackson County. This number constitutes nearly 18 percent of Jefferson County’s resident workforce. Overall most of the residents in DMATS and RPA 8 do work within the region Maps 2.7 and 2.8 show intra-county commuting patterns across and throughout RPA 8. Source: Census Bureau
Conclusion
The entire region is experiencing steady economic and population growth with more increase in travel time to work. For any region it is important to have infrastructure to have a socio and economic development, having a good transportation system is key to the continued development of the area. Not only does this information demonstrate the need for continued improves to the infrastructure but also the need for continued improvements to the area’s transit systems to accommodate low-income, Minority and Senior population.
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Chapter 2 - Human Environment
2.7 Passenger Transportation Development Plan
Outward Commutes by County 1 - 50
151 - 600
1,001 - 3,000
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
51 - 150
601 - 1,000
3,001 - 42,500
County to County Workflow - Outward Commutes
Outward Commutes from Dubuque County Allamakee
Winneshiek Allamakee
Crawford
Chickasaw
Floyd
Outward Commutes from Delaware County
Sauk
Richland
Dane
Iowa Fayette
Cerro Gordo
Grant
Clayton
Dubuque
Black Hawk
Winnebago
Jo Daviess
Buchanan
Delaware
Jackson
Jones
Linn
Tama
Story
Delaware
Buchanan
Clayton
Rock
Lafayette Black Hawk
Grant
Fayette
Jo Daviess Jackson
Jones
Linn
Story
Dubuque
Clinton
Clinton Lee
Cedar Johnson
Cedar Poweshiek
Polk
Scott
Johnson
Muscatine
Muscatine
Mahaska
Rock Island
Scott Rock Island
Outward commutes refers to the residents in a given county and which county they work in.
Outward Commutes from Jackson County
Outward Commutes from Clinton County Fayette
Dane
Green
Rock
Black Hawk
Buchanan
Delaware
Linn
Dubuque
Jones
Dubuque
Grundy
Jo Daviess
Benton
Carroll Johnson
Jackson
Stephenson
Boone Cook
Carroll
Kane
Whiteside
Whiteside
Lee
Scott Muscatine
Scott Muscatine
Wapello
Jones
Cedar
Clinton Johnson
Linn
Jo Daviess
Clinton
Jackson
Cedar Poweshiek
Kenosha
Grant
Clayton
Rock Island
Henry
Grundy
Louisa Rock Island
Henry
Henry
Wapello
Jefferson
Des Moines
Livingston Peoria
Map prepared March 2009 by ECIA, Data Source: U.S. Census 2000
Chapter 2 - Human Environment
[21]
2.8 Passenger Transportation Development Plan
Inward Commutes by County 1 - 50
151 - 600
1001 - 3000
51 - 150
601 - 1000
3001 - 42387
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
County to County Workflow - Inward Commutes
Inward Commutes to Dubuque County Howard
Winneshiek
Allamakee
Inward Commutes to Delaware County
Dane
Iowa
Butler
Grundy
Story
Fayette
Bremer
Black Hawk
Tama
Fayette
Delaware
Buchanan
Benton
Dubuque
Stephenson
Lafayette
Winnebago
Carroll
Jo Daviess Jackson
Jones
Linn
Benton
Tama
Dubuque
DeKalb
Clinton Whiteside
Cedar Johnson
Johnson
Scott La Salle
Muscatine Marion
Delaware
Buchanan
Black Hawk
Hardin
Jackson
Jones
Linn
Jo Daviess
Grant
Clayton
Walworth
Green
Lafayette
Crawford
Chickasaw
Grant
Clayton
Richland
Allamakee
Crawford
Rock Island
Rock Island
Inward commutes refers to the workers in a given county and which county they reside in.
Inward Commutes to Clinton County
Inward Commutes to Jackson County
Clayton
Grant
Clayton
Black Hawk
Delaware
Buchanan
Linn
Dubuque
Jones
Jo Daviess Jackson
McHenry Marshall
Dubuque
Delaware
Buchanan
Lafayette
Linn
Jones
Cedar
Carroll DeKalb
DuPage
Lee
Scott Muscatine
Rock Island
Whiteside
Cedar Johnson
Scott Louisa
Rock Island
Henry
Mercer Livingston
Des Moines
Map prepared March 2009 by ECIA, Data Source: U.S. Census 2000
[22]
Jackson
Winnebago
Clinton Carroll
Clinton
Keokuk
Jo Daviess
Chapter 2 - Human Environment
Chapter 3
Existing Providers
Introduction
Public transit is an important component in the transportation network. The public transit providers within RPA 8 and DMATS region provide access to opportunities that many riders might not otherwise have. The economic and social links provided by transit allows access to work, school, medical care, meal sites and leisure activities. It provides many individuals the mobility that allows them their continued self-improvement, independence and quality of life.
Access
Transit not only provides an alternative to the automobile but also provides the only available means of transportation to some youth, elderly, disabled and economically disadvantaged citizens (transportation reliant). Maps 6.1 and 6.2 show households without vehicles in RPA 8 and DMATS regions.
Chapter 3 - Existing Providers
[23]
RPA 8 and DMATS Transit Providers RPA 8 and DMATS are served by four transit systems: Regional Transit Authority 8, Clinton Metropolitan Transit Aauthority, Keyline Transit, and Riverbend Transit.
Regional Transit Authority 8
Population 70,202 Population 70,202
Keyline Transit Regional Transit Authority 8
Population 57,686
Clinton MTA Keyline Transit
Population 57,686
Riverbend Clinton MTA Transit Riverbend Transit
Population 27,704 Population 22,347 Population 22,347
[24]
Chapter 3 - Existing Providers
Population 27,704
Transit Provider Information Clinton MTA
Clinton MTA is responsible for providing safe, accessible, economic and efficient public transportation service within the Clinton city limits. See Map 3.1 for Clinton MTA fixed routes.
Clinton MTA Service • Fixed-route - There are six fixed-routes that the MTA operates. All routes except the Lincolnway Shuttle route meet at the central transfer point, located on 6th Avenue. The Main Avenue West Route and Camanche Avenue/South Clinton Route, Main Avenue North Route and Camanche Avenue Route along with the Lincolnway Shuttle meet at the shuttle transfer point located at the Home Depot parking lot near South 19th Street. • Para-transit door-to-door service for elderly and disabled - Requires an advanced reservation; reservations can be up to 14 days in advance. • Special event transportation The MTA operates from 6:00 A.M. to 6:00 P.M. Monday through Friday and 8:00 A.M. to 4:00 P.M. on Saturday, excluding the following holidays: New Year’s Day, Memorial Day, and July 4th, Labor Day, Thanksgiving Day and Christmas Day.
Clinton MTA Fare Information Amount
Type
$1.00 $0.75 $3.00 $30.00 $25.00 $20.00 $65.00 $20.00 $15.00 $15.00
Adult Cash Senior Citizen/Disabled Cash, Shuttle Cash, Student (K-12) Cash* Day Pass Adult/Family Monthly Pass Senior Citizen/Disabled Monthly Pass Unemployed Monthly Pass, College Student Monthly Pass, Student (K-12) Monthly Pass* Student (K-12) Semester Pass* Adult Punch Card (21 rides) Senior Citizen/Disabled Punch Card (21 rides) Para Transit Punch Card (11 rides) * Students (K-12) ride free with a valid student ID
Chapter 3 - Existing Providers
[25]
3.1 Clinton MTA Routes 200 ST
36TH AVE N
DR
IC K SC H N 11TH ST N 9TH ST
PERS HING BLVD N ROO SEVE 2ND ST LT ST
N 3R D ST
N 7T H N 6T ST N 5TH H ST ST
AN C L I HE BE RT AVE Y AV E
CA M
S 1ST ST RIVERVIEW DR
N 11TH ST
N5 H S TH ST T N 4T
9TH ST NW CRESTLINE DR S 9TH ST
MYRA PL
KENILWORTH CT ARGYLE CT S 10TH ST
S 8TH ST
N 14TH ST S 14TH ST
ORCHARD LN
S 18TH ST
S 19TH ST
S 21ST ST
HA RR IS ON
DR G IN UR FA CT M AN U
S 13TH ST
MILL CREE K PK WY
S 30TH ST
S 14TH ST BARKER ST
S 32ND ST
DUNN RD
S 40TH ST
N 12TH ST
425 AVE
BRANDEN HILLS DR
SARAH LN
30 ( /
11TH AVE S 12TH AVE S
15TH AVE S 16TH AVE S 17TH AVE S
S 3RD ST
ES AV E S TH AV 18 TH 19
67 ( /
S 2ND ST
E AV
136
N
S 3RD ST
5TH AVE S 6TH AVE S 7TH AVE S
S 5TH ST
Y RT BE LI
! (
12TH AVE N
S 4TH ST
T
E AV
IOWA 13 6
N
AVE N 14TH AVE N
1ST AVE 2ND AVE S 3RD AVE S 4TH AVE S
8TH AVE S 9TH AVE S 10TH AVE S 11TH AVE S
18TH AVE
15T H
3RD AV E
VD BL
S 6TH ST
400 AVE
DR
S 54TH ST
W ST N 7TH
LE DA
B
S 9TH ST
Y KW
F UF BL
S 8TH ST
C
LP
N
9TH A VE N 8TH A VE N 7TH AV EN 6TH AV EN 5TH AV EN
NG
E AV
ER AV BE
E NN HA
N
15TH AVE S
C PE OS PR
27TH AVE S
RI SP
FAIRWAY DR
E HANOVER AV
Y RT
Chapter 3 - Existing Providers
22ND AVE S
BE LI
30 ( /
S 25TH ST
US 30
LINCOLN WAY
LN
HARTS MILL RD
EY
Main Ave W/Camanche Ave - South Clinton Line
16TH AVE S
N 10TH ST
Main Ave N/Camanche Ave Line
FF S T S BLU 13TH AVE S 14TH AVE S TH AVE S
F UF
D LV
T
5TH AVE N
PL TH L 17 P TH PL L 18 TH T P 19 1S PL 2 ND P L 22 RD 23
Lincolnway Shuttle
15
S
BL
WOR TH C
3RD AVE S
LAWNDALE DR S 12TH ST
12TH AVE S
VALLEY OAKS DR
S 16TH ST
Hill Line
[26]
GLENDALE RD
CAMERON DR
12TH AVE N
N 13TH ST
N 18TH ST
RD
Y
IDGE
D AN BR
MILL R
RANDY DR
Branch Line
LN
N
16TH AVE N
HON
11TH ST NW
N 18TH ST
AVE 8 TH
8TH AVE S
26TH AVE N 25 T H AVE
23RD AVE N 22ND AVE N
11TH AVE N 10TH AVE N
230 ST
32ND AVE N 31ST AVE N 30TH AVE N 29TH AVE N
BUELL AVE
16TH ST NW
420 AVE 13TH AVE N 220 ST
28TH AVE N
MAIN AVE
136
210 ST
13th Ave North Line
N 13TH ST
! (
IOWA 136
Legend
RD
W STOCKWELL LN
442 AVE
MTA Service
410 AVE
400 AVE
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
35TH AVE N 33RD A VE N
TOWER RD
MCKIN GA LEY S RFIELD S T T GRAN T ST
Passenger Transportation Development Plan
34TH AVE N
200 ST
¯
Region 8 Regional Transit Authority (RTA 8) The Region 8 Regional Transit Authority (RTA) was formed to improve, consolidate, and coordinate transportation services and provide accessible transportation to the underserved cities and rural areas of the State of Iowa Planning Area 8 including Delaware, Dubuque, and Jackson Counties. RTA provides many cities with daily service within their city as well as commuting to other cities, while other communities have service several times per week. Map 3.2 shows RTA fixed route services.
RTA Routes Dubuque to Iowa City - Times vary (1st Thurs., 2nd Wed., last Tues.) Dyersville to Dubuque (4th Thursday) Manchester to Cedar Rapids (Last Wednesday) Manchester to Dubuque (1st, 2nd & 3rd Wednesday)
In-Town Manchester In-Town Dubuque In-Town Maquoketa Bellevue to Dubuque (2nd & 4th Thursday) Bellevue to Maquoketa (days vary) Cascade to Dubuque (1st Mon., 3rd,Thurs.) Colesburg/Greeley/Edgewood to Manchester (1st & 3rd Thursday)
Maquoketa to Davenport (By Request) Maquoketa to Dubuque (2nd & 4th Thurs.) Peosta to Dubuque
Monday Tuesday Wednesday Thursday Friday 6:00am
8:00am
10:00am
Noon
2:00pm
4:00pm
6:00pm
8:00pm
10:00 pm
Chapter 3 - Existing Providers
[27]
3.2 RTA 8 Routes
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
RTA Service
! ( 3
Edgewood
! (
Sherrill
Holy Cross
Luxemburg
Rickardsville
Greeley
Dundee
New Vienna
38
Dubuque
Manchester
Masonville
Balltown Colesburg
Earlville
Dyersville
( / 20
Delaware
Bankston Graf
Farley Epworth
( /
ÂŻ
20
Delhi
( / 52
Worthington
! ( 13
Ryan
DELAWARE CO.
DUBUQUE CO. Hopkinton
( / 151
( / 61
St. Donatus
Zwingle
La Motte
Bernard
Cascade
Bellevue
Legend
! ( 62
RTA Routes
Springbrook
Bellevue to Dubuque
Andrew
Bellevue to Maquoketa
( /
Cascade to Dubuque
JACKSON CO.
61
Colesburg/Greeley/Edgewood to Manchester
Dyersville to Dubuque
Baldwin
Manchester to Cedar Rapids Manchester to Dubuque Maquoketa to Davenport
County Boundary
Maquoketa to Dubuque
Incorporated Places
Peosta to Dubuque
Cities with In-Town Service
Map prepared March 2009 by ECIA
[28]
Spragueville
Monmouth
Dubuque to Iowa City
Chapter 3 - Existing Providers
Maquoketa
Preston
Sabula Miles
Keyline Transit Keyline Transit strives to provide a safe, timely, and comfortable mode of public transportation for citizens to and from their destinations on fixed routes and door to door services. Fixed route service provides transportation to Dubuque citizens so that they may access various services, shopping, entertainment, community functions, and employment opportunities within the City. Map 3.3 shows Keyline fixed route service. Mini-bus promotes independence for seniors and persons with disabilities by providing Origin to Destination transportation and passenger assistance when accessing the demand response service.
Keyline Routes Green Line East Bound - Asbury Plaza to 32nd & Saunders Green Line West Bound - 32nd & Saunders to Goodwill
Red Line East Bound - Mt St. Francis to WalMart Red Line West Bound - Warren Plaza to Mt St. Francis Grey Line East Bound - Warren Plaza to Point Grey Line West Bound - Point to Kennedy Mall
Orange Line South Bound - Dubuque Greyhound Park to Mt Carmel Orange Line North Bound - Mt Carmel to Dubuque Greyhound Park
Monday - Saturday
6:00am
8:00am
10:00am
Noon
2:00pm
4:00pm
6:00pm
8:00pm
Riverbend Transit
River Bend Transit provides door to door transportation within Clinton County. River Bend Transit is on a priority call system, first serving disabled and elderly on a first come, first served basis, with general public space as available. Service operates in different portions of the county each day of the week. For that reason, riders must plan their trips for that one day of the week when the vehicle comes to their area. The service day is the same day each week, however pick-up times may very. River Bend Transit also provides rides to University of Iowa Hospitals and Clinics as well as other Iowa City destinations.
Chapter 3 - Existing Providers
[29]
3.3 Keyline Routes
( /
St
rg Av e
n so ck Ja
Keyline Transit Service
Windsor Ave
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
! (
Rh om be
32
Kaufmann Ave
NW Arterial
Asbury Asbury Rd
/ ( /( 61
e Av
Asbury Rd
St
al ntr Ce
e Kan
Ke rp er Bl vd
52
Passenger Transportation Development Plan
Clarke Dr Asb ur
yR d
W
t tS cus Lo
Dubuque
Hillcrest Rd Gra
Chaney Rd
iew ndv
rs Unive
e ity Av
Devon
Seippel Rd
Dr
Hi ll S
t
JFK Rd
Ave
Pennsylvania Rd
d Blv as Lor
vene ll
e Rd
Dod
ge S
t
( / 20
( / 20
Bryant St
Cha
St dge Do e Av and vel Cle
Legend Gray Line
Orange Line
Limited Access Gray Line
Limited Access Orange Line
Green Line
Red Line
Limited Access Green Line
Limited Access Red Line
Trolley Route Map prepared March 2009 by ECIA
[30]
Chapter 3 - Existing Providers
( / ( / ( / 52
61
151
ÂŻ
151
Private
cei v Av es F ail ed ab era Cl le lF int to u t o De n C he P ndin law ou g u b nt y S lic Du are C bu ou ervi nt Ja que y S ce A Co ck erv rea so u n Iow n C ice ty S o aS un erv Are e t a i y IA rv ice Ser ce A ,I L, r v ea MN Area ice 48 Ar ,W US ea I St Fl ate Serv ee ic sS tS erv e Ar ize ea ice Ar ea
Re
Sunday
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Existing Transit Providers
Bradley Jo Charter E & R Taxi Early Learners Child Develoment E-Z Taxi Service of Dubuque Frog Hollow Hawkeye Stages Starlight Limousine & Taxi Tri-State Travel Trolleys of Dubuque Young-Uns Child Care Center
Public
Human Services
Clinton MTA Burlington Trailways RTA 8 East Dubuque Transit Heartland EMS KeyLine Transit Hills and Dales Child Development Bethany Home Ellen Kennedy Living Center Good Neighbor Home Hillcrest Family Services Mount Saint Francis Oak Park Place Riverbend Retirement Community Stonehill Franciscan Services Veterans Affairs Transportation
1 2
2 1
29 2 27 1 1 1 1 1 1 1 1
Chapter 3 - Existing Providers
[31]
Existing Coordination Efforts Region 8 RTA and KeyLine Transit Coordinate the RTA’s subscription services with KeyLine ADA Paratransit service by combining the two transit services to accommodate passenger trips needs. KeyLine transit has paratransit consumers they can provide transportation to work at the end of the KeyLine service day and the RTA can return the passenger to their place of residence on an evening route the RTA provides in the City of Dubuque. Discussions are underway between the RTA and KeyLine to advertise and promote the RTA direct shuttle service from downtown Dubuque Northeast Iowa Community College to their Peosta campus that can also provide KeyLine passengers with a more direct and shorter headway service from KeyLine’s downtown transfer to the west end Kennedy Mall with stops at KeyLine’s Delhi transfer. The RTA has been assisting the local cab company (E-Z Taxi) in becoming a Medicaid eligible transportation provider to accommodate those ride requests that neither KeyLine nor the RTA can accommodate on evenings and weekend services. While the application has not been completed, discussions continue between the RTA and E-Z Taxi to complete this coordination effort. Goodwill Industries readjusted their second shift work schedules to line up with an existing RTA evening route that allowed the RTA to pick up additional riders at Goodwill and deliver them to their homes under Medical Waiver billing, bringing a significant savings to families otherwise paying for cab service and reducing strains on families who needed to provide the transportation themselves for their adult dependents. The service also increased efficiency within the KeyLine route as KeyLine bargaining agreement requires a two hour minimum payment to drivers. Prior to adding the Goodwill riders, the route provided about 1.25 hours of actual service but cost the RTA 2 hours. The additional riders can be added to the route and still keep the service at the 2 hour minimum. Area Residential Care coordinated an additional RTA route that eliminated approximately 3 private vans operated by ARC, and consolidated the passengers onto a single RTA bus, providing the RTA approximately 60 rides daily. The Regional Transit Authority regularly participates in other standing Human Service Committee meetings throughout the year to garner information regarding developing issues and opportunities for coordination. Those programs include the Dubuque Mental Health Stakeholders Committee, the Delaware County Community Services Advisory Committee, Scenic Valley Area Agency on Aging Board, the Community Partnerships for Protecting Children, Dubuque Metropolitan Area Transportation Service and the Regional Planning Affiliation and staff meetings with Developing Alternative Choices (DAC). As a result the RTA has identified needs to including expansion of early childhood services to accommodate growing childcare needs, evening drop-in programs for consumers suffering from mental illness, expanded evening transportation employment for persons with disabilities, direct billings to the MR Waiver and Elderly Waiver programs to relieve consumers of the financial burden of paying fares out of pocket or paying for cab services.
[32]
Chapter 3 - Existing Providers
Chapter 4
Gap Analysis and Progress
Introduction Staff conducted workshops with transit operators and the public and did gap analysis. The gap analysis helped the systems to look at deficiencies and future requirements for their respective areas. The systems provided information on the success they had from previous project lists. This process showed that the projects being recognized by the public have been implemented in a systemic fashion. The following information is organized by transit provider and seperated into three sections: (1) gap analysis map discussion, (2) gap analysis map, and (3) project list.
Chapter 4 -Gap Analysis and Progress
[33]
Clinton Metropolitan Transit Authority (MTA) 200 ST
36TH AVE N
IC K SC H
26TH AVE N
25TH AVE N
BUELL AVE
16TH AVE N
UR FA CT
S 1ST ST RIVERVIEW DR
N 5T H ST
S 8TH ST CA M AN C L I HE BE RT AVE Y AV E
KENILWORTH CT ARGYLE CT S 10TH ST
S 13TH ST
S 9TH ST
N 12TH ST
N 11TH ST
MYRA PL
S 14TH ST
ORCHARD LN
S 14TH ST BARKER ST
S 19TH ST
S 21ST ST
DR HA RR IS ON
DR IN
G
MILL CREE K PK WY
M AN U DUNN RD
S 40TH ST
S 18TH ST
BRANDEN HILLS DR
SARAH LN
S 32ND ST
S 30TH ST
S 54TH ST 400 AVE
30 ( /
11TH AVE S 12TH AVE S S 3RD ST
Extend service to Camanche, IA
S 2ND ST
27TH AVE S
E HANOVER AV
LINCOLN WAY
Chapter 4 -Gap Analysis and Progress
67 ( /
15TH AVE S 16TH AVE S 17TH AVE S
ES AV E S TH AV 18 TH 19
Extend service to Fulton, IL
N
S 3RD ST
LI
S 5TH ST
T
E AV
12TH AVE N
S 4TH ST
C PE OS PR
Y RT BE
S 6TH ST
30 ( /
8TH AVE S 9TH AVE S 10TH AVE S 11TH AVE S
15TH AVE S
E AV
5TH AVE S 6TH AVE S 7TH AVE S
136
AVE N
9TH A VE N 8TH A VE N 7TH AV EN 6TH AV EN 5TH AV EN
3RD AV E
S 9TH ST
[34]
VIRGINIA AVE
FAIRWAY DR
B
T
LOCUST PL 1ST AVE 2ND AVE S 3RD AVE S 3RD AVE S 4TH AVE S S 8TH ST
HARTS MILL RD
22ND AVE S
F UF
N 10TH ST
16TH AVE S
FF S T S BLU 13TH AVE S 14TH AVE S S E AV TH
BL
5TH AVE N
PL TH L 17 P TH PL L 18 TH T P 19 21S PL ND P L 22 RD 23
Main Ave W/Camanche Ave - South Clinton Line
15
S
D LV LAWNDALE DR S 12TH ST
VALLEY OAKS DR
Main Ave N/Camanche Ave Line
US 30
N 13TH ST
12TH AVE S
Lincolnway Shuttle
8TH AVE S
GLENDALE RD
CAMERON DR
Hill Line
S 16TH ST
Y
RD
D AN BR
LN
IDGE
Branch Line
230 ST
MILL R
13th Ave North Line
RANDY DR
Legend
N 18TH ST
425 AVE
WOR TH C
! (
N 4T
220 ST
N5 H S TH ST T
14TH 13TH AVE N
N 3R D ST
420 AVE
N 7T H N 6T ST N 5TH H ST ST
23RD AVE N 22ND AVE N
Expand service to Ashford University and new subdivisions
32ND AVE N 31ST AVE N 30TH AVE N 29TH AVE N
PERS HING BLVD N ROO SEVE 2ND ST LT ST
N 13TH ST
MAIN AVE
136
28TH AVE N
N 11TH ST N 9TH ST
! (
16TH ST NW
IOWA 136 210 ST
RD
W STOCKWELL LN
400 AVE
MTA - Gap Analysis
N 12TH ST
410 AVE
442 AVE
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
35TH AVE N 33RD A VE N
TOWER RD
MCKIN GA LEY S RFIELD ST T GRAN T ST
Passenger Transportation Development Plan
34TH AVE N
200 ST
¯
MTA Transportation Needs and Status Number
1
2
Service Need
Agency(s)
Evening Service to midnight/Weekend Service/Holiday Service
Expanded Hours and Days of Service
Camanche - Fulton Route
Project
Residents in Camanche, Clinton and Fulton
Extend existing routes to connect them with the cities of Camanche and Fulton
Previously Identified
Status
X
Not approved for funding by City of Clinton City Council
X
Not approved for funding by City of Clinton City Council; insufficient equipment and drivers
X
Not approved for funding by City of Clinton City Council; insufficient equipment and drivers
3
Expanded Routes
Expand existing routes within the City of Clinton
4
Increase Administrative Support
Expand Administrative Staff
X
Administrative position was added
5
Increase Maintenance Support
Expand Maintenance Staff
X
No increase in mechanics dut to budgetary constraints
6
Existing Fleet Operating Beyond Useful Life
Provide for more timely bus replacement with increased funding to Iowa Transit
X
(2) buses ordered through State earmark and sub allocation
7
Existing Fleet unable to accommodate inClinton MTA
Purchase used buses as available
X
No equipment available in condition necessary for service expansion
8
Maintenance Shop Heater Operating Be Clinton MTA
Purchase replacement shop heaters
X
No funding available
9
Concrete floor in shop in need of repair Clinton MTA
Repair shop floor concrete
X
No funding available
10
Maintenance Shop Garage Doors operating beyond useful life
Replace maintenance shop doors
X
No funding available
Clinton MTA
AGENCY/CONSU
Clinton MTA
Page 1
Project Dropped Project in Progress Project Complete
Chapter 4 -Gap Analysis and Progress
[35]
MTA Transportation Needs and Status Number
Service Need
Agency(s)
Project
Previously Identified
Status
11
Public not fully aware of available services
Increase education, marketing and outreach of available service
12
Driving staff in need of training
Clinton MTA
Increase training on first Aid/CPR, Defensive Driving & Passenger Assistance
13
State Transit Assistance
Clinton MTA
Operating Assistance for Day-To-Day Operation
X
Annual formula allocation
14
Federal Operating Assistance
Clinton MTA
Operating Assistance for Day-To-Day Operation
X
Annual formula allocation
15
Job Access Reverse Commute
Clinton MTA
Operating Assistance for Day-To-Day Operation
X
Competetive grant
16
New Freedoms
Clinton MTA
Operating Assistance for Day-To-Day Operation
X
Competetive grant
17
STA Special Projects
Clinton MTA
Service Expansions Identified in PTDP
X
Competetive grant
18
ICAAP Funding
Clinton MTA
Service Expansions Identified in PTDP
X
Competetive grant
Project Dropped Project in Progress Project Complete
[36]
Page 2
Chapter 4 -Gap Analysis and Progress
AGE
Keyline Transit
( /
St
rg Av e
n so ck Ja
Keyline Transit - Gap Analysis
Windsor Ave
Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
! (
Rh om be
e Kan
Dubuque âââ
âââ
â
âââ
âââ
t Hi ll S
ââ
ââ
East Dubuque
ââ â
âââ
Devon
Dr
â
â â â â â â âââ â ââââ t
( / 20
( / 20
Extend evening service from 5:55 PM to 9:45 PM (not including Orange Line)
Bryant St
ge S Dod
ââââ âââââ âââ ââ ââ ââ ââ âââ âââ e Rd
âââ
e ity Av
âââ
rs Unive
ââââââ
as Lor
Proposed Intermodal Facility
d Blv
ââ
Hillcrest Rd
Ave
Seippel Rd ââââââââââââââââââââ
t tS cus Lo
ââ
W
iew ndv
vene ll
yR d
JFK Rd
âââ
Cha
â â â â ââ
Add West End Tripper
Asb ur
Gra
Pennsylvania Rd
151
Clarke Dr
Chaney Rd
ââ
61
âââ
âââââââââââ ââ â ââ
Kaufmann Ave
â â â â â âââ â â â â â
NW Arterial
Asbury Rd
/ ( /(
e Av
Asbury Rd
â ââ â â â â â â â â â â â â â ââ ââââ â â Asbury â â â
St
al ntr Ce
ââ âââ
ââââââ
32
â
Ke rp er Bl vd
52
Passenger Transportation Development Plan
vel Cle
St dge Do e Av and
Add Downtown Shuttle
Legend Gray Line
Orange Line
Limited Access Gray Line
Limited Access Orange Line
Green Line
Red Line
Limited Access Green Line
Limited Access Red Line
Trolley Route
( / ( / ( / 52
61
151
¯
Map prepared March 2009 by ECIA
Chapter 4 -Gap Analysis and Progress
[37]
AGENCY/CONSUMER SERVICE NEEDS
KeyLine Transit Transportation Needs and Status Number
Service Need
Agency(s)
Previously Identified
Project
Status
1
Expanded hours and days of service
PTDP Stakeholders
Evening, Weekend (Sunday), Holiday Service
X
Transit Study in progress to examine need and options to meet need
2
Equalize AM and PM Pullouts
KeyLine Transit/Drivers
Adjust pullout schedules to deploy service equally throughout the city
X
Transit Study in progress to examine need and options to meet need
3
Reduce ride times on routes
PTDP Stakeholders
Shorten routes or add additional buses to existing routes
X
Transit Study in progress to examine need and options to meet need
4
Knowledge of routes, schedules and service options to consumers
PTDP Stakeholders
Implement Marketing Plan
X
Marketing Plan scheduled for FY 2010
5
Greater geographic coverage of routes PTDP Stakeholders
Downtown Work Shuttle, Keywest, West End Expansion, County Fairgrounds, Cedar Cross Road, Dubuque Arboretum
X
Transit Study in progress to examine need and options to meet need
6
Greater Accessibility to Service
PTDP Stakeholders
Shorten wait times, adjust route pickup times, increase number of bus stops
X
Transit Study in progress to examine need and options to meet need
7
More affordable Service
PTDP Stakeholders
Reduce or eliminate fares
X
Pilot project with Middle School implemented to eliminate fares for students
8
Passenger Rail Service Between Chicago and Dubuque
City of Dubuque
Passenger Rail Service Between Dubuque and Chicago
X
Interest groups still meeting and efforts to lobby state/federal support ongoing
9
Staff support to assist in coordination of KeyLine Transit & PTDP service stakeholders
Mobility Manager Position
X
No current funding available Project Dropped Project in Progress Project Complete
Page 1
[38]
Chapter 4 -Gap Analysis and Progress
AGENC
AGENCY/CONSUMER SERVICE NEEDS
KeyLine Transit Transportation Needs and Status Number
Service Need
Agency(s)
Project
Previously Identified
Status
10
Driver Training
KeyLine Transit
Secure funding to provide additional defensive driving, customer service and passenger assistance training to drivers
X
Customer Service training provided in FY 2008 and Defensive Driviing to be coordinated with Region 8 in FY 2009
12
Bus Replacements
KeyLine Transit
Replace 35' HD buses
X
No federal funding available to fund 83% federal share
13
Bus Replacements
KeyLine Transit
Replace 22' MD buses
X
No federal funding available to fund 83% federal share
14
Improve customer fare collection system
KeyLine Transit
Electronic fareboxes
X
No federal funding available to fund 80% federal share
15
Improve security on buses
KeyLine Transit
Install security systems on buses
X
Security cameras being installed as funding is available
16
Improve fleet dispatch efficiency
KeyLine Transit
Install GPS and MDT systems
X
GPS installations ongoing as funding is available
17
Rehabilitate existing in-ground maintenance pits
KeyLine Transit
Rehabilitate existing in-ground maintenance pits
X
No federal funding available to fund 80% federal share
18
Improve facility security
KeyLine Transit
Upgrade existing security system
X
No federal funding available to fund 80% federal share
19
Repair and rehabilitate transit facility interior
KeyLine Transit
Repair and rehabilitate transit facility interior
X
No federal funding available to fund 80% federal share
AGENCY
Project Dropped Project in Progress Project Complete Page 2
Chapter 4 -Gap Analysis and Progress
[39]
AGENCY/CONSUMER SERVICE NEEDS
KeyLine Transit Transportation Needs and Status Number
Service Need
Agency(s)
Previously Identified
Project
Status
20
Connect various transportation modalities in central location
City of Dubuque
Downtown Intermodal Facility
21
State Transit Assistance
KeyLine Transit
Operating Assistance for Day-To-Day Operation
Annual formula allocation
22
Federal Operating Assistance
KeyLine Transit
Operating Assistance for Day-To-Day Operation
Annual formula allocation
23
Job Access Reverse Commute
KeyLine Transit
Operating Assistance for Day-To-Day Operation
Competetive grant
24
New Freedoms
KeyLine Transit
Operating Assistance for Day-To-Day Operation
Competetive grant
25
STA Special Projects
KeyLine Transit
Service Expansions Identified in PTDP
Competetive grant
26
ICAAP Funding
KeyLine Transit
Service Expansions Identified in PTDP
Competetive grant
X
No federal funding available to fund 80% federal share
AGEN
Project Dropped Project in Progress Project Complete
[40]
Chapter 4 -Gap Analysis and Progress
Page 3
Regional Transit Authority 8 (RTA 8)
Passenger Transportation Development Plan Dubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation
RTA - Gap Analysis Add Regional Route Service to Dundee and Edgewood
! (
Edgewood
! (
Rickardsville New Vienna
38
Manchester
Earlville
( / 20
Delaware
Continue Service to Eleanor Roosevelt Middle School
Sherrill
Holy Cross
Luxemburg
Greeley
Dundee
Masonville
Balltown Colesburg
3
Expand Regional Route Service to Northern Dubuque County
Dyersville
Dubuque - Increase 1st Shift Contract Service - Increase Evening Service
Bankston Graf
Farley Epworth
( /
ÂŻ
20
Add In-Town Evening Service
Delhi
( / 52
Worthington
! ( 13
Ryan
DELAWARE CO.
DUBUQUE CO. Hopkinton
( / 151
( / 61
St. Donatus
Zwingle
La Motte
Bernard
Cascade
Bellevue
Legend RTA Routes Bellevue to Dubuque
- Increased Trips per Month - Increased Frequency of Intercity Routes - More User-Friendly Route and Schedule Info - Continue Peosta to Dubuque Service FY2010
! ( 62
Springbrook Andrew
Bellevue to Maquoketa
( /
Cascade to Dubuque
JACKSON CO.
61
Colesburg/Greeley/Edgewood to Manchester
Spragueville
Monmouth
Dubuque to Iowa City Dyersville to Dubuque
Baldwin
Maquoketa
Preston
Sabula Miles
Manchester to Cedar Rapids Manchester to Dubuque Maquoketa to Davenport
County Boundary
Data Source: U.S. Census 2000 Maquoketa to Dubuque Incorporated Places Map prepared March 2009 by ECIA Peosta to Dubuque
Increase Capacity of In-Town Service
Cities with In-Town Service
Map prepared March 2009 by ECIA
Chapter 4 -Gap Analysis and Progress
[41]
RTA Transportation Needs and Progress
Number
Service Need
Agency(s)
1
Dyersville to Dubuque
Area Residential Care and Ellen Kennedy Living Center and Tri State Dialysis
2
Maquoketa to Dubuque
3
Dubuque In Town Evening Service
4
Manchester to Cedar Rapids Saturdays Penn Center
5
Manchester In Town Evening Service
6
Project
Mon-Fri Round Trip
Previously Identified
Status
X
Service implemented
Mental Health America of Dubuque M-W-F Round Trip County
X
Service to be implemented April 1, 2009
Goodwill Industries
8:30-9:30 Th-F-Sat One Way
X
Service Implemented
Saturdays 12:00-5:00
X
Service implemented
Delaware County Advisor Committee
Mon-Sun Evening 6:30-10:30
X
Project still pending due to funding constraint
Dundee to Manchester
Dundee residents
8:00-5:00 Mon-Sat
X
Project still pending due to funding constraint
7
Dubuque In Town 1st Shift Service
Four Mounds and Hills and Dales and Area Residential Care
M-F Round Trip 7:30-6:00
X
Service expanded on ARC routes
8
Dubuque to Peosta
NICC
M-F 7:30-5:30
X
Service implemented
9
Bellevue to Dubuque
Senior Center
1X Per Week Round Trip 9:30-1:30
X
Service implemented
10
Bellevue to Jackson County
Senior Center
1X Per Month Round Trip 9:30-1:30
X
Project still pending due to funding constraint
11
Cities Northern Dubuque County to Dubuque
Tri State Dialysis
M-W-F Round Trip 9:00-2:00
X
Project still pending due to funding constraint
12
Bellevue In-Town First Shift
Mill Valley Nursing Home and Senior Center
M-F 8:00-4:00 Round Trip
X
Project implemented
AGE
Project Dropped Project in Progress Project Complete
[42]
Chapter 4 -Gap Analysis and Progress
RTA Transportation Needs and Progress
Number
Service Need
Agency(s)
Previously Identified
Project
Status
13
Points in Dubuque, Delaware and Visiting Nurses Association Jackson County to Iowa City Hospitals
4X Per Month Round Trip 6:00-6:00
X
Service expanded to 3X Per Month
14
Maquoketa In Town Service
Senior Center
Evening and Weekends 2X Per Month
X
Project still pending due to funding constraint
15
Education Marketing and Outreach of Available Services
Consensus of all PTDP stakeholders
Newspaper, Radio Community Access Programming, Brochures and Presentations
X
Newspaper, Radio Community Access Programming, Brochures and Presentations
16
User Friendly Route and Schedule Information
Consensus of all PTDP stakeholders
Post route/schedule information on website
X
All route schedule information posted on RTA website
17
Increased Frequency of existing Intercity Routes
Tri State Dialysis scenic Valley Area Agency on Aging
Market service to employers & fund with JARC funding, NF funding
X
Project still pending due to local funding constraint
18
Increased Capacity on Dubuque InTown Routes
Area Residence Care
Market service to employers & fund with JARC funding, NF funding
X
Project pending delivery recently ordered buses from Stimulus funding and 5309 grant
19
Increased Capacity on Maquoketa InTown Routes
Scenic Valley Area Agency on Aging (DAC)
Market service to employers & fund with JARC funding, NF funding
X
Project still pending due to local funding constraint
20
School Shuttle Service Dubuque and Asbury
Eleanor Roosevelt Middle School
Create neighborhood route in Asbury
X
Service implemented
21
School Shuttle Service Bellevue
Bellevue community
contract with Bellevue community schools
X
Service terminated due to cancellation of contract with Bellevue Community Schools due to budget constraints
AGENC
22
Accessible Cab Service
Region 8 RTA
X
Project still pending
Project Dropped Project in Progress Project Complete
Chapter 4 -Gap Analysis and Progress
[43]
RTA Transportation Needs and Progress
Number
Service Need
Agency(s)
Project
Previously Identified
Status
23
State Transit Assistance
Region 8 RTA
Operating Assistance for Day-To-Day Operation
X
Operating Assistance for Day-To-Day Operation
24
Federal Operating Assistance
Region 8 RTA
Operating Assistance for Day-To-Day Operation
X
Operating Assistance for Day-To-Day Operation
25
Job Access Reverse Commute
Region 8 RTA
Operating Assistance for Day-To-Day Operation
X
Operating Assistance for Day-To-Day Operation
26
New Freedoms
Region 8 RTA
Operating Assistance for Day-To-Day Operation
X
Operating Assistance for Day-To-Day Operation
27
STA Special Projects
Region 8 RTA
Service Expansions Identified in PTDP
X
Service Expansions Identified in PTDP
28
ICAAP Funding
Region 8 RTA
Service Expansions Identified in PTDP
X
Current ICAAP Grant expended
29
Medicaid
Region 8 RTA
Operating Assistance for Day-To-Day Operation
X
Operating Assistance for Day-To-Day Operation
30
(4) Wheelchair Capacity Buses for Dialysis
Region 8 RTA
Purchase Buses with (4) Wheelchair Capacity
X
(3) buses purchased from fundraising efforts of RTA/ECIA + (2) additional buses funded from Stimulus funding w/delivery approximately June/July 09
31
Low Floor Accessible Minivan
Region 8 RTA
Purchase Low Floor Accessible Minivan
X
Light Duty bus ordered from Stimulus funding to be delivered approx. July 09
32
16+ Passenger Accessible Buses
Region 8 RTA
Purchase Accessible Buses with 16+ Passenger capacity
X
See #30 above
AG
Project Dropped Project in Progress Project Complete
[44]
Chapter 4 -Gap Analysis and Progress
RTA Transportation Needs and Progress
Number
Service Need
Agency(s)
Project
Previously Identified
Status
33
Maintenance Equipment
Region 8 RTA
Purchase Maintenance Equipment capable of providing Transit System with In-House Maintenance Capacity
X
Project not funded under Stimulus but pending consideration under FY 09 Appropriations
34
Portable Bus Wash Equipment
Region 8 RTA
Purchase Portable Bus Wash Equipment
X
Project not funded under Stimulus but pending consideration under FY 09 Appropriations
35
Bus Storage Facility Dyersville
Region 8 RTA
Purchase Land and Construct Bus Storage Facility
X
Project still pending due to local funding constraint
36
Bus Storage Facility Manchester
Region 8 RTA
Purchase Land and Construct Bus Storage Facility
X
Project still pending due to local funding constraint
37
Electronic Fareboxes
Region 8 RTA
Purchase Electronic Fareboxes
X
Project dropped
38
Driver Training First Aid/CPR Defensive Driving, Sensitivity, Passenger Assistance
Region 8 RTA
Schedule Driver Training First Aid/CPR Defensive Driving, Sensitivity, Passenger Assistance
X
On Going
AGENC
Project Dropped Project in Progress Project Complete
Conclusion
While transit systems have made some progress implementing projects previously identified in prior years PTDP, there clearly remains a funding gap preventing many if not most of the projects identified as solutions to unmet needs. Funding also continues to depend heavily on the transit systems and their limited state and federal transit sources. There remains an absence of alternative human resource revenue sources other than some Medicaid and Agency Contract revenues to implement the identified projects.
Chapter 4 -Gap Analysis and Progress
[45]
Chapter 5
Project Prioritization
Recommended Plan The projects identified within the table below were unanimously recommended to be incorporated into the 2010 Region 8 Regional Transit Authority Passenger Transportation Development Plan recommended program via electronic proxy vote, and the vote from the PTDP committee at their December 17, 2008 Formal consensus and sign-off meeting. As a result of this vote, these recommended projects and the draft PTDP document will be submitted to the Iowa Department of Transportation for comments. In addition, the PTDP will be presented to the Dubuque Metropolitan Area Transportation Study (DMATS) and Regional Planning Affiliation for their final approval in their April meetings. These projects reflect the identified needs of the communities that have been discussed through the PTDP process for the past two years. Those priority transportation needs were identified through last yearâ&#x20AC;&#x2122;s PTDP which all related to service. The previous priority needs were also updated as to status and taken into consideration as to whether the project remained a priority or whether it has been met or otherwise no longer considered an unmet need due to a change in circumstances. The following information is organized by transit provider and seperated into two sections: (1) project list, and (2) explanation and justification.
[46]
Chapter 5 - Project Prioritization
Clinton MTA
z
2
Expand existing routes within the City of Clinton
O,C
Expanded service to new west side Request local funding and seek startup funding subdivisions and around Ashford from other competetive sources University
$250,000
z
z
z
3
Extend service to 10:00 p.m. Evening Service to midnight/Weekend Service/Holiday Request local funding and seek startup funding Monday through Friday, to 6:00 O, C Service from other competetive sources p.m. on Saturday and add a dial-a ride service for Sunday
$250,000
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
Public
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
z
Clinton MTA
z
z
z
z
z
Clinton MTA
RTAP
Iowa Public Infrastructure
5309
z
STP
z
Costs
5311
$500,000
Projects
ICAAP
Add routes to Camanche and Fulto Request local funding and seek startup funding that connect with the existing from other competetive sources system
Possible Strategies
Local Property Tax
O, C
Type
Federal Operating Assistance
Extend existing routes to connect them with the cities of Camanche and Fulton
Project Description
JARC
State Transit Assistance Special
1
No
Medicaid
State Transit Assistance
Possible Source of Funding New Freedoms
Clinton MTA
Agency(s) Thaht Provided Public Input
Top Service Priorities
z
Public
Ashford inquiry
System Maintnance Needs 1
Timely Bus Replacement
C
2
Bus Expansion
C
3
Maintenance equipment
C
4
5
6
7 8
9
Maintenance Garage Door Replacements
Shop Floor Concrete Replacement
Replacement Shop Heaters
Additional Maintenance Staff
C
C
C
Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants Work with Iowa Public Transit Association to increase funding to Iowa Transit from federal and state sources and apply for competetive grants
Compete for statewide funding to replace buses through PTMS process $375,000/bus 35 Compete for statewide funding to expand fleet through PTMS process and apply for other competetive grants $364,000/bus 35 Compete for statewide funding through PTMS process and apply for state infrastructure grants
$
Compete for statewide funding through PTMS process and apply for state infrastructure grants
50,000.00
$30,000
Compete for statewide funding through PTMS process and apply for state infrastructure grants Compete for statewide funding through PTMS process and apply for state infrastructure grants
$25,000
$
20,000.00
Continue to work with Clinton City $ Council
50,000.00
O
Request local funding
Driver training; First Aid/CPR, Defensive Driving, Sensitivity and Passenger Assistance
O
Apply for training grants and partner with other Partner with other systems and systems and human service agencies for human service agencies for training. training.
$10,000
Education, Marketing and Outreach
O
Apply for training grants and partner with other Create Mobility Manager position systems and human service agencies for and disseminate marketing training. materials; advertise
$20,000
TYPE : O = Operations, C = Capital, P = Planning
Possible Strategies: How to implement the priority
z
z
z
z
z
z
z
z
z
z
z
z
z
z
Clinton MTA
z
Clinton MTA
Projects: Projects designed to implement the priority
Chapter 5 - Project Prioritization
[47]
Camanche Route and Fulton Route: This would be a cooperative effort by the MTA, City of Clinton and each of these cities to assist
in funding, developing and implementing new routes. Each route would be designed to link up with the existing MTA transit system, so citizens from all three entities could travel throughout the area by public transit.
Expanded Service: A few years ago the Clinton MTA felt the effects of losing the Machinery and Equipment tax. At that time service
hours and routes were cut to reflect the reduction in the budget. The Clinton MTA plans to continue to improve routes and extend service hours as the budget allows. This would increase hours during the week, weekends and some night time hours.
Revise Routes: Millcreek area near 13th Ave. North and the Ashford University is experiencing growth. The City of Clinton has received
inquiries about the avaibility of transit in this area. A revision of the current 13th Avenue North route and development of an additional route will be considered.
Increase Maintenance staff: This is a budgetary issue that will be need to be considered by the City Council when funding becomes available at the local level. With additional staff, projects could be completed at a more efficient rate.
Existing fleet beyond useful life: typically buses are in service for years after they have met the replacement criteria that IDOT has
adopted years ago. Transits systems in Iowa will continue to work with IDOT and legislators to obtain and maintain funding for replacing vehicles on schedule.
Facilities Heaters: Budgeting locally or applying for grants the heater systems will be replaced in the original building which includes the maintenance and storage area. New more efficient heating systems will be installed for the most reliable and efficient systems that is affordable.
Concrete Repair: Areas around the facility are in need of repair. As budgets allow damaged areas will be replaced as planned and bud-
geted for.
Facility Garage doors: The original building was built in 1983. Most of the garage doors and openers are original. The current garage
door openers do not allow the doors to open if there is any type of failure with the opener. This will be addressed through the budget process along with a competitive grant through the PTMS process.
Public Awareness: A marketing campaign to advertise what transit services available to the public. To promote transit to the citizens of
Clinton. Funding through City Council budget process.
Driver Training: To enhance the driver training program and provide more frequent training. Covering all aspects of the job of transit drivers. To first aid, CPR, defensive driver and passenger assistance training to name a few programs. Funding will be obtained through the City of Clinton budget process.
[48]
Chapter 5 - Project Prioritization
Keyline Transit
Expanded hours and days of service
O, C
Add hours of service or contract out for additional hours of service from another provider
Start routes earlier in day and extend service into evenings, add Sunday service and service on holidays
$66/hour
z
z
z
3
User Friendly Route and Schedule Information
Redesign current ride guide and website
Redesign ride guide and website
$5,000
z
z
4
Education, Marketing and Outreach of Available Service
Public Presentations, City C,O Channel 8, Advertising, Press Releases
$8,000
z
z
5
Greater Geographical Coverage of Routes
C,O
Realign and/or extend routes to more areas of City
West End Tripper
$60,000
z
z
6
Shorter Headways
O, C
Reduce routes or increase frequency
Downtown Shuttle
$140,000
z
z
5309
2
STP
z
5311
z
ICAAP
z
Costs
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
PTDP Group
z
z
z
z
z
z
z
Public
RTAP
$66/hour
Projects
Iowa Public Infrastructure
Add hours of service or contract out for additional Extend Service into evenings hours of service from another provider
Possible Strategies
Local Property Tax
O, C
Type
Federal Operating Assistance
Dubuque In-Town Evening Service
Project Description
JARC
State Transit Assistance Special
1
No
Medicaid
State Transit Assistance
Possible Source of Funding New Freedoms
KeyLine Transit
Agency(s) That Provided Public Input
Top Service Priorities
C
System Maintenance Needs
C
1
Replace 35' Buses
C
2
Replace Medium Duty Buses
C
3
Driver Training
O
4
Connect Transportation Modalities in a Central Location
C
5
Repair and rehabilitate transit facility
C
6
Improve Facility Security
C
TYPE : O = Operations, C = Capital, P = Planning
Secure funding and replace buses Secure funding and replace buses Contract training in collaboration with human service organizations and Region 8 RTA
z
z
PTDP group
Public
z
PTDP Group
PTDP Group
Secure funding and replace buses
$2 Million
z
z
z
z
z
z
z
KeyLine Transit
Secure funding and replace buses
$525,000
z
z
z
z
z
z
z
KeyLine Transit
z
z
z
KeyLine Transit
First Aid/CPR, Defensive Driving, Sensitivity and Passenger Assistance
Secure Congressional earmark Intermodal Facility and construct central facility
z
$17 Million
z
z
z
z
z
z
KeyLine Transit
Replace roof, parking lot, resurface maintenance pits, paint exterior trim and replace windows
$18,000
z
z
z
z
z
z
KeyLine Transit
Secure funding and upgrade existing security systems
Secure funding and upgrade existing security systems
$80,000
z
z
z
z
KeyLine Transit
Possible Strategies: How to implement the priority
Projects: Projects designed to implement the priority
z
Chapter 5 - Project Prioritization
[49]
Dubuque In-Town Evening Service: Currently Keyline stops service by 6 P.M. Monday through Friday. Keyline wishes to extend
the operating hours of the fixed route schedule until 9:45 P.M., Monday through Friday, fifty-two (52) weeks. The extended hours would offer improved quality of life for Keyline customers by offering transportation to community events that are in the evening along with transportation to and from employment.
Expanded hours and days of service: Currently Keyline begins service at 6 A.M. Monday through Friday. Keyline wishes to expand the operating hours of the fixed route schedule by offering service at 5:30 A.M. for all fixed route buses, Monday through Friday, fifty-two (52) weeks. This would offer transportation to employment for more than just first shift employees.
User Friendly Route and Schedule Information: The fixed route user guide and map design needs to be updated. Keyline needs to offer materials in multiple dialects as part of the limited English program.
Education, Marketing and Outreach of Available Service: Keyline needs funding to properly market the existing and expanded
services. This can be accomplished through public meetings and presentations, utilization of the City’s cable network (channel 8) and press releases.
Greater Geographical Coverage of Routes: Keyline needs to expand operational coverage to keep pace with the economic growth within the City limits of Dubuque. The creation of a West-end Tripper service is required so that transportation is available for new employment opportunities.
Shorter Headways: Currently Keyline operates on 45 to 60 minute headways (frequency). With the current frequency, round trips
can take up to 4 hours to complete. The creation of a Downtown Shuttle Service is required so that citizens can get to and from their destinations in a timely manner.
Replacement of 35’ heavy duty buses: Keyline needs to replace four Heavy duty buses that have passed their useful life. Keyline and the City of Dubuque would like to purchase buses with a Hybrid Diesel –electric and reduce the carbon emissions in Dubuque.
Replacement of Light duty buses: Keyline needs to replace eight (8) Light duty buses that have passed their useful life. Connect Transportation Modalities in a Central Location: Keyline is in need of a Intermodal facility that would offer a centralized
facility for Intracity public transit, County transit, Interstate transit, Rail and taxi cab services. The City of Dubuque has secured the funding for the Feasibility and Engineering Design for the Intermodal Facility and upon completion will seek funding for the construction of said facility.
Repair and Rehabilitation of Keyline Facility: The Keyline facility currently houses the administrative offices, 100 percent vehicle storage, and partial maintenance facility. The facility is over 100 years old and is in need of structural and cosmetic updating.
Improvements of Facility Security: The Keyline facility currently houses the administrative offices, 100 percent vehicle storage, and partial maintenance facility. The current security system is antiquated and does not meet the necessary needs of today’s environment.
[50]
Chapter 5 - Project Prioritization
Region 8 Regional Transit Authority
z
z
z
z
z
z
z
STP
Agency(s) That Provided Public Input
5311
5309
z
ICAAP
z
RTAP
$10,000
Iowa Public Infrastructure
z
Local Property Tax
z
Federal Operating Assistance
492/trip $65,000 per bus
Costs
JARC
Projects
Medicaid
Type Possible Strategies
State Transit Assistance
Project Description
New Freedoms
No
Possible Source of Funding State Transit Assistance Special
Region 8 RTA
z
z
z
Visiting Nurses Association
z
z
z
PTDP group
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
PTDP group
z
RTA 8
NICC
Top Service Priorities 1
Increased Service to University of Iowa Hospitals and Clinics
2
User Friendly Route and Schedule Information
3
4
5 6
7
O, C
C
Increase frequency from 3 to 4 Add 1 additional route per month trips per month Create easy to read print ads and brochures and posting schedule/route information on RTA website and on local cable programming channels
Create easy to read print ads and brochures and posting schedule/route information on RTA website and on local cable programming channels
$172/day (4) hrs); $65,000/bus $43.00 per Increased Capacity on 2nd shift Dubuque inPlace additional buses into Extend 1st shift routes into 2nd shift O, C hour $65,000 town service for disabled passengers service service per bus $43/hour; Increased frequency on existing intercity Increase frequency of existing Purchase buses increase frequency O, C $65,000 per routes service of existing service bus Continue existing service to Continue existing service to Asbury $164 per day (4 Dubuque & Asbury school shuttle service O, C Asbury schools schools hrs) Increased Capacity on 1st shift Dubuque intown sheltered workshop routes
Accessible Cab Service
O, C
O, C
Place additional buses into service
Purchase buses and add additional routes into daily service
Purchase new equipment and lease Acquire accessible equipment to cab company or sell surplus for local cab services buses.
z
z
$5,000
Four Mounds and Hills and Dales and Area Residential Care Four Mounds and Hills and Dales and Area Residential Care Goodwill Industries
Medium Service Priorities 1
$410 per day (10 hours)
z
z
$10,000
z
z
$172 per day (4 hrs)
z
z
z
z
Purchase bus and add driver to Purchase bus and add route M-W-F$172/day (4hrs) create a new route to Dubuque Round Trip 9:00-2:00
z
z
z
z
Route between Dubuque and Peosta
O, C Maintain existing service
M-F 7:30-5:30
2
Education, Marketing & Outreach of Available Services
Create easy to read print ads and brochures and posting O, C schedule/route information on RTA website and on local cable programming channels
Create easy to read print ads and brochures and posting schedule/route information on RTA website and on local cable programming channels
3
Dyersville to Dubuque
Increase service from monthly O, C to daily by incorporating it into M-F 9:30am-1:30pm existing Head Start route
4
Cities in Northern Dubuque County to the City of Dubuque
O, C
z
z
z
z
z
z
z
z
z
z
z
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PTDP Group
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z
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z
Area Residential Care and Ellen Kennedy Living Center and Tri State Dialysis
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z
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Tri State Dialysis
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Federal Operating Assistance
Local Property Tax
5311
STP
Existing service has capacity but public is unaware of the service and too use to relying on volunteer drivers.
Advertise and market the service and be sure to operate the service regardless of how few passengers sign up early on.
$172/day (4) hours; $500 regular local advertising
z
z
z
z
z
z
z
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Senior Center
6
Maquoketa to Dubuque
O, C
Existing service has capacity but public is unaware of the service and too use to relying on volunteer drivers.
Advertise and market the service and be sure to operate the service regardless of how few passengers sign up early on.
$172/day (4) hours; $500 regular local advertising
z
z
z
z
z
z
z
z
z
Mental Health America of Dubuque County
7
Manchester to Cedar Rapids (Saturday)
Add another trip per month to Advertise and market the service as O, C Cedar Rapids from system has capacity to add route Manchester from 12:00-5:00.
$215/day (5 hours)
z
z
z
z
z
Penn Center
8
Bellevue to Points in Jackson County
O, C
$172/day (4) hours; $500 regular local advertising
z
z
z
z
z
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Senior Center
$172/day (4) hours; $500 regular local advertising
z
z
z
z
z
z
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Penn Center
$43.00/hour
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z
z
z
z
z
z
z
z
z
z
z
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z
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z
Mill Valley Nursing Home and Senior Center
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z
z
z
z
z
z
z
Senior Center
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z
z
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PTDP Group
z
z
z
Projects
Costs
5309
JARC
O, C
Type Possible Strategies
ICAAP
Medicaid
Bellevue to Dubuque
Project Description
RTAP
State Transit Assistance Special
5
No
Iowa Public Infrastructure
State Transit Assistance
Possible Source of Funding New Freedoms
Region 8 RTA
Agency(s) That Provided Public Input
Medium Service Priorities
Existing service has capacity but public is unaware of the service and too use to relying on volunteer drivers.
Advertise and market the service and be sure to operate the service regardless of how few passengers sign up early on.
z
z
z
z
Low Service Priorities
1
Manchester to Cedar Rapids (Thursday)
Add another trip per month to Advertise and market the service as O, C Cedar Rapids from system has capacity to add route Manchester from 12:00-5:00.
2
Dundee To Manchester
O, C
3
Bellevue In-town 1st shift
4
Increased Capacity on Maquoketa In-Town
Existing service has capacity but public is unaware of the Advertise and market the service. service and too use to relying on volunteer drivers.
Purchase bus and staff with RTA $43/hour; Expand existing volunteer driver and merge volunteer ridership $65,000 per O, C driver service from minivan to into this directly operated RTA bus RTA operated light duty bus service Purchase bus and staff with RTA $43/hour; Add another RTA bus and driver and merge volunteer ridership $65,000 per O, C driver route to existing service. into this directly operated RTA bus service
5
Bellevue School Shuttle
Expand existing volunteer driver service from minivan to O, C RTA operated light duty bus and add school service to route
6
Manchester In-Town Evening Service
System has capacity to add a O, C route with existing fleet and drivers.
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Purchase bus and staff with RTA $43/hour; driver and merge volunteer ridership $65,000 per into this directly operated RTA bus service
z
z
Advertise and market the service and be sure to operate the service regardless of how few passengers sign up early on.
z
z
Chapter 5 - Project Prioritization
$43.00/hour; $500 regular local advertising
z
z
z
Public
Public
z
$65,000/bus
z
z
60,000/year
z
z
5309
z
STP
$42,000
5311
z
z
z
z
Public
z
z
z
z
RTA 8
z
z
z
z
z
RTA 8
z
z
z
z
z
RTA 8
ICAAP
z
z
RTAP
$260,000
z
Iowa Public Infrastructure
z
Local Property Tax
z
Federal Operating Assistance
$500 regular local advertising
Costs
JARC
Projects
Medicaid
Type Possible Strategies
State Transit Assistance Special
Project Description
State Transit Assistance
No
Possible Source of Funding New Freedoms
Region 8 RTA
Agency(s) That Provided Public Input
Low Service Priorities
7
Edgewood to Manchester
Existing service has capacity but public is unaware of the service and too use to relying O, C on volunteer drivers. Need to coordinate scheduling with existing routes
Advertise and market the existing route and schedule. Meet with medical and nursing home staff to discuss coordination of scheduling
Apply for any available funding Apply for any available funding Apply for any available funding
Purchase (4) wheelchair capacity buses for dialysis Purchase Low Floor Accessible Minivan Purchase 16 passenger accessible buses
Apply for any available funding
Professional with Human Service background to assist in outreach, coordination & identification of funding sources
z
System Maintnance Needs 1
(4) wheelchair capacity buses for dialysis
C
2
Low Floor Accessible Minivan
C
3
16+ passenger accessible buses
C
4
Transportation Solutions coordinator
5
Maintenance equipment
6 7
8
9
10 11
O
Apply for any available Purchase maintenance equipment funding Apply for any available Portable bus wash equipment C Purchase portable bus wash funding Apply for any available Purchase land and construct facility Bus storage facility in Dyersville C, O funding to build facility or find or lease suitable facility suitable lease facility Apply for any available Purchase land and construct facility Bus storage facility in Manchester C, O funding to build facility or find or lease suitable facility suitable lease facility Apply for any available Schedule driver training in funding and coordinate with coordination with other transit Driver training; First Aid/CPR, Defensive O area agencies to provide Driving, Sensitivity and Passenger Assistance systems and area agencies capable training and with area transit of providing training systems to hold joint training Apply for any available Radio tower replacement in Dubuque C Purchase radio tower funding Apply for any available Dumpster Screen Dubuque garage C Purchase dumpster screen funding TYPE : O = Operations, C = Capital, P = Planning
C
Possible Strategies: How to implement the priority
z
z
z
$25,000
z
z
z
z
RTA 8
$20,000
z
z
z
z
RTA 8
$300,000 to construct
z
z
z
z
z
RTA 8
$300,000 to construct
z
z
z
z
z
RTA 8
$5,000
z
z
$5,000
z
z
z
z
z
RTA 8
$15,000
z
z
z
z
z
RTA 8
z
z
RTA 8
Projects: Projects designed to implement the priority
Chapter 5 - Project Prioritization
[53]
Increased service to University of Iowa Hospitals and Clinics: The Regional Transit Authority currently provides 3 trips per month
to the U of I Clinics and Hospitals from consumers in all three counties. The Crescent Community Center has opened recently and provides limited medical care to low income individuals and families. The center is also limited on procedures that they can provide at the clinic and relies on the University of Iowa Hospitals and Clinics for patient care. The opening of the center has directly resulted in an increase rate of referral for the Iowa City service. However, with three trips per month, the transit system is limited in its ability to balance efficiency of the service against convenience to the consumers. Often times the transit service requests passengers to cancel an appointment and reschedule on another day where there is a greater concentration of appointments in the earlier or latter part of the day. Depending on the type of appointment the consumer is making, this may not be in option. In some of those instances the bus travels to Iowa City with one or two passengers and consumes the better part of an 8 hour day or the service is either cancelled entirely. By having a 4th route to Iowa City, the transit system could have greater flexibility to create efficiencies without compromising the convenience or the medical care for the consumer and would also be able to increase capacity to accommodate the increase in demand.
User friendly route and schedule information: As the Regional Transit Authority service trends towards client centered services,
the complexity of the funding, availability and eligibility of services has grown exponentially. Unlike a fixed route operator, the regional systems rely on a wide variety of funding sources in addition to passenger fares and they constitute the majority of the transit systems revenue. It is complex enough to explain to passengers what services are available to them in their community, but even more complicated to explain payment and eligibility to various funding programs (Medicaid, Medicare, Title XIX, Elderly Waiver, MR-Waiver, BI-Waiver). A more sophisticated interactive website would reduce the confusion and the limited time the dispatchers have steering consumers through this complex web of funding. Also, because the system is operating in a wide variety of communities, it is necessary to have communityspecific route information to reduce consumer confusion. Previous attempts to put all route information into a single website or brochure have not been effective so more printed materials, more local advertising and a more interactive website are necessary to make the route and schedule information user friendly.
Increased capacity on 1st shift Dubuque in-town shelter workshop routes: The Regional Transit Authority currently dedicates 5
daily routes to Area Residential Care, the largest organization representing persons with disabilities in Dubuque and Dubuque County. ARC has indicated that they are finding it increasingly difficult to operate their own fleet of equipment with the costs of maintenance and the limits of staff availability to drive. ARC has indicated they would more than double our current level of service to their program if we could accommodate their request. The shifts typically operate for two hours in the AM and two hours in the PM and are all operating at the same time. To expand the service to another 5 or more routes would require another 5 buses. JARC or New Freedoms funding to support teh first 2 years of operating expenses.
Increased capacity on 2nd shift Dubuque in-town service for disabled passengers: The Regional Transit Authority currently
provides limited evening transportation for Area Residential Care, the largest organization representing persons with disabilities in Dubuque and Dubuque County and for Goodwill Industries. As consumers have become aware of the second shift service, especially because it is accessible and operated by the RTA, the number of requests have grown beyond the original schedules set up for ARC. We have also been requested by a newly elected legislator Chuck Eisenhart to communicate with the local Substance Abuse Services and the Correctional Services to coordinate service for consumers who are unable to driver due to legal restrictions. The local cab services are not
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Chapter 5 - Project Prioritization
eligible providers for waiver reimbursement and their fares often exceed the consumerâ&#x20AC;&#x2122;s ability to afford the transportation. The RTA has not advertised or promoted a second shift route due to the lack of funds to support the service as private paid fares cannot offset the costs. At the current rate of growth with the disabled community, it will become necessary soon to add another bus onto the service at night to cover the territory and schedules requested. Any additional growth for consumers with legal restrictions on driving or for general public employment transportation will require additional subsidy.
Increased frequency on existing intercity routes: As part of the Regional Transit Authorities efforts to make the public transit
service more accessible and affordable, the RTA requested and received New Freedoms funds to design regular route services connecting smaller communities with larger communities that could provide essential services such a medical, retail, etc. due the limited funding and the consumers limited ability to pay the fares, most routes serve the smaller communities no more than twice a month and some only once a month. Especially with the demand for dialysis treatment, and the limited outlets for treatment in Delaware, Dubuque and Jackson counties, increased frequency on these types of routes is the most cost efficient solution to the demand. Volunteer driver services that supplement the route service are not accessible vehicles and are not the most efficient method of scheduling transportation, so increased frequency on existing intercity routes is necessary.
Dubuque and Asbury school shuttle service: the Regional Transit Authority currently provides a shuttle service from the town of
Asbury to Eleanor Roosevelt Middle School so that students do not need to walk on streets without sidewalks or cross a four land arterial highway 32. This service has been very successful since inception and has been served using an old school bus for capacity. This bus is more than 20 years old and should be taken out of service and replaced with two light duty buses. However, two light duty buses are more expensive to operate than the single school bus so greater utilization is necessary. While the RTA has been gradually reducing its intown Dubuque daycare service due to budget constraints, there continues to be a demand for the service. If funding could be secured, the ridership demand for in-town Dubuque daycare service could supplement the expansion of equipment accommodating the Asbury shuttle, making it necessary to secure another bus and additional revenue to support the service.
Accessible Cab Service: In the past year, A-OK Yellow Cab went out of business, and the only accessible cab service ended. The smaller
taxi operators that have come along do not have accessible equipment nor the resources to acquire same. There have been discussions between the RTA and the local taxi services over contracting with the RTA and leasing accessible equipment, but insurance requirements have been a stumbling block for lease options. The Regional Transit Authority operates limited service Monday through Sunday till 10:00 P.M. at night but there remains a gap from 10:00 P.M. to 6:00 A.M. Monday through Friday and from 10:00 P.M. to 8:00 P.M. Friday to Saturday and from Saturday to Sunday with accessible cab services.
Medium Service Priorities Route between Dubuque and Peosta: Under a grant from the Iowa Clean Air Attainment Program, the RTA has been providing daily
shuttle service from the downtown campus of the Northeast Iowa Community College (NICC) to their Peosta Campus. While the service has seen steady ridership, the amount of ridership has not grown to the levels necessary to make the service self-supporting without the ICAAP grant. For the 2009-2010 school year, NICC is considering funding the service, but even with the proposed funding the service will
Chapter 5 - Project Prioritization
[55]
need to be cut in half and fares raised to $1.50 per one-way ride. With IBM opening their offices in Dubuque and having training at the community college as part of their business plan, the continuation of this service is essential.
Education, marketing, and outreach of available services: Under the new management of the East Central Intergovernmental
Association, the RTA has received more support and assistance with promotion and outreach than the service every experienced under previous management. However, even with the thousands of dollars spent in radio, print and brochure ads there still remains a large part of the population in the 3 county service area who do not know what the RTA services can mean to them or someone in their family. As stated in the top priority category, user-friendly route and schedule information would be very useful in expanding the general publicâ&#x20AC;&#x2122;s knowledge of the RTA services, and increased education, marketing and outreach using those user-friendly tools would greatly enhance the communities understanding of the benefits and opportunities the RTA has to offer.
Dyersville to Dubuque: The Regional Transit Authority provides daily service between Dyersville and Dubuque with a transfer in
Farley to transport Head Start Children and disabled adults. This service is at capacity and cannot accommodate more general public ridership in its current form. The RTA also provides a once-a-month shuttle from Dyersville to Dubuque for Dyersville residents and any residents interested in the service along Highway 20 between Dyersville and Dubuque, and has received numerous requests to expand the service especially due to increased need for dialysis transportation. By dividing the current daily route and adding an additional vehicles and marketing employment transportation, the RTA could have the capacity to provide daily service between Dyersville and Dubuque but would require some additional funding and another bus to accommodate this expansion, accomodating these expansions with JARC and New Freedom funds.
Cities in northern Dubuque County to the city of Dubuque: Most of the Regional Transit Authority service is connected to the main
highways of US 20, US 61 & US 151. The communities in northern Iowa are not directly on US 52 (the largest highway in that portion of the county) and are located on secondary roads or smaller. The largest populated areas in Delaware, Dubuque and Jackson counties are located along US, 20, 61 & 151 so service along those routes has a greater ability to serve more consumers. However, with the increase demand for dialysis treatment and that the nearest dialysis treatment center is in the city of Dubuque, the need for accessible equipment on a regular basis (3 times per week) is greater than the means to fund the service. Limited volunteer driver service has accommodated some of the ambulatory passengers, but demand for regular accessible equipment is growing. It will be necessary to create a regular weekly route at 3 trips per week to accommodate dialysis patients with an accessible bus.
Bellevue to Dubuque: Since redesigning the Regional Transit Authority services under the management of East Central Intergovernmental Association and establishing regular route services under New Freedoms grants, the RTA still has seen little interest in consumers accessing the regular route service in favor of setting up rides using the volunteer driver program. Effective April 1, 2009 a new policy approved by the RTA will strictly prohibit access to the volunteer driver service on ride requests that could be accommodated on the regular route. However, additional public awareness in the service would be beneficial. In addition, IBM has indicated an interest in transportation service from Bellevue to Dubuque for their future workforce with their opening of their office in Dubuque so the route needs to continue to be made available and be made more visible in the Bellevue community using JARC and New Freedom funds.
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Chapter 5 - Project Prioritization
Maquoketa to Dubuque: Since redesigning the Regional Transit Authority services under the management of East Central
Intergovernmental Association and establishing regular route services under New Freedoms grants, the RTA still has seen little interest in consumers accessing the regular route service in favor of setting up rides using the volunteer driver program. Effective April 1, 2009 a new policy approved by the RTA will strictly prohibit access to the volunteer driver service on ride requests that could be accommodated on the regular route. However, additional public awareness in the service would be beneficial. In addition, IBM has indicated an interest in transportation service from Maquoketa to Dubuque for their future workforce with their opening of their office in Dubuque so the route needs to continue to be made available and be made more visible in the Maquoketa community using JARC and New Freedom funds.
Manchester to Cedar Rapids (Saturday): Since redesigning the Regional Transit Authority services under the management of East Central Intergovernmental Association the RTA has seen limited success with the addition of a monthly weekday route from Manchester to Cedar Rapids. It is believed that increased marketing and advertising would produce greater interest and utilization of the service. It was also believed that offering a weekend service might attract more interest from consumers for recreational, social and retail interests. Bellevue to Points in Jackson County: Since redesigning the Regional Transit Authority services under the management of East Central
Intergovernmental Association and establishing regular route services under New Freedoms grants, the RTA still has seen little interest in consumers accessing the regular route service in favor of setting up rides using the volunteer driver program. Effective April 1, 2009 a new policy approved by the RTA will strictly prohibit access to the volunteer driver service on ride requests that could be accommodated on the regular route. However, additional public awareness in the service would be beneficial. In addition, IBM has indicated an interest in transportation service from Bellevue to Dubuque for their future workforce with their opening of their office in Dubuque so the route needs to continue to be made available and be made more visible in the Bellevue community using JARC and New Freedom funds.
Low Service Priorities Dundee to Manchester: In the town of Dundee there is a group home service adults with mental illness who wish to have access to
employment and recreational/social services within the town of Manchester. Although the passengers are ambulatory, it is preferred to accommodate the service on an existing RTA route for efficiency. If the service could attract more than the two to three riders interested in the service it is possible that the RTA could make a route adjustment to add Dundee to an existing route. In the absence of more ridership, the RTA may need to rely on some additional subsidy to get the service started with marketing/advertising and general operating assistance.
Bellevue in-town 1st shift: The Regional Transit Authority currently leases a low floor minivan to the city of Bellevue who then operates the dial-a-ride service with local volunteers screened and approved by the RTA. The capacity of the minivan is very limited and local daycares, nursing homes and schools have needs for group transportation that far exceed the capabilities of the minivan. The cost of setting up a charter service is often prohibitive and is not necessarily desired by the transit system due to the charter regulations. However, by replacing the current volunteer service with an RTA operated accessible bus, the needs of both the dial-a-ride users, nursing homes, daycares and schools could be accommodated.
Chapter 5 - Project Prioritization
[57]
Increased capacity on Maquoketa in-town route: The Regional Transit Authority provides in-town dial-a-ride service to the town
of Maquoketa Monday through Friday. One bus is dedicated to the service and two others are called in after they complete their sheltered workshop routes as needed. With the increase in medical appointments and dialysis, consumers are often turned down for ride requests less than 24 hours in advance. As the only transit service in their community, it would be desirable to have the capacity to expand beyond current capacities as needed to accommodate spikes in demand or unplanned but urgent medical transportation requests that are currently forced into the system but cause numerous delays and customer complaints. Increased capacity on the in-town route as needed would elevate this problem. Current service supported with JARC funding will need to continue to maintain existing capacity.
Bellevue school shuttle: The Regional Transit Authority currently leases a low floor minivan to the city of Bellevue who then operates the dial-a-ride service with local volunteers screened and approved by the RTA. The capacity of the minivan is very limited and local daycares and nursing homes and public school have needs for group transportation that far exceeds the capabilities of the minivan. The cost of setting up a charter service is often prohibitive and is not necessarily desired by the transit system due to the charter regulations. However, by replacing the current volunteer service with an RTA operated accessible bus, the needs of the dial-a-ride users and the nursing homes, daycares and schools could be accommodated. Manchester in-town evening service: Local mental health professionals have created an evening drop-in service that has relied on volunteers to transport residents from group homes to the programs as needed. Some residents are forced to walk at night a great distance and in inclement weather to attend the drop-in service. Because the demand for the service is unpredictable and evening service does not exist for any other program, start up funds would be necessary to get a viable evening service started. Edgewood to Manchester: The convalescent home in Edgewood frequently has consumers who require doctor’s appointments on short
notice and have experienced difficulty forcing their service requests into the RTA’s route schedules. To the extent the nursing home has the ability to plan ahead, it is the RTA’s intent to train nursing home staff into grouping doctor’s appointments into a time slot the RTA will dedicate to them on a weekly basis.
System Maintenance Needs 5310/5311 Special Needs/Non-urbanized Area Formula Funding: This funding supports the operations of the Regional Transit Authority operations that provides service throughout the Delaware, Dubuque and Jackson counties. This formula funding provides for 50% local match and supports approximately 15% of the RTA’s overall budget.
Job Access Reverse Commute Funding(5316): This funding supports the operations of the Regional Transit Authority operations that provide employment and job readiness training transportation throughout the Delaware, Dubuque and Jackson counties. This funding currently provides 13% support of the RTA’s overall budget. As directed by the DOT, the RTA has aggressively started a program to reduce ongoing dependence on the JARC program by replacing the subsidy with other ongoing funding such as Medicaid waiver funding, county subsidy and fares. Employment transportation within the City of Dubuque, within Dubuque and Delaware Counties, within city
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Chapter 5 - Project Prioritization
of Maquoketa and Jackson County depends on JARC funding until the service can be transitioned completely away from dependence of JARC funds.
New Freedoms Funding (5317: This funding supports the operations of the Regional Transit Authority operations that provide
transportation for persons with disabilities throughout the Delaware, Dubuque and Jackson counties. This funding currently provides less than 1% support of the RTA’s overall budget. As directed by the DOT, the RTA has aggressively started a program to reduce ongoing dependence on the New Freedoms program by replacing the subsidy with other ongoing funding such as Medicaid waiver funding, county subsidy and fares.
(4) Wheelchair capacity buses for dialysis: As indicated in the priority service needs above, the demand for transportation for dialysis
patients has been exploding. Many of the consumers are in wheelchairs and most of the RTA buses have a (2) wheel chair capacity. By having the ability to transport more than (2) wheel chair customers at a time, the RTA can more efficiently and conveniently provide the consumers this vital service.
Low floor accessible minivan: The RTA currently operates a bus purchased used from another transit system in the town of Bellevue
to provide dial-a-ride volunteer driver service. The RTA has also been in discussions with local taxi operators to partner with them to get 24/7 accessible transportation service in the city of Dubuque. In either application, the unique design and economical style of the low floor minivan would be the most appropriate vehicle for either service.
16+ passenger accessible buses: The RTA average fleet age is 6.22 years and 107,799 miles. 68% of the fleet beyond federal useful
life standards by years and 60% of the fleet is beyond federal useful life standards of 100,000 miles. 28% of the fleet is 10 year old or older. The maintenance costs of the older fleet have gone from $95,373 in FY 2008 to a projected $136,714 in FY 2009 for a 43% increase. While the stimulus funding will replace 3 buses, the RTA still lags behind in adequate bus replacements. The high costs of maintenance are also eroding the transit system’s ability to set aside the required 17% local match making the transit system’s way out of the problem even more difficult. In FY 2009, the RTA did conduct a fund raising campaign and has raised more than $34,000 to date and will continue to seek out other means of funding to secure local match until operating costs go down to a point where capital reserves can be replenished.
Maintenance equipment: The RTA average fleet age is 6.22 years and 107,799 miles. 68% of the fleet beyond federal useful life
standards by years and 60% of the fleet is beyond federal useful life standards of 100,000 miles. 28% of the fleet is 10 year old or older. The maintenance costs of the older fleet have gone from $95,373 in FY 2008 to a projected $136,714 in FY 2009 for a 43% increase. While the stimulus funding will replace 3 buses, the RTA still lags behind in adequate bus replacements. The high costs of maintenance are also eroding the transit system’s ability to set aside the required 17% local match making the transit system’s way out of the problem even more difficult. The RTA has two maintenance bays in their newly constructed facility in Dubuque but little or no equipment to perform even basic maintenance in-house. With the RTA paying for facility overhead for their own facility, the shop rates of private service is essentially a duplication of expense for building maintenance, operation, and insurance. In FY 2009 the RTA anticipates spending approximately $75,000 on hourly shop charges to outside businesses to maintain RTA vehicles. Under the ECIA current wage and benefit plan, the estimated cost per hour with benefits for a full time mechanic would be less than $50,000 annually. With an adequate supply of
Chapter 5 - Project Prioritization
[59]
spare buses, a preventive maintenance plan could be implemented that would rotate all vehicles in the three county service area through the Dubuque facility for preventive maintenance. Routine maintenance could be performed on all of the Dubuque fleet and much of the fleet in the counties with some planning. The RTA has consulted a retired City of Dubuque KeyLine Transit mechanic who provided us the recommended list of tools and equipment necessary to complete the maintenance bays which we have estimated to total $25,000.
Portable bus wash equipment: The RTA currently operates two high pressure portable bus washers that were purchased under a previous federal grant under the previous administration. While the power washers are useful, they require a significant amount of time to adequately clean the exterior of the bus with only high pressure water and drivers using scrub brushes and buckets to break loose the oil residue. An average bus wash for an RTA driver paid $12.65 per hour wage takes approximately 30 minutes. The portable brush systems available today can reduce that time to 5 minutes and clean the bus better than the manual approach currently in use. Bus storage facility in Dyersville: Currently the RTA stores (3) buses outdoors in Dyersville as we have been unsuccessful at locating a facility that we could afford the rent to store them in. The drivers need to drive to Manchester to deliver their paperwork and pick up their schedules and manifests for the next week. A basic storage facility in Dyersville would protect the buses from the harsh elements of the Iowa weather as well as provide drivers a better environment to thoroughly inspect their vehicles. Dyersville is also more than 20 miles from either Dubuque or Manchester making it impractical for them to store the buses at either garage in those cities.
Bus storage Manchester: Currently the RTA stores (3) buses in a garage that has recently been purchased by FEMA due to the location of the garage along the Maquoketa River. In the two years the RTA has been storing the bus at this location, we have had to relocate the equipment to higher ground on 6 occasions. The owner of the facility is working on constructing another facility but it is uncertain as to when that will be accomplished. A basic storage facility in Manchester would protect the buses from the harsh elements of the Iowa weather as well as provide drivers a better environment to thoroughly inspect their vehicles. Manchester is also more than 20 miles from either Dyersville and 45 miles from Dubuque making it impractical for them to store the buses at either garage in those cities. Driver training; First aid/CPR, Defensive Driving, Sensitivity and Passenger Assistance: It is essential for public transit professionals
to maintain a comprehensive training program for their transit operators. Given the limited amount of funding and the scheduling constraints of maintaining such a program in this industry, training often needs to be broken down into small groups, multiple sessions and at multiple locations making the cost of training higher. Local agencies have qualified staff certified to conduct much of the required training necessary and RTAP funds greatly reduce the cost of trainers and travel. However, the overtime pay necessary to perform the training under the scheduling constraints is often the difference in whether training is kept current so adequate funding to support the costs of training is essential.
Radio tower replacement in Dubuque: Since completing construction of the Dubuque transit facility, the city of Dubuque excavated
the property above the transit facility and raised the site by more than 30 feet. With the construction of any facility on that site, it is likely that the line of sight for the current RTA tower would be impeded and that a taller tower will be necessary. While no facility is currently planned for the site, it is only a matter of time that this problem will present itself so purchase of a larger tower is essential to the two way communications of the RTA.
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Chapter 5 - Project Prioritization
Dumpster Screen: The City of Dubuque ordinance requires all businesses to screen any outside dumpsters. Due to the budget constraints
of the construction of the Dubuque facility, an outdoor dumpster screen was dropped from the original specifications. Two dumpsters are stored in the garage and essentially take up the space for 1 van or bus. As the RTA has acquired buses through stimulus funding and private fundraising, the capacity to store buses in the current facility is quickly diminishing.
Transportation Solutions Coordinator: The success and failure of identified projects relies heavily on coordination, outreach and
funding. Because the transit system management is an operational management position by budget necessity, it is difficult to say the least to focus the amount of time and energy necessary to work with the multitude of human service organizations to educate and train staff and identify a access alternative revenue streams. A Transportation Solutions Coordinator would provide the transit agency a dedicated staff person to bring the identified projects from a planning stage to implementation and would be a tremendous asset to the sustainability of the transit system as grant revenues continue to decline and/or become more competitive.
Conclusion While many projects have been identified as means to meet unmet need, there remains significant funding barriers that will prevent many of these projects from being implemented. Continued coordination between transit providers to reduce duplication of service and inefficiency of the service is essential as is identification and access to funding sources other than traditional state and federal transit support.
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Introduction There are several federal, state and local sources dedicated to funding of transportation services. A report from the General Accounting Office (GAO-03-697) provided an inventory of all federal programs that were using federal funds to provide transportation services for the transportation disadvantaged. This report identified 62 sources in 18 federal departments, including the U.S. Department of Transportation (USDOT). However, the primary source of funding for public transit programs comes from the USDOT and the Highway Trust Fund. The Highway Trust Fund provides funding for the federal grant programs authorized SAFETEA-LU. The Iowa Department of Transportation (Iowa DOT) also has several transit funding programs that help support public transit agencies. Human service agencies within the area also provide funding for clients to have services or contract services with a public transit provider. USDOT, FTA, Iowa DOT and know human service funding will be described in this chapter. Funding sources for Keyline, RTA and MTA Funding sources
Planning
Operating
Capital
Large Urban (Over 50,000 Population)
Small Urban (Less than 50,000 Population)
Recipient Eligiblity Non-profit Regional System
28-E Regional System
Metropolitan Planning Orginizations (MPO)
Regional Planning Affiliation (RPA)
Federal Metropolitan Transportation Planning Program (Section 5303)
z
z
Statewide Transportation Planning Program (Section 5304) Urbanized Area Formula Program (Section 5307)
z
z
Capital Investment Program (Section 5309) Special Needs Formula Program (Section 5310) Non-urbanized Area Formula Program (Section 5311)
z
Rural Training Assistance Program (RTAP) (Section 5311(b)(3)) Intercity Bus Assistance Program (Section 5311(f)) Job Access/Reverse Commute (JARC) Program (Section 5316) New Freedom (NF) Program (Section 5317) Iowa Clean Air Attainment Program (ICAAP) Surface Transportation Program (STP)
z
z z z z z z z z
z z z z z z z z z
z z z z z z z z z
z z z z z z z z z
z z z z z z z z z
z z z z z z z z z
z z
z
z z
Temporary Assistance For Needy Families (TANF) Welfare-to-Work (WtW) Commubnity Services Block Grant Program (CDBG)
z
State STA Formula Program STA Coordination Special Projects
z
z z
Public Transit Infrastructure Grant Program Capital Match Loan Program (Amoco Loans) Iowa Power Fund (new program in 2008)
z z z z z
z
z
z
z
z z z
z z z
z z z
z z z
z z z z
z z z z
z z z z
z z z z
z z z z
Local Passenger Revenues Contract Revenue Local Taxes Advertising Revenue
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z z z z
z z z z
z
z
Federal Funding Programs
Metropolitan Planning Program (Section 5303):
This is a FTA program to support planning activities in metropolitan areas on an 80% federal, 20% non-federal basis. By law, the state is the direct recipient of the funding. In Iowa, these funds are administered by the Iowa DOT’s Office of Systems Planning and are distributed to each of the state’s Metropolitan Planning Organizations (MPOs). Annual allocations of 5303 funds are based on a formula that distributes 1/3 of the funds based on the 1990 urban area population, 1/3 based on the 2000 urban area population and the last 1/3 is equally distributed. The 5303 funds are administered jointly with Metropolitan Planning “PL” funds available through the Federal Highway Administration as part of a Consolidated Planning Grant. The 5303 and PL funds can support MPO costs related to intermodal transportation planning activities for the urbanized area.
Statewide Planning and Research (Section 5304):
These funds are intended to support transit planning in addition to what is conducted by the individual MPOs. By law, the state is the direct recipient of the funding. Iowa uses these funds, along with 5311 funds set aside specifically for planning, to support a system of Regional Planning Affiliations (RPAs). The RPAs are responsible for local intermodal transportation planning in areas of the state not included in a Metropolitan Planning Organization. Iowa DOT’s Office of Systems Planning serves as the direct recipient of these funds. The combined 5304 and 5311 planning funds are allocated among the state’s 18 RPAs based on half of the funds being evenly distributed among the RPAs, 25% distributed on the basis of population and 25% on the basis of the number of counties within the region.
Urbanized Area Formula Program (Section 5307):
This is a federal program for support of urban transit systems serving communities with more than 50,000 population. In all urbanized areas, 5307 funds can be used for capital improvements, including preventive maintenance activities, or planning activities on an 80% federal, 20% non-federal basis. Purchase and installation of special equipment or features required by the Americans with Disabilities Act or the Clean Air Act Amendments, and certain bicycle accommodation projects are eligible for 90% federal assistance. FTA has allowed revenue vehicles with required ADA and clean air equipment to be purchased at a blended participation rate of 83% federal, 17% non-federal. Transit systems may use up to 10 percent of their total 5307 funds to pay for ADA paratransit costs on an 80% federal, 20% non-federal basis. Each area over 200,000 population receives its own 5307 allocation directly from FTA. The allocations are based partially on population and population density, and partially on performance factors, including passenger miles of service provided. Each state receives a single allocation of 5307 funds for use in the smaller urbanized areas (with population from 50,000-200,000). This ‘Governor’s Apportionment’ includes a base allocation calculated strictly on population and population density of the state’s communities in that size range, plus a “growing states” allocation, based on projected population growth. There is also now a “small transit intensive cities” tier that provides additional funding if any of the small urbanized areas in the state exceed the average performance of the larger communities across the nation on one or more of six specified performance measures. The state is responsible for deciding how 5307 Governor’s Apportionment funds are distributed. Ames, University of Iowa’s Cambus, Cedar Rapids, Coralville, Dubuque, Iowa City,
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Sioux City, and Waterloo all receive funding from the Iowa Governor’s Apportionment. The Iowa DOT determines the allocation of the 5307 Governor’s Apportionment funds after the federal appropriation process is completed (usually sometime from October to December). In addition to capital and planning uses, funding for these smaller urbanized areas can also be used to support operating deficit. Funds for operating support must be matched by non-federal funds (other than passenger revenues) on a dollar-for-dollar basis.
Capital Investment Program (Section 5309):
This is a federal program for support of transit capital needs that exceed what can be funded under the federal formula programs. All public transit systems are eligible for these funds. Public agencies may receive these funds directly. Private non-profit transit agencies may not apply directly, but can be part of a statewide application. This federal program provides discretionary funding of transit capital improvements on an 80% federal, 20% non-federal matching basis (83% federal, 17% non-federal for vehicles equipped to meet ADA and Clean Air standards). In most recent years, all 5309 funding has been earmarked by Congress through the authorization or appropriation processes. Iowa’s Congressional delegation has been successful in capturing a portion of these funds for both individual system earmarks and a statewide bus earmark. The statewide funds are allocated to rollingstock replacement/rehabilitation projects in the Statewide Transportation Improvement Program (STIP) using a ranking process based on the age and accumulated mileage of vehicles being replaced/rehabilitated.
Special Needs Program (Section 5310):
This is a federal program for support of transit services serving elderly and disabled persons. These funds are allocated to Iowa on the basis of the number of persons who are elderly or have disabilities within the state compared to other states. By law, the state is the direct recipient of the funding. Public agencies responsible for coordinating human service transportation are eligible, as are private not-forprofit agencies. Because Iowa requires the designated public transit systems to coordinate all publicly-funded passenger transportation services, Iowa distributes these funds to the public transit agencies. The funds may be used for the cost of contracted operations, equipment and passenger or vehicle shelters on an 80% federal, and 20% non-federal basis. Purchase of vehicles equipped for access by persons with disabilities can be funded at 83% federal participation. Facilities other than passenger or vehicle shelters are not eligible. The Iowa DOT’s Office of Public Transit (OPT) is the recipient of the 5310 funds from FTA. Seventy percent of the annual funding is distributed to Iowa’s large urban transit systems to support services to qualifying persons living in urbanized areas. These funds are distributed based on the same formula used for the rural systems, but with each transit system developing its own eligible project. The remaining 30% of the funds are administered and distributed in conjunction with Non-urbanized Area Formula Program 5311 funds. To simplify administration, the 5310 funds going to rural systems are only distributed to transit systems that purchase contracted transportation services. All projects using 5310 funding must derive from the Passenger Transportation Development Plan (TPDP) prepared by the respective metropolitan or regional planning agency through their joint public transit/human service transportation planning process. All services supported with 5310 funding must be operated open to the general public. (Complementary ADA paratransit meets this requirement, so long as it matches up with an urban transit system’s fixed-route hours and service area.)
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equipment and passenger or vehicle shelters on an 80% federal, and 20% non-federal basis. Purchase of vehicles equipped for access by persons with disabilities can be funded at 83% federal participation. Facilities other than passenger or vehicle shelters are not eligible. Non-Urbanized Area Formula Program (Section 5311): This federal program supports transit activities in rural areas and communities with less than 50,000 population. These funds are allocated to Iowa based on the number of persons living outside urbanized areas compared to other states. By law, the state is the direct recipient of the funding. Iowa DOT serves as the direct recipient of the funds, through both the Office of Public Transit (OPT) and the Office of Systems Planning. The OPT administers the bulk of the 5311 funding that is provided to small urban and regional transit systems, as well as the 15% of the annual apportionment, that in conformance with federal law, is utilized to support intercity bus services. The Office of Systems Planning administers that portion of the 5311 funds that are combined with the 5304 funding to support rural transit and intermodal planning activities. The portion of the 5311 funds used for support of public transit services in Iowa is administered in conjunction with the rural portion of the 5310 funding. The 5311 funds may be used to support operating deficits (potentially on a 50% federal, 50% non-federal match), capital purchases (on an 80% federal, 20% non-federal match or 83% federal, 17% non-federal for vehicles meeting ADA and Clean Air standards), or planning activities (on an 80% federal, 20% non-federal match). State policy does not allow local transit administration costs for public transit systems to be treated any differently than operating expenses. The Iowa DOT formula allocating 5310 and 5311 funds uses the past year’s performance statistics. The amount of formula funds to be distributed to small urban systems versus regional systems is determined by comparing the “net public deficit” (unrestricted tax support) for all urban systems to that for all regional systems. The individual allocations to small urban systems are then determined on the basis of 50 percent of the percentage of total small urban ridership accomplished by that system and 50 percent of the percentage of total small urban revenue miles provided by the individual system. Individual allocations for regional systems are based on 40 percent of the system’s percentage contribution to total regional transit ridership and 60 percent on the system’s percentage contribution to total regional revenue miles. The formula apportionment funds received by each system must be used to support services open to the public. This would include eligible transit capital operating expenses as defined by the federal government. The decision of how the formula funds are programmed is a part of the local transportation planning and programming process conducted through the regional planning affiliation. OPT provides a projection of the formula funding that will be available to each system for the coming state fiscal year in early December, in order to facilitate integration of the 5311 programming process with the annual preparation of the Passenger Transportation Development Plan (PTDP) and the Regional Transportation Improvement Program (RTIP). The OPT decides which agencies will receive 5310 funds versus 5311 funds, based on how the transit systems will use the monies. At present, most transit systems choose to use their formula funds for support of transit service costs. The 5310 funds are targeted to systems that purchase services from sub-providers, and 5311 funds are targeted first to systems that provide their services directly. To the extent that any system proposes to use its 5310/5311 allocation for purchase of rolling stock to operate within an urbanized area, 5310 funds will be used (and the project will be included in that urbanized area’s Transportation Improvement Program (TIP).) If facility improvements
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are programmed with the formula funds, 5311 funding will be used. Rural Transit Assistance Program: This federal program provides a source of funding to assist in the design and implementation of training and technical assistance programs and other support services tailored to meet the specific needs of transit operators in non-urbanized areas (less than 50,000 in population). By law, the state is the direct recipient of the funding. In Iowa, the DOT’s OPT serves as the recipient of these funds. Iowa’s RTAP funds are mainly used to provide local transit agencies with training fellowships. The fellowships pay 50 percent of the cost for Iowa’s small urban and regional transit systems and their planners to attend Iowa DOT sponsored seminars, as well as transit-related courses or conferences sponsored by other groups. Transit systems may also be reimbursed for training held in-house. A parallel program funded with state transit assistance (STA) funds pays for costs incurred by large urban systems and their planners.
Intercity Bus Assistance Program:
A minimum of 15 percent of each year’s non-urbanized formula funds allocated to Iowa under the 5311 program is required to be set aside to support intercity bus transportation. Iowa’s Intercity Bus Assistance Program is intended to support intercity bus service in rural and small urban areas. Private-for-profit companies, private non-profit corporations, or public entities may apply for this funding. Eligible bus service must make convenient connections to the existing national intercity bus network. Connections to Amtrak or passenger air service terminals are desirable. Service strictly for commuter purposes is not eligible. Projects may include operating assistance, capital assistance, planning, or administrative costs such as marketing and insurance. The Iowa Intercity Bus Assistance Program includes funding for four categories of projects: Category 1 is support for continuation of existing services. Funding is available for providers of existing intercity bus service that apply and agree to reporting requirements. Category 1 projects pay $0.10/revenue mile of scheduled route service that is justified based on preventive maintenance costs. Category 2 is support for new and expanded intercity bus service or feeders connecting to existing intercity bus services. It is not intended to support duplication of existing services. Projects pay up to $0.50/mile based on preventive maintenance, insurance and administrative costs, and operating support for a maximum of two years. After two years, the service may receive support under Category 1. Category 3 is support for marketing of existing and new services. Preference is for cooperative projects with involvement by communities served. Projects may pay up to 80% of project administration/marketing costs.
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Category 4 supports facility improvements or equipment purchases necessary for the support of existing or new intercity bus services. Projects pay up to 80% of approved project amounts (83% for purchase of accessible vehicles or 90% on accessibility retrofits of existing vehicles) based on actual costs.
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The Intercity Bus Assistance Program is included as a statewide total funding amount in the Statewide Transportation Improvement Program (STIP). Annual intercity bus assistance applications must be received by OPT by the first business day of October for projects to begin in January. Project selections are finalized by December.
Job Access and Reverse Commute Program (JARC):
This is a federal program established to provide transportation services to access employment opportunities and support services (such as training and child care) for welfare recipients and low-income individuals. Services designed for these purposes may be used by the general public for any trip purpose. Each urbanized area over 200,000 population receives a separate annual apportionment of funding, and each state receives both an apportionment for use in urbanized areas under 200,000 population and a second apportionment for use in non-urbanized areas. The federal apportionments are based on census data concerning the number of low income individuals in each area, but the law requires that a competitive project selection process must be administered for each of these apportionment areas. All projects must derive from the areaâ&#x20AC;&#x2122;s Passenger Transportation Development Plan (PTDP), developed through collaboration of public transit and human service interests. Required match (50% of net cost for operating projects and 80% for capital [83% for ADA vehicles]) can come from any non-DOT federal funds, as well as from state or local government or from private sources. The OPT accepts applications for JARC projects under the small urbanized areas apportionment or the non-urbanized areas apportionment as part of its Consolidated Transit Funding Application due the first business day of May each year. If any funding remains unobligated after those applications are processed, a second round of applications may be solicited. The competitive application process in the Des Moines, Omaha-Council Bluffs and Quad Cities areas are each administered locally. For more information contact DART (Des Moines Area Regional Transit), MAPA (Omaha/Council Bluffs MPO) or Bi-State (Quad Cities MPO).
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The majority of the grants in Iowa are for transit agencies to extend hours into the evenings and weekends. Other projects established new services to connect employment centers not previously served by transit, or purchased vehicles used for service expansions.
New Freedom Program (Section 5317):
This is a federal program established under SAFETEA-LU to support new services or accommodations for persons with disabilities that go beyond the minimums established by the rules implementing the Americans with Disabilities Act. “New” is defined as projects that were not implemented or programmed prior to the signing of SAFETEA-LU (August 10, 2005). As with the JARC program, each urbanized area over 200,000 population receives a separate annual apportionment of funding, and each state receives both an apportionment for use in urbanized areas under 200,000 population and a second apportionment for use in nonurbanized areas. The federal apportionments are based on census data concerning the number of persons with disabilities in each area, but the law requires that a competitive project selection process must be administered for each of these apportionments. All projects must derive from the area’s Passenger Transportation Development Plan (PTDP), developed through collaboration of public transit and human service interests. Required match (50% of net cost for operating projects and 80% for capital [83% for ADA vehicles]) can come from any non-DOT federal funds, as well as from state or local government or from private sources. The OPT accepts applications for New Freedom projects under the small urbanized areas apportionment or the non-urbanized areas apportionment as part of its Consolidated Transit Funding Application due the first business day of May each year. If any funding remains unobligated after those applications are processed, a second round of applications may be solicited. The competitive application process in the Des Moines, Omaha-Council Bluffs and Quad Cities areas are each administered locally.
Iowa Clean Air Attainment Program (ICAAP):
This program is one of the five core funding programs of the Federal Highway Administration (FHWA) that can be flexed between highway, transit or bicycle/pedestrian uses. Nationally, the Congestion Mitigation/Air Quality (CMAQ) program is intended to fund transportation projects to assist metropolitan areas in violation of Clean Air Act standards. In those states with areas in violation, much or all of the CMAQ monies must be spent in the affected areas for projects conforming to a state air quality implementation plan. Because Iowa does not have any area in violation of transportation-related federal clean air standards, the state receives a minimum allocation of CMAQ funding that can be used anywhere in the state for any purpose for which STP funds can be used on the same 80% federal, 20% non-federal basis. In Iowa, funds are programmed for highway or transit projects through a statewide application process based on the project’s anticipated air quality or congestion relief benefits. Applications are due the first business day of October for projects to begin the following federal fiscal year. Project selections are determined in February. When ICAAP funds are programmed for transit projects, funding is transferred from FHWA to FTA for administration through the statewide grant under either the 5307 or 5311 programs depending on whether the projects are in urbanized or non-urbanized areas. Clinton MTA is planning on applying for an ICAAP grant in 2008. The proposed ICAAP project is to develop a new route that would expand services out to the new college located on Mill Creek Parkway. Clinton MTA would also like to expand service hours on Saturdays, that were cut a few years ago due to budget issues. A new route from the City of Camanche to Clinton is also a possibility for these funds.
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The Cities of Cmanache and Clinton would have enter into a 28E agreement to share operational costs for this route to happen.
Surface Transportation Program (STP):
This is another of FHWA’s core programs. These funds come to the state based on a number of factors including vehicle miles of travel, highway lane miles and the number and size of bridges. The funds can be used for roadway, transit capital projects, pedestrian/bikeway projects, or intermodal planning projects on an 80% federal, 20% local basis. In Iowa, a portion of these funds is programmed by local governments acting through metropolitan or regional planning agencies. Nearly all Iowa RPAs and some MPOs fund a portion of their intermodal transportation planning activities from STP funds. Most transit systems have also been successful in receiving STP funding from their local MPO or RPA. When programmed for transit or planning projects, these funds are transferred from FHWA to FTA for administration, either through a direct 5307 grant for large urban transit systems, through a statewide 5311 grant for small urban or regional systems, or through the statewide consolidated planning grant for planning projects. OPT administers the statewide grant for individual small urban and regional transit systems. The Office of Systems Planning administers the planning grant.
Over-the-Road Bus Accessibility Program (OTRB):
Grants are provided directly from FTA to operators of over-the-road buses to help finance incremental capital and training costs to implement the final accessibility rule under the Americans with Disabilities Act (ADA). Providers of intercity fixed-route service, commuter service, and charter and tour service may apply directly to FTA for annual grants. FTA announces it’s solicitation for applications each year through a notice in the Federal Register.
State Programs:
State Transit Assistance (STA):
All public transit systems are eligible for funding under the STA program, which began in 1976. Since 1984, STA funding has been derived from a dedicated portion (currently1/20th) of the first four cents of the state “use tax” imposed on the sale of motor vehicles and accessory equipment. STA funds are provided to support public transit services and may be used for either operating or capital projects. The majority of the state transit assistance funds received in a fiscal year are distributed to individual transit systems on the basis of a formula using performance statistics from the most recent available year. Each month, the dollars received in the fund during the prior month are allocated to the transit agencies. These funds can be used by the public transit system for operating, capital or planning expenses related to the provision of open-to-the-public passenger transportation services. The STA formula funds are first split between urban and regional systems on the basis of total revenue miles of service provided by each group. The funds are then split among individual systems in each category, 50 percent on the basis of locally determined income (LDI), 25
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percent on the basis of rides per dollar of expense, and 25 percent on the basis of revenue miles per dollar of expenditure. OPT calculates LDI by subtracting FTA and STA formula funds from the system’s operating expenses.
STA Special Projects:
Each year up to $300,000 of the total STA funds are set aside to fund “special projects.” These can include grants to individual systems to support transit services which are developed in conjunction with human service agencies, or statewide projects to improve public transit in Iowa through such means as technical training for transit system or planning agency personnel, statewide marketing campaigns, etc.
Coordination Special Projects:
The Coordination Special Projects are considered an “immediate opportunity” program by the Iowa DOT, meaning that these funds can be applied for at any time of the year as an opportunity arises, provided that funding is still available. Projects are intended to assist with start-up of new services that have been identified as needs by health, employment or human service agencies participating in the Passenger Transportation Development Planning process. Most projects are small in scope and typically will fall within the $5,000-$25,000 range. Operating projects may be for up to a two-year duration, with maximum STA participation of 80% of net project cost in the first year and 50% of net project cost in the second year. Capital project may have maximum 80% STA share. Priority is given to projects which include a contribution from human service agencies as well. A major component of the state-wide Special Projects is a program of transit training fellowships that parallels the RTAP fellowship program described previously. The STA fellowship program focuses on training costs for Iowa’s large urban transit systems and metropolitan planning organizations that are not eligible under RTAP. The statewide project funds can also be used on statewide transit marketing and projects exploring new transit technologies. The administrative rules provide flexibility for use of the funding. If not needed for special projects, the money set aside for that purpose may be moved back into the STA formula program for distribution to all systems.
Public Transit Infrastructure Grants:
In 2006, the Iowa Legislature established a new program to fund some of the vertical infrastructure needs of Iowa’s transit systems. Applications are accepted as part of the annual Consolidated Transit Funding Program. Projects can involve new construction, reconstruction or remodeling, but must include a vertical component to qualify. They are evaluated based on the anticipated benefits to transit, as well as the ability to have projects completed quickly. The infrastructure program participation in the cost of transit-related elements of a facility project is limited to 80% and cannot, in combination with federal funding, exceed that number. Also no single system can receive more than 40% of the available infrastructure funding in a given year. Capital Match Revolving Loan Fund (AMOCO Loan): The capital match revolving loan fund was created by the Iowa Legislature in the early 1980’s with funds from Iowa’s share of the
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federal government’s petroleum overcharge settlement against the American Oil Company (Amoco.) The loan program is subject to an intergovernmental agreement between the Iowa DOT and the Iowa Department of Natural Resources (DNR). All public transit systems are eligible for loans under this program. The intent of the program is to increase the inherent energy conservation benefits of public transit by expediting the implementation of transit capital projects. The program allows “no interest” loans to transit systems, which the transit system uses towards the required local match on a federallyfunded capital project, paying it back over a negotiated time period as local funds become available. The loan can be used to temporarily fund the entire local match on capital equipment projects or 50% of the required non-federal match on facility projects. Loan recipients may be required to report project energy savings annually to OPT until the loan is repaid. A project is eligible if it is a transit capital project that is approved for federal funding. The project should be targeted at energy savings.
Local Funding:
Passenger Revenue:
Fees paid by the passengers is one of the most common sources of local support. This can include monies collected on-board the transit vehicle (usually called “farebox receipts”), as well as prepaid fares from sale of passes or tickets, or fares billed to the passenger after the fact. FTA requires that all passenger revenues be subtracted from the total cost of operating transit service to identify a net operating cost, before eligibility for federal financial support of operations can be calculated. Contract Revenue: Human service agencies, local communities, as well as private businesses are often willing to pay a part or all of the cost for certain types of rides provided as part of the open to the public transit operation. Such subsidies are classified as contract revenues and can count toward the required local match on federal projects.
Local Taxes:
Municipal Transit Levy:
Iowa law authorizes municipalities to levy up to 95 cents per $1,000 assessed valuation to support the cost of a public transit system. Most of Iowa’s larger communities levy for support of their urban transit systems. A number of smaller communities use this authority to generate funding used to support services contracted from their designated regional transit system. (This is something that can be implemented with a simple vote from the city council).
Regional Transit Levy:
In 2005, the Iowa legislature authorized Iowa’s two largest counties to form special taxing districts, under the control of the county, for support of area-wide public transit services. Once formed, adjacent counties can become part of the district, or municipalities in non-
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participating adjacent counties can join. The district can levy up to the 95 cents per $1,000 assessed valuation; but, unlike the provisions in the municipal levy, the regional transit districts can set differing levy rates across their territory. As of July 2007, only Polk County has chosen to form a district, and has, so far, limited its geographic coverage to just their county. Nearly all municipalities within the county have opted to participate.
General Fund Levy:
The cost of supporting transit services is an eligible use of general fund revenues for all Iowa governments and is the primary source of funding to support transit for counties who donâ&#x20AC;&#x2122;t have the option of a transit levy, as well as for cities which chose not to use the transit levy.
Trust and Agency Levy:
The Trust and Agency Levy can be used by cities and counties to support employee benefit plans. As such, it can be used to help support the cost of a city operated transit system.
Other Local Sources: Student Fees:
Mandatory student fees established by a college or university are similar to a tax levy in that all members of the particular community contribute.
Advertisting Revenues:
Sale of on-board advertising or advertising space in brochures, etc., can provide some additional revenues to the transit program.
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Member
MTA
Type of Funding
2009
Section 5311 New Freedom Local Tax Passenger Revenue State Transit Assistance (STA) Contracts Advertising Total Funding
$444,460 $4,363 $572,097 $220,000 $178,973 $18,500 $9,000 $1,419,893
2010 $462,238 $4,537 $572,097 $220,000 $186,131 $20,000 $9,000 $1,445,003
2011
2012
$480,727 $4,718 $572,097 $220,000 $193,576 $20,000 $9,000 $1,471,118
$499,956 $4,906 $572,097 $220,000 $201,319 $20,000 $9,000 $1,498,278
2013 $499,956 $4,906 $572,097 $220,000 $201,319 $20,000 $9,000 $1,498,278
Clinton MTA FY 2009 funding Break Down Contracts, 1.3% Advertising, 0.6%
Finance Writeup for Clinton MTA
$ 18,500 $ 9,000
State Transit Assistance (STA), 12.6%
Section 5311, 31.3%
$ 178,973 Passenger Revenue, 15.5%
$ 444,460 $ 220,000
$ 572,097
New Freedom, 0.3%
MTA has an existing budget of $1,445,000 per year to meet the needs of the existing services. However, MTA needs $ 1,000,000 in addition ever year to implement unmet service needs and $ 944,000 to meet the additional system maintenance needs. The table above shows funding sources for MTA from Fiscal year 2009 -2013. The graph to the left shows the percentage breakdown of funding sources for fiscal year 2009. Overall, MTA gets the majority of its revenue, 40.1%, from local taxes.
$ 4,363
Local Tax, 40.3%
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Member
Keyline
Type of Funding Passenger Revenue Contract and other revenue Local Tax (Operating) Local Tax (Capital) Section 5307 Section 5309 State Transit Assistance (STA) JARC Total Funding
2009 $192,093 $25,000 $1,253,638 $54,000
2010 $195,000 $30,000 $1,342,782 $177,990
2011 $198,000 $40,000 $1,442,800 $38,250
2012 $201,000 $40,000 $1,567,800 $0
2013 $203,000 $40,000 $1,817,800 $0
$826,000 $1,292,310 $211,912 $29,000 $3,883,953
$826,000 $311,250 $178,000 $32,000 $3,093,022
$1,442,800 $0 $178,000 $32,000 $3,371,850
$1,567,800 $0 $178,000 $32,000 $3,586,600
$1,817,800 $0 $188,000 $4,066,600
Keyline FY 2009 funding Break Down Keyline FY 2009 funding Break Down JARC , 0.7%
Passenger Revenue, 4.9%
$29,000
$192,093
State Transit Assistance (STA), 5.5% $211,912
Section 5309, 33.3%
Finance Writeup for Keyline Contract and other revenue, 0.6% $25,000
$211,912
$1,253,638
$1,292,310
Local Tax (Operating), 32.3%
$29,000 has an existing budget of $192,093 Keyline $3,093,000 per year to meet the needs of existing services. However, Keyline needs $ 937,200 in addition ever year to implement unmet service $25,000 needs and $ 19,623,000 to meet the additional system maintenance needs. $1,253,638 The table above shows funding sources for Keyline from $1,292,310 Fiscal year 2009 -2013. The graph to the left shows the percentage breakdown of funding sources for fiscal year 2009. Overall, Keyline gets the majority of its revenue, 33.2%, from Section 5309 funds. $826,000
$826,000
Section 5307, 21.3%
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Chapter 6 - Finance
Local Tax (Capital), 1.4% $54,000
$54,000
Member
RTA 2009
Type of Funding Section 5311 New Freedom JARC Passenger Revenue State Transit Assistance (STA) Contracts Total Funding
$220,367 $10,147 $248,000 $142,122 $263,423 $545,579 $1,429,638
2010 $228,800 $10,552 $248,000 $142,122 $273,959 $545,579 $1,449,012
2011
2012
$237,600 $10,974 $248,000 $142,122 $284,917 $545,579 $1,469,192
$246,400 $11,412 $248,000 $142,122 $296,313 $545,579 $1,489,826
2013 $246,400 $11,412 $248,000 $142,122 $296,313 $545,579 $1,489,826
RTA 8 FY 2009 funding Break Down
Passenger Revenue, 9.9%
JARC, 17.3% New Freedom, 0.7%
$ 248,000
$142,122
$10,147 $ 263,423
$ 220,000 Section 5311, 15.4% $ 545,579
State Transit Assistance (STA), 18.4%
Finance Writeup for RTA
RTA has an existing capital budge of $1,449,000 per year to meet the needs of the existing services. However, RTA needs $312,504 in addition every year to implement unmet service needs and $1,597,424 to meet the additional system maintenance needs. The table above shows funding sources for RTA from Fiscal year 2009 -2013. The graph to the left shows the percentage breakdown of funding sources for fiscal year 2009. Overall, RTA gets around 38.2% of its revenue from contract services.
Contracts, 38.2%
Chapter 6 - Finance
[75]
Conclusion
As is clearly portrayed in the chapter of transit system funding, the sources of funding for public transportation relies heavily on traditional transit sources, with minimal support from human service sources other than Medicaid and Agency contracts. It is essential to the sustainability of the transit system and to implement identified projects that alternate revenue sources be identified and accessed.
[76]
Chapter 6 - Finance
Chapter 7
Recommendations
Introduction To determine gaps in service and corresponding projects to eliminate thes gaps, each transit operator, Clinton MTA, Keyline Transit, and Region 8 Regional Transit Authority should work with non-profit organizations and/or local human service providers. The goal of these discussions will be to utilize the existing relationships between these service providers and low-income/underserved populations to become aware of needed services and hear â&#x20AC;&#x153;real worldâ&#x20AC;? applications and situations faced by clients of the organizations. This increased communication would also promote goodwill between the service agencies, their clients and the transit operators.
Chapter 7 -Recommendations
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Sec 5311
Capital
Computer
Replacement
3,300
6,000
2,640
4,800
Clinton MTA Federal Fund Type
Type of Expenditure
Clinton MTA Sec 5311 Operating STIM Capital STIM Capital STIM Capital STIM Capital STIM Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital Sec 5309 Capital
Description
General Operations Heavy Duty Bus (35' low floor HD bus) (security) Heavy Duty Bus (35' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (30' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (35' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (30' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Light Duty Diesel Bus (security) Light Duty Diesel Bus (security) Light Duty Diesel Bus (security) Light Duty Diesel Bus Light Duty Diesel Bus Van Light Duty Diesel Bus Light Duty Diesel Bus Service Truck -Diesel 4x4 GPS Technology/AVL Locator Vehicle Hoist Dispatching Software
Type of Project
Vehicle ID
Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Expansion Expansion Replacement
2010
831,142 364,000 364,000 364,000 364,000 364,000 364,000 352,000 352,000 352,000 93,000 83,000 93,000
403 4 434 435 436 470 471 472 473 427 562 560 563 564 593 640 150 457
Total Estimated Cost 2011 2012
831,142
831,142
Federal Aid 2011 2012
2013
2010
831,142
415,571 302,120 302,120 302,120 302,120 302,120 302,120 292,160 292,160 292,160 77,190 68,890 77,190
84,240
415,571
2013
415,571
415,571
2010 STA
168,000
69,919 84,240
69,919
30,160
24,128 96,720
80,278
86,320 41,600
71,645 33,280 260,000 40,000 75,000
208,000 32,000 60,000
Keyline Transit Federal Fund Type
Type of Expenditure
1 2 3 4 5 6 7 8 9
Sec 5303 Sec 5303 Sec 5307 Sec 5310 Sec 5307 Sec 5316 Sec 5309 Sec 5309 Sec 5309
Planning Planning Operating Operating Capital Operating Capital Capital Capital
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309
Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital
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Description MPO Planning/Coordination (IL side) MPO Planning/Coordination General Operations Preventative Maintenance Associated Capital Maintenance JARC Projects Facility Security Cameras/ Proximity Readers Vehicle Digital Video Security System Administrative office Rehab Keyline Administrative/Maintenance Facility Roof Replacement Facility Parking Lot Resurfacing Maintenance Pits Rehab Downtown Transportation Center Intermodal 35' Heavy Duty Bus 2558 35' Heavy Duty Bus 2559 35' Heavy Duty Bus 2561 176" wb Light Duty Bus 2581 (Diesel) 176" wb Light Duty Bus 2582 (Diesel) 176" wb Light Duty Bus 2578 (Diesel) 176" wb Light Duty Bus 2583 (Diesel) 176" wb Light Duty Bus 2584 (Diesel) 176" wb Light Duty Bus 2585 (Diesel) 176" wb Light Duty Bus 2586 (Diesel) 176" wb Light Duty Bus 2587 (Diesel)
Chapter 7 -Recommendations
Type of Project Planning Planning
2010
Replacement Replacement Expansion Replacement Expansion Rehabilitation
$1,611 $32,065 $2,685,564 $42,000 $130,000 $61,250 $20,000 $60,000 $50,000
Replacement Replacement Rehabilitation Expansion Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement
$114,000 $51,000 $15,000 $17,000,000 $349,000 $349,000 $349,000 $75,000 $75,000 $75,000 $75,000 $75,000 $75,000 $75,000 $75,000
Total Cost 2011 2012
$32,065 $2,885,600 $42,000 $146,000
$32,065 $3,135,600 $42,000 $162,000
2013
$32,065 $3,335,600 $42,000 $178,000
2010 $1,289 $25,652 $1,342,782 $33,600 $104,000
Federal Aid 2011 2012
$25,652 $1,442,800 $33,600 $116,800
$25,652 $1,567,800 $33,600 $129,600
2013
$25,652 $1,667,800 $33,600 $142,400
2009 STA
$178,000
$30,625 $16,000 $48,000 $40,000 $91,200 $40,800 $12,000 $13,600,000 $289,670 $289,670 $289,670 $62,250 $62,250 $62,250 $62,250 $62,250 $62,250 $62,250 $62,250
Region 8 Regional Transit Authority Federal Fund Type
Type of Expenditure
Description
Type of Project
ECIA Sec 5304
Planning
RPA Transportation Planning
Planning
RTA Sec 5311 Sec 3037
Operating Operating
General Operations JARC Operations
Expansion
STIM
Capital
(12) 158"wb Light Duty Buses
Replacements
STIM
Capital
Bus Maintenance Equipment
Expansion
STIM
Capital
Radio Tower
Replacement
STIM
Capital
Dumpster Screen
Sec 5309
Capital
Sec 5317 Sec 5311
Operating Capital
Vehicle ID
2010
Total Estimated Cost 2011 2012
2013
26,375
1,385,000 632,000 318,144,649 650, 666,384,94,28,29,107
2010
2013
205,452 248,000
205,452 248,000
2010 STA
21,100
1,385,000 632,000
1,385,000 632,000
1,385,000 632,000
205,452 248,000
780,000
780,000
216,000
20,000
5,500
5,500
Expansion
15,000
15,000
Iowa Clean Air Program
Expansion
20,000
20,000
20,000
New Freedoms Computer
Expansion Replacement
20,800 3,300
20,800 6,000
20,800
Conclusion Federal Type of
Federal Aid 2011 2012
20,800
205,452 248,000
10,000
10,000
10,000
10,400 2,640
10,400 4,800
10,400
246,005
10,400
As isType identified all three transitType systems, remains a2010backlog draw on2013the systemâ&#x20AC;&#x2122;s Fund Expenditure in the TIPâ&#x20AC;&#x2122;s of Description of Project there Vehicle ID 2011 of replacement 2012 2013 vehicle 2010 needs 2011 that 2012 STA operating budgets through high fuel and maintenance costs, and prevent the transit systems from expansion of service. Timely replacement Clinton MTA 5311 Operating Operations 831,142 831,142 415,571 415,571 415,571 and 415,571 168,000 ofSecvehicles wouldGeneral allow transit systems to expand service to meet unmet831,142 needs through lower 831,142 fuel and maintenance costs by allowing Heavy Duty Bus (35' low floor HD bus) (security) STIM Capital Replacement 403 364,000 302,120 some vehicles with reasonable remaining useful life beyond federal standards be used for expansion where appropriate. Heavy Duty Bus (35' low floor HD bus) (security) STIM Capital Replacement 4 364,000 302,120 STIM STIM STIM Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309 Sec 5309
Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital
Total Estimated Cost
Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (30' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (35' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Heavy Duty Bus (30' low floor HD bus) (security) Heavy Duty Bus (30' low floor HD bus)(security) Light Duty Diesel Bus (security) Light Duty Diesel Bus (security) Light Duty Diesel Bus (security) Light Duty Diesel Bus Light Duty Diesel Bus Van Light Duty Diesel Bus Light Duty Diesel Bus Service Truck -Diesel 4x4 GPS Technology/AVL Locator Vehicle Hoist Dispatching Software
Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Replacement Expansion Expansion Replacement
434 435 436 470 471 472 473 427 562 560 563 564 593 640 150 457
364,000 364,000 364,000 364,000 352,000 352,000 352,000 93,000 83,000 93,000
Federal Aid
2010
302,120 302,120 302,120 302,120 292,160 292,160 292,160 77,190 68,890 77,190 84,240
69,919 84,240
30,160
69,919 24,128
96,720 86,320 41,600
80,278 71,645 33,280
260,000 40,000 75,000
208,000 32,000 60,000
Chapter 7 -Recommendations
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