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Home My WebLink About720534.tiff REPORT 71 720534 0 Regional Transportation District RTD ANNUAL REPORT I. CHAIRMAN'S MESSAGE 1 II . WHERE DID IT ALL BEGIN? 2 III. WHAT IS PHASE I AND HOW DID IT LEAD TO THE RTD CONCEPT? 4 IV. ACTIVITIES AND PROJECTS IN 1971 7 Joint Regional Planning Program 7 Regional Transportation Study 8 Boulder Transportation Study 8 UMTA Grants 9 Citizen Advisory Committees 9 Public Appearances 10 RTD Frontier 10 Reports 10 Longmont Mini 11 V. WHERE DO WE GO FROM HERE? -- PHASE II 12 VI. FINANCES 13 VII. BOARD OF DIRECTORS 20 N f REGIONAL TRANSPORTATION DISTRICT 56 Steele Street Denver, Colorado 80206 Telephone: (303) 399-8140 To the Citizens of the Regional Transportation District: With the end of 1971 , the Regional Transportation District has made sub { stantial progress in carrying out its legislative mandate to develop a public transportation plan for our seven-county District. The activities of the year 9 were summarized with the publication of "Phase One - A Concept" in January. That report contains two concepts -- a development concept which holds forth the promise of a better future for the northern Front Range in human terms -- and a transportation concept which can help bring about that better future. Our efforts during 1972 will be directed toward the refinement of those con- cepts so that they will be fully understood and accepted by the citizens of the District. Notable achievements during 1971 included the expansion of the RTD's planning process to a Joint Regional Planning Program which includes the Colorado Division of Highways and local planning agencies throughout the District, for the purpose of producing a truly regional , comprehensive plan for the future. In carrying out its own planning, the District was able to reduce its tax from .42 in 1971 to .38 in 1972. This reduction was due in large part to the District's successful efforts in obtaining federal assistance to carry out its program. Citizen input to the planning process was in- creased through the creation of citizen advisory committees in each of the counties within the District. The work of these committees has already been of great help, and it will be intensified during the coming year. In accordance with the District's policy of "live planning," our first demon- stration project was inaugurated in Longmont in early 1972. While we expect to learn much from this project, its early success is an indication of the desire and need for public transportation throughout the District. The District hopes to begin at least one other demonstration project during 1972 because we believe that the knowledge gained from "live planning" will be invaluable in the development of a regional transportation plan. The beginning of 1972 saw the District start on Phase II of its planning program. By the end of this year we expect to have completed the plan and will be ready to present it to the citizens of the District in a series of public hearings and eventually a referendum in the fall of 1973. We are on schedule and, in fact, hope to beat our legislative deadline of July 1 , 1974, by several months, because we believe the urgency of improved public transportation demands action. We could not have attained our progress to date without the continued interest and assistance of the many public officials , agencies, private organizations and our citizen advisory committees, to all of whom we express our gratitude. In the coming year, we sincerely solicit their continued encouragement and involvement. , --(4/24Wearaj ..--- John Fleming Kelly Chairman i.,, II. WHERE DID IT ALL BEGIN? Most Colorado residents are proud of their state because of how much it has to offer. The air is fresh and clear, there are wide open spaces and yet, there are still plenty of places to run off to -- to get away from it all . What's different about fresh air, privacy and wide open spaces? Try finding them in the cities. Population growth in recent years has led to greater air pollution, traffic congestion and haphazard development in most of our nation's major metropolitan areas. And Denver and the surrounding region are no exception. Ironically, as streets and highways become more and more crowded, about one- fourth of Denver's residents remain transportation deficient -- because there is no alternative to the automobile. In July, 1969, the state legislature responded to the concern of Colorado residents by establishing the Regional Transportation District (RTD) . RTD, along the Front Range covering Denver, Adams, Arapahoe, Boulder, Douglas , Jefferson and the southwest portion of Weld Counties, was assigned the task of designing a public transportation system before July 1 , 1974. Several stages are involved in the RTD program leading up to that date -- the time when those who live within the District will vote on a bond issue to determine whether the RTD plan satisfies transportation needs. The program for development of a comprehensive public transportation plan is divided into two phases: Phase I began in March, 1971 , and was completed at the end of 1971 , on schedule, with the objective of developing concept plans for future growth and transportation. Phase II will continue during 1972 and will define where the system will go, what it will look like, how much it will cost, and how it can be financed. The RTD program is on schedule and by the end of this year the planning process will have been completed. The plan will then be submitted to the citizens at a series of public hearings. Following the hearings , the plan will be modified if necessary before the voters will be asked to approve the financing of a public transportation system. 1 -2- IP it T T T l. 5 1111 IL 1- r. 2 w T 1 E A T o i- Ilm m a _ _ w 0 III J p0 F Z c� W = = lZ-i � m Z 1m y �} � 5 zg W FJ N p C � m J V Li CC j y � a Z » a z 4 Uz " 02a 8 i 0 Z V V is\ III . WHAT IS PHASE I AND HOW DID IT LEAD TO THE RTD CONCEPT? Phase I of the RTD program plan, conducted during 1971 , was a series of studies by RTD and its consultant team of Development Research Associates and Wallace, McHarg, Roberts and Todd. These studies included an inventory of the region's ecology, environment, cultural factors , past and current growth patterns and transportation needs. RTD also examined the goals and objectives of each county and community within the District. Current trends and patterns in population growth and in commercial , industrial and residential development were identified and projected to the year 2000. RTD produced a series of interim reports on objectives, technology, regional growth, finance resources, ecological resources and projections on population, employment and housing. A series of county profiles was published, predicting how each of the District's seven counties will grow if present trends continue without change. This Phase I study period culminated at the end of 1971 in the RTD Trans- portation Concept. A report on the concept and an abstract were published in January, 1972. The concept is a statement of how transportation could be used to meet the needs of the District while helping to curb or minimize growing ecological , environmental and socio-economic problems. It is simply a statement of what could be done with transportation. During Phase II -- the "blueprint" stage to be conducted during 1972 -- this concept will be revised according to the expressed needs and desires of the District's citizens, planners and officials. The result will be a financing proposal which must be approved by District voters before an actual public transportation system can be implemented. Generally, the Phase I Concept envisions these basic kinds of transportation services: Local Bus System There is a need for an efficient, dependable means of moving around neigh- borhoods and local areas. A bus system, similar to that existing now but with new, improved services and vehicles , would be the basis for transit in local areas. Buses might be air-conditioned and have additional passenger comforts with more frequent service extending to new areas. New route structures would correspond with the entire integrated regional transportation plan. -4- t T "` It 3.;.. , i i ...O'. ,twat.shir; • ,�.•,•. .•... I REGIONAL . • • i PUBLIC C TRANSPORTATION i i CONCEPT • I I f.. - IL. �.. I • I • i • 1 I •-• :..7.. it I.IIIIMI=1,111111:1131•=*682114.1P/MO MINIMMIIIIMIIIMIIIIIIIIIIIM•IMPS=cc OD el _ - ..14450,=limiting 41 l � 1 • �" y r • al '� e 1 1 1 1-x• * 1 � �,• s I - ' • "c. / � ' ••c t.• I • P*- 1 • i• ..•.••••_.M...••••• r•�•=•r••er•I • i r` + = 1 KEY I , • •• • �,!' ,, LOCAL AREA SERVICE I ~ ' "wp► • • K. litii - IN ! MAJOR ACTIVITY CENTERS URBAN NETWORK I ci ': TRANSPORTATION CENTERS j TRANSPORTATION INTERCEPTS • �' !' aim INTERCITY NETWORK ! y' r : UMW. RECREATIONAL SERVICE ! d ! TRANSIT STATION ' ill • _• �rar��•� w•wr STOL.VTOL "r'�'r•�•�•r• �� . STOL PORTS t Activity Centers Many activity centers throughout the District -- shopping centers , housing concentrations, employment and entertainment centers -- will become even more polluted and congested if we don't find an attractive alternative to the automobile. Activity centers will have varying transit needs according to their function, but services might include mini-bus and dial-a-bus systems and small medium-speed vehicles called people-movers carrying 4-12 passengers. In these intensive activity areas, people might also travel along special bicycle routes and use sky bridges and walkways as pedestrian links. Urban Network People can't continue to depend on cars alone to travel streets and highways in urban areas and link our activity centers. An option might be personal rapid transit (PRT) vehicles running on exclusive guideways at speeds of 30-50 miles per hour. Current models of these fully automatic cars hold 10-30 passengers. PRT vehicles would stop at transportation centers close to employment locations, retail , restaurant and entertainment facilities in downtown areas. On the fringes of urban areas , transportation centers could have parking facilities and easy access to arterial highways and freeways. Regional Network Urban areas throughout the region must also be connected by an efficient means of transit. A regional transit network should provide a framework to guide future growth within the region. For example, as new towns are planned and developed, their successful completion and settlement will depend on the efficiency of transportation service in a regional network. Initially this service could be express buses joining urban areas. Later, existing railroad rights-of-way might also be used to link points within the region with recreational areas. Line haul vehicles could travel at speeds up to 150 miles per hour. By the year 2000 vertical or short takeoff and landing aircraft (V/ST0L) may carry 10-25 passengers 300 miles per hour between terminals within the metropolitan area. All of these services must form an integrated transit system if there is to be fast, convenient travel throughout the District. The system can be _ implemented to encourage future development in suitable areas and to help organize further growth of existing activity centers. This would create more humanly desirable communities. RTD will review and reconsider the ideas in its transportation concept many times before 1974. Because there are people of different ages and life styles, there are varying needs and all must be accommodated before plans for a public transit system can be finalized. -6- IV. ACTIVITIES AND PROJECTS IN 1971 Joint Regional Planning Program -- JRPP In the RTD enabling legislation, it was specified that "the plan shall be prepared in such a manner as to coordinate the proposed mass transportation system with other aspects of transportation in the District, including state ! and county highways and arterial streets. " In order to fulfill these objectives and to include a more comprehensive planning approach, the District entered into agreements with the Denver Regional Council of Governments (DRCOG) and the Colorado Division of Highways (CDH) in May, 1971 , to establish a Joint Regional Planning Program (JRPP) . The Program includes 44 tasks -- projects which JRPP is to accomplish within a one-year period ending June 30, 1972. Among these are such projects as the Regional Transportation Study, described in the following section, completed during 1971 . It established a joint budget to accomplish these tasks, set up a schedule for their completion and cited which of the three agencies would be re- sponsible for seeing each task through to its completion. In Weld and Douglas Counties, not served by DRCOG, program planning is similar but it is arranged between RTD, CDH and each of the county's planning com- missions. The JRPP assures the District of a plan for an effective urban transportation system which will continue to develop facilities for the automobile in those areas in which it is best suited. The plan also will include facilities for other modes of transportation -- pedestrian, bicycle, or higher speed, higher capacity public transportation systems -- that will permit a more harmonious blend of transportation modes. Working in harmony with the automobile, a transit system can permit a wider choice of living patterns -- low density Auburban or higher density in-city -- and help minimize the abuses inherent to dependence on the automobile. -7- Regional Transportation Stud,t RTD, in cooperation with the Colorado Division of Highways (CDH) and the Denver Regional Council of Governments (DRCOG) , interviewed over 143,000 District homeowners and motorists between May and September to learn their travel habits. Inventory was taken of existing travel patterns -- study of movement within urban areas by area residents, movement to and from the area by both residents and non-residents , and movement through the area by non-residents. In the home survey each member of a selected household was asked to list all the trips he had made within the preceding 24 hours , details of the trip length, purpose, time of day and mode of transportation. Interviewers also requested information on family size, number of automobiles and occupation of the head of household. Automobile motorists who were stopped at selected locations throughout the District responded to a few brief questions about their trip, and truck and taxi drivers were also interviewed. Of the one hundred persons hired by RTD for the project, seventy-five received special training as household or roadside interviewers and the others were office staff. The massive amount of data collected will be available this spring to assist RTD in making the important decisions necessary in trans- forming the transportation concept into a transportation plan. Boulder Transportation Study Because of an early need for the development of a comprehensive transportation plan for the Boulder Valley area, the District agreed to participate in a study which began in October, 1970, and was completed early in 1972. This was a cooperative study undertaken by the City of Boulder, the Public Service Company of Colorado, the Regional Transportation District, and the Urban Mass Transportation Administration of the United States Department of Transportation. The final report will be published in the near future. 4 -8- UMTA Awards Two Grants To RTD June, 1971 The Urban Mass Transportation Administration (UMTA) of the Department of Transportation awarded RTD $382,300 toward its share of costs in the Joint Regional Planning Program (JRPP) . One project funded by the grant was the Regional Transportation Study conducted during the summer of 1971 . October, 1971 UMTA awarded a second grant of $100,000 to RTD to begin planning for a major urban transportation demonstration project. The project would be a "people-mover," a type of personal rapid transit (PRT) vehicle which runs on fixed aerial , surface or underground guideways. The independently powered and automatically controlled vehicles are being studied as possible solutions to transportation requirements and pollution problems in congested urban areas. RTD tentatively selected a route for the system to run from Mile High Stadium to downtown Denver. However, an advisory committee made up of representatives of various downtown interests and planning agencies is currently reviewing several alternative routes . The study will fix a route, determine station locations , right-of-way costs and preliminary engineering. The District's planning will be designed to fit any one of four PRT systems currently being developed under UMTA grants by four transportation companies. The systems are being prepared for the International Transportation Exposition at Dulles International Airport in Washington , D. C. , May 27 - June 4, 1972. Following the exposition , one or more of the four systems will be put into operation in one of several candidate cities throughout the country. Receipt of the $100,000 grant marks Denver as a leading candidate city for the demon- stration project. Citizen Advisory Committees Citizen Advisory Committees with more than 250 members throughout the Regional Transportation District are currently participating in the planning which will lead to a public transportation system for the region. Eleven of the committees are within the City of Denver and the remaining six represent each of the other counties. RTD board members serve as ex-officio members of their own county Citizen Advisory Committees. Organized during the summer months of 1971 , the committees have been actively reviewing the interim and Phase I reports and meeting with the RTD staff, consultants u is and board of directors. During the next few months their contribution will be even greater as the Phase I Concept is molded into a transportation plan. -9- Public Appearances In addition to formal briefings before the Legislature and city and county planners, members of the RTD board of directors , RTD staff, and their con- sultants made 177 appearances before citizens in the District during 1971 . RTD speakers are available to explain the progress and latest developments in planning a public transportation system for the District through a slide and discussion program. RTD Frontier In May of 1971 , RTD produced the first edition of the RTD Frontier, a monthly newsletter informing the District's citizens and voters and others concerned with transit problems of current activities within the Regional Transportation District. Five editions of the Frontier followed the May issue in 1971 . Its mailing list of almost 3,500 includes U. S. and Colorado legislators , personnel of other transportation districts and agencies throughout the country, members of the Citizen Advisory Committees, officers of civic and service organi- zations , and all other persons within the District who have expressed an interest in regional transportation problems. Reports During Phase I , RTD and its consultant team defined several areas in which they saw a need to concentrate their studies. Throughout 1971 a series of interim reports on their findings in each of these areas were prepared and published. Interim reports were released on: Goals and Objectives Socio-Economic Projections Ecology - Natural Suitabilities for Regional Growth Regional Growth 1971-2000 Summary of Financial Resources Transportation Systems and Technology - Issues and Trends Phase One - A Concept -10- Longmont Mini Is District's First Transit Demo Project Consistent with its policy of "live planning" the District, in cooperation with the City of Longmont, launched its first local demonstration project early this year. The Longmont Mini boarded its first passengers on February 28, 1972. Within eight days, the two-bus operation welcomed 5,000 passengers . The completely modern , air-conditioned, 16-passenger buses serve the city weekdays between 7 a.m. and 7 p.m. Each of The Minis covers its total route within an hour, averaging 13 miles per hour, including stops. Between them they cover more than 300 miles per day. Two routes which cover downtown Longmont, hospitals, medical centers, parks, recreational areas, schools , shopping and residential sections of the city were a joint planning effort by RTD officials and the residents of Longmont. Each of the 109 city bus stops are marked with a sign , "The Mini Stops Here." Both the Longmont City council and the "Citizens Committee for the Longmont Minibus" were active in the planning. One twenty-five cent ticket allows a passenger to ride the bus as many times a day as he wishes and transfers between routes are free. Weekly passes are priced at one dollar each and four dollars will purchase a monthly pass. The Mini was generally designed for Longmont's senior citizens because many of them are without cars and must rely on others for transportation. - v. . , . raYt! a MRl lW N5vGi ..k i Fy # .k `?Ma---wt i#TIWI mom g Tay +17a siF.s?s -. a ,s#,,,, •,. $ x e-.fro Akt s 4: ox%ro. b�... } yy 4e!' `". 5000th passenger on the Longmont Mini, Mrs. Cecile Stanger(left), was greeted by Mini representatives, Belinda Von Feldt and Ted Johnson, March 9th, and presented with a gift certificate. -11- AMMINIP V. WHERE DO WE GO FROM HERE? -- PHASE II Developing a major transit plan to meet everyone's needs is no small task. During Phase II , RTD and its consultant team will use the Phase I Concept to design the proposed transportation system in detail . They'll evaluate different types of equipment and test new routes. Each transportation corridor tentatively identified in Phase I will be studied and tested individually to make certain that the final plan is the best answer to the District's needs. Costs will be estimated and RTD will study various ways in which they can best be met. Two sub-consultants , Phillips-Carter-Reister and Associates , of Denver and Greeley, and Kaiser Engineers of Oakland, California, have been hired to work with the primary consultants in providing specific engineering plans. And finally RTD will decide when and how different transportation services should be put into operation. At the end of Phase II, RTD will publish a report recommending the system to District voters and explaining what it would cost. Then, after public hearings on the proposed system, a vote on the final plan and a method of financing will be held. An important activity throughout Phase II will be numerous contacts with county and local elected officials , planning officials and citizens groups. Only through contacts such as these can the dialogue take place that is so necessary to develop a plan which recognizes and provides for the transpor- tation needs of each community within the District. t -12- r� VI . FINANCES RTD is empowered to levy taxes on the assessed value of property within the District. For the purposes of preparing a comprehensive transportation plan and for necessary election costs , it may levy a tax not to exceed one-half mill annually. The 1971 budget of $1 ,280,050 represented the costs of operation of the District for both the years 1970 and 1971 and required a levy of .42 mills. The budget for 1972 totals $1 ,660,021 . While this represents an increase, the mill levy was reduced from .42 to .38. The reduction is due to a number of factors, especially the District's success in obtaining federal assistance. The major element of the 1972 budget is $1 ,193,250 for the continuation of technical studies, the planning process, and RTD's commitments to the Joint Regional Planning Program which will result in the development of the final transportation plan at the end of the year. Other features of the 1972 budget include personal services of $234,092, operating expense of $189,027, other services of $30,000, and capital expenditures of $13,652. Upon completion of the District's transportation plan, and with voter approval , it may also levy an ad valorem tax for debt service, provided the maximum outstanding indebtedness may not exceed 4% of the assessed valuation of property within the District. An additional 2 mill levy is permitted for operational purposes - only if the voters approve the plan. One of the tasks of Phase II is the study of other methods of financing as alternatives to the property tax. -13- r PEAT,MARWICK,MITCHELL & CO. CERTIFIED PUBLIC ACCOUNTANTS 1800 BROADWAY DENVER,COLORADO 80202 The Board of Directors Regional Transportation District: We have examined the balance sheets of the General Fund and General Fixed Assets of the Regional Transportation District as of December 31, 1971 and the related statements of revenue, expenses and encumbrances, changes in fund balance and changes in general fixed assets for the year then ended. Our examina- tion was made in accordance with generally accepted auditing standards, and accord- ingly included such tests of the accounting records and such other auditing proce- dures as we considered necessary in the circumstances. In our opinion, such financial statements present fairly the financial position of the General Fund and General Fixed Assets for the Regional Trans- portation District at December 31, 1971 and the results of its operations and changes in fund balance and general fixed assets for the year then ended, in con- formity with generally accepted accounting principles applied on a basis consist- ent with that of the preceding period. �A (-Pesti& tlikkatSkji C QO January 28, 1972 -14- `' REGIONAL TRANSPORTATION DISTRICT All Funds Balance Sheets December 31, 1971 with comparative figures for 1970 General General Fund Fixed Assets Assets 1971 1970 1971 1970 Cash $ 163,335 45,076 - Investments, at cost - certificates of deposit 366,676 3,014 - Receivables 94,419 114 - - Prepaid expenses and deposits 806 1 326 - - General Fixed Assets: ' Office furniture and equipment - - 21,989 11,810 Library and educational equipment - - 1,097 231 Motor vehicles - - 3,826 3,685 $ 625,236 49,530 26,912 15,726 Liabilities, Reserves and Fund Balances Liabilities: Tax anticipation notes payable, due within one year (note 4) $ - 185,000 - _ Accounts payable 100,781 1,915 - - Payroll taxes withheld 4,117 3,885 - Accrued payroll 5,570 - - Accrued interest payable - 2,753 - Total liabilities 110,468 193,553 - - Reserves: Reserve for encumbrances (ncte 3) 122,220 7,614 - Reserve for employee pensions (note 2) 13,129 3,014 - - Total reserves 135,349 10,628 - Fund balances: Fund balance (deficit) (note 5) 379,419 (154,651) - - Investment in General Fixed Assets - - 26912 15,726 , Commitments (note 3) $ 625,236 49,530 26,912 15,726 See accompanying notes to financial statements. -15- -- REGIONAL TRANSPORTATION DISTRICT General Fund Statement of Revenue, Expenses and Encumbrances Year ended December 31, 1971 with comparative figures for the period July 1, 1969 (date of inception) to December 31, 1970 1971 1970 Actual over (under) Revenues Budgeted Actual budgeted Actual Ad valorem tax $ 1,280,050 1,343,623 63,573 - \ Grant revenue 191,500 267,722 76,222 - Interest - 8,785 8,785 - Other - 339 339 - Total revenue 1,471,550 1,620,469 148,919 - Expenses and Encumbrances Personal services: Administrative salaries 96,850 95,901 (949) 28,981 Office salaries 26,500 17,951 (8,549) 9,748 Employee benefits 25,300 14,189 (11,111) 4,549 Payroll expense 6,200 3,855 (2,345) 1,518 Directors' fees 12,600 12,100 (500) 10,750 Total personal services 167.450 143,996 (23,454) 55,546 Services: Audit fees 2,500 2,445 (55) 2,000 Accounting fees 5,000 873 (4,127) 4,405 Legal fees 25,000 16,150 (8,850) 14,079 Technical services 956,500 845,170 (111,330) 14,866 Total services 989,000 864.638 (124,362) 35,350 Other: I Public information 36,000 16,886 (19,114) 2,705 Insurance 2,000 546 (1,454) 600 Bond premium 1,500 - (1,500) 803 Office supplies 15,000 14,424 (576) 8,960 Rent 12,000 12,000 - 4,680 Recruitment 1,000 - (1,000) 7,659 Transportation 16,000 9,270 (6,730) 15,551 Dues and subscriptions 3,000 2,953 (47) 1,165 Equipment rent and maintenance 6,000 4,149 (1,851) 2,495 Contingencies 14,700 5,075 (9,625) - Miscellaneous 2,500 - (2,500) 657 Total other 109,700 65.303 (44,397) 45,275 Total current expenses and encumbrances (note 4) 1,266,150 1,073,937 (192,213) 136,171 Capital outlays: Library and educational equipment 4,000 866 (3,134) 231 Office furniture and equipment 10,000 10,179 179 11,810 Motor vehicles - - - 3,000 Contingencies 1,400 141 (1,259) 685 Total capital outlays (note 4) 15,400 11,186 (4,214) 15,726 Debt service - interest on tax anticipation notes (note 4) 5,000 2,240 (2,760) 2,754 Total expenses and encumbrances 1,286,550 1,087,363 (199,187) 154,651 Excess of revenues over (under) expenses and encumbrances $ 185.000 533.106 348.106 154 6 1) See accompanying notes to financial statements. -16- REGIONAL TRANSPORTATION DISTRICT General Fund Statement of Changes in Fund Balance Ij Year ended December 31, 1971 — Deficit at beginning of year (note 5) $(154,651) Excess of revenue over expenses and encumbrances 533,106 Prior year's encumbrances cancelled 964 Balance at end of year $ 379,419 Statement of Changes in General Fixed Assets Year ended December 31, 1971 Balances Balances Dec.31,°70 Additions Dec.31, °71 General Fixed Assets: Office furniture and equipment $ 11,810 10,179 21,989 Library and educational equipment 231 866 1,097 Motor vehicle 3,68.5 141 3,826 $ 15,726 11,186 26,912 Investment in General Fixed Assets - General Fund revenue $ 15,726 11,186 26,912 See accompanying notes to financial statements. -17- REGIONAL TRANSPORTATION DISTRICT Notes to Financial Statements December 31, 1971 (1) Organization The Regional Transportation District was created to develop, maintain and operate a public transportation system by an Act of the Colorado General Assembly effective July 1, 1969. The District encompasses six counties and a portion of a seventh county surrounding and including the Denver metropolitan area. The District has tax levying authority in an amount not to exceed one-half mill of assessed valuation for planning purposes. A special election is to be held by July 1, 1974, to determine if a majority of the voters of the District approve the issuance of long-term debt securities to develop a public transporation system. If such election does not result in approval, the District shall be dissolved. • (2) Reserve for Employee Pensions The District contributes to the reserve for employee pensions on a monthly basis 3/4 of one per cent of the annual salary of each employee. There is no vesting of benefits until such time that the District adopts a permanent pension plan or the District is dissolved pursuant to provisions of the enabling legislation as explained in note 1. If the District adopts a permanent pension plan, then it is anticipated that the reserve will be used as the initial contribution to such plan. (3) Commitments The District has entered into an agreement to reimburse the Denver Regional Council of Governments (DRCOG) for expenditures incurred in a cooperative plan- ning program up to $242,500. As of December 31, 1971, $103,169 had been paid or accrued by the District. The remaining amount has been budgeted by the District for expenditure in 1972. The District has contracted with the joint venture of Development Research Asso- ciates and Wallace, McHarg, Roberts and Todd for planning services for an amount not to exceed $535,000. At December 31, 1971, $432,944 had been charged by the joint venture under this contract. In addition, $94,629 is encumbered to pro- vide for additional payments. The District's Board of Directors has approved an amendment to the contract with the joint venture for services for an addi- tional amount not to exceed $592,000 under Phase II of a continuing develop- mental program. The District is obligated to the City of Longmont, Colorado, under a one-year • District demonstration project agreement expiring January 27, 1973, for a 75% cost participation program to establish bus transportation for senior citizens. This project is budgeted for total expenditures of $80,000. • As the result of a grant from the Urban Mass Transportation Administration (UMTA) accepted by the District on January 6, 1972, the Board has authorized a contract with Nelson, Haley, Patterson and Quirk for an amount not to exceed $70,000 to provide engineering services. The contract had not been executed as of January 28, 1972, pending approval of UMTA. The District is occupying an office building under lease agreements at monthly rentals of $873 through March 31, 1973 for the garden level, and $1,302 monthly through March 31, 1974 for the second floor. The District has the option of renewing each lease for approximately one year. -18- 7 2 REGIONAL TRANSPORTATION DISTRICT Notes to Financial Statements, Continued (4) Comparison of Appropriations and Expenditures The following is a comparison of appropriations and expenditures for the year ended December 31, 1971: Expenditures and Under Appropriations encumbrances expended Current expenses and encumbrances $ 1,266,150 1,073,937 (192,213) Capital outlays 15,400 11,186 (4,214) Debt service 5,000 2,240 (2,760) Repayment of tax anticipation notes 185,000 185,000 $ 1,471,550 1,272,363 (199,187) (5) Deficit The deficit at December 31, 1970 resulted from the borrowing of funds by means of tax anticipation notes to finance the District's first 18 months of opera- tions . -19- VII. BOARD OF DIRECTORS It is with deep regret that the District noted the passing of Daniel Murphy, a dedicated member of the Board of Directors , on March 17, 1972. Mr. Murphy's contributions to the District will be missed. Executive Committee Chairman of the Board - John Fleming Kelly, Attorney City and County of Denver Chairman Pro Tem - John R. Crowley, Developer Arapahoe County Secretary - James M. Bowers Boulder County Planning Consultant Treasurer - Elwood M. Kullgren, Banker City and County of Denver - Mrs. J. D. Anderson At Large Civic Leader - Maynard Bellerive Adams County Traffic Engineer - H. C. Kimbrough Douglas County State Government Mrs. Jean Arthur, Civic Leader Arapahoe County Mrs. Ann Beckvold, University of Colorado Boulder County Herbert Cook, Retail Sporting Goods City and County of Denver Perry Eberhart, Writer - Environmentalist Adams County John Harper, Automobile Dealer Jefferson County Earl Howe, Labor Leader City and County Of Denver William H. Huntsbarger, County Commissioner Jefferson County -20- Reverend Wendell T. Liggins, Pastor City and County of Denver W. E. McMahan, Livestock Transport Weld County Albert G. Melcher, Environmental Engineer City and County of Denver Donald B. Robertson, Attorney City and County of Denver Leo Rodriguez, Health Administrator City and County of Denver Leo F. Sullivan, Beverage Distributor City and County of Denver Changes on the Board included the appointment of Elwood M. Kullgren to replace Armand Asborno, who resigned; and the appointment of Rev. Liggins to fill the unexpired term of Ronald E. Rinker. Executive Director: Harry L. Parrish, Jr. Legal Counsel : Charles E. Rhyne Gorsuch, Kirgis, Campbell , Walker & Grover RTD Office: 56 Steele Street Denver, Colorado 80206 (303) 399-8140 Hello