Passenger Transportation Plan 2010

Report FY 2009-5
Passenger Transportation Development Plan

Fiscal Years 2010-2013
Des Moines Area Metropolitan Planning Organization Central Iowa Regional Transportation Planning Alliance March 2009
Des Moines Area Metropolitan Planning Organization Central Iowa Regional Transportation Planning Alliance Merle Hay Centre 6200 Aurora Avenue, Suite 300W Urbandale, Iowa 50322 Telephone: (515) 334-0075 Fax: (515) 334-0098 E-mail: dmampo@dmampo.org Website: www.dmampo.org
2009 Des Moines Area Metropolitan Planning Organization Please call (515) 334-0075 for permission to use.
The preparation of this document was financed through federal funds provided by the United States Department of Transportation, Federal Highway Administration, and/or Federal Transit Administration
Introduction
This document serves as the Fiscal Years 2010-2013 Passenger Transportation Development
1.1 OVERVIEW
Plan (PTDP) for both the Des Moines Area Metropolitan Planning Organization (DMAMPO) and the Central Iowa Regional Transportation Planning Alliance (CIRTPA). The documents purpose is to provide transportation stakeholders including, but not limited to, local residents, transportation providers, human service agencies, community organizations, elected officials, and state and federal agencies a comprehensive analysis of central Iowas passenger transportation system. This plans components include a background of the planning process, an inventory of existing transportation services in the area, an analysis of the areas demographic characteristics and of the passenger transportation systems unmet needs, proposed strategies and projects to address the unmet needs, an overview of available funding to support the passenger transportation system, and a four-year program of recommended projects that utilize available funding to address identified needs. This plan defines passenger transportation as transportation where the person being transported is not the driver of the vehicle, and can include buses, taxis, vans, passenger trains, and personal vehicles (when carpooling). This document is an update to the DMAMPO and CIRTPA-joint Fiscal Years 2009- 2012 Passenger Transportation Development Plan.
1.2
HISTORY
OF
THE
PASSENGER
TRANSPORTATION
DEVELOPMENT PLAN
Numerous entities provide transportation assistance, ranging from public transit systems to agencies providing transportation to specific clientele for specific purposes. These providers often receive public funding for transportation through state or federal departments, such as state and federal Departments of Health and Human Services, Transportation, Veterans Affairs, and so on. Pubic funding available for passenger transportation is limited, however, and federal, state, and local governments are recognizing the need to coordinate transportation services to make efficient use of limited funds.
In 2004, Executive Order 13330 established the Federal Interagency Coordinating Council on Access and Mobility. This council began the United We Ride initiative to coordinate transportation services nationally. Signed in August 2005, the Safe, Accountable, Flexible, and Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU) continued the United We Ride initiative by providing $52.6 billion nationally through Fiscal Year (FY) 2009 for federally funded transit programs. SAFETEA-LU calls for an increased effort in coordinating transportation services,
particularly of services intended for elderly persons, persons with disabilities, and low-income persons. SAFETEA-LU requires a locally developed, coordinated public transportation/human
service plan to award funding to projects receiving funds from the Federal Transit Administrations (FTA) Special Needs, Job Access and Reverse Commute (JARC), and New Freedom programs. These funding sources are of particular importance as they intend to increase the mobility of elderly persons, persons with disabilities, and low-income persons.
Similarly, Chapter 324A of the Iowa Code requires that all agencies spending public funds for the provision or purchase of passenger transportation services, other than public school transportation, must coordinate or consolidate that funding and the resulting services with the respective public transit system in their area.
To comply with SAFETEA-LU guidelines, the Iowa Department of Transportation (Iowa DOT) requires Iowas 9 metropolitan planning organizations (MPOs) and 18 regional planning affiliations (RPAs) to complete an annual PTDP. The PTDP serves as the required locally
developed, coordinated public transportation/human service plan. The Iowa DOT furthered the federal requirement for a coordinated public transportation/human service plan by requiring the PTDP to include projects selected for funding from all FTA and Iowa DOT funding programs. Funding amounts and sources for any projects an MPO or RPA includes in its Transportation Improvement Program must be derived from and be justified by the PTDP.
1.3 PLANNING PROCESS PARTICIPANTS

The Iowa DOT requires MPOs and RPAs to develop the PTDP with assistance from human service agencies and transportation providers in order to consider all passenger transportation needs and services. The following sections provide an overview of the principal and supporting
participants to the DMAMPO and the CIRTPAs PTDP process.
Principal Participants
The DMAMPO and the CIRTPA

The DMAMPO and the CIRTPA serve as the long-range transportation planning bodies for the Des Moines metropolitan area and the surrounding eight-county central Iowa region (excluding Ames), respectively, and are the organizations responsible for developing a PTDP for their respective planning areas. As previously noted, the DMAMPO and the CIRTPA coordinate their PTDP efforts into one document. Figure 1.1 illustrates this PTDPs planning area.
FIGURE 1.1 Planning area boundary.

Source: Des Moines Area Metropolitan Planning Organization
DMAMPO membership and voting privilege is open to local governments located wholly or partially within the DMAMPOs Planning Area. Both cities and counties possessing a threshold population of 1,500 may be DMAMPO members. The Iowa DOT, the Des Moines Area Regional Transit Authority (DART), the Des Moines International Airport, the Federal Highway
Administration (FHWA), and the FTA serve as non-voting, advisory representatives on the DMAMPO. The DMAMPO includes sixteen member cities: Altoona, Ankeny, Bondurant, Carlisle, Clive, Des Moines, Grimes, Johnston, Mitchellville, Norwalk, Pleasant Hill, Polk City, Urbandale, Waukee, West Des Moines, and Windsor Heights; one associate, non-voting, city: Cumming; and includes unincorporated portions of three member counties: Dallas, Polk, and Warren.
The CIRTPA includes representatives from ten member cities: Adel, Boone, Indianola, Knoxville, Nevada, Newton, Pella, Perry, Story City, and Winterset; and representatives from eight counties: Boone, Dallas, Jasper, Madison, Marion, Polk, Story, and Warren.
DMAMPO and CIRTPA Roundtables and Subcommittees

The DMAMPO established a Transit Roundtable in 2003 as a forum for interested parties in central Iowa to discuss transit-related issues. The Transit Roundtables name changed to the Public Transportation Roundtable in January 2009. The Public Transportation Roundtable consists of transportation providers, local and state government staffs, and local and state government elected officials. The Public Transportation Roundtables mission statement is:
To promote the expansion of a coordinated, comprehensive, and multimodal transportation system that will increase the quality of life for central Iowa residents, reduce dependency on personal automobiles, and increase mobility for those who cannot or choose not to use other transportation modes, by identifying both short and long-term public transportation needs and deficiencies in central Iowa1 .
After SAFETEA-LUs signing, the Transit Roundtable became the body within the DMAMPO and the CIRTPA responsible for developing the PTDP and for coordinating transportation services. The Transit Roundtable formed a working group, the Transportation
Advisory Group (TAG), to develop the PTDP and to assist with human service/public transportation coordination. The TAG meets regularly during the PTDPs development, and throughout the year
as needed, to assist with data collection, to collect public input, to analyze unmet transportation needs using available data, to develop and to recommend programs and projects to address unmet transportation needs, and to recommend funding for the PTDP. The TAG began as a group of
Transit Roundtable participants who work with elderly individuals, persons with low incomes, and
January 29, 2009, Public Transportation Roundtable meeting.
persons with disabilities.
The TAG continually expands its membership to include other
organizations that have expressed an interest in participating in human service transportation coordination.
The TAG also has its own subcommittees that meet as needed to discuss specific issues of interest to the TAG. Subcommittees include the Marketing Subcommittee, the Coordination
Subcommittee, and the Boone County TAG.
Marketing Subcommittee When creating the FY 2007 2011 PTDP, the TAG realized that many transportation issues raised by human service agencies and citizens stemmed from a lack of information about transportation services available in central Iowa. The TAG created the Marketing Subcommittee to raise the publics awareness of passenger transportation options available in central Iowa. The Marketing Subcommittees primary tasks are updating the transportation databases of information referral services, such as Iowa 211, Iowa COMPASS, and Aging Resources of Central Iowa, and marketing those services as resources for transportation information.
Coordination Subcommittee When creating the FY 2007 2011 PTDP, the TAG discovered that many transportation providers operate independently of one another and often make inefficient use of available resources. The TAG created the Coordination
Subcommittee to explore the feasibility of various coordination opportunities, including development of a mobility manager system and resource sharing strategies.
Boone County TAG In FY 2009, representatives from Boone County formed their own group, the Boone County TAG, to evaluate transportation coordination opportunities within Boone County. The Boone County TAG is an outcome of the Mobility Matters: Creating Community
Transportation Solutions workshop and provides more localized input to the full TAG. If successful, the TAG will encourage other counties to form county-level TAGs in future years.
Table 1.1 summarizes the number of TAG meetings and TAG subcommittee meetings for FY 2009:
TABLE 1.1 FY 2009 TAG Meetings

Committee Meeting Dates (As of 3.2.09) Meeting Attendees Shari Atwood, CyRide/Ames Area MPO Loren Bawn, Bureau of Refugee Services Dana Conn, Transportation Management Agency Margaret DeSio, Aging Resources of Central Iowa Judy German, Wesley Community Services Kristin Haar, Heart of Iowa Regional Transit Agency Linda Kelly, Linda Kelly Consulting Carol Lundberg, Boone County Transportation Gail Miller, Broadlawns Medical Center Ron Muecke, Mercy Medical Center Dylan Mullenix, DMAMPO/CIRTPA Michelle Orfield-Koranda, Des Moines Area Regional Transit Authority Elizabeth Presutti, Des Moines Area Regional Transit Authority Frank Strong, Central Iowa Center for Independent Living Christy Thies, United Way of Central Iowa Jerry Tormey, Broadlawns Medical Center Jim Wilkie, Link Associates Linda Kelly, Linda Kelly Consulting Gail Miller, Broadlawns Medical Center Dylan Mullenix, DMAMPO/CIRTPA Tim Schoh, Iowa 211 Loren Bawn, Bureau of Refugee Services Kristin Haar, Heart of Iowa Regional Transit Agency Linda Kelly, Linda Kelly Consulting Gail Miller, Broadlawns Medical Center Ron Muecke, Mercy Medical Center Dylan Mullenix, DMAMPO/CIRTPA Jim Wilkie, Link Associates Tom Foster, Supervisor Kristin Haar, Heart of Iowa Regional Transit Agency Jeff Kehoe, Boone County Transportation Tom Kendall, Boone County Transportation Carol Lundberg, Boone County Transportation Bill Lusher, Supervisor Catherine Miller, Genesis Development Dylan Mullenix, DMAMPO/CIRTPA Julie Nash, Boone County Empowerment Luke Nelson, City of Boone Sandra Puntenney, Boone County Hospital
Transportation Advisory Group (TAG)
1. November 2, 2008 2. December 1, 2008 3. January 14, 2009 4. March 2, 2009
TAG Marketing Subcommittee TAG Coordination Subcommittee
1. December 1, 2008 Has Not Met in FY 2009
TAG Workshop Planning Committee
1. August 4, 2008 2. September 5, 2008
Boone County TAG
1. October 24, 2008 2. December 3, 2008 3. February 9, 2009
Supporting Participants
Since its creation, the TAG has sought input from local citizens, human service agencies, and transportation providers through surveys, focus groups, and workshops. These input strategies have included the following:
Mobility Action Planning Workshop April 2006; Human Service Agency Survey Fall 2006; Transportation Provider Survey Fall 2006; Joint Human Service Agency and Transportation Provider Survey Fall 2007; Citizen Survey Fall 2006 and Fall 2007 Focus Groups Fall 2006 and 2007; Public Input Meetings January 2008; and, Mobility Matters: Creating Community Transportation Solutions Workshop October 2008.
Rather than conducting surveys and holding focus groups again in Fall 2008, the TAG agreed at its November 2, 2008, meeting, to supplement input collected at the Mobility Matters workshop with survey and focus group input collected in previous years. The sections below provide
additional information on previous years public input strategies. Appendix A includes copies of all survey instruments discussed in the following section, and Appendix B includes summarized results from all public input strategies discussed.
FY 2007 2011 PTDP

Mobility Action Planning Workshops The Iowa DOT worked with Iowas MPOs and RPAs to host a series of Mobility Action Planning (MAP) workshops around the state in Spring 2006. The DMAMPO, the CIRTPA, and the Iowa DOT hosted a MAP workshop for central Iowa in Des Moines in April 2006. Local transportation providers, human service agencies, and interested
citizens participated in this workshop, which generated the first list of unmet transportation needs and which led to the TAGs formation.
Agency Surveys When developing the FY 2007-2011 PTDP, the TAG sent surveys to twenty-six human service agencies, twenty-two transportation providers, and area school districts offering transportation throughout central Iowa. Table 1.2 provides a list of agencies that responded to the survey.
TABLE 1.2
FY 2007-2011 PTDP Survey Respondents

Respondents (continued) Y.M.C.A. West Des Moines Human Services Central Iowa Transit Charters Des Moines Area Regional Transit Authority Heart of Iowa Regional Transit Agency Trans Iowa, L.C. Christ the King School Collins-Maxwell Community School District Dallas Center Grimes Community School District North Polk Community School District Southeast Warren Community School District St. Joseph Elementary School St. Theresa School Waukee Public Schools (Provided by Laidlaw)
Respondents AIDS Project of Central Iowa Catholic Charities Creative Community Options Des Moines Public Schools SUCCESS Program Easter Seals Home Opportunities Made Easy (HOME) Inc. HomeCare Services Iowa Homeless Youth Shelter Iowa Legal Aid Link Associates New Directions Shelter Progress Industries Visiting Nurse Services Wesley Community Services (formerly Generations, Inc.)
Citizen Input The TAG also conducted surveys with residents from around central Iowa when preparing the FY 2007-2011 PTDP. Both users and potential users of the passenger
transportation system responded to surveys, primarily elderly persons, low-income persons, and persons with disabilities. The TAG also held focus groups at the Central Iowa Center for
Independent Living, and at congregate meal sites in West Des Moines, Waukee, Granger, and Winterset. DART surveyed paratransit riders during trips to congregate meal sites, as well as potential riders at the meal sites. West Des Moines Human Services also surveyed riders during
select trips. In total, the TAG surveyed approximately 235 residents from around central Iowa.
FY 2009 2012 PTDP

Agency Surveys The TAG administered an agency survey to human service agencies and transportation providers to collect public input for the FY 2009-2012 PTDP. The TAG sent the agency survey to 243 human service agencies and transportation providers throughout central Iowa and received responses from 72 agencies. Table 1.3 includes a list of the human service agencies and transportation providers that responded to the FY 2009-2012 PTDP survey.
TABLE 1.3
FY 2009-2012 PTDP Agency Survey Respondents

Respondents (continued) Intention Iowa Department of Human Services Iowa Jewish Senior Life Center Iowa New Choices Iowa State University Link Associates Lutheran Services in Iowa Madison County Elderly Services Madrid Home for the Aging Mainstream Employment/Learning Center Mainstream Living, Inc. Majestic Limo & Coach Marion County Care Facility Mary Greeley Medical Center-Behavioral Health Services Mercy Medical Center - Des Moines New Directions Shelter On With Life Perry Health Care Center Pine Rest Christina Mental Health Services Pleasant Care Living Center Polk City Nursing and Rehabilitation Center Polk County Primary Health Care Prime Nursing and Rehabilitation Center and Prime Towers Red Rock Area Community Action Program, Inc. Refugee Cooperative Services - Lutheran Services in Iowa Rowley Masonic Home St. Joseph's Family Emergency Shelter Story County Community Services Stumbo Transportation, Inc. SUCCESS Program - Des Moines Public Schools The Richmond Center Urbandale Caring Corps Wesley Acres Wesley Community Services Winterset Care Center South
Respondents Abilities Unlimited, Inc. AIDS Project of Central Iowa American Cancer Society Ames Taxi Service Arbor Springs Basics and Beyond High School Beyond Welfare Boone County Community Services Bridge Counseling Center Burlington Trailways Calvin Community Capstone Behavioral Healthcare Central Iowa Shelter & Services Child Guidance Center ChildServe Community Support Advocates Counseling and Assessment Services, P.C. County Community Services Crest Services Dallas County Community Services Day Care for Exceptional Children Des Moines Area Regional Transit Authority Drake University Head Start First Step, Inc. Fleur Heights Genesis Development (Boone) Genesis Development (Winterset) Granger Nursing and Rehab Greyhound lines Heart of Iowa Regional Transit Agency Heartland Senior Services HomeCare Services, Inc. of Dallas County Honoring Opportunities for Personal Empowerment Humboldt Workshop & Residential Services, INC Innovative Industries (Creston) Innovative Industries (Winterset)
Citizen Survey The TAG provided a citizen survey to all of the organizations receiving the agency survey with instructions for the organizations to provide the survey to their clients. The TAG also worked with DART and with the Heart of Iowa Regional Transit Agency (HIRTA) to hand out surveys to a sample of riders on their vehicles. The TAG received approximately 150 responses from central Iowa residents.
Focus Groups Another 78 citizens participated in a series of five focus groups held at human service agencies and community groups, including the following: Link Associates 16 persons with mental disabilities; West Des Moines Congregate Meal Site 41 elderly persons; Central Iowa Shelters and Services 10 low income persons; Iowa Homeless Youth Center 8 low income teenagers; and, Sudanese Refugee Group 3 Sudanese refugee community leaders. Public Input Meetings Following the draft FY 2009 2012 PTDPs development, the TAG received additional comments from approximately 50 people at a series of public meetings at the following locations: United Way of Central Iowa, Des Moines (two meetings); Warren County Administration Building, Indianola; and, Des Moines Area Community College, Boone.
FY 2010 2013 PTDP

Mobility Matters Workshop The TAG held its first Mobility Matters workshop in October 2008 at Mercy Medical Center in Des Moines. The TAG identified the need for the workshop during the FY 2009 2012 PTDPs development; the TAG received funding assistance for the workshop from the Iowa DOT and the DMAMPO, and Mercy Medical Center allowed the TAG to use its conference facilities free of charge. The workshops purpose was to educate central Iowa human service agencies and transportation providers about the need for transportation coordination, to identify unmet needs within the transportation system, and to begin developing solutions to address those needs. Forty-six people from thirty-one agencies participated in the Mobility Matters workshop. Table 1.4 includes a list of agencies represented at the Mobility Matters workshop.
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Table 1.4
2008 Mobility Matters Workshop Participants

Participants (continued) HomeCare Services Iowa Bureau of Refugee Services Iowa Department of Transportation Linda Kelly Consulting Link Associates The Matthews Group Marion County Mercy Medical Center Refugee Cooperative Services - Lutheran Services in Iowa Story County United Way Iowa 211 United Way of Central Iowa Visiting Nurse Services Wesley Community Services West Des Moines Human Services
Participants Aging Resource of Central Iowa Boone County Empowerment Boone County Transportation Broadlawns Medical Center Catholic Charities Central Iowa Center for Independent Living Christian Opportunity Center City of Des Moines City of West Des Moines Congressman Boswell's Office Crest Services CyRide DMAMPO/CIRTPA Des Moines Area Community College (Ankeny) Des Moines Area Regional Transit Authority Heart of Iowa Regional Transit Agency
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Inventory
Many transportation providers, both publicly and privately funded, operate in central Iowa.
The DMAMPO staff, through the TAGs public input strategies and institutional knowledge, has identified agencies and organizations that provide transportation assistance in central Iowa. This listing of transportation assistance providers includes known transportation providers that did not respond to the TAGs surveys and agencies responding to the surveys, but does not include school district transportation. The listing also includes organizations that may not provide transportation directly but instead offer reduced transit fares or other transportation-related services.
Table 2.1 provides a summary of the known transportation services available in central Iowa and a brief description of their services. In updating the PTDP, the DMAMPO staff asked known transportation providers to complete a Passenger Transportation Provider Fact Sheet. This Fact Sheet includes information supplemental to that included in Table 2.1. Thirty transportation
providers completed the Fact Sheet form. Appendix C includes completed Fact Sheets.
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TABLE 2.1 Central Iowa Transportation Services

Service Provider A-1 Executive Limousine AIDS Project of Central Iowa Ambassador Shuttle Incorporated American Cancer Society Ames Limousine Service Ames Taxi Ames Transit Authority (CyRide) Arrow State Lines Basics and Beyond Service Description Limousine service Volunteer transportation to medical appointments Private charter service Volunteer transportation for cancer patients to cancer related treatment Limousine service Taxi service Public transportation for Ames Private charter service Transportation to alternative high school students Donated cars available to low income Story County residents for employment purposes Reduced fares Service Type Charter Demand Responsive Charter Eligibility Requirement None HIV Positive Number of Vehicles Not Available Not Available Volunteer Vehicles Not Available Service Area Central Iowa Polk, Warren, Dallas, Jasper, Madison, and Marion Counties Central Iowa
None
Demand Responsive
Cancer Patient
Not Available
Statewide
Charter Demand Responsive Fixed Route Charter Demand Responsive Vehicle Donation Bus Passes/Tokens Bus Passes/Tokens Charter Intercity Demand Responsive Demand Responsive Charter Travel Training Demand Responsive, Bus passes/tokens
None None None None None Story County Resident, Low Income Disability Low Income/Hospital Patient None None Home Resident Enrolled in the Community Support Program None None
Not Available Not Available Not Available Not Available Not Available
Ames Area Ames Area Ames Area Iowa and Midwest Newton
Beyond Welfare, Inc. Boone County Community Services Broadlawns Hospital Busco Incorporated Burlington Trailways Calvin Community Capstone Behavioral Healthcare Carnival Coaches Central Iowa Center for Independent Living Central Iowa Shelter and Services
Not Applicable
Story County
Not Applicable
Boone County
Subsidized fares/tokens Private charter service Intercity passenger service, Charter Service Transportation for home residents Community support for mentally ill, mental health treatment, and substance abuse treatment Private charter service Transportation Assistance Transportation for homeless and very low income persons; subsidized fares/tokens
Not Applicable Not Available Not Available Not Available
Polk County Central Iowa Midwest Des Moines
Not Available
Jasper and Marion Counties Iowa Central Iowa
Not Available Not Applicable
Low Income
Des Moines Area
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TABLE 2.1 Central Iowa Transportation Services (Continued)

Service Provider Central Iowa Transit Charters Chief Bus Service ChildServe City of Des Moines - Archie Brooks Community Services City of Des Moines - Forest Avenue Community Services City of Des Moines - Logan Community Services City of West Des Moines - Human Services Community Support Advocates Cyclone Cab Des Moines Area Regional Transit (DART) Des Moines Commuters Club Durham School Services Fleur Heights Frasier Medical Services Freedom Taxi Gene's Transportation Service Greyhound Bus Lines Heart of Iowa Regional Transit Agency (HIRTA) Service Description Private charter service, school transportation service Private charter service Transportation for ChildServe clients Bus passes and tokens at a reduced rate Service Type Eligibility Requirement None None ChildServe Client Des Moines Resident, Low Income Des Moines Resident, Low Income Des Moines Resident, Low Income West Des Moines Resident Disability None Some Paratransit Services Have Eligibility Requirements ISU Staff or Students Child in the School District Home Resident Medical Trip None None None Some Reduced Fares Require Eligibility Number of Vehicles 35 Not Available 2 Service Area
Charter Charter Demand Responsive Bus Passes/ Tokens
Central Iowa Iowa Central Iowa
Not Applicable
Des Moines
Bus passes and tokens at a reduced rate
Bus Passes/ Tokens
Not Applicable
Des Moines
Bus passes and tokens possibly others Transportation for elderly, low income, and disabled West Des Moines residents Subsidized fares/tokens Taxi service Public transportation for Polk County Iowa State University students and staff that carpool from Des Moines to Ames School transportation provider for the Ankeny school district Transportation for home residents Medical trips Taxi service Limousine service Intercity passenger service Rural Public Transit Broker
Bus Passes/ Tokens
Not Applicable
Des Moines
Demand Responsive Bus Passes/ Tokens Demand Responsive Fixed Route; Demand Responsive; Paratransit Carpool
Pickup in WDM only
Not Applicable Not Available
Polk County Ames Area
118
Polk County
Not Available
Des Moines area
School Demand Responsive Demand Responsive Taxi Demand Responsive Intercity Demand Responsive; Paratransit
47 Not Available Not Available Not Available Not Available Not Available Vehicles Listed by Contractor
Ankeny Des Moines Des Moines Area Suburban Des Moines Central Iowa Nation-wide Central Iowa
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Service Provider Boone County Transportation Christian Opportunity Center HomeCare Services, Inc. Heartland Senior Services Madison County Elderly Services Marion County Community Action Red Rock Area Community Action Program/ Warren County Center Heartland Charter, LLC Honoring Opportunities for Personal Empowerment (HOPE) Innovative Industries Intention Iowa Bureau of Refugee Services Service Description Public transportation for Boone County Public transportation for Marion County Public transportation for Dallas County Public transportation for Story and Jasper Counties Public transportation for Madison County Public transportation for Marion County Public transportation for Warren County Private charter service Travel training/bus familiarization training by appointment Transportation for persons with disabilities Transportation for persons with disabilities Trips to assist refugees to get social security cards, physicals, job interviews, etc. Transportation assistance for low income single parents, dislocated workers, displaced homemakers, and female offenders Intercity passenger service, charter Transportation provider for the Urbandale and Waukee school districts Service Type Demand Responsive, Paratransit Demand Responsive, Paratransit Demand Responsive, Paratransit Demand Responsive, Paratransit Demand Responsive, Paratransit Demand Responsive, Paratransit Demand Responsive, Paratransit Charter Eligibility Requirement Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility Some Reduced Fares Require Eligibility None Number of Vehicles 15 Service Area Boone County
13
Marion County
12 16 Story 7 Jasper 6
Dallas County Story County, Jasper County Madison County
10
Marion County
Warren County
Not Available
Midwest
Training/famili arization Demand Responsive Demand Responsive Demand Responsive
Disability and Elderly
Not Applicable
Des Moines Metro
Disability Disability
2 Not Available
Madison County Polk County
Refugee
Not Available
Central Iowa
Iowa New Choices
Bus Passes/Tokens
Low Income
Not Applicable
Jasper, Madison, Marion, Polk, Story, and Warren Counties
Jefferson Bus Lines Laidlaw
Intercity School
None Child in the School District
Not Available 15
Midwest Urbandale and Waukee
16

Service Provider Service Description Runs errands, including taking individuals to medical appointments and related activities. Serves disabled, elderly, or anyone requiring assistance. Not handicapped equipped. Work trips for persons with disabilities Transportation for home residents Service for clients in the residential and vocational service programs Limousine service and charter service Medical and employment trips for facility residents Medical trip assistance Shuttle service on Mercy campus between parking facilities and hospital buildings Medical trips Limousine service Service Type Eligibility Requirement Number of Vehicles Service Area
Legs on Lease
Demand Responsive
None
Des Moines Metro
Link Associates Madrid Home for the Aging Mainstream Living Majestic Limousine & Coach Marion County Care Facility Mary Greeley Medical Center Mercy Medical Center Midwest Ambucare Old Market Limousine Perry Health Care Center Pleasant Care Living Center Polk City Nursing and Rehab Center Polk County Human Services
Demand Responsive Demand Responsive Demand Responsive
Disability Home resident Disability, Enrolled in the Program None
37 3
Des Moines area Madrid Adel, Indianola, Perry, Polk County, Story County Central Iowa
Charter Demand Responsive Bus Passes/Tokens Shuttle Demand Responsive Charter Demand Responsive, Bus passes/tokens Demand Responsive Demand Responsive Bus Passes/Tokens Demand Responsive, bus passes/tokens Demand Responsive
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Facility Resident Low Income
Not Available Not Applicable
Marion County Story County Des Moines Mercy Campus Des Moines Area Central Iowa
None
Medical Trip None
Not Available Not Available
Medical Trips Transportation for home residents Transportation to and from the center Contracts for transportation assistance Transportation to medical facilities for homeless persons or people with no insurance. Transportation for home residents
Medical Trip
Not Available
Perry
Home Resident Client of the Center Age, Disability, and Income
Not Available 1 Not Applicable
Pleasantville Polk City Polk County
Primary Health Care, Inc.
Homeless or No Insurance
Not Available
Des Moines area
Prime Towers
Home Resident
Not Available
Des Moines
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Service Provider Refugee Cooperative Services - Iowa Lutheran Services The Richmond Center Rowley Masonic Home Smithson Limousine Service St. Joseph's Family Emergency Shelter Story County Community Services Stumbo Transportation SUCCESS Program - Des Moines Public Schools Trans Iowa, LC Urbandale Caring Corps Service Description Trips to assist refugees to get social security cards, physicals, job interviews, etc. Transportation to outreach program clients Transportation for home residents Limousine service Emergency transportation for low-income families Transportation assistance School transportation provider for Ogden School District Head start and counseling Taxi service Volunteer transportation for Urbandale residents, particularly elderly and persons with disabilities Transportation to medical appointments for Medicare recipients under 21 Transportation for home residents Private charter service Transportation for home residents Service Type Eligibility Requirement Number of Vehicles Service Area
Demand Responsive Demand Responsive Demand Responsive Charter Demand Responsive Bus Passes/Tokens School Demand Responsive, Bus passes/tokens Taxi, Charter Demand Responsive
Refugee Disability, Outreach Program client Home Resident None Low Income Families Age, Disability, and Income Child in the school district Child in the School District None Urbandale Resident
Des Moines area
6 4 Not Available Not Available
Boone and Story Counties Perry Central Iowa Des Moines
Not Applicable
Story County
10
Ogden
1 Not Available 30 (Volunteer vehicles)
Des Moines Central Iowa Urbandale -Will transport to Des Moines Area
Visiting Nurses Services Wesley Acres Windstar Lines Winterset Care Center South
Source:
Demand Responsive Demand Responsive Charter Demand Responsive
Under 21
Des Moines Area Des Moines, West Des Moines area Midwest Winterset
Home Resident None Home Resident
Not Available 31 Not Available
Des Moines Area Metropolitan Planning Organization
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2.1 SERVICE TYPES

Fixed Routes Services
DART and CyRide are the only transportation providers in central Iowa that provide fixed route services. DART operates twelve regular fixed routes daily on regular schedules, nine express routes at limited stops during morning and afternoon peak-hours, and four regional on-call routes on select days to rural Polk County communities. DART also provides special services, such as
shuttles, in downtown Des Moines. DARTs fixed route service primarily operates during daytime hours, with some evening service.
Information about CyRide is included in the Ames Area Metropolitan Planning Organizations Fiscal Years 2010-2013 Passenger Transportation Development Plan.
Demand Responsive Services

A number of providers offer demand responsive services in central Iowa. HIRTA provides demand responsive service to Boone, Dallas, Jasper, Madison, Marion, Story, and Warren Counties. HIRTAs service is open to the general public. HIRTAs service primarly operates during daytime hours, with some evening service.
DART provides demand responsive paratransit service in Polk County for citizens who cannot access DARTs regular fixed route services. DARTs paratransit service provides elderly persons and persons with disabilities access to medical facilities, grocery stores, meal sites, and other essential services. Some qualified riders can use DARTs paratransit service at no cost, or a
reduced cost, through various human service agency programs, such as the Polk County funded paratransit program. Riders who are not eligible for agency-sponsored paratransit service and who
cannot use the fixed route system may be eligible to use DARTs Bus Plus program. The Bus Plus service operates within three-quarters of a mile of DARTs fixed routes, as required by the Americans with Disabilities Act. Bus Plus service outside of three-quarters of a mile may be available if capacity is available.
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DART also provides demand responsive services in designated on-call zones throughout Polk County. Ankeny, Des Moines, Urbandale, and West Des Moines each have on-call zones within their communities. Days and hours of on-call service vary by zone.
Numerous taxicab companies and human service agencies also provide demand responsive services. Taxicab services are generally open to the public and many operate all hours of the day. Human service transportation eligibility and operating hours vary from agency to agency; most human service agencies hours and eligibility are more limited than taxicab services.
Rideshare Services
DART offers a rideshare program that provides both carpool matching and vanpool service to customers. DARTs program helps commuters find individuals with similar travel patterns.
Commuters are then able to contact those individuals to set up their own carpools. DART does not charge a fee to the customer for carpool matching. DARTs vanpool service allows between 5 and 15 passengers to ride together, to and from, work using DART provided vehicles. currently operate in numerous communities throughout 15 central Iowa counties. Vanpools
Intercity Bus
Three intercity bus companies provide service throughout central Iowa. These companies are Greyhound, Jefferson Bus Lines, and Burlington Trailways. These companies provide
passenger transportation opportunities for longer distance travel both within and out of state.
School Transportation
About 60 schools in 43 school districts in central Iowa provide transportation to their students.
Other
Some agencies in central Iowa do not provide direct transportation service, but instead provide transportation assistance through reduced fare programs, travel training/bus familiarization programs, and other assistance that improves the mobility of central Iowa residents. Table 2.1 includes these agencies.
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2.2 COORDINATION EFFORTS UNDERTAKEN

Many of central Iowas transportation providers coordinate with each other and/or with other agencies to make transportation service more efficient. coordination efforts underway in central Iowa. This section summarizes known
Service Coordination Des Moines Area Regional Transit Authority

DART coordinates with Polk County to provide Polk Countys paratransit service. DART also coordinates service provision for a number of other agencies. Some of these agencies receive service as needed, while DART services others on standing schedules. Agencies contracting with DART for paratransit services include, but are not limited to, the following: Iowa Human Service, Plymouth Place Apartments, Easter Seals, Wesley Acres, Aging Resources of Central Iowa, Fountain West Care Center, Drake University Head Start, Stonecrest Apartments, Mercy Rehabilitation, Day Care for Exceptional Children, Fleur Heights Care Center, Iowa Civil Rights, Broadlawns Medical Center PATH Program, Iowa Jewish Senior Life Center, Jasper County Coordinator, New Horizons Adult Day Care, Elsie Mason Manor, West Chester Church, Visiting Nurse Services, Community Support Advocates, Story County Coordinator, and Younkers Rehabilitation Center.
In addition to contracting to provide services to other agencies, DART also contracts for other companies to provide DART services. Trans Iowa provides overflow rides for DARTs paratransit services and provides rides at hours when it is inefficient for DART to do so. DART estimates Trans Iowa currently provides approximately 5% of all DART paratransit trips. DART also
periodically coordinates with West Des Moines Human Services and with Link Associates for individual clients.
DART offers its Unlimited Access program to Des Moines area businesses and organizations. This program allows employees of a business enrolled in the program to use DARTs services for free; the employer annually makes a negotiated payment to DART for the service.
The Downtown Community Alliance and the State of Iowa coordinate with DART to provide the free D-Line Shuttle in downtown Des Moines. The D-Line shuttle provides high-frequency service throughout downtown Des Moines, offering an alternative to driving and parking.
21
The DMAMPO is currently working with DART, HIRTA, and CyRide to study alternatives for increased services between the Ames and Des Moines metropolitan areas. DART, HIRTA, and CyRide will coordinate to develop this study and any resulting services.
Heart of Iowa Regional Transit Agency

Boone County Transportation Boone County Transportation coordinates with the following agencies to provide transportation services: Department of Human Services, Madrid Home, Ogden Manor, Ogden Community School District, Sacred Heart Band, Child Care Junction, New Horizons Adult Daycare, Boone County Hospital, Stratford Center, Boone Community School District, Eastern Star Masonic Home, Aging Resources of Central Iowa, and Evangelical Free Church Home.
Boone County Transportation, HIRTA, and the CIRTPA are currently involved with the Boone County TAG to identify additional coordination opportunities within Boone County.
HomeCare Services HomeCare Services, Inc., contracts with Aging Resources of Central Iowa to provide transportation service to elderly persons.
Heartland Senior Services
Heartland Senior Services, Inc. contracts with CyRide to
provide CyRides paratransit services. Heartland Senior Services, Inc. also contracts to provide transportation service for the following agencies: Aging Resources of Central Iowa, Green Hills, and Foster Grandparents.
As of January 2009, Heartland Senior Services began coordinating with CyRide and Story County human service agencies to provide transportation to University of Iowas Hospitals and Clinics in Iowa City. Heartland Senior Services and HIRTA coordinate with the United Way of Story County, Story County Community Foundation, Story County, City of Ames, and receive FTA New Freedom funding and Iowa DOT State Transit Assistance- Coordination Special Projects funding, to provide the service.
Madison County Elderly Services Madison County Elderly Services, Inc., contracts with Aging Resources of Central Iowa to provide transportation service to elderly persons.
22
Christian Opportunity Center The Christian Opportunity Center contracts with the Pella Community School District to provide some of the school districts transportation services. Red Rock Community Action Program/Warren County Center Red Rock Community Action Program/Warren County Center contracts with Aging Resources of Central Iowa to provide transportation service to elderly persons.
School Districts
At least four school districts contract with private agencies for the provision of bus services. These districts include: Ankeny (with Durham School Services), Ogden (with Stumbo Transportation), Urbandale (with Laidlaw), and Waukee (with Laidlaw).
West Des Moines Human Services

West Des Moines Human Services coordinates with local senior centers, human service agencies, and other organizations to provide trips throughout central Iowa. Examples of services West Des Moines Human Services provides include, but are not limited to, the following: shuttle service for the Iowa Senior Games; shuttle service for Learn Apolooza; rides for Easter Seals; collaboration with Polk County Senior Services to provide Polk County seniors with trips to performances at Drake Universitys Fine Arts Center; coordination with Kiwanis to provide low-income children trips to activities like the circus, Iowa Cubs games, and the Science Center of Iowa; and, transportation to various senior centers, as necessary. West Des Moines Human Services also refers calls to HIRTA for trips requested that are outside of West Des Moines. West Des Moines Human Services coordinates with DART to ensure trip connections between DARTs West Des Moines on-call service and West Des Moines Human Services transportation services. DART also assists West Des Moines Human Services with training programs. Prior to DARTs West Des Moines On-Call service (then under MTA), West Des Moines Human Services served as a pilot program to ensure service could work.
Link Associates
Link Associates (Link) coordinates with local human service providers to provide transportation. Among the agencies that Link coordinates with are Goodwill, Mainstream Living, Easter Seals, and Candaya. Link also coordinates with DART and HIRTA for transportation
services for trips that Link is unable to make.
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Joint Use of Facilities and Services

In addition to coordinating and contracting to provide services, some transportation providers in central Iowa also coordinate their vehicle maintenance and share facilities to reduce overhead costs and otherwise make more efficient use of resources. The following is a summary of known efforts to coordinate facilities and vehicle maintenance in central Iowa:
Because it is a brokerage system, each of HIRTAs providers, with the exception of Boone County Transportation, is also a human service agency; the transportation departments of these agencies share administrative staff and office space with other departments of each agency;
DART mechanics conduct inspections on new HIRTA vehicles; HIRTAs contractors contract with local mechanic shops for maintenance and service; West Des Moines Human Services purchases vehicles through DART; HIRTA and CyRide are coordinating to construct a joint transit facility in Ames; HIRTA and Warren County are coordinating to develop a transit storage facility on Warren County owned property in Indianola; and, Greyhound, Jefferson Bus Line, and Burlington Trailways operate out of the Greyhound terminal in downtown Des Moines.
2.3 COORDINATION POTENTIAL

As noted in Chapter 1, the TAG surveyed transportation providers prior to the Fiscal Years 2009 2012 Passenger Transportation Development Plan. This survey asked each agency about any transportation services the agency provides and about the agencys willingness to coordinate services. Notable results from the survey are as follows: Approximately 45 agencies, or 60% of those agencies that responded to the survey, said they provide some sort of transportation assistance. For many, this assistance is the direct provision of transportation to clients. Other agencies assist clients by providing discounted bus passes and tokens; Nearly half of those agencies that provide transportation have eligibility requirements; Approximately 25% of agencies providing transportation noted the provision of transportation as their primary mission, while the remaining noted the provision of
24
Approximately 70% of agencies providing transportation said their agency would prefer to stop providing transportation if another agency could provide service that meets their clients needs; and, When asked about transportation coordination opportunities: o Approximately 60% said they would participate in general coordination; o Approximately 58% said they would join a transportation provider network to share information; o Approximately 35% said they would contract to purchase service; o Approximately 30% said they would participate in shared scheduling/dispatching; o Approximately 25% said they would participate in joint training; o Approximately 23% said they would contract to provide services; o Approximately 21% said they would cooperatively purchase vehicles; o Approximately 16% said they would pool financial resources; and, o Approximately 14% said they would share vehicles.
25
26
Needs
The following sections discuss a variety of needs including service, management, fleet, and
facility needs as identified through public input and through a review of the planning areas socioeconomic characteristics. The chapter concludes with a discussion of the TAGs short and long-term priorities.
3.1 SOCIOECONOMIC-BASED INFORMATION

Socioeconomic information about population, housing, employment, travel patterns, and the location of common trip destinations assists transportation providers in planning their services. Collecting and analyzing socioeconomic data can provide insight about where people live, work, and travel, and can help determine current and future transportation needs of an area. This section describes the socioeconomic conditions of central Iowa. This PTDP defines central Iowa as the total area included in all of Boone, Dallas, Jasper, Madison, Marion, Polk, Story, and Warren Counties 2 .
The first part of this section focuses on central Iowas population, which is useful to determine where trips might originate. The number and the location of likely transportation-disadvantaged persons are of particular importance to this plan, as these persons often rely solely on passenger transportation to maintain their mobility. destinations of trips and focuses The second part of this section focuses on the likely on those trips that are the most essential to
transportation-disadvantaged populations. The third part of this section discusses current travel patterns that take people from their origins to their destinations. Appendix D includes maps that further illustrate various socioeconomic information.
Population and Housing Likely Trip Origins Total Population and Households
Approximately 645,500 people lived in central Iowa in 2000 according to the United States
2
Note that information for Story County presented in this section includes data from the Ames metropolitan area.
27
Census Bureaus 2000 Census on Population and Housing (2000 Census). represents approximately 22% of Iowas total population.
This population
Central Iowa includes both urban areas,
such as the Des Moines metropolitan area located in portions of Polk, Dallas, and Warren Counties, and rural areas such as Madison County. Figure 3.1 presents the totals for the number of persons and the number of households in each of the eight central Iowa counties. Appendix D includes a map illustrating household density in central Iowa.
Boone Dallas Jasper County Madison Marion Polk Story Warren 0 29,386 79,981 14,709 40,671 100,000 150,000 200,000 250,000 300,000 350,000 400,000 Number of Persons and Households 10,415 26,224 15,592 40,750 14,694 37,213 5,315 14,019 12,055 32,052 149,316 374,601 Persons Households
50,000
FIGURE 3.1
Total persons and households in central Iowa, 2000.
Source: US Bureau of the Census. 2000 Census of Population and Housing
Elderly Persons Many elderly persons, defined in this PTDP as persons age 65 and over, often are physically,
mentally, and/or financially unable to drive an automobile and, therefore, rely on public transportation or other means for mobility. Table 3.1 summarizes each of the eight central Iowa counties populations age 65 and over in 2000. Table 3.1 indicates that less populated counties have a higher percentage of elderly persons but that more populated counties, such as Polk and Story Counties, have larger numbers of elderly persons. Appendix D includes a map illustrating the density of elderly persons throughout central Iowa.
28
TABLE 3.1 Population Age 65 and Over in 2000

Boone Co. Total Population Population Age 65 and Over Percent of Population Age 65 and Over 26,224 4,308 Dallas Co. 40,750 4,522 Jasper Co. 37,213 5,964 Madison Co. 14,019 2,131 Marion Co. 32,052 5,120 Polk Co. 374,601 41,625 Story Co. 79,981 7,782 Warren Co. 40,671 4,809 Central Iowa 645,511 76,261 Iowa 2,926,324 436,213
16%
11%
16%
15%
16%
11%
10%
12%
12%
15%
Low-Income Persons
Passenger transportation often is essential for persons with limited incomes to access essential services, including employment. This PTDP uses the Census Bureaus definition of
poverty to determine low-income status. The following information from the Census Bureaus website explains how poverty status is determined:
Following the Office of Management and Budget's (OMB) Statistical Policy Directive 14, the Census Bureau uses a set of money income thresholds that vary by family size and composition to determine who is in poverty. If a familys total income is less than the familys threshold, then that family and every individual in it is considered in poverty. The official poverty thresholds do not vary geographically, but they are updated for inflation using Consumer Price Index (CPI-U). The official poverty definition uses money income before taxes and does not include capital gains or noncash benefits (such as public housing, Medicaid, and food stamps). 3
Approximately 50,500 persons in poverty lived in central Iowa in 2000.
Table 3.2
summarizes central Iowa counties populations determined to be in poverty in 2000. Appendix D includes a map illustrating the density of low-income persons throughout central Iowa.
United States Bureau of the Census, http://www.census.gov/hhes/www/poverty/povdef.html, 2008.
29
TABLE 3.2
Total Population for Whom Poverty Status is Determined Persons In Poverty % of Persons in Poverty
Population in Poverty in 2000

Boone Co. Dallas Co. Jasper Co. Madison Co. Marion Co. Polk Co. Story Co. Warren Co. Central Iowa Iowa
25,468
40,137
35,587
13,640
30,426
366,064
70,554
38,927
620,803
2,824,435
1,931 8%
2,250 6%
2,301 6%
920 7%
2,323 8%
29,051 8%
9,921 14%
1,973 5%
50,670 8%
258,008 9%
Persons with Disabilities

Persons with disabilities also often rely on passenger transportation for trips to work, school, medical appointments, and social activities. The Census Bureau collects information on disability status of the population.
Approximately 155,000 people in central Iowa reported a disability according to the 2000 Census. Table 3.3 summarizes central Iowa counties populations with one or more disabilities in 2000. Appendix D includes a map illustrating the density of persons with disabilities throughout central Iowa.
TABLE 3.3 Percent of the Population with a Disability in 2000

Boone Co. Population Aged 5+ For Whom Disability Status is Determined Persons with a Disability Percent of Persons with a Disability Dallas Co. Jasper Co. Madison Co. Marion Co. Polk Co. Story Co. Warren Co. Central Iowa Iowa
23,958
36,907
33,344
12,729
29,589
341,780
75,072
37,259
590,638
2,686,760
3,720
4,726
5,139
1,889
4,937
56,254
7,916
5,105
89,686
446,665
16%
13%
15%
15%
17%
16%
11%
14%
15%
17%
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Persons with Limited English Proficiency

The inability to speak English is another obstacle that often can affect a persons mobility. Many foreign-born residents have a limited ability to speak English, which can prevent them from obtaining jobs and, in turn, limit their ability to own a vehicle. Therefore, utilizing passenger transportation is often a necessity for non-English speakers. However, the need to schedule rides and to read bus schedules can be difficult due to the language barrier.
The Census Bureau collects data on the language a person speaks at home, and categorizes the persons ability to speak English into the categories of very well, well, not well, and not at all. Table 3.4 summarizes the breakdown of the non-English speaking population in central Iowa. Appendix D includes a map illustrating the density of persons with limited English proficiency throughout central Iowa.
TABLE 3.4 Non-English Speaking Population in 2000

Population Age 5+ Persons Whose Primary Language Not English Percent of Persons Whose Primary Language is Not English Persons Speaking English Less than Very Well Percent Speaking English Less than Very Well Boone Co. 24,631 652 Dallas Co. 37,444 2,496 Jasper Co. 34,874 1,073 Madison Co. 13,050 222 Marion Co. 30,084 1,324 Polk Co. 346,421 30,732 Story Co. 75,811 7,092 Warren Co. 37,915 1,108 Central Iowa 600,230 44,699 Iowa 2,738,499 160,022
3%
7%
3%
2%
4%
9%
9%
3%
7%
6%
246 38%
1,158 46%
274 26%
59 27%
448 34%
15,300 50%
2,821 40%
409 37%
20,715 46%
68,108 43%
Households with No Vehicles Available

Some households in central Iowa do not possess a personal vehicle, either by choice or by physical or financial circumstances. Consequently, these households must walk, bike, use public transportation, or find alternative methods to remain mobile. According to the 2000 Census,
approximately 15,000, or about 6%, of central Iowa households did not have access to a vehicle. Table 3.5 summarizes the number and percentage of each of the eight central Iowa counties households with no vehicles available in 2000. Appendix D includes a map illustrating the density
31
of households with no vehicles available throughout central Iowa.
TABLE 3.5
Total Households Households with No Vehicle Percent of Households with No Vehicle
Households with No Vehicles Available in 2000

Boone Co. 10,415 586 Dallas Co. 15,592 563 Jasper Co. 14,694 902 Madison Co. 5,315 208 Marion Co. 12,055 734 Polk Co. 149,316 10,158 Story Co. 29,386 1,350 Warren Co. 14,709 510 Central Iowa 251,482 15,011 Iowa 1,149,276 73,684
6%
4%
6%
4%
6%
7%
5%
3%
6%
6%
Trip Destinations People take trips for a variety of purposes, including trips to work, medical appointments, shopping centers, grocery stores, day cares, and so forth. This section describes the location of jobs and other basic services in central Iowa.
Employment
According to the 2000 Census, central Iowa has over 350,000 jobs. Figure 3.2 illustrates the number of jobs in each county in 2000. Appendix D includes maps illustrating job locations throughout central Iowa.
Boone Co. Dallas Co. Jasper Co. County Madison Co. Marion Co. Polk Co. Story Co. Warren Co. 0
10,265 15,907 15,390 2,765 18,410 234,066 44,999 9,503 50,000 100,000 Jobs 150,000 200,000 250,000
FIGURE 3.2
Jobs in central Iowa counties in 2000.

2000 Census Transportation Planning Package
Source: US Bureau of the Census.
32
Basic Services
For the purposes of this PTDP, basic services were divided into three groupings: medical facilities, shopping locations, and essential services. Medical facilities include the locations of Shopping locations include
hospitals, general physicians, dentists, and eye-care specialists.
pharmacies, grocery stores, and general shopping stores, such as Wal-Mart. Essential services include the location of day cares, nursing homes, senior centers, and congregate meal sites. Appendix D includes maps illustrating the locations of the aforementioned essential services throughout central Iowa.
GIS Analysis of Socioeconomic Data

DMAMPO staff utilized Geographic Information Systems (GIS) to find gaps in central Iowas transportation service. Staff compared socioeconomic information of the planning area, as illustrated in the maps located in Appendix D, to the location of transportation service. Because HIRTA provides transportation to all of Boone, Dallas, Jasper, Madison, Marion, Story, and Warren Counties, the GIS analysis only focused on Polk County. The GIS analysis also only considered public transportation services that do not have eligibility restrictions. Table 3.6 summarizes the public transportation services available to the various aforementioned socioeconomic categories.
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TABLE 3.6 Public Transportation Services Available in Polk County Relative to Likely Origins and Destinations
Socioeconomic Location Census Blocks with High Concentrations of: Elderly Persons Persons with Disabilities Low Income Persons Persons with Limited English Proficiency Households with No Vehicles Available Jobs Basic Services: Hospital Medical Vision Dentist Pharmacy Grocery General Shopping Child Care Nursing Care Meal site/ Senior Center Employment Sites: Large Manufacturing Large Office Large Retail Number of Locations Locations with No Services Available Percent of Locations with at Least 1 Service Available
99 124 40 50 87 33 5 307 85 157 62 52 15 93 70 19 34 11 18
0 0 0 0 0 0 0 33 4 6 3 4 0 14 9 3 16 1 0
100% 100% 100% 100% 100% 100% 100% 89% 95% 96% 95% 92% 100% 85% 87% 84% 53% 91% 100%
Commuting and Travel Patterns

As Figure 3.2 in the previous section illustrated, Polk County is a major employment center for central Iowa. According to the 2000 Census, Polk County retains approximately 94% of its workers within the county and attracts approximately 35,800 additional employees from surrounding counties. Marion County and Story County also attract more employees than they lose to Boone, Dallas, Jasper, Madison, and Warren Counties all experience a net
surrounding counties.
loss of workers to other counties. This knowledge helps identify opportunities for commuting services, particularly vanpools, to help accommodate commuting between counties. Figure 3.3 illustrates the county-to-county worker flow for the central Iowa region, and Figure 3.4 illustrates the number of workers commuting daily into Polk County.
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FIGURE 3.3
Central Iowa worker retention in 2000.

2000 Census County-to-County Worker Flow
35
FIGURE 3.4
Workers commuting daily into Polk County in 2000.

2000 Census Transportation Planning Package
While the 2000 Census only provides information for journey to work trips, travel for non-work activities and travel by people who are unemployed is also important to understand, particularly for this PTDP. The United States Department of Transportations 2001 National
Household Travel Survey (NHTS) collected information on daily travel, including work and non-work trips, and helped supplement information about travel behavior. The NHTS surveyed travel patterns from a national sample of 26,000 households. In cooperation with the United States Department of Transportation, the DMAMPO participated in the NHTS Add-On program. The Add-On program allowed for the survey of an additional 1,200 households within Dallas, Madison, Polk, and Warren Counties.
According to the 2001 NHTS DMAMPO Add-on Program, work trips account for 16% of all
36
trips. The remaining trips include trips for shopping, social activities, school, church, and other activities. Figure 3.5 illustrates the breakdown of trips made in the Des Moines metropolitan area.
School/Church 8% Shopping/Errands 29%
Meals 9%
Other 1%
Social/Rec 18%
Family/Personal Business 17%
Work 16% Work Related 2%
FIGURE 3.5
Proportion of trips by trip purpose.
Source: 2001 National Household Travel Survey Des Moines Area Add-On Program
Figure 3.6 illustrates the proportion of all trips taken by mode.
Truck 10% SUV 11%
Bus 1%
Other 0%
Walk 5%
Bicycle 1%
Car 55% Van 17%
FIGURE 3.6
Proportion of all trips by mode.
Understanding when a person travels also helps transportation providers plan services. Figure 3.7 identifies the percent of trips taken at different times throughout the day, and Figure 3.8 illustrates the percentage of trips taken by day of the week. As the data shows, the three peak-hours of travel are the morning rush hour, over the noon hour, and the evening rush hour. Weekends and Tuesdays were the most traveled days, while Thursdays were the least traveled.
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10.00% 9.00% Percentage of Trips per Day 8.00% 7.00% 6.00% 5.00% 4.00% 3.00% 2.00% 1.00% 0.00%
FIGURE 3.7
id ni gh t- 1 am 12 am 23 am 34 am 45 am 56 am 67 am 78 am 89 a 9- m 10 10 am -1 1 11 a m -N N oo oon n1 pm 12 pm 23 pm 34 pm 45 pm 56 pm 67 pm 78 pm 89 p 9- m 10 10 pm 11 11 p -M m id ni gh t
Time of Day
Percent of trips by time of day.
Saturday 16% Friday 14% Thursday Wednesday 11% 12%
Sunday 15% Monday 15% Tuesday 17%
FIGURE 3.8
Percent of trips by day.
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3.2
REVIEW OF PUBLIC INPUT

As noted in Chapter 1, the TAG has solicited input in recent years from the public, human
service agencies, and transportation providers to improve its understanding of transportation needs. Transportation providers, specifically DART, also have collected public input. This section will summarize needs identified through the public input process.
FY 2009 2012 PTDP Agency Survey

As discussed in Chapter 1, the TAG administered an agency survey to human service agencies and transportation providers to help develop the FY 2009 2012 PTDP. are notable results from the survey: The following
Approximately 93% of those agencies that responded to the survey said they serve clients that need transportation assistance; Around 90% of agencies said there are unmet transportation needs in central Iowa; Approximately 86% said they recognize a need for additional transportation service in central Iowa; Approximately 81% said they do not have a method of recording unmet transportation needs; When asked what populations have unmet transportation needs: o Approximately 79% said persons with disabilities; o Approximately 77% said persons with low incomes; o Approximately 71% said elderly persons; and, o Approximately 33% said children; When asked what type of trips are needed: o Approximately 91% said medical trips Approximately 66% trips are needed outside of their area, most notably to Iowa City and to Des Moines; o Approximately 71% said shopping/grocery trips; o Approximately 71% said social/entertainment trips; o Approximately 65% said employment trips; o Approximately 60% said social service agency appointments; and, o Approximately 55% said trips to religious activities; When asked why their clients could not access transportation: o Approximately 75% said transportation is not offered when their clients need it; o Approximately 71% said transportation is too costly; and, o Approximately 67% said no transportation services are available.
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FY 2009 2012 PTDP Citizen Input

As discussed in Chapter 1, the TAG collected citizen input for the FY 2009 2012 PTDP through a survey as well as through a series of focus groups. The following are notable results from the survey and focus groups: Approximately 56% of citizens responding to the survey noted that there are trips the citizen would like to take but lacks the transportation to do so; When asked what type of trips they wanted to take but could not: o Approximately 53% said trips to medical appointments; o Approximately 48% said trips for social/entertainment outings; o Approximately 44% said grocery/shopping trips; o Approximately 40% said visits to friends and family; and, o Approximately 35% said work trips; When asked what prevented the person from taking trips: o Approximately 46% said transportation is not available when needed; o Approximately 46% said transportation is not available where needed; o Approximately 33% said it is too difficult to read a schedule or to schedule a trip; and, o Approximately 21% said transportation is too expensive; Focus groups noted that transportation information needs to be easier to access and people need more access to basic destinations like jobs and medical appointments.
2008 Mobility Matters Workshop

As discussed in Chapter 1, the DMAMPOs Transit Roundtable sponsored a Mobility Matters workshop in October 2008. Part of the workshops agenda included identifying needs for passenger transportation service. Workshop participants identified the following list of issues: Transportation to get patients to/from medical facilities; Transportation for evening activities; Language barriers; Rural transportation needs; Low-income transportation; Transportation options for refugees: o Limited transportation to employment centers; o Limited destinations; and, o Cost of service; Awareness associated with transportation: o Of services available; o Of funding resources; and, o Of the impact of land use/development/density on transportation; Need for additional funding; Retaining quality of service; and, Lack of transportation services available 24 hours.
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2009 DART Public Input Meetings

From January 2009 through March 2009, DART held a series of public input meetings to receive comments about how to improve existing services. In addition to comments about specific
routes, citizens provided general comments, such as the need to provide additional trips on express routes due to overcrowding. Citizens also called for increased technology applications on DARTs routes, including automatic vehicle location (AVL) technology 4 .
3.3 STATUS OF PREVIOUSLY RECOMMENDED PROJECTS

The TAG reviewed projects included in the previous PTDP, as well as other projects implemented since the previous PTDPs completion, to evaluate their success and determine whether the projects/services should continue. services/projects implemented in FY 2009. The following are brief descriptions of the various
Service-Related Projects
DART introduced new services, expanded existing services, and will discontinue one service in FY 2009. DARTs service expansion includes adding the Pleasant Hill feeder route (#10) to its fixed route system in October 2008, adding a shuttle service in Urbandale to serve large employment centers, and expanding its State Capitol Shuttle to serve a larger area in downtown Des Moines (renaming the service the D-Line Shuttle) in May 2008. DART will discontinue its Martin Luther King, Jr. shuttle service in March 2009. The shuttle service had provided transportation for
Principal Financial employees to their office building from a remote parking facility. Principal Financial has constructed a parking facility near its office building, however, eliminating the need for the remote parking facility and reducing the need for the shuttle.
HIRTA also introduced new services and discontinued one service in FY 2009.
As
recommended in both the DMAMPO/CIRTPA and the Ames Area Metropolitan Planning Organizations Fiscal Years 2009 -2012 Passenger Transportation Development Plans, in January 2008, HIRTAs Story County contractor, Heartland Senior Services, began its twice per week service to Iowa City for medical services. In October 2008, HIRTAs Warren County contractor
discontinued its Job Access/Reverse Commute service between Indianola and Des Moines when the grant funding the service expired. In March 2009, HIRTAs Boone County contractor will begin a
4
Des Moines Area Regional Transit Authority January 20, 2009, Agenda Packet.
41
service between Boone and Jefferson to help transport persons with disabilities to work sites in Jefferson from home sites in Boone.
DART, HIRTA, and CyRide, as well as representatives from the Ames Area Metropolitan Planning Organization, the CIRTPA, the DMAMPO, the Greater Des Moines Partnership, the Ames Area Chamber of Commerce, Iowa State University, the City of Ames, the City of Ankeny, and the Iowa DOT, came together in October 2008 to discuss commuting opportunities between the Ames and Des Moines metropolitan areas. CyRide plans to apply for funding on behalf of the
stakeholders to conduct a study to examine transit opportunities further..
The Des Moines area also continues to examine additional passenger rail and rapid transit services. As noted in the previous PTDP, the Iowa DOT requested, in July 2007, that Amtrak complete a feasibility study for passenger rail service to Des Moines. The study request for service to Des Moines is part of a series of studies analyzing the feasibility of Amtrak service from Chicago through the Quad Cities, Iowa City, and to Des Moines. This study is still awaiting completion; however, the DMAMPO has become involved with the Iowa Passenger Rail Advisory Committee to help identify opportunities for passenger rail service in Iowa. In FY 2009, Nationwide Insurance Company announced it would fund a tram feasibility study for downtown Des Moines. The study is ongoing, with support from the Downtown Community Alliance, the City of Des Moines, Polk County, and DART. Additionally, DART continues to study options for a rapid transit system.
Table 3.1 summarizes the status of all service projects included in the Fiscal Years 2009
-2012 Passenger Transportation Development Plan.
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TABLE 3.1 Service-Related Projects

Agency DART and HIRTA Project General operations, administration, and maintenance Operations for rural services Funded Yes STA and 5310/5311 Funding Implemented On-Going Impact Continues operations. Continues to fund the regional on-call program; helps address need for providing trips from rural communities to services in metropolitan areas. Continues DARTs ability to subcontract Paratransit operations to Trans Iowa; helps address transportation needs of elderly persons and persons with disabilities. Continues DARTs night service and University Corridor service; helps needs of low-income persons, persons with disabilities, elderly, and general public. Continues DARTs on-call service and Sunday service; benefits elderly persons, persons with disabilities, and persons with low-incomes by providing access to jobs and other basic services over a larger geographic area than the existing fixed route system; and would provide service at later hours and on weekends. Continues DARTs service to these locations; both locations are popular destinations for elderly persons, persons with low incomes, and persons with disabilities. DART added 4 new businesses to the Unlimited Access Program in FY 2009. Existing service, which was two days/week between Indianola and Des Moines, was discontinued in October 2008. Provides service between Boone and Jefferson, and within Boone, to assist persons with disabilities. Provides service twice/week from Ames to Iowa City for medical appointments; helps address need for medical appointments to Iowa City; service still needed from other areas. Allowed the TAG to educate providers and human service agencies about coordination, provide input about unmet need, and help identify solutions to those needs. Enabled Iowa 211 to discuss their resources with a mass audience.
DART
Yes FTA 5311 Funding
On-Going
DART
Subcontracted Paratransit operations
Iowa DOT grant pending for FY 09, and 5310 Funding
On-Going
DART
Job Access/Reverse Commute projects
FTA grant pending for FY 09
On-Going
DART
Continue/expand on-call services and Sunday service
FTA grant pending for FY 09
On-Going
DART
Oliver Plaza and Ankeny DOT Licensing Station service Unlimited Access Program Marketing Continue/Expand Warren County Job Access/Reverse Commute project Boone County New Freedom Project Medical Trips from Story County to Iowa City
Yes STA/CMAQ funding
On-Going
DART
Yes CMAQ No Existing grant expired in September 2008; HIRTA did not reapply due to difficulty in obtaining local match Yes STA Coordination funding (not New Freedom funding)
On-Going
HIRTA
No
HIRTA
Yes- March 2009
HIRTA
Yes
Yes January 2009
TAG
Provider workshop
Yes
Yes Workhop held in October 2008
Source: DMAMPO, DART, and HIRTA
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Fleet and Equipment Projects

DART and HIRTA have received funding to replace and expand some vehicles identified in the previous PTDP, although limited funding and/or delays in project timelines has prohibited the purchase of all vehicles, particular expansion vehicles.. In FY 2009, DART plans to pruchase 39 of the 52 vehicles programmed for replacement or expansion in the previous PTDP. HIRTA
anticipates funding to purchase all 27 vehicles programmed for replacement or expansion in the previous PTDP.
The American Recovery and Reinvestment Act (ARRA), signed in February 2009, provided additional funding to public transit agencies beyond the normal federal allocation. Note that this funding is not typical and will allow DART and HIRTA to fund projects beyond traditional levels. DART anticipates using ARRA funding to purchase four expansion vehicles programmed for FY 2009. HIRTA anticipates using ARRA funding to replace 16 vehicles and add four expansion vehicles programmed for FY 2009.
DART anticipates funding to replace several facility and equipment projects scheduled in the previous PTDP. DART received funding through the Iowa Clean Air Attainment Program to
purchase an online trip planner in FY 2009. DART also anticipates using ARRA funding to help fund final design of its transit hub facility, for its south storage barn expansion, for automatic vehicle location technology, for rider communication improvements, and for concrete repair. receive funding for its western suburbs park-and-ride facility. . DART did not
Non Service-Related Projects

Following the previous PTDPs creation, the TAG and its subcommittees continued to meet to carry out initiatives identified in the PTDP. Notable projects undertaken include sending a team to the Easter Seals Project ACTION Mobility Planning Services Institute in Washington, D.C., in April 2008, and holding the Mobility Matters workshop in October 2008. The Mobility Planning Services Institute provided the central Iowa team with resources and education in human service transportation coordination. The central Iowa team created an action plan of short range activities to enhance coordination. The Mobility Matters workshop was one element of that action plan. The workshop provided the TAG an opportunity to educate local providers and human service agencies about coordination, allowed participants to provide input about unmet need, allowed
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3.4
SERVICE NEEDS
This section describes the existing service needs and unmet transportation needs the TAG
identified during the planning process. Chapter 4 includes possible strategies to address these needs.
Existing Service Needs

The TAG identified the need to maintain existing levels of service as a top priority. DART and HIRTA, as well as the many human service and private providers in the area, will continue to provide a significant number of trips in the future. Many elderly persons, persons with disabilities, and low-income persons rely on these services as their primary means of transportation.
Increased Marketing and Public Education

As illustrated through the focus groups and survey results, many human service agencies, transportation providers, and citizens are not always aware of transportation options available to them. The TAG has found, when reviewing survey results, that many people responded that no
transportation services are available to them. When investigating these responses further, however, transportation services are available they simply are unaware of them.
Many people do not know where to look for transportation service information. Available transportation service information is often incomplete, outdated, or specific only to one provider. Available information is often not available in languages other than English, leaving people with limited English proficiency, who often rely on passenger transportation, unable to find information about available transportation services. This information need affects all populations, including elderly persons, persons with disabilities, and low-income persons. Better access to information should increase transit usage in central Iowa.
The TAG created its Marketing Subcommittee to work on this need for better access to information following the creation of the previous PTDP. Over the past year, the Marketing
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Subcommittee has worked with agencies such as Iowa 211, Iowa COMPASS, and the Area Agency on Aging to update those agencies transportation information and to market those agencies as primary points of contact for transportation-related questions. One barrier to having complete and updated transportation information is that specific information about many transportation providers is unknown to the TAG, as evidenced by the lack of detailed information about private and human service transportation in this PTDP.
Also related to the marketing and public education issue is the education of transportation providers and human service agencies about the need for, and benefits of, coordination.
Access to Jobs
All workers need access to jobs. Low-income individuals and persons with disabilities often need additional transportation assistance to get to work due to the high costs of automobile ownership and/or physical and mental requirements of operating an automobile. individuals additionally need transportation during the times they work. Low-income
Many low-income
individuals work nights and weekends, when public transportation and human service provided transportation does not operate. During weekdays, for example, a second or third shift worker may only be able to use public transportation for one part of their work commute.
DART currently provides Job Access Reverse Commute (JARC) services; however, the TAG recognizes that these services do not entirely resolve the issue of providing low-income persons access to jobs. The aforementioned GIS analysis, indicating that only 53% of large manufacturing jobs in the Des Moines area are accessible by fixed-route public transportation, further supports the need for more transportation to jobs.
The TAG also notes transportation service to jobs is needed between communities in central Iowa. Specific examples include transportation from a Genesis Development home in Boone to a work site in Jefferson, as well as transportation to employment centers in communities like Perry. As Census data shows, transportation service to the Des Moines and Ames metropolitan areas, and between the Ames and Des Moines metropolitan areas, also are common needs.
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Increased Hours of Service on Weekends and Weeknights

Related to the need for access to jobs is the need to increase services on weeknights and weekends. As mentioned previously, many low income persons hold second and third shift jobs. Expanded evening hours would better enable people to access these jobs using passenger transportation. Additional weeknight and weekend service could also help persons who wish to use passenger transportation to access essential service, such as grocery shopping, and social events during nights and weekends. Public input indicates DARTs introduction of Sunday service in 2007 has been beneficial; however, citizens still seek additional hours and service area, both in the Des Moines metropolitan area and throughout central Iowa.
Access to Medical Appointments and Other Essential Services

As the agency and citizen surveys show, essential services are the most common destinations to which people need to travel. Of all essential services, medical facilities consistently are one of the top destinations named by agencies and citizens. All people need access to medical services; however, inadequate transportation often denies low-income persons, elderly persons, and persons with disabilities access to necessary medical care or they must go to great lengths to get to medical facilities. Medical facilities in Des Moines and Iowa City, in particular, are popular destinations for people in central Iowa.
Bus Training
In addition to the need to increase public awareness about passenger transportation is the need to train the public on how to use it. Public input suggests that some people are hesitant to use public transportation due to a lack of knowledge regarding issues such as how to pay the driver, how to read a bus schedule, how to transfer buses, and so on. The TAG believes increasing bus training opportunities, along with making passenger transportation information easier to find, will help increase passenger transportation usage.
Multipurpose Trips
The TAGs public input found that some people are unwilling to use passenger transportation because it is too difficult to make multipurpose trips compared with using an automobile. Parents noted they would like the ability to use transit to take their children to daycare on their way to work. Others commented that it is difficult and time consuming to travel by transit to run errands that
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require multiple stops across the Des Moines area due to the need to travel downtown to transfer on DARTs services.
Transit Accessibility
The TAG identified the need to increase transits accessibility, particularly by improving infrastructure associated with transit, such as transit shelters and sidewalks. The TAG noted that additional bus shelters, benches at transit stops, clearly marked bus signs, sidewalks in good repair, and so on, would help attract people to use public transit in the Des Moines metropolitan area.
Transits Consideration in Local Planning

The TAG identified the long-term need for communities and businesses to consider transit more in their planning, zoning, and development decisions. Low-density, automobile-oriented
development patterns often make transit service difficult and unsustainable. The TAGs surveys indicated that many respondents had concerns with the number of businesses, particularly medical offices, that have relocated from the city center, where they were more accessible by transit, to the suburban fringe, where transit service is often non-existent.
Transportation providers also noted the need for new developments to accommodate transit vehicles in their site plans. Providers often complained that site layouts prevent transit vehicles access to a buildings main entrance, requiring providers to stop in inconvenient locations. Examples of site layout problems include awnings that are too low for transit vehicles to drive under and parking lots too narrow for buses to maneuver through. Providers noted that often a parking lot is between the bus stop and a building entrance, requiring riders to navigate through the parking lot, negotiate automobiles, and endure adverse weather to reach their destinations.
Rapid Transit Alternatives

DART is currently evaluating rapid transit services for the Des Moines metropolitan area, and DART, the City of Des Moines, Polk County, Nationwide Insurance, and the Downtown Community Alliance are studying the feasibility of a streetcar system in downtown Des Moines. Additionally, the State of Iowa has requested that Amtrak study passenger rail service to the Des Moines metropolitan area from Chicago. The TAG supports these efforts and notes rapid transit services would increase mobility options for everyone, including transportation-challenged populations.
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Affordable Transportation Options

The TAG identified the need to provide affordable transportation services to those who need them. While many persons surveyed thought transportation is generally affordable, particularly for those who qualify for an assistance program, others who do not qualify for a program noted it is still expensive. Survey respondents and the TAG note demand responsive services, in particular, are often too expensive for everyday use.
3.5 FLEET NEEDS

The PTDP must consider and justify vehicle replacement and rehabilitation, as providers often use public money to pay for the vehicles. Appendix E includes fleet
replacement/rehabilitation schedules and fleet utilization summaries for DART and HIRTAs fleets.
Fleet Replacement
DART and HIRTA both follow the FTAs Federal Programming Guidance for Transit Vehicles, which outlines the age and the mileage at which providers should replace vehicles. Table 3.2 and Table 3.3 summarize the vehicles that DART and HIRTA, respectively, could replace according to the Iowa DOTs FY 2010 Programming Guidance for Transit Vehicles. Note that DART and HIRTA likely will not be able to replace all of these vehicles in FY 2010; this information, instead, provides stakeholders an understanding of the entire fleet replacement needs of the public transportation providers in this PTDPs planning area.
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TABLE 3.2
Vehicle Type 40 Heavy Duty Bus 36 Heavy Duty Bus 28 Heavy Duty Bus 28 Medium Duty Bus Standard Van Minivan
DART Vehicles Eligible for Replacement

Vehicle Age Between 12 - 17 13 9 7 Between 4 -8 Between 4 -7 Approximate Vehicle Mileage (As of 7/1//08) Between 256,000 530,000 miles 165,000 miles Between 232,000 328,000 miles 102,500 miles Between 34,000 140,000 miles Between 31,000 142,000 miles Total Vehicles Eligible Number of Vehicles 32 1 11 1 27 16 88 Federal Guidelines 12 years/500,000 miles 7 years/200,000 miles 7 years/200,000 miles 7 years/200,000 miles 4 years/100,000 miles 4 years/100,000 miles Total Cost of Fleet Replacement Needs Approx. Cost per Vehicle $384,000 $384,000 $316,000 $159,000 $30,000 $29,000 $17,581,000
Source: Iowa Department of Transportation, Des Moines Area Regional Transit Authority
TABLE 3.3 HIRTA Vehicles Eligible for Replacement

Vehicle Type 176 WB Light Duty Buses 158 WB Light Duty Buses 138 WB Light Duty Buses Standard Van Conversion Van Minivan Vehicle Age Between 4 - 12 Between 5 - 16 Between 4 - 12 15 Between 13 - 15 Between 4 -14 Approximate Vehicle Mileage (As of 7/1//08) Between 67,000 247,000 miles Between 134,000 321,000 miles Between 60,000 279,000 miles 120,000 Between 140,000 201,000 miles Between 57,000 186,000 miles Total Vehicles Eligible
Source: Iowa Department of Transportation
Number of Vehicles 32 11 12 1 2 13 71
Federal Guidelines 4 years/100,000 miles 4 years/100,000 miles 4 years/100,000 miles 4 years/100,000 miles 4 years/100,000 miles 4 years/100,000 miles Total Cost of Fleet Replacement Needs
Approx. Cost per Vehicle $73,000 $68,000 $66,000 $30,000 $44,000 $29,000 $4,371,000
Fleet Expansion
Both DART and HIRTA will need to expand their fleets in FY 2010 to continue providing increased levels of service in their respective service areas and to ensure each have enough reserve vehicles, per their respective reserve fleet ratio policies.
Table 3.4 summarizes DARTs expansion needs for FY 2010. DART has a policy to keep enough vehicles in reserve to equal 20% of its peak-hour fleet needs. As of January 2009, DARTs
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reserve policy is met; however, DART will require additional vehicles for proposed service expansion.
TABLE 3.4 DART FY 2010 Expansion Proposals

Vehicle Type Number of Vehicles Required 8 Description of Need DART is two vehicles short of satisfying its spare ratio policy. Additionally, vehicles are needed to service enhancements and expansions, as described in Chapter 4. Vehicles needed to expand vanpool opportunities in central Iowa. DARTs waiting list for vanpools exceeds the number of vehicles available Total Cost of Fleet Expansion Needs Approx. Cost per Vehicle
40 Heavy Duty Bus
$384,000
Minivan Total Expansion Vehicles
16
$29,000
24
$3,536,000
Source: Des Moines Area Regional Transit Authority; Iowa Department of Transportation.
HIRTA does not have a reserve fleet ratio policy but plans to purchase 8 additional vehicles in FY 2010, as described in Table 3.5, to provide demanded services that HIRTA providers currently cannot provide. HIRTA contractors often must refuse service because there are not enough vehicles available to keep up with demand.
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TABLE 3.5 HIRTA FY 2010 Expansion Proposals

County Vehicle Needs ADA Minivan; 176 Light Duty Bus Description of Need The 176 vehicle is needed to help support proposed services to Jefferson and Perry, as discussed in Chapter 4, as well as general services. The minivan is needed to better support the increased demand for medical, dialysis, and chemotherapy trips to Ames and Des Moines. The 176 vehicle would enhance general services. The 158 bus is needed to accommodate child-based service to day care, preschool, Head Start, and school. The minivan is needed to better support medical trips. The vehicle is needed to handle existing service demand, as existing vehicles are usually full. The provider has been unable to provide services requested for several years from Genesis Development or transportation to preschools outside of Indianola. Expansion vehicles would help HIRTA provide these services. HIRTA also has three non-ADA county-owned vehicles that need replacement but are ineligible for replacement funding from the FTA/DOT. Total Cost of Fleet Expansion Needs Approx. Cost
Boone
$117,500
Dallas
ADA Minivan; 158 Light Duty Bus; 176 Light Duty Bus 176 Light Duty Bus
$183,000
Story
$88,000
Warren
138 Light Duty Bus; 158 Light Duty Bus
$142,000
Total Expansion Vehicles

Source:
$530,500
Heart of Iowa Regional Transit Agency; Iowa Department of Transportation.
3.6 FACILITY AND EQUIPMENT NEEDS

The PTDP also must address transit facility and equipment needs. Like fleet needs, facility needs must be justified as they are often paid for with public money. DART anticipates a number of facility needs in FY 2010. Some are to replace or to restore existing facilities and equipment, while others are expansions and additions to facilities and to equipment. Table 3.6 includes a summary of DARTs facility needs that are on-going and regularly funded. long-term, yet-to-be funded projects. Table 3.7 includes DARTs
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TABLE 3.6
DART FY 2010 Ongoing Facility and Equipment Needs

Need Description Make general repairs to DARTs facilities Address areas of concern with DARTs facilities General costs that cannot be identified with any particular project Install and maintain an online trip planner Engineering and design for additional storage and maintenance areas Equipment to enable easy vehicle access for persons with disabilities Replace deteriorating concrete on DART facilities pavement Purchase of shop equipment to meet new regulations and/or to replace obsolete equipment Purchase miscellaneous equipment such as furniture and radio equipment Replace computers and monitors, upgrade servers, operating systems, printers, etc. Enhancements such as bus shelters, benches, signage, and equipment on buses General maintenance costs Total Costs Estimated Cost $100,000 $10,000 $312,500 $225,000 $30,000 $437,500 $350,000 $255,000 $70,000 $415,000 $133,500 $3,787,500 $6,126,000
Facility repairs Security for facility Indirect overhead allocation Transit travel trip planner Admin/Maintenance facility engineering & design ADA Paratransit Deteriorating concrete Shop equipment Miscellaneous equipment Computer hardware/software Transit enhancements Preventative maintenance
Source: Des Moines Area Regional Transit Authority
TABLE 3.7
DART FY 2010 Long-Term Facility and Equipment Needs

Need Description Install customer facilities (shelters, signage) in anticipation of future Bus Rapid Transit service Construct a transit hub facility in downtown Des Moines to replace the existing Walnut Street Transit Mall After selecting a corridor and a technology for rapid transit service, design and engineer the new service and necessary infrastructure Study location for and design/construction of a park-and-ride lot on the western side of the Des Moines metropolitan area Design, environmental review, and construction of a fixed guideway (tram) system in downtown Des Moines. Upgrade the wastewater recycler for the bus washer and install energy efficient lighting systems and temperature controls Upgrade farebox technology Replace maintenance building roof with a green roof due to safety concerns from leaks Total Costs Estimated Cost $1,500,000 $18,750,000 $1,250,000
New customer facilities on University Avenue Bus Rapid Transit corridor Transit Hub facility construction Alternative Analysis design/Preliminary engineering Western Suburbs Park-and-ride Facility Des Moines Fixed Guideway Project Environmental/energy use system for facility Farebox software upgrade Roof replacement
$1,250,000 $80,000,000 $300,000 $100,000 $1,000,000 $104,150,000
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Because HIRTA is a brokered system, HIRTA does not own any facilities or equipment directly. HIRTA, instead, coordinates with its subcontractors to store and maintain HIRTA vehicles. However, HIRTA has received requests from subcontracting agencies over the last few years to study the feasibility of creating storage facilities throughout central Iowa and HIRTA has contracted CIRTPA staff to conduct those studies. As noted in Section 2.2., HIRTA and CyRide are Discussions on this facility are
coordinating to construct a shared transit facility in Ames.
preliminary and no funding figures or timeline are available. HIRTA is also working with Warren County to develop a facility in Indianola. HIRTA will continue to coordinate on these facilities and will continue to study facility options, as needed.
3.7
Administration, Operations, and Maintenance Needs

In addition to costs associated with replacing and expanding fleets, facilities, and equipment, These
transportation providers must cover the costs of general day-to-day operation their services.
needs include the cost of paying staff, the cost of office space, and of other essential costs associated with operating an organization. In FY 2010, DART estimates its administrative, operations, and maintenance needs at approximately $2.4 million. This $2.4 million is in addition to the HIRTA estimates its administrative,
preventative maintenance costs identified in Table 3.6.
operations, and maintenance needs at approximately $1.5 million in FY 2010.
3.8
PRIORITIES The TAG used feedback from the various public input strategies to develop and prioritize a
list of passenger transportation needs for central Iowa, as summarized in Table 3.8. The TAG first identified this list when developing the Fiscal Years 2009 2012 Passenger Transportation Development Plan and chose to continue using the list. Needs are ranked by priority; short-term needs are near the top, and long-term needs are near the bottom.
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TABLE 3.8 Prioritized Needs

Rank 1 2 3 4 5 6 7 8 9 10 11
Source:
Need Need to maintain and expand existing services; Need for more marketing/education of transportation information and for making information easier to access; Need to get more low-income persons access to jobs at the hours they need them; Need for more hours of service on weekends and weeknights; Need for trips to essential services, particularly trips to medical appointments in Des Moines and Iowa City; Need for more training on how to use the bus system; Need to better service multi-purpose trips; Need to increase the accessibility of transit, i.e., ensuring sidewalks to bus stops are in good condition; Need for local governments to include transit more in the planning and development process; Need to continue to study rapid transit alternatives; and, Need to make passenger transportation more affordable.
Transportation Advisory Group
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Possible Strategies
This chapter summarizes possible strategies and projects to address passenger transportation
needs identified in Chapter 3. The TAG developed some projects and strategies as a group; the TAG also reviewed and included projects proposed by DART and HIRTA. The TAG recommends and supports implementing strategies and projects discussed in this chapter.
Project/Strategy:
Replace, Maintain, Equipment
and
Expand
Fleets,
Facilities,
and
Needs Addressed:
(by rank, as discussed in section 3.7)
1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; 4) Provide more hours of services on nights and weekends; and, 5) Provide trips to medical appointments and other essential services. DART and HIRTA The TAG recommends replacing and expanding facilities, vehicles, and equipment, as discussed in Chapter 3. Replacing vehicles will allow DART and HIRTA to maintain existing services. Expanding vehicles will allow the providers to expand services and, in some cases, will let DART and HIRTA provide existing services better.
Proposed by: Description:
Project/Strategy:
Needs Addressed:
General Operations, Maintenance, and Administration

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; 4) Provide more hours of services on nights and weekends; and, 5) Provide trips to medical appointments and other essential services. DART and HIRTA The TAG recommends transportation providers continue operations, maintenance, and administration programs. These programs are necessary to maintain DART and HIRTAs day-to-day operations, thereby allowing services to continue and expand. This project/strategy includes the continuation of all existing services. Projects to expand services and notable projects affecting low-income persons, persons with disabilities, and elderly persons are discussed separately in this chapter.
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Project/Strategy:
Needs Addressed:
Operations for Rural Services

1) Maintain and expand existing services; and, 5) Provide trips to medical appointments and other essential services. DART The TAG supports DARTs continued rural service operations. These operations include DARTs regional on-call routes to communities in rural Polk County. This service provides one day per week service to rural communities, which allows residents the opportunity to use public transportation to access shopping, medical appointments, recreational activities, and other services in nearby communities.
Project/Strategy:
Needs Addressed:
Subcontracted Paratransit Operations

1) Maintain and expand existing services; and, 5) Provide trips to medical appointments and other essential services. DART The TAG supports DARTs continued subcontracted paratransit operations. Under this program, DART contracts with Trans Iowa for Trans Iowa to take DART passengers at hours and to locations that are inefficient for DART to do so. This arrangement provides paratransit customers service to essential trips that otherwise would not be available without the coordination.
Project/Strategy:
Needs Addressed:
Job Access Reverse Commute Projects

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; and, 4) Provide more hours of services on nights and weekends. DART The TAG recommends continuing services that provide access to jobs. This includes DARTs Job Access Reverse Commute (JARC) services. DARTs JARC service includes the University Avenue fixed route and its routes that run into the evening. DART also plans to develop reverse commute opportunities on its express route services, which would allow customers to travel from the downtown area out to suburban locations for work.
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Project/Strategy:
Needs Addressed:
On-Call Service and Sunday Service

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; and, 4) Provide more hours of services on nights and weekends; and, 5) Provide trips to medical appointments and other essential services. DART The TAG supports DARTs continuation of on-call service and Sunday service. These services include the operation of on-call services in the Des Moines area, as described in Chapter 2, and operating of regular fixed route services on Sundays. On-call services provide demand-responsive transportation service in areas that regular fixed route services do not exist or at times fixed-route services do not operate, to help support fixed route and/or express route services. Sunday service allows for public transit operation seven days per week. Both of these services increase public transportation opportunities to jobs, recreational opportunities, medical appointments, and so on. Sunday service, in particular, is helpful for low-income persons working service jobs on weekends and for all persons wishing to use public transportation to access recreational opportunities.
Project/Strategy:
Needs Addressed:
Ankeny Drivers Licensing Facility and Oliver Plaza Service

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; and, 5) Provide trips to medical appointments and other essential services. DART The TAG supports continued DART service to the Iowa DOT licensing facility in Ankeny and to Oliver Plaza. Both locations are popular destinations for elderly persons, persons with disabilities, and low-income persons. Access to the licensing facility provides residents an opportunity to get a drivers license, which in turn could help them achieve greater mobility to access jobs and other essential services. Many human service agencies and other services are located near Oliver Plaza and depend on DART service to transport clients to their facilities.
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Project/Strategy:
Bus Rapid Engineering
Transit
Service
Design
and
Preliminary
Needs Addressed:
1) Maintain and expand existing services; 2) Increase marketing/public education about passenger transportation and make information easier to access; 7) Provide better service multi-purpose trips; 8) Increase accessibility of transit; 9) Include transit in local governments planning and development; and, 10) Continue to study rapid transit alternatives. DART The TAG supports DARTs development of a Bus Rapid Transit service. This service would provide increased service frequencies and capacities, which could attract additional riders, lead to more interest in transit services, and ultimately lead to increased funding and services throughout the community. Rapid transit service also would make muli-purpose trips more feasible due to increased service frequencies. Local governments likely would adjust land use policies to provide more transit-oriented developments, which could provide opportunities for more essential services to locate near transit service and could make multi-purpose trips easier. Additionally, rapid transit service likely would have increased transit information-sharing capabilities, more defined transit shelters and rider amenities, and be more accessible than traditional service. This strategy also includes the downtown Des Moines tram study.
Project/Strategy:
Needs Addressed:
Western Suburbs Park-and-Ride Facility

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; 7) Provide better service multi-purpose trips; 8) Increase accessibility of transit; and, 9) Include transit in local governments planning and development. DART The TAG supports DARTs development of a park-and-ride facility on the western side of the Des Moines metropolitan area. This facility would help support DARTs existing express route services and could assist with reverse commuting opportunities for low-income persons. A park-and-ride facility could also enhance the convenience of accessing DARTs services. Long-term, a park-and-ride facility could lead to adjacent transit-oriented developments, which could provide opportunities for more essential services to locate near transit services and could make multi-purpose trips easier. DART is identifying possible locations for this facility; development of the facility could occur in FY 2010 if funding is secured.
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Project/Strategy:
Needs Addressed:
Transit Hub Facility in Downtown Des Moines

1) Maintain and expand existing services; 2) Increase marketing/public education about passenger transportation and make information easier to access; 8) Increase accessibility of transit; 9) Include transit in local governments planning and development; and, 10) Continue to study rapid transit alternatives. DART The TAG supports construction of a transit hub facility in downtown Des Moines. This facility would replace the existing Walnut Street Transit Mall, allowing Walnut Street to accommodate a future tram system. A transit hub facility would house DARTs customer relations offices, thereby providing easier access to DART staff and increasing availability of information about DARTs services. A transit hub also would have enhanced customer amenities, such as waiting areas, which could improve DART services accessibility. Constructing a transit hub could necessitate consideration of transit needs by local governments and developers in the area, possibly leading to transit-oriented developments. Additionally, a transit hub could provide connections to other transit services, including future rapid transit services, tram services, or passenger rail services.
Project/Strategy:
Needs Addressed:
Western Suburbs On-Call Service

1) Maintain and expand existing services; 3) Get more low-income persons access to jobs at hours they need them; 5) Provide trips to medical appointments and other essential services; and, 7) Provide better service multi-purpose trips. DART The TAG supports DARTs plans to expand its on-call services in the western suburbs in FY 2010. This project will reduce gaps in on-call services between the Urbandale and West Des Moines on-call services by expanding the on-call zone in Clive. This service would provide additional opportunities for citizens, including low-income persons, elderly persons, and those with disabilities to access jobs, medical care, and other essential services. An additional vehicle would be required for this expansion.
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Project/Strategy:
Needs Addressed:
Transit Travel Trip Planner

2) Increase marketing/education of transportation information and make information easier to access. DART The TAG supports DARTs plans to develop an online transit travel trip planner. This service will provide immediate information at all hours to customers about how best to access destinations via transit, which will reduce the need to contact DARTs offices during its operating hours. This service is also one part of a larger mobility management system, which the TAG also desires. DART will develop the service in Fall 2009.
Project/Strategy:
Needs Addressed:
Service Between Boone and Jefferson

3) Get low-income persons access to jobs at hours they need them.
HIRTA The TAG supports HIRTAs proposed project to develop a peak-hour service between Boone and Jefferson. HIRTAs Boone County contractor, Boone County Transportation, has coordinated with Genesis Development on this project. Persons with disabilities living at Genesis home site in Boone need access to Genesis job site in Jefferson. Genesis currently provides a service, but has determined it to be more cost effective to coordinate with HIRTA and let HIRTA provide the service. In addition to transporting Genesis clients, the service would be open to the general public to allow others access to jobs or other essential services in Jefferson. HIRTA is ready to begin the service as soon as funding is secured.
Project/Strategy:
Needs Addressed:
Iowa City Medical Shuttle

5) Provide trips to medical appointments and other essential services.
HIRTA The TAG supports HIRTAs plan to continue operating service from Ames to Iowa City, which provides access to the University of Iowa Hospitals and Clinics twice per week. The TAG also supports efforts to identify opportunities to make additional stops in the Des Moines area and other points between Ames and Iowa City.
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Project/Strategy:
Needs Addressed:
Medical Shuttle to Des Moines

HIRTA The TAG supports HIRTAs proposed project to develop a medical shuttle to Mercy Medical Center in Des Moines. HIRTAs Boone County contractor, Boone County Transportation, has coordinated with Mercy Medical Center and Boone County medical clinics on this project. The service would provide persons needing dialysis or other special treatments transportation to Mercy Medical Center, and potentially other hospitals, in Des Moines. Boone County Transportation currently provides this service, but may need to discontinue it if it cannot secure additional funding.
Project/Strategy:
Needs Addressed:
Service Between Boone and Perry

3) Get low-income persons access to jobs at hours they need them; and, 5) Provide trips to medical appointments and other essential services. HIRTA The TAG supports HIRTAs proposed project to develop a peak-hour service between Boone and Perry. HIRTAs Boone County contractor, Boone County Transportation, has coordinated with Abilities Unlimited on this project. The service would provide persons with disabilities in Boone access to Abilities Unlimiteds job site in Jefferson. The service also would provide transportation to medical services in Perry that are not available in Boone. HIRTA would like to begin the service as soon as funding is secured.
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Project/Strategy:
Needs Addressed:
Rural Boone County Service

HIRTA The TAG supports HIRTAs proposed project to develop rural on-call service to better serve communities in rural Boone County. The service would provide residents in Pilot Mound, Boxholm, and Ogden transportation once per week to services in Boone that are not available in their communities. Boone County Transportation would coordinate with each community to get as many riders needing service to Boone to ride during the communitys designated day. Boone County Transportation hopes this will reduce the number of deadhead trips to and from these communities and make Boone County Transportations operation more efficient.
Project/Strategy:
Needs Addressed:
Strategic Marketing Plan

2) Increase marketing/education of transportation information and make information easier to access. TAG The TAGs Marketing Subcommittee plans to develop a strategic marketing plan to help guide efforts to raise the publics awareness about passenger transportation options. The Marketing Subcommittee also plans to begin developing a quarterly newsletter to keep local human service agencies and transportation providers updated on passenger transportation issues.
Project/Strategy:
Needs Addressed:
Bus Training
2) Increase marketing/education of transportation information and make information easier to access; and, 6) Increase bus training. TAG, DART, and the Central Iowa Center for Independent Living The TAG identified bus training as a way to increase the publics awareness and education about passenger transportation. DART and the Central Iowa Center for Independent Living coordinated to provide bus training events throughout the Des Moines area in FY 2009 and would like to continue with these events in the future. The TAG would like to extend these training efforts throughout central Iowa. In particular, the TAG would like to provide bus training opportunities to school-aged children to better prepare them for transit-oriented lives.
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Project/Strategy:
Needs Addressed:
Recovery Program for Unemployed Persons

3) Get low-income persons access to jobs at hour they need them; and, 11) Make passenger transportation more affordable. Mobility Matters Workshop Participants The TAG supports a strategy proposed at the October 2008 Mobility Matters workshop to develop a recovery program for unemployed persons. The program would provide unemployed persons a free bus pass for one year. Mobility Matters workshop participants believe this program would help unemployed persons by providing free transportation to look for jobs, and once a job is obtained, free transportation to that job.
Project/Strategy:
Needs Addressed:
Coordinate Medical Appointment Times with Transit Service

Mobility Matters Workshop Participants The TAG supports a strategy proposed at the October 2008 Mobility Matters workshop to coordinate medical appointment times with transit services. The initiative would require coordination among transportation providers, medical facilities, and human service agencies/case workers to ensure that persons using passenger transportation can make medical appointments at times when bus services are available. The initiative would also help transportation providers operate more efficiently by encouraging multiple persons to share trips to medical facilities.
Project/Strategy:
Needs Addressed:
Increase the Number of Bus Stop Shelters

8) Increase accessibility of transit; and, 9) Include transit more in local governments planning and development.
DART The TAG supports DARTs proposal to increase bus stop shelters in the Des Moines area. This objective is also included in the DMAMPOs Horizon Year 2035 Long-Range Transportation Plans draft goals and objectives. The TAG believes increasing bus shelters will make transit more accessible and desirable. The TAG also supports the need for local governments to require provisions for bus shelters and other transit rider amenities in the development process.
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Project/Strategy:
Needs Addressed:
Accessibility Audit
8) Increase accessibility of transit; and, 9) Include transit more in local governments planning and development.
TAG The TAG proposes conducting an accessibility audit to determine what improvements are needed to infrastructure (i.e., sidewalks and bus stops) and to maintenance policies (i.e., snow removal). The TAG intends this project to address issues noted in the public input process, in which some survey respondents noted they could not access a bus stop due to poorly maintained sidewalks, no sidewalks, or sidewalks or bus stop platforms covered in snow and ice.
Project/Strategy:
Needs Addressed:
Mobility Manager Services

2) Increase marketing/education of transportation information and make information easier to access.
TAG The TAG plans to continue its efforts to develop a mobility manager service for the area. A mobility manager would help citizens find information about transportation services. It could also assist citizens with scheduling services and identifing financial support opportunities to pay for services. The TAG will continue working with Iowa 211, marketing Iowa 211 as a source for transportation and human service information, and will identify additional mobility management opportunities in central Iowa.
Project/Strategy:
Needs Addressed:
Transit Service Between the Des Moines and Ames Areas

3) Get more low-income persons access to jobs at hours they need them; and, 5) Provide trips to medical appointments and other essential services. Public Transportation Roundtable The TAG supports the Public Transportation Roundtables efforts to coordinate with stakeholders in the Des Moines and Ames metropolitan areas to develop additional transit opportunities between the two communities. Such a service would assist with access to jobs and other essential services. DART, HIRTA, and CyRide met with stakeholders representatives from the Ames and Des Moines areas in October 2008 and will continue to work together to develop a plan for additional services.
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Project/Strategy:
Needs Addressed:
Night Service
3) Get more low-income persons access to jobs at hours they need them; and, 4) Provide more hours of service on weekends and weeknights. TAG The TAG proposes a project to make passenger transportation service available throughout the night to provide passenger transportation options to persons working second or third shift jobs. The TAG has not yet identified a transportation provider to offer the service.
Project/Strategy:
Needs Addressed:
Miscellaneous Planning Projects

1) Maintain and expand existing services; 2) Increase marketing/public education about passenger transportation and make information easier to access; 3) Get more low-income persons access to jobs at hours they need them; 4) Provide more hours of service on weekends and weeknights; 5) Provide trips to medical appointments and other essential services; 6) Increase bus training; 7) Provide better service multi-purpose trips; 8) Increase accessibility of transit; 9) Include transit more in local governments planning and development; 10) Continue to study rapid transit alternatives; and, 11) Make passenger transportation more affordable. DART The TAG supports miscellaneous transit planning projects DART proposes to undertake in the coming years. Examples of transit planning activities include: general planning required by the FTA, the Iowa DOT, and the DMAMPO; transit service planning to analyze needed service changes; internal transit management studies; capital improvement planning and other financial studies; risk management; DART marketing plans; security analysis; annual system-wide passenger count; and, continuation of the Alternatives Analysis study.
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Funding
The PTDP is required to enable the funding of transit programs using federal or state dollars.
This PTDP chapter discusses various programs used to fund transit operations. This chapter also provides the funding levels expected for each program, where available. The Iowa DOT provided the funding descriptions used in this chapter.
5.1
PUBLIC TRANSPORTATION FUNDING OVERVIEW

Public transportation providers, such as DART and HIRTA, receive funding from a variety of
sources, including federal, state, and local governments, contracts with human service agencies and local companies, tax revenue, advertising revenue, and passenger fare revenue. Figure 5.1 and
Figure 5.2 illustrate the funding breakdown for DART and HIRTA in FY 2008, respectively.
State Assistance $940,557 5% Federal Assistance $4,679,912 25%
Passener Revenue $3,548,435 19%
Contract Revenue $3,509,726 18% Other Revenue $344,130 2%
Local Taxes and Assistance $6,025,127 31%
FIGURE 5.1
DART funding breakdown, FY 2008.
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State Assistance $534,253 13% Federal Assistance $561,573 14% Local Taxes and Assistance $614,876 15% Other Revenue $417,079 10%
Passener Revenue $1,264,469 33%
Contract Revenue $615,345 15%
FIGURE 5.2
HIRTA funding breakdown, FY 2008.
5.2
FEDERAL TRANSIT ASSISTANCE PROGRAMS

The FTA provides funding to the Iowa DOT, Iowas MPOs and RPAs, and public transit This section describes the FTAs programs. Table
providers to support public transit operations.
5.1 includes a summary of funding received from FTA funding programs over the last two fiscal years, as well as funding targets or marks anticipated to be available over the next four fiscal years, where applicable. Note that SAFETEA-LU is set to expire following the 2009 Federal Fiscal Year; funding projections beyond Federal Fiscal Year 2009 are based on SAFETEA-LU funding levels continued with a 4% annual growth. Funding targets are amounts the FTA and/or the Iowa DOT anticipate being available to a recipient in a given year. Funding marks are amounts the Iowa DOT could make available to a recipient if the recipient chooses to apply for funding; the term applies to competitive funding programs, including 5316 and 5317 funding allocated through the Iowa DOT. A discussion of each FTA program follows Table 5.1.
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TABLE 5.1
Program 5303 5304/5311 5307 5309 5309 5310 5310/5311 5311 5316 5316 5317 5317
Federal Transit Administration Funding

Historical Funding Available FY 2008 FY 2009 $88,344 $52,138 $25,699 $29,227 $5,567,800 $5,799,811 $845,700 $225,817 $0 $601,750 $207,549 $219,692 $533,039 $702,080 $29,134 $42,114 $145,964 $153,423 $15,000 $0 $98,043 $105,768 $23,200 $24,181 Funding Targets/Marks FY 2010 $54,224 $30,396 $6,075,744 FY 2011 $56,392 $31,612 $6,318,774 FY 2012 $58,648 $32,876 $6,571,525 FY 2013 $60,994 $34,191 $6,834,386
Recipient DMAMPO CIRTPA DART DART HIRTA DART HIRTA DART DART HIRTA DART HIRTA
Discretionary funding. Targets/marks unavailable. $236,347 $245,801 $255,633 $265,858 $739,402 $768,978 $799,737 $831,727 $46,373 $48,228 $50,157 $52,163 $159,560 $165,942 $172,580 $179,483 Competitive Funding. Targets/marks unavailable. $110,000 $114,400 $118,976 $123,735 $24,905 $25,901 $26,937 $28,015
Source: Iowa Department of Transportation; Des Moines Area Regional Transit Authority; Heart of Iowa Regional Transit Agency *Italicized figures are estimates based on a 4% annual increase.
Section 5303 Metropolitan Planning Program

This FTA program supports 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, the Iowa DOTs
Office of Systems Planning administers and distributes these funds to each of the states MPOs. The Iowa DOT allocates 5303 funds 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 equally distributed. The Iowa DOT administers 5303 funds jointly with Metropolitan Planning PL funds available through the FHWA as part of a Consolidated Planning Grant. The 5303 and PL funds can support any MPO costs related to intermodal transportation planning activities for the urbanized area.
Section 5304/5311 Statewide Planning Program

These funds 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 RPAs. The RPAs are responsible for local intermodal transportation planning in areas of the state not included in an MPO. The Iowa DOTs Office of Systems Planning serves as the direct recipient of these funds. The Iowa DOT allocates the combined 5304 and 5311 planning funds among the states 18 RPAs based on 50% 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.
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Section 5307 Urbanized Area Formula Program

This federal program supports urban transit systems serving communities over 50,000 in population. In all urbanized areas, systems can use 5307 funds for capital improvements, including preventative maintenance activities, or planning activities on an 80% federal, 20% non-federal basis. The purchase and installation of special equipment or features required by the Americans with Disabilities Act (ADA) or the Clean Air Act Amendments, and certain bicycle accommodation projects, are eligible for 90% federal assistance. FTA has allowed systems to purchase revenue vehicles with required ADA and clean air equipment at a blended participation rate of 83% federal, 17% non-federal.
Transit systems may use up to 10% of their total 5307 funds to pay for ADA paratransit costs on an 80% federal, 20% non-federal basis. Each area over 200,000 in population receives its own 5307 allocation directly from the FTA. The FTA allocates funding 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 populations between 50,000 and 200,000. This Governors Apportionment includes a base allocation calculated strictly on population and population density of the states communities in that size range, plus a growing states allocation, based on projected population growth. A small transit intensive cities tier now 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 Governors Apportionment funds are distributed. In addition to capital and planning uses, transit systems in these smaller urbanized areas can use this funding to support operating deficit. Transit systems must match funds for operating support with non-federal funds, other than passenger revenues, on a dollar-for-dollar basis.
The Iowa DOT determines the allocation of the 5307 Governors Apportionment funds after the federal appropriation process is completed (usually sometime from October to December).
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Section 5309 Capital Investment Program

Section 5309 supports transit capital needs that exceed what federal formula programs can support. 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, Congressional earmarks have provided all 5309 funding through the authorization or appropriation processes. Iowas Congressional delegation has been successful in capturing a portion of these funds for both individual system earmarks and a statewide bus earmark. The Iowa DOT allocates statewide funds to rolling stock replacement/rehabilitation projects in the Statewide Transportation Improvement Program using a ranking process based on the age and accumulated mileage of vehicles that transit systems need to replace or rehabilitate.
Section 5310 Special Needs Program

Section 5310 supports transit services serving persons who are elderly or persons with disabilities. The FTA allocates these funds to Iowa based on 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 for funding, as are private not-for-profit 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. Transportation providers may use the funds for the cost of contracted operations, equipment, and passenger or vehicle shelters on an 80% federal, and 20% non-federal basis. Providers can fund the purchase of vehicles equipped for access by persons with disabilities at 83% federal participation. Facilities other than passenger or vehicle shelters are not eligible.
The Iowa DOTs Office of Public Transit is the recipient of the 5310 funds from the FTA. The Iowa DOT distributes 70% of the annual funding to Iowas large urban transit systems to support services to qualifying persons living in urbanized areas. The Iowa DOT distributes funds using the same formula used for the rural systems, but with each transit system developing its own eligible project. The Iowa DOT administers and distributes the remaining 30% of the funds in conjunction
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with Non-urbanized Area Formula Program 5311 funds. To simplify administration, the Iowa DOT only distributes 5310 funds going to rural systems to transit systems that purchase contracted transportation services. All projects using 5310 funding must derive from the PTDP prepared by the respective MPO or RPA through their joint public transit/human service transportation planning process. Transportation operations supported with 5310 funding must be open to the public.
(Complementary ADA paratransit meets this requirement, so long as it matches up with an urban transit systems fixed-route hours and service area.)
Section 5311 Non-urbanized Area Formula Program

This federal program supports transit activities in rural areas and communities with less than 50,000 in population. The FTA allocates 5311 funds 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. The Iowa DOT serves as the direct recipient of the funds, through both the Office of Public Transit and the Office of Systems Planning. The Office of Public Transit administers the bulk of the 5311 funding that the state provides to small urban and regional transit systems, as well as the 15% of the annual apportionment that, in conformance with federal law, the state utilizes to support intercity bus services. The Office of Systems Planning administers the portion of the 5311 funds that the state combines with the 5304 funding to support rural transit and intermodal planning activities.
The Iowa DOT administers the portion of the 5311 funds used for the support of public transit services in Iowa in conjunction with the rural portion of the 5310 funding. Transit agencies
may use the 5311 funds 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 transit systems to use local transit administration costs for public transit systems any differently than operating expenses.
The Iowa DOT formula allocating 5310 and 5311 funds uses the past years performance statistics. The Iowa DOT determines the amount of formula funds to distribute to small urban systems versus regional systems by comparing the net public deficit (unrestricted tax support) for all urban systems to that for all regional systems. The Iowa DOT then determines the individual
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allocations to small urban systems based on 50% of the percentage of total small urban ridership accomplished by that system and 50% of the percentage of total small urban revenue miles provided by the individual system. The Iowa DOT bases individual allocations for regional systems on 40% of the systems percentage contribution to total regional transit ridership and 60% on the systems percentage contribution to total regional revenue miles.
Transit systems must use formula apportionment funds received to support services open to the public. This would include eligible transit capital or operating expenses as defined by the federal government. The decision of how the formula funds provider programs is a part of the local transportation planning and programming process conducted through the RPA. The Office of
Public Transit provides a projection of the formula funding that would 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 PTDP and the regional Transportation Improvement Program.
The Office of Public Transit decides which agencies will receive 5310 funds versus 5311 funds, based on how the transit systems would use the monies. At present, most transit systems choose to use their formula funds for support of transit service costs. The Office of Public Transit targets 5310 funds to systems that purchase services from sub-providers, and targets 5311 funds 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, the system will use 5310 funds and the project will be included in that urbanized areas Transportation Improvement Program. If a transit system programs facility improvements with the formula funds, the system will use 5311 funding.
Section 5311(b)(3) Rural Transit Assistance Program (RTAP)

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 DOTs Office of Public Transit serves as the recipient of these funds.
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The Iowa DOT uses Iowas RTAP funds mainly to provide local transit agencies training fellowships. The fellowships pay 50% of the cost for Iowas 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 request reimbursement for training held in-house. A parallel program funded with state transit assistance funds pays for costs incurred by large urban systems and their planners.
Table 5.2 summarizes HIRTAs use of RTAP funding in recent years.
TABLE 5.2
Year 2008
HIRTA Training Funded with RTAP, 2006 - 2008

Training Attended
2007
2006
2005
All Iowa Public Transit Association meeting; Travel to Washington, D.C. with the Iowa Public Transit Association delegation; All Iowa Public Transit Association meeting; One driver to the Iowa Public Transit Association Roadeo; FTA Region 7 SAFETEA-LU training in Kansas City, MO; Travel to Washington, D.C. with the Iowa Public Transit Association delegation; National Transit Institute training in Minneapolis, MN; Passenger Assistance Techniques training, Mason City, IA; All Iowa Public Transit Association meeting; One driver to the Iowa Public Transit Association Roadeo; Community Transportation Association of America conference in Orlando, FL; Rural and Intercity Transportation Conference in Stevenson, WA; Travel to Washington, D.C. with the Iowa Public Transit Association delegation; and, All Iowa Public Transit Association meeting;
Source: Heart of Iowa Regional Transit Agency
Section 5311(f) Intercity Bus Assistance Program

The FTA requires that the Iowa DOT set aside a minimum of 15% of each years non-urbanized formula funds allocated to Iowa under the 5311 program to support intercity bus transportation. The Iowa DOT intends Iowas Intercity Bus Assistance Program to support intercity bus service in rural and small urban areas. Private-for-profit companies, private non-profit Eligible bus service must make Connections to Amtrak or
corporations, or public entities may apply for this funding.
convenient connections to the existing national intercity bus network.
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.
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The Iowa Intercity Bus Assistance Program includes funding in 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 preventative maintenance costs; Category 2 is support for new and expanded intercity bus service or feeders connecting to existing intercity bus services. The Iowa DOT does not intend these funds to support duplication of existing services. Projects pay up to $0.50/mile based on preventative 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 supports the 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; and, 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.
The Statewide Transportation Improvement Program includes the Intercity Bus Assistance Program as a statewide total. The Office of Public Transit must receive annual intercity bus
assistance applications by the first business day in October for projects to begin in January. The Iowa DOT finalizes project selections by December.
Section 5316 Job Access and Reverse Commute Program (JARC)

The FTA established the JARC program to provide transportation services to access employment opportunities and support services (such as training and child care) for welfare recipients and low-income individuals. The public may use services designed for these purposes for any trip purpose.
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Each urbanized area over 200,000 in population receives a separate annual apportionment of funding, and each state receives both an apportionment for use in urbanized areas under 200,000 in population and a second apportionment for use in non-urbanized areas. The FTA bases federal apportionments on census data concerning the number of low-income individuals in each area, but the law requires that the state administer a competitive project selection process for each of these apportionment areas. All projects must derive from the areas 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 Office of Public Transit 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 un-obligated after those applications are processed, the Iowa DOT may solicit a second round of applications. Large urban areas, including Des Moines, Omaha-Council Bluffs, and the Quad Cities, each administered the competitive selection process locally. In the Des Moines Area, DART is the designated recipient, but the Public Transportation Roundtable, via the TAG, reviews applications and chooses the funding recipient. The Iowa DOT grants the majority of the funds in Iowa to transit agencies to extend hours into the evenings and weekends. Other projects might establish new services to connect
employment centers not previously served by transit or purchase vehicles used for service expansions.
Section 5317 New Freedom Program

SAFETEA-LU established the New Freedom program to support new services or accommodations for persons with disabilities that go beyond the minimums established by the rules implementing the ADA. New is defined as projects that were not implemented or programmed prior to SAFETEA-LU (August 10, 2005).
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As with the JARC program, each urbanized area over 200,000 in population receives a separate annual apportionment of funding, and each state receives both an apportionment for use in urbanized areas under 200,000 in population and a second apportionment for use in non-urbanized areas. The FTA bases federal apportionments on census data concerning the number of persons with disabilities in each area, but the law requires that the state administer a competitive project selection process for each of these apportionments.
All projects must derive from the areas 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 Office of Public Transit 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, the Iowa DOT may solicit a second round of applications.
Large urban areas, including Des Moines, Omaha-Council Bluffs, and the Quad Cities each administered the competitive selection process locally. In the Des Moines Area, DART is the designated recipient, but the Public Transportation Roundtable, via the TAG, reviews applications and chooses the funding recipient.
Over-the-Road Bus Accessibility Program (OTRB)

The FTA provides grants directly to operators of over-the-road buses to help finance incremental capital and training costs to implement the final accessibility rule under the ADA. Providers of intercity fixed-route service, commuter service, and charter and tour service may apply directly to the FTA for annual grants. The FTA announces its solicitation for applications each year through a notice in the Federal Register. Burlington Trailways, Jefferson Lines, and Greyhound Lines previously have received OTRB funding.
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5.3
FEDERAL FLEXIBLE FUNDING AVAILABLE TO TRANSIT

The following two federal funding programs available through the FHWA may be flexed
between highway, transit, or bicycle/pedestrian uses.
Congestion Mitigation/Air Quality and Iowa Clean Air Attainment Program

The Congestion Mitigation/Air Quality (CMAQ) program, known in Iowa as the Iowa Clean Air Attainment Program (ICAAP), is one of the FHWAs five core funding programs that can be flexed between highway, transit or bicycle/pedestrian uses. The FHWA intends the CMAQ program
to fund transportation projects to assist metropolitan areas in violation of Clean Air Act standards. In those states with areas in violation, the state must spend much or all of the CMAQ monies 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 Surface Transportation Program (STP) funds can be used on the same 80% federal, 20% non-federal basis.
In Iowa, the Iowa DOT programs for highway or transit projects through a statewide application process based on the projects 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. The Iowa DOT selects projects in February. When a transit agency programs ICAAP funds for transit projects, the FHWA transfers funding to the 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.
Table 5.3 summarizes ICAAP funding awarded to DART in recent years.
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TABLE 5.3
Year FY 2010 FY 2010 FY 2010 FY 2009 FY 2009 FY 2009 FY 2008 FY 2006 FY 2005
ICAAP Funding Awarded to DART, FY 2005 FY 2010

Project Amount $334.971 $267,584 $180,000 $525,857 $32,000 $160,000 $340,771 $368,000 $337,530
RideShare Expansion Vans Route extension to Iowa DOT licensing facilities in Des Moines and Ankeny Transit travel trip planner Route extension to Iowa DOT licensing facilities in Des Moines and Ankeny Promotional/marketing support for the Unlimited Access Program Upgrade bus from diesel to hybrid technology Route extension to Iowa DOT licensing facilities in Des Moines and Ankeny Unlimited Access Program demonstration project West Des Moines service expansion
Surface Transportation Program (STP)

Another one of the FHWA's core programs, STP 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. Eligible applicants can use these funds for roadway, transit capital projects, pedestrian/bikeway projects, or intermodal planning projects on an 80% federal, 20% local basis. In Iowa, local
governments acting through MPOs or RPAs program a portion of these funds. Nearly all of Iowas 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 the FHWA to the 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. The Office of Public Transit administers the statewide grant for individual small urban and regional transit systems. The Office of Systems Planning administers the planning grant.
The DMAMPO currently allocates STP funds to DART for vehicle purchases, and has a policy to award up to 15% of available STP funds to transit. The DMAMPO awards STP funds four years in advance. In FY 2009, the DMAMPO awarded $700,000 of its approximately $8 million STP allocation for FY 2013, or just under 9%, to DART for vehicle purchase.
HIRTA has not received CIRTPA STP funds directly, although Marion County provided a portion of its STP sub-allocation to HIRTA in 2004. In FY 2008, HIRTA requested that the CIRTPA
allocate STP funding to HIRTA equal to 83% of the cost of one 176 ADA Light Duty bus per year.
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In FY 2009, that amount was approximately $62,250. The CIRTPA did not approve HIRTAs request for funding, and HIRTA did not reapply for FY 2010 STP funds.
5.4
STATE TRANSIT ASSISTANCE PROGRAMS

This section describes the Iowa DOTs transit funding programs.
State Transit Assistance (STA)

All public transit systems are eligible for funding under the STA program, which began in 1976. Since 1984, the state has derived STA funding from a dedicated portion (currently 1/20th) of the first four cents of the state use tax imposed on the sale of motor vehicles and accessory equipment. The Iowa DOT provides STA funds to support public transit services, and transit
agencies may use STA funds for either operating or capital projects.
STA Formula Program

The Iowa DOT distributes the majority of STA funds received in a fiscal year to individual transit systems based on a formula using performance statistics from the most recent available year. Each month, the Iowa DOT allocates dollars received in the fund during the prior month to the transit agencies. Transit systems can use these funds for operating, capital, or planning expenses related to the provision of public passenger transportation.
The Iowa DOT first splits STA formula funds between urban and regional systems based on total revenue miles of service provided by each group. The Iowa DOT then splits funds among individual systems in each category 50% based on locally determined income (LDI), 25% based on rides per dollar of expense, and 25% based on revenue miles per dollar of expenditure. The Office of Public Transit calculates LDI by subtracting the FTA and the STA formula funds from the system's operating expenses.
Table 5.4 includes the STA formula funding available to DART and HIRTA in the coming years.
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TABLE 5.4
Provider DART HIRTA
STA Formula Funding Available

Historical Funding FY 2008 FY 2009 $883,682 $814,963 $508,334 $515,403 FY 2010 $1,031,612 $538,917 Funding Targets FY 2011 FY 2012 $1,072,876.48 $1,115,791.54 $560,473.68 $582,892.63 FY 2013 $1,160,423.20 $606,208.33
Source: Iowa Department of Transportation *Italicized figures are estimates based on a 4% annual increase.
STA Special Projects

Each year, the Iowa DOT sets aside up to $300,000 of the total STA funds to fund special projects. These can include grants to individual systems to support transit services 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.
A major component of the statewide 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 Iowas large urban transit systems and MPOs that are not eligible under the RTAP. Statewide transit marketing programs and projects exploring new transit technologies can also use special project funding. The administrative rules provide flexibility for use of the funding. If not needed for special projects, the Iowa DOT may move money set aside for that purpose back into the STA formula program for distribution to all systems.
DART has used STA Special Projects funding for training fellowships and to sponsor in-house training in recent years.
Coordination Special Projects

The Iowa DOT considers Coordination Special Projects as an immediate opportunity program, meaning providers may apply for these funds at any time of the year as an opportunity arises if funding is still available. The Iowa DOT intends these projects to assist with start-up of new services that health, employment, or human service agencies participating in the PTDP process have identified as needs. Most projects will fall within the $5,000-$25,000 range. Projects shall be for no more than one year, but transit systems can apply for a second year of funding separately. The Iowa DOT gives priority to projects that include a contribution from human service agencies as well.
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HIRTA used Coordination Special Projects funding twice in FY 2009, receiving $2,340 to help fund the October 2008 Mobility Matters workshop and $11,945 to help fund the Story County to Iowa City medical transportation service. The Iowa DOT also awarded $11,482 to HIRTA for FY 2010 to continue the Story County to Iowa City service.
DART also used Coordination Special Projects funding, receiving $24,000 to help fund service to the Iowa DOT licensing facility in Ankeny and Oliver Plaza.
Public Transit Infrastructure Grants

In 2006, the Iowa Legislature established a new program to fund some of the vertical infrastructure needs of Iowas transit systems. The Iowa DOT accepts applications as part of the annual Consolidated Transit Funding Program. Projects can involve new construction, The Iowa DOT
reconstruction, or remodeling, but must include a vertical component to qualify.
evaluates projects 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. In addition, no single system can receive more than 40% of the available infrastructure
funding in a given year.
DART has received Public Transit Infrastructure Grants in recent years. In FY 2007, the Iowa DOT awarded DART approximately $53,000 for office expansion. In FY 2008, the Iowa DOT awarded DART approximately $880,000 to expand its bus storage facility.
Capital Match Revolving Loan Fund (AMOCO Loan)

The Iowa Legislature created the capital match revolving loan fund in the early 1980s with funds from Iowa's share of the federal governments 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. 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.
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The program allows no interest loans to transit systems, which the transit system uses towards the required local match on a federally funded capital project, paying it back over a negotiated timeframe as local funds become available. Transit systems can use the loan to
temporarily fund the entire local match on capital equipment projects, or 50% of the required non-federal match on facility projects. The Office of Public Transit may require loan recipients to report project energy savings annually until the recipient repays the loan. A project is eligible if it is a transit capital project that is approved for federal funding. The project should target energy savings. Neither DART nor HIRTA have used the Capital Match Revolving Load Fund.
5.5
OTHER FUNDING
Transit agencies receive other funding, particularly local funding, in a variety of ways,
including fare revenue from passengers, revenue through contracts with other agencies (as described in Chapter 4), local taxes, and other sources (such as advertising, interest income, sale of vehicles and equipment, etc.). Figures 5.1 and 5.2 at the beginning of this chapter included local funding levels from FY 2008 for DART and HIRTA, respectively.
Local Funding
Dedicated Transit Levy

Municipalities can support transit though a variety of taxing mechanisms, including property tax levies, general fund levies, hotel/motel taxes, and sales taxes. The Code of Iowa authorizes municipalities to establish a transit levy dedicated to support public transit up to the maximum amount of $0.95 per $1000 dollars of valuation. With the creation of DART, Polk County
established a county-wide taxing district to receive its transit levy. Municipalities and counties adjacent to Polk County may also elect to join the taxing district.
As Figures 5.1 and 5.2 noted, both DART and HIRTA receive some local funding. DART receives revenue through the aforementioned county-wide transit levy, while HIRTA does not receive any revenue from a transit levy. Table 5.5 compares transit levy revenue currently received by both DART and HIRTA to revenue that a transit levy potentially would generate if municipalities dedicated the maximum levy possible.
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TABLE 5.5
Provider DART HIRTA
Current and Potential Transit Levy Revenue

Transit Levy Revenue Estimated FY 2010 $6,923,814 $0 Potential Transit Levy Revenue* Approximately $14,935,800** Approximately $2,820,800**
Source: Iowa Department of Transportation; Des Moines Area Regional Transit Authority. * Figures represent the revenue available if all communities levied the maximum $0.95 per $1000 of value. **Figures are inexact as DART and HIRTAs service areas overlap in parts of Dallas and Warren Counties.
Other Local Funding Both DART and HIRTA receive funding for transit operations from human service agencies,
local governments, and private corporations. Detailed information about local funding received by DART and HIRTA for transit services was unavailable at the time of this PTDPs development. The TAG intends to provide more detailed information about local funding in the FY 2011-2014 PTDP.
However, some general information about local funding sources is available for this PTDP. The agencies that both DART and HIRTA contract with (mentioned in Chapter 2) provide funding to DART and HIRTA for those services. Both DART and HIRTA also receive waiver funding from
state agencies to support certain trips, such as Medicaid funded medical trips.
Many cities and counties serviced by HIRTA provide block grants to HIRTA contractors to support transit service in their communities. HIRTA contractors also occasionally receive funding from local businesses. Pella Corporations Rolscreen Foundation, for example, provided funding to Marion County Transit in FY 2008. Many HIRTA contractors also receive funding through grants from local agencies like the United Way.
DART receives funding from the City of Des Moines in addition to what the City of Des Moines provides from its transit levy. DART also receives funding from the City of Urbandale for the Urbandale shuttle service.
Other local resources the TAG has identified for funding include: Greater Des Moines Community Foundation; Foundation arms of major employers (i.e., Wells Fargo, Principle Financial, Mercy Medical Center); Prairie Meadows; United Way; and, Local colleges (i.e., Drake University, Grand View College, Des Moines University, Des Moines Area Community College).
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Non-Department of Transportation Federal Funding

Many federal programs, in addition to the US Department of Transportation programs described previously, help fund transportation providers and help assist citizens with access to passenger transportation. Table 5.6 summarizes non-Department of Transportation federal
programs supporting passenger transportation.
TABLE 5.6
Non-Department of Transportation Federal Programs

Number of Programs 2 5 31 2 13
Federal Department Department of Agriculture Department of Education Department of Health and Human Services Department of the Interior Department of Labor
Source: Federal Register. Volume 73, No.9. Monday, January 14, 2008. Page 2355.
American Recovery and Reinvestment Act

As noted in Chapter 3, the US Congress passed, and President Obama signed, the American Recovery and Reinvestment Act in February 2009. ARRA will provide approximately $8.4 billion in transit funding nationally; some funding will be divided among the nations transit system and states using formula funding, while other funding will be available for competitive selection. As noted in Chapter 3, this funding is not typical and will allow DART and HIRTA to fund fleet and facility needs beyond normal levels.
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Recommended Program
The Recommended Program of Projects (recommended program) is a compilation of all
transit projects throughout this PTDPs planning area that will seek FTA or Iowa DOT funding during the next four fiscal years. The recommended program is a key element of the PTDP, as the program must include any project seeking federal or state funding that an MPO or RPA will include in its Transportation Improvement Program. This recommended program will serve as the starting point on which the DMAMPO and the CIRTPA will base the transit element of their respective Fiscal Years 2010-2013 Transportation Improvement Programs. This section provides a detailed
recommended program for FY 2010 and a sketch recommended program for FY 2011 2013. Included is a discussion of how each element fits with the various needs addressed in Chapter 3, proposed strategies and projects described in Chapter 4, and the various funding sources discussed in Chapter 5.
6.1
RECOMMENDED PROGRAM OF PROJECTS, FY 2010

The following narratives describe the various elements of the FY 2010 recommended
program, including an identification of the need addressed, the benefits of the project, and, where applicable, how each project meets eligibility requirements for the proposed funding source. The TAG recommends the implementation of all elements presented in the recommended program,
Projects Recommended to Meet Existing and Unmet Service Needs

Table 6.1 summarizes projects the TAG recommends to continue and expand services in central Iowa, as discussed in Chapter 3. Table 6.1 only includes operational costs involved of
providing the recommended services; Table 6.2 includes fleet and capital needs related to the provision of the recommended services.
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TABLE 6.1
Provider Name DART DART DART DART DART DART DART DART HIRTA HIRTA HIRTA HIRTA HIRTA
FY 2010 Projects to Meet Existing and Unmet Service Needs

Project Description General Operations, Administration, and Maintenance Operations for Rural Services Subcontracted Paratransit Operations Preventative Maintenance Continue JARC Projects (Night Service and University Corridor Service) Continue/Expand On-Call Services and Sunday Service Continue Ankeny and Oliver Plaza Service Planning Projects General Operations and Administration Medical Trips Project to Iowa City Service from Boone to Jefferson Boone County to Des Moines Medical Service Boone to Perry Coordination Project Rural Boone County Coordination Project Total Type Operations Operations Cost of Contracted Services Preventative Maintenance Operations Operations Operations Planning Operations Operations Operations Operations Operations Total Cost $1,289,515 $92,746 $193,750 $3,787,500 $319,120 $220,000 $334,480 $653,020 $1,478,804 $38,272 $41,600 $33,280 $41,600 Proposed Funding Source STA 5311 5310 5307 5316 5317 CMAQ 5307 STA 5310/5311 5317/ STA Coordination STA Coordination 5317 STA Coordination STA Coordination Amount $1,031,612 $46,373 $155,000 $3,120,900 $159,560 $110,000 $267,584 $522,416 $538,917 $739,402 $31,766 $20,800 $16,640 $33,280
HIRTA
Operations
$10,400 $8,568,687
$8,320 $6,802,570
Source: Des Moines Area Regional Transit Authority; Heart of Iowa Regional Transit Agency
DARTs and HIRTAs general operations, administration, and maintenance projects are required to ensure the continuation of transit services in central Iowa. As Chapter 3 notes, the TAG made the continuation of existing services one of its top priorities. DART would use FTA Section 5310 funds to subcontract paratransit service to Trans Iowa, as described in Chapter 4, and also would use FTA Section 5311 funds to help fund the regional on-call service. Additionally, DART would seek to use CMAQ/ICAAP funding to continue its service to the Iowa DOT licensing station in Ankeny and to Oliver Plaza, both of which are popular destinations for elderly persons, persons with low incomes, and persons with disabilities. Note that operational costs are eligible expenses for the STA Formula and FTA Section 5311 funding programs, and costs of contracted services are eligible expenses of FTA Section 5310. The proposed public funding for these projects is equal to
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the funding targets for each of the funding programs. As Chapter 5 notes, the TAG reviews JARC and New Freedom applications in the DMAMPO Planning Area and selects the projects to receive funding. DART was the only
transportation provider that applied for these funds, and the TAG recommends that DART receive funding for its JARC and its New Freedom projects. DART would continue its night service and its service on the University Avenue corridor with JARC funding. DART would continue to fund a
portion of its on-call services and its Sunday service with New Freedom funds. Included in the New Freedom project is the expansion of on-call services to Clive. All of these services would benefit elderly persons, persons with disabilities, and persons with low-incomes by providing access to jobs and other basic services over a larger geographic area than the existing fixed route system, and would provide service at later hours and on weekends. The TAG also reviewed HIRTAs proposal for New Freedom projects and recommends that HIRTA apply to the Iowa DOT to request funding for those projects. HIRTA would use New Freedom funding and STA Coordination funding to continue its medical transportation service between Story County and Iowa City. HIRTA also plans to use New Freedom funding to support increased service between Boone and Des Moines for medical purposes. Both services support transportation for persons with disabilities beyond levels required by the Americans with Disabilities Act, as required for New Freedom funding. The TAG also supports HIRTAs proposed projects within Boone County, as described in Chapter 4. These services include a coordination project to transport persons with disabilities between Boone and Jefferson, service between Boone and Perry, and service from rural Boone County communities into Boone. HIRTA plans to apply for STA Coordination funding for these services. While open to the public, these services largely would assist persons with disabilities, elderly persons, lower-income persons, and human service agencies.
Recommended Projects to Meet Fleet Needs

Table 6.2 summarizes projects that the TAG recommends to replace and expand DARTs and HIRTAs fleets, as discussed in Chapters 3 and 4. Fleet needs include both replacement of existing vehicles and expansion of existing fleets to accommodate the previously outlined services.
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TABLE 6.2
Provider Name DART DART DART DART DART
FY 2010 Fleet Replacement and Expansion Projects

Project Description Purchase Nine 176 Light Duty Buses for Replacement Purchase Eleven 40 Heavy Duty Buses with Cameras for Replacement Purchase Ten Rideshare Vans for Replacement Purchase Sixteen Rideshare Vans for Expansion Purchase Eight 40 Heavy Duty Buses with Cameras for Expansion Purchase Three ADA Minivans (Two Replacement, One Expansion) Purchase Three 138 Gasoline Light Duty Buses for Replacement (One with Cameras) Purchase Three 158 Gasoline Light Duty Buses with Cameras (Two Replacement, One Expansion Purchase Five 176 Gasoline Light Duty Buses (Four Replacement, One Expansion) Purchase Five 176 Diesel Light Duty Buses (Four Replacement, One Expansion, Three with Cameras) Total Type Capital Capital Capital Capital Capital Total Cost $834,008 $4,224,000 $275,000 $418,714 $2,832,000 Proposed Funding Source Amount 5307 $610,880 5310 $81,347 STP $900,000 5307 $374,880 5309 $2,231,040 5307 CMAQ 5309 $220,000 $334,971 $2,350,560
HIRTA
Capital
$126,000
5309
$104,580
HIRTA
Capital
$202,000
5309
$167,660
HIRTA
Capital
$216,000
5309
$179,280
HIRTA
Capital
$365,000
5309
$302,950
HIRTA
Capital
$452,000 $9,944,722
5309
$375,160 $8,233,308
The vehicles listed in Table 6.2 are included in DARTs and HIRTAs fleet replacement/rehabilitation schedules in Appendix E. DART and HIRTA would replace these
vehicles due to the vehicles age and/or mileage; all vehicles scheduled for replacement were included in Table 3.2 and Table 3.3 in Chapter 3. Comparing the vehicles scheduled for
replacement to those that are eligible for replacement, DART proposes to replace 60 of 88 eligible vehicles and HIRTA proposes to replace 15 of 71 eligible vehicles. However, it is unlikely that all vehicles proposed for replacement will seek funding, as 5309 funding is discretionary and therefore is not guaranteed. Note that FTA Sections 5307, 5309. 5310, CMAQ, and STP funds permit capital improvements related to providing service.
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Fleet replacements would allow DART and HIRTA to continue providing their services. Fleet expansions would accommodate service expansions described in Chapter 4 and in the preceding section.
Recommended Projects to Meet Facility & Equipment Needs

Table 6.3 summarizes projects the TAG recommends to address DARTs needs for facility improvements and equipment.
TABLE 6.3
Provider Name DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART HIRTA HIRTA
FY 2010 Projects to Address Transit Facility & Equipment Needs

Project Description Type Total Cost Proposed Funding Source 5309/ Infrastructure Grant 5309 5309 5309/FTA New/Small Starts 5309 Infrastructure Grant Infrastructure Grant 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 CMAQ Infrastructure Grant/5309 Unknown Amount $15,000,000 $1,000,000 $1,200,000 $64,000,000 $1,000,000 $240,000 $800,000 $350,000 $250,000 $24,000 $280,000 $80,000 $8,000 $204,000 $56,000 $332,000 $106,800 $80,000 $180,000 Unknown Unknown $85,190,800
Transit Hub Facility Construction Alternative Analysis Design/Preliminary Engineering Customer Facilities on University Rapid Transit Route Fixed Guideway/Tram Project Western Suburbs Park-and-ride Facility Environmental/Energy Use System for Facility Green Roof Replacement ADA Paratransit Indirect Overhead Allocation Admin/Maintenance Facility Engineering & Design Deteriorating Concrete Facility Repairs Security for Facility Shop Equipment Miscellaneous Equipment Computer Hardware/Software Transit Enhancements Fareboxes Software Upgrade Transit Travel Trip Planner Storage Facility Warren County Storage Facility Story County (Coordinated with CyRide) Total
Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital
$18,750,000 $1,250,000 $1,500,000 $80,000,000 $1,250,000 $300,000 $1,000,000 $437,500 $312,500 $30,000 $350,000 $100,000 $10,000 $255,000 $70,000 $415,000 $133,500 $100,000 $225,000 $1,750,000 Unknown $108,238,500
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Section 3.6 discusses the facility and equipment need projects in greater detail.
DART and
HIRTA require these projects to maintain a quality transit operation. Note that FTA Section 5307, FTA Section 5309, CMAQ, and Public Transit Infrastructure Grant funding programs permit capital purchases related to providing service.
Other Projects Recommended to Improve Passenger Transportation

As Chapter 4 notes, the TAG identified the need to increase marketing and public education of transportation options as one of its top priorities. The TAG has identified two projects that would help meet this need, although the TAG has yet to determine the funding estimates for these projects. The projects include hosting a second Mobility Matters workshop and the creation of a marketing plan. Chapter 4 discusses these projects in further detail. While the exact funding amounts are
unknown, the TAG plans to fund these projects independent of state or federal funds, although the TAG could pursue STA Coordination funding, if needed.
The TAG plans to further explore other proposed projects and strategies included in Chapter 4 to better develop the projects and their funding needs. These projects include expanded night services, additional bus training, a one-year recovery program for unemployed persons, coordinated medical appointments with transit schedules, an accessibility audit, additional bus shelters, a mobility management service, and transit service between Des Moines and Ames..
6.2
Sketch Program of Recommended Projects, FY 2011 2013

Table 6.4 includes the various elements anticipated for inclusion in the program for Fiscal These elements include projects to continue and expand services, to expand and
Years 2011 2013.
replace transit vehicles based on federal guidelines and the providers reserve ratio policies, and to address facility and equipment needs per the providers capital improvement plans. Note that the TAG recommends all elements presented in the sketch program, but recognizes that the sketch program is subject to change and that the projects included would require reevaluation and justification in the next PTDP.
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TABLE 6.4
Provider Name DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART DART HIRTA HIRTA HIRTA HIRTA HIRTA HIRTA TAG
Projects Anticipated in FY 2011 2013

Project Description Type Operations Operations Operations Operations Operations Capital Planning Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Capital Operating/ Capital Operating/ Capital Operating/ Capital Capital Operations Operation Operation Operation Operation Capital Operation Total Total Cost $4,200,000 $300,000 $620,000 $1,040,000 $715,000 $400,000 $2,030,000 $12,060,000 $1,400,000 $995,000 $90,000 $300,000 $75,000 $10,000 $280,000 $75,000 $125,000 $826,000 $236,000 $1,500,000 $100,000 $150,000 $300,000 $825,000 $300,000 $600,000 $10,285,000 $4,800,000 $108,000 $10,800 $43,300 $124,000 $1,635,000 Unknown $46,558,100 Anticipated Sources STA 5311 5310 5316 5317 Infrastructure Grant 5307 5307 5309 5307 5309 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 5307 CMAQ CMAQ CMAQ 5307/5309 STA 5317 STA Coordination STA Coordination 5317 5309 Unknown 5310/STP/CMAQ 5310/5311 STA Coordination 5309 5309 5309 5309 5309 5309 5309 5309 5309 5309 5309 5309
Operations, Administration, Maintenance Operations for Rural Services Subcontracted Paratransit Operations Job Access & Reverse Commute Projects Continue New Services: New/Expanded On-Call Services & Sunday Service Facility Expansion Planning Projects Preventative Maintenance ADA Paratransit Overhead Allocation (Indirect Charges) Admin/Maint. Facility Engineering & Design Deteriorating Concrete Facility Repairs Security for Facility Shop Equipment Miscellaneous Equipment Computer Hardware Computer Software Transit Enhancements Farebox Replacement Replace Paratransit Cameras Paratransit MDTs Support Vehicles Western Suburban Express Western Suburbs On-Call Increased Service on Route #7 Fleet Replacement/Expansion (Approximately 100 vehicles) General Operations and Administration Boone to Des Moines Project Rural Boone County Project Boone to Perry Project Medical Trip Project to Iowa City Fleet Replacement (Approx. 20 Vehicles) Marketing and Coordination Projects
5311
Unknown
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Appendices
Fiscal Years 2010-2013 Passenger Transportation Development Plan
Please contact DMAMPO staff for appendices Phone: 515-334-0075 Email: dmampo@dmampo.org

Passenger Transportation Plan 2010

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Report FY 2009-5

Passenger Transportation Development Plan

1.3 PLANNING PROCESS PARTICIPANTS

participants to the DMAMPO and the CIRTPAs PTDP process.

The DMAMPO and the CIRTPA

FIGURE 1.1 Planning area boundary.

DMAMPO and CIRTPA Roundtables and Subcommittees

January 29, 2009, Public Transportation Roundtable meeting.

persons with disabilities.

The TAG continually expands its membership to include other

Subcommittee, and the Boone County TAG.

TABLE 1.1 FY 2009 TAG Meetings

Transportation Advisory Group (TAG)

1. November 2, 2008 2. December 1, 2008 3. January 14, 2009 4. March 2, 2009

TAG Marketing Subcommittee TAG Coordination Subcommittee

1. December 1, 2008 Has Not Met in FY 2009

TAG Workshop Planning Committee

1. August 4, 2008 2. September 5, 2008

Boone County TAG

1. October 24, 2008 2. December 3, 2008 3. February 9, 2009

Source: Des Moines Area Metropolitan Planning Organization

FY 2007 2011 PTDP

FY 2007-2011 PTDP Survey Respondents

FY 2009 2012 PTDP

FY 2009-2012 PTDP Agency Survey Respondents

FY 2010 2013 PTDP

2008 Mobility Matters Workshop Participants

THIS PAGE LEFT BLANK INTENTIONALLY

TABLE 2.1 Central Iowa Transportation Services

Not Applicable Not Available Not Available Not Available

Polk County Central Iowa Midwest Des Moines

Jasper and Marion Counties Iowa Central Iowa

Not Available Not Applicable

Des Moines Area

TABLE 2.1 Central Iowa Transportation Services (Continued)

Charter Charter Demand Responsive Bus Passes/ Tokens

Central Iowa Iowa Central Iowa

Bus passes and tokens at a reduced rate

Bus Passes/ Tokens

Bus Passes/ Tokens

Pickup in WDM only

Not Applicable Not Available

Polk County Ames Area

Des Moines area

TABLE 2.1 Central Iowa Transportation Services (Continued)

Dallas County Story County, Jasper County Madison County

Training/famili arization Demand Responsive Demand Responsive Demand Responsive

Disability and Elderly

Des Moines Metro

Madison County Polk County

Iowa New Choices

Jasper, Madison, Marion, Polk, Story, and Warren Counties

Jefferson Bus Lines Laidlaw

None Child in the School District

Midwest Urbandale and Waukee

TABLE 2.1 Central Iowa Transportation Services (Continued)

Des Moines Metro

Demand Responsive Demand Responsive Demand Responsive

Disability Home resident Disability, Enrolled in the Program None

Facility Resident Low Income

Not Available Not Applicable

Medical Trip None

Not Available Not Available

Home Resident Client of the Center Age, Disability, and Income