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Home My WebLink About11-28-2006 RTBC 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. ~JCCOG ;:~ m e m 0 r.... MEETING NOTICE JCCOG Regional Trails and Bicycling Committee Tuesday, November 28, 2006 - 4:00 pm Iowa City City Hall - Lobby Conference Room AGENDA Call to order; recognize alternates; consider approval of minutes Public Discussion Discuss the draft Bicycle and Pedestrian Plan section of the JCCOG Long-Range Transportation Plan update Discuss Level-Of-Service models for bicyclists Update on Safe Routes to School grant applications Update on Complete Streets Policy Update on new wayfinding/guide signs for the regional trails system Update on regional trails plans Update on 2006 National Trails Symposium Other business 4:00 PM Adjournment Attachments: 1. Draft minutes from the June 20, 2006 RTBC meeting 2. Draft Bicycle and Pedestrian Plan 3. Bicyclist Level of Service memo 4. Minutes/map from the Public Leadership Group pertaining to regional trail plans 5. Letter pertaining to trails of regional significance 6. Governing Magazine article "Pedal Pushers" Call Kent Ralston, JCCOG Assistant Transportation Planner, at 319-356-5253 with any questions. MINUTES JCCOG REGIONAL TRAILS AND BICYCLING COMMITTEE TUESDAY, JUNE 20, 2006 IOWA CITY CITY HALL LOBBY CONFERENCE ROOM ~RAfT MEMBERS PRESENT: Terry Trueblood, Greg Kovaciny, Mike Lehman, Terry Dahms MEMBERS ABSENT: Erling Anderson, Karin Oils, Sherri Proud, Michelle Ribble, Shelly Simpson OTHERS PRESENT: Mark Wyatt, Del Holland STAFF PRESENT: John Yapp, Kent Ralston, Nikhil Sikka CALL TO ORDER Yapp called the meeting to order at 4:00 p.m. Yapp introduced Kent Ralston as the new Assistant Transportation Planner with JCCOG. Ralston filled the position that had been vacant since September 2005. APPROVAL OF MINUTES FROM THE FEBRUARY 7,2006 MEETING The minutes from the February 7,2006 meeting were approved without any amendments. PUBLIC DISCUSSION Yapp asked for public input on items not on the agenda. Dahms asked if JCCOG is taking any counts on Iowa River Corridor Trail. Yapp stated that the Iowa DOT is taking counts at four different spots on trail system- one in City Park, one on the Iowa River Corridor Trail near Dairy Queen, one on the North Ridge Trail, and one on the North Liberty Trail near Zeller Street. Yapp state~ that one of the disappointing features of these counters is that they only detect bikes and do not detect pedestrians. He further stated that the counters would be there throughout the summer. Holland noted that there is a problem with the location of a counter in City Park. He stated the counter may not be counting all the use because it is on one leg of a loop and should be moved. Yapp said he would forward this idea to DOT. Lehman asked how these counts are breaking things down per day or at different times during a day. Yapp said the data from the DOT counters would be available in the Fall. Kovaciny asked when the City would redo the paving on Summit St between College and Burlington St. He stated that the City did not do a good job last fall and the road is rough for bicycle traffic. Yapp replied that he would talk to City Engineer regarding this matter. Kovaciny also noted one of the pedestrian issues related to Iowa Arts Festival when streets were closed off for pedestrians is that potholes were present on the streets that were closed off including Washington St and Iowa Ave. Kovaciny proposed that entire roadway should be scanned for any repairs at least a week before the festival and it should be made a regular task prior to closing of the streets. Yapp said he would follow up. Holland noted that the gate on Sycamore Trail near the soccer park remains closed most of the time and one can not get through the road to the south. Yapp stated that the park maintenance department locks the gate in the evening due to some vandalism issues but should remain open in the morning. Holland noted that it was locked the entire previous week except during soccer games. Trueblood mentioned that when soccer park was built, they had to enter in an agreement with the county that the road would be neither an access nor an egress for any kind 2 of vehicles which may include bikes. Trueblood stated he would follow up on the matter, as the Soccer Park is an Iowa City park. AGENDA ITEM #3: DISCUSS AND CONSIDER A RECOMMENDATION ON A COMPLETE STREET POLICY: Yapp noted that at the last meeting the committee had demonstrated support for a 'Complete Streets Policy' and had asked for draft language. Yapp stated that Iowa DOT has a bike accommodation policy where bike and pedestrian facilities are included 'if it can be shown that there are bikes and pedestrians that would use the roadway'. Yapp further explained that the Complete Streets Policy is a little stronger by stating bike and pedestrian facilities must always be included unless it can be proven that there are no bikes and pedestrians or they are prohibited by law. Yapp stated that the draft policy is based on other policies that have been implemented around the country although there are not any present in Iowa currently. The draft policy states that "all new roadway projects, or major reconstruction projects funded in whole or part by JCCOG shall accommodate travel by pedestrians and bikes except where: 1. Bicyclists and pedestrians are prohibited by law 2. The cost would be excessively disproportionate to the need or probable use (20% of overall project cost) 3. Alternative, nearby bicycle and pedestrian accommodations already exist Yapp asked for any discussion on specific language of the draft policy. He also reminded the committee that any recommendations would be forwarded to the JCCOG Transportation Technical Advisory Committee and finally to the JCCOG Urbanized Area Policy Board. Kovaciny asked whether the policy would give anymore force to the grant applications and funding other than through JCCOG. Yapp replied that if JCCOG had a Complete Streets Policy and can demonstrate to Iowa DOT that the project complies with it, there may be more recognition at the state level but he could not speak for Iowa DOT. Wyatt asked whether exception number three of the policy was taken from Sherry Proud's recommendation or if it was Iowa DOT's language. Ralston replied that it is based on other similar policies. Dahms stated that he is bothered by the proposed Complete Streets Policy. He noted that from the perspective of Iowa DOT, it sounds like it could have some advantages. But JCCOG had been doing complete streets with their arterial street design for ten years. Yapp agreed that "Complete Streets" is the current buzz term, and JCCOG has always encouraged bicycle and pedestrian facilities. Dahms stated that it needs to be emphasized in the language of the policy that this recommendation is not new and JCCOG had already been doing complete streets. Wyatt added that the policy would also give JCCOG a leadership advantage to be able to introduce the idea to other entities. Yapp asked for recommendation to approve the language of the draft policy. Trueblood moved; Dahms seconded. The motion passed unanimously. Yapp stated that he would summarize the discussion for the Technical Advisory Committee and the board. AGENDA ITEM #4: DISCUSS THE UPDATE OF THE JCCOG LONG-RANGE MULTI-MODAL TRANSPORTATION PLAN. Yapp stated that JCCOG is in early stages of updating the Multi-Modal Transportation Plan. He noted that JCCOG used to have separate plans for each mode of transportation - including a transit plan, arterial street plan, and trail plans. Four years ago all those plans were complied into one document which became the Multi-Modal Long Range Transportation Plan. He said that JCCOG would be rewriting the plan and would like input from the committee to make the plan more useful to the communities that use it. He further explained that the plan is primarily 3 used by municipalities as they discuss which infrastructure project to move ahead with and how to incorporate other pedestrian and bike related issues. Yapp noted that over the next nine months he would like to get some more input. He also stated that the committee could set up a separate workshop or meeting just to focus on this element. Yapp explained that we use the trail plan element of the plan while going through grant funding application or to decide what projects to support in order to be consistent with the Long Range Plan. Kovaciny asked if the plan is used by the municipalities much. He also asked whether or not they always do the things as recommended in Long Range Plan. Yapp replied he thinks municipalities are doing most of the things as recommended and mentioned that when this plan first got adopted it was probably used more. One reason to periodically update the plan is to make sure it has current information and is fresh in the minds of staff and elected officials. Yapp stated that each of the committee members might like to contact their own group to gain input. He also reminded the committee that this plan is a 20-25 year long range plan. Trueblood noted that each committee member can review the plan individually and see if there are lots of suggested technical changes and that would determine whether or not the committee needs a separate meeting for this item. Dahms added that the plan should be consistent with what the school districts are planning. Yapp agreed. Dahms noted he did not see a justification for a separate meeting and the item can be included on next agenda. Yapp noted that JCCOG will be identifying the major growth areas in Iowa City, North Liberty, Tiffin, and Coralville urbanized areas and focus attention on the transportation infrastructure needs of these rapidly growing areas. Wyatt asked whether the plan would focus on the fringe areas only or include infill areas. Yapp replied it would be both, but he thought most investment in transportation infrastructure would take place in developing and redeveloping areas. Dahms stated that there are some conflicts and discrepancies between what JCCOG does with their arterial street plan versus what the county does. He said that he is not satisfied with the Johnson County Trails Plan, especially since it includes paved shoulder as trails. AGENDA ITEM #5: UPDATE ON LINN COUNTY-JOHNSON COUNTY CONNECTING TRAIL MEETING. Yapp stated that there is a Johnson County Trails Plan that has been developing for over a year and than there is a separate but related effort started by Linn County and the Linn County Trails Association to promote a trail connecting Linn County to Johnson County, more specifically the Cedar Rapids area to Iowa City and North Liberty areas. Yapp stated that there was a meeting between the elected officials of both the counties and that Senator Bolkcom had promoted a trail along HWY 965 between North Liberty and Cedar Rapids. Lehman stated that the County is looking at re-surfacing part of HWY 965. Lehman noted that there is enough right of way to put a separate trail on this route. He stated that Senator Bolkcom noted we might get designated funds from the state but neither the Linn County nor the Johnson County have an idea what the costs are. Dahms stated that there is quite a bit of momentum by Linn County to come down along the Hoover Nature Trail and $50,000 was transferred from Johnson County to Linn County so they could push that trail down to Ely. He noted that he had been working with Linn County Trail Association and with Johnson County since March and as far as he knew they had a complete alignment that would start from the McBride Trail and would go through Ely. Lehman stated that maintenance of the trail was an issue and another issue they had was snowmobilers. He said the snowmobile groups have a route along HWY 965 that they maintain themselves and they would not want to lose it. Yapp noted that if anyone in the committee has interest on this issue, this item would be on the leadership group meeting between Johnson County and Linn County on August 24. He also 4 noted that the group would be establishing a sub-committee of elected officials in July and the issue would be further discussed over next several months. AGENDA ITEM #6: UPDATE ON IOWA DRIVERS EDUCATION CURRICULUM AND BICYCLE SAFTY LEGISLATION. Yapp noted that some groups including Ron Bandy had been advocating to include bicycle safety education as part of the driver's education curriculum. Yapp stated legislation did adopt the language which would add bicycle safety education to the driver's education curriculum. Yapp stated the Iowa Bicycle coalition is working with Iowa DOT and others to draft the new curriculum. AGENDA ITEM #7: DISCUSS BICYCLE FRIENDLY STREET DESIGN RECOMMENDATIONS FOR DOWNTOWN. Yapp noted that Mark Wyatt wanted to discuss the fact that Burlington Street, an existing downtown arterial street, is not very bike friendly. Yapp stated that sidewalks are not wide enough for bicycling and technically on the north side of Burlington bicycles are not allowed to be on the sidewalk. He noted that there are other similar streets around the older parts of Iowa City and Coralville including Gilbert Street, Riverside Drive, and First Avenue that do not have wide curb lanes or wide sidewalks, since they were designed at the time when the "complete streets" were not being considered. Wyatt stated that he conducted an hour long observation survey on Burlington Street and noted that there were 40 bikes total, of which 19 were using sidewalk, 17 were using the street and 6 were on the opposite sidewalk. He mentioned that there is also a lack of alternative routes going east to west in downtown Iowa City. Wyatt noted that 2% of the injury accidents in the CBD happen because of bikes on sidewalk. Yapp reminded the committee that in the 1990s before reconstruction of infrastructure of downtown took place the committee recommended the best way to integrate bicyclists in downtown Iowa City was to slow down traffic and provide a lot of bicycle parking; bicycles lanes were not seen as a solution, especially in conjunction with on- street parking. Wyatt asked if the proposed median would slow down traffic or just prevent left turns. Wyatt stated that he assumes that it would make traffic flow faster. Yapp replied that the median prevents left turn at the alleys and the hard curb and landscaping on the median should cause motorists to go more slowly. Dahms asked how wide the new median would be Yapp replied that it would be the same width as the existing one. Wyatt asked if bike lanes could be added as part of the project. Yapp said there is not enough width for bike lanes - a median would be added, but the street is not being reconstructed. Trueblood said it is a state highway, and the DOT will need to be involved in any design changes. Dahms asked how the plan would be funded. Trueblood replied that it would be an expensive project but funding sources are not yet finalized, and he did not think any JCCOG funding was dedicated to it yet. Dahms asked how many blocks the project would cover. Trueblood replied from Gilbert Street down to the river. Dahms asked if they were looking at south Riverside Drive also. Trueblood replied that streetscape work on South Riverside Drive is currently unfunded in the Iowa City Capital Improvements Program. Yapp suggested the discussion should not focus only on Burlington Street but on the overall traffic pattern in the downtown area for bicycles. Wyatt said that Burlington Street should be the first priority. Yapp asked if the committee would like to have more information on this item or request implementation of a project studying this issue. Dahms asked if there are similar issues in 5 Coralville, or if this is just an Iowa City issue. Yapp replied that First Avenue in Coralville has very narrow travel lanes and some missing sidewalks segments, but that Coralville is pursuing a project to reconstruct First Avenue. Lehman asked if they needed a resolution stating that every street project should have a checklist for some of these accommodations. Yapp replied that the Complete Streets Policy discussed earlier in the meeting is an effort to require bicycle and pedestrian accommodations. Dahms said he thought the Complete Streets Policy would take care of requiring bicycle and pedestrian facilities when streets are being reconstructed - there is not much we can do with existing streets. Yapp suggested that as an action step, he summarize this discussion to the JCCOG Board. The committee agreed. OTHER BUSINESS Yapp showed a new digital ink embedded trail way-finding sign to the committee. Yapp noted that JCCOG is coordinating the installation of these signs on all the trails but it would be up to the individual parks departments to install these signs and pay for it. Kovaciny asked the approximate coast of each sign. Yapp replied it is about $80 per sign whereas the metal ones cost around $40-$50. Kovaciny suggested making the text and image on the sign slightly bigger. ADJOURNMENT The meeting was adjourned at 5:30 p.m. Rtbc6-20-06.doc ~JCCOG r~ m e m 0 (.... Date: November 20, 2006 To: Regional Trails and Bicycling Committee From: Kent Ralston, John Yapp; Assistant Transportation Planners Re: November 28, 2006 RTBC meeting Agenda Item #3: Discuss the draft Bicycle and Pedestrian Plan section of the .JCCOG Long-Range Transportation Plan update As discussed at our last meeting, JCCOG staff has prepared a draft of the Bicycle and Pedestrian Plan section that will ultimately be used in the updated JCCOG Long-Range Transportation Plan (attached). Please be prepared to discuss the content of the draft section. The JCCOG Long Range Multi Modal Transportation Plan is a big-picture planning document meant to provide broad guidance for staff and decision-makers. Agenda Item #4: Discuss Leve/-Of-Service models for bicyclists Per a request from Terry Dahms, a brief discussion of the Bicycle Level of Service and the Bicycle Compatibility Index are attached. Both models are used to assess the suitability of a roadway for bicyclists. Please be prepared to discuss whether the Iowa City Urbanized Area could benefit from the use of such models. Agenda Item #5: Update on Safe Routes to School grant applications The Safe Routes to Schools program (SRTS) is a Federal-Aid program of the Federal Highway Administration. The program is funded at $612 million nationally for fiscal years FY2005-2009 and is administered by State Departments of Transportation. Iowa distributes approximately $1 million per year; this year Iowa will have approximately two years of funds available. The program provides funds in hopes of substantially improving the ability of students to walk or bicycle to school safely in order to create healthy and active lifestyles. This can be accomplished through synthesis of infrastructure improvements and/or educational programs. The City of North Liberty applied for $101,000 in FY2006 SRTS funding. North Liberty's grant application requests funds in order to help construct an at-grade pedestrian crossing during the future construction of Gulf View Drive over the CRANDIC railroad tracks. This at-grade crossing would allow children to cross the CRANDIC tracks in a controlled environment allowing access to both Van Allen Elementary School and North Central Junior High. Currently, students are either bussed to school or have to illegally cross the railroad tracks in an unsafe manor to access these schools from the west. The City of Coralville applied for $90,069 in FY2006 SRTS funding. Coralville's grant application requests funds in order to help construct a pedestrian bridge across Morrison Creek. The construction of the bridge would allow children to access both Kirkwood Elementary School and Northwest Junior High from the west and southwest of the schools. Currently, students must travel an indirect route on several busy streets before being able to access the schools. The project would help alleviate this issue. SRTS award recipients will likely be selected this February. Agenda Item #6: Update on Complete Streets Policy At the October 25, 2006 meeting of the JCCOG Urbanized Area Policy Board, a Complete Streets policy was adopted. The policy requires that any newly constructed or reconstructed roadway include facilities for bicyclists and pedestrians. With the current Iowa DOT bicycle accommodations policy, although bicycle and pedestrian accommodations are always considered, bicycle and pedestrian facilities are required to be included in a street design only if there is proof that a certain level of bicycle activity exists. With the Complete Streets policy, bicycle and pedestrian accommodations are always included unless a specific exception is made (listed below). All new roadway projects, or major reconstruction projects (not including maintenance), funded in whole or part by JCCOG under this policy shall accommodate travel by pedestrians and bicyclists, except where: 1. Bicyclists and pedestrians are prohibited by law (such as interstate highways). 2. The cost would be excessively disproportionate to the need or probable use (at least 20% of overall project cost) * The proposed third exception (Alternative, nearby bicycle and pedestrian accommodations already exist) was not accepted by the Urbanized Area Policy Board, The Complete Streets policy does not require a specific design standard as there are many ways to design bicycle and pedestrian facilities into a road project. The design standard used and accepted by JCCOG municipalities for arterial street construction includes a wide curb lane for on-street bicyclists, sidewalks for pedestrians, and an 8-10 foot wide shared-use sidewalk on at least one side of the street. The Complete Streets policy will be included in the JCCOG Long Range Multimodal Transportation Plan and be a requirement of JCCOG funding applications. Agenda Item #7: Update on new wayfinding/guide signs for the regional trails system New wayfinding/guide signs, directional arrows and trail name markers for the regional trails system spanning Iowa City, Coralville and North Liberty have been received and delivered to each city's Parks Department for installation. All trails maps have been updated and a standard format has been chosen in order to make navigating the trails system easier for the user. The new trail signs are made out of a high pressure laminate material that is resistant to fading, cracking, or vandalism. The new signs will likely be installed this fall by area parks departments. There will be a need to update and replace signs, and erect additional signs as the trail system continues to grow. Thanks to The Bicyclists of Iowa City who made a generous donation to each participating municipality. Agenda Item #8: Update on regional trails plans On May 22, 2006 a meeting between Linn County and Johnson County elected officials was held in the North Liberty Community Center focusing on how to connect Cedar Rapids to North Liberty, and the Iowa City Urbanized Area with new and existing trails. Two possible routes were discussed. The first would generally follow Highway 965. The second route option discussed would be to connect the cities of North Liberty and Solon, and Solon to Ely, utilizing a combination of "dedicated" trails and widened shoulders. This option would use the Mehaffey Bridge Road corridor for connection between North Liberty and Solon, and the old Rock Island Railroad (Hoover Nature Trail) corridor between Solon and Linn County. On August 24, 2006, during a similar meeting between Linn County and Johnson County officials, the second of the two options discussed during the meeting on May 22nd was chosen as the preferred alignment for the proposed trail. The preference was based on project cost, user input, engineering preferences, and previous understandings between Linn County and Johnson County. Minutes from the August 24, 2006 meeting are attached. Also attached is a map produced by the East Central Iowa Council of Governments which shows the preferred route from North Liberty to Solon in Yellow, and Solon to Cedar Rapids in red. JCCOG staff will continue to monitor and provide planning assistance as 'corridor' communities work toward the development of regional trail connections. Agenda Item #9: Update on 2006 National Trails Symposium On October 20, I was fortunate enough to be able to attended several seminars and speak with numerous vendors at the 2006 National Trails Symposium held in Davenport Iowa. For those of you who were unable to attend this year's symposium, or were able to attend but would like further information, I would be more than happy to discuss any knowledge I was able to bring back. The titles of the seminars and workshops that I attended include: · Trails Connecting Communities: New approaches to link trail planning with transportation needs . Trails and Tourism: Let's look at the marketing and promoting of that trail you just built · Getting Accessible Trails Built Feel free to contact me at kent-ralston@iowa-citV.org or 319-356-5253 if you would like to discuss what I've learned from these seminars in greater detail. jccogtp/mem/Packet. doc wJCCOG r,........ m e m 0 Date: November 16, 2006 To: JCCOG Regional Trails and Bicycling Committee From: Kent Ralston, Assistant Transportation Planner John Yapp, Assistant Transportation Planner Re: Agenda Item 4: Discussion of level of Service Models for Bicyclists The FY07 JCCOG Work Program includes a project to research and report on the Bicycle level of Service model. The Bicycle level of Service (BlOS) and Bicycle Compatibility Index (BCI) models are methods to objectively evaluate the 'bicycle friendliness' of a roadway. Unlike the motorized vehicle level of service concept, which is a measurement of mobility and congestion, the BlOS and BCI formula result in a score that indicates how comfortable and compatible the roadway is for bicyclists. Bicycle Level of Service The BlOS equation (attached) was first developed by Bruce Landis in 1997, and has been refined over time. Today's version of the BlOS uses factors including roadway width, traffic volume, number of travel lanes, traffic speed, percentage of trucks, the pavement condition, and the width of the paved shoulder or bike lane to come up with a BlOS score. This method of evaluating roadway corridors for bicycle compatibility has been used by larger cities including Baltimore, Buffalo, Gainesville, Houston, Philadelphia, and others. The cities that use this formula produce a map of roadways that have high and low BlOS scores, both as a means to educate staff about which roadways will need investment to improve their ability to accommodate bicyclists, and as a means of communicating to the bicycling public which roadways might be more comfortable to ride on. Bicycle Compatibility Index The BCI formula (attached) was published by the Federal Highway Administration based on research conducted by the University of North Carolina's Highway Safety Research Center. Similar to the BlOS, the BCI model uses factors including lane or shoulder width, traffic volume, traffic speed, percentage of trucks, percentage of on-street parking, and similar factors to come up with a BCI score. The BCI model gives a little more weight to the presence of a bike lane or paved shoulder than the BlOS; the BlOS is unique in that it takes into account the condition of the pavement surface as a criterion. The BCI has also been used by some larger cities to map which roadways need improvement or are difficult to use by bicyclists. Criticism of Formula-based Bicycle Friendly Measurements In the process of researching this topic, we came across some criticism of the formula-based methods to assess the bicycle friendliness of a roadway. Some bicycling advocates, including John Allen, a member of the Board of the league of American Bicyclists, has written critiques of formula-based measurements, specifically the BCI. The main criticism is that these level of service formulas were developed using bicyclists ratings of comfort on different roadway 2 designs, but do not measure a bicyclist's mobility and safe travel speed, as do level of service measurements for vehicles. Other criticisms include: . The formulae do not address the ability of a bicyclist to safely travel through intersections, where most collisions occur; . The formulae do not address connectivity issues, or the street network and the ability for bicyclists to take alternative routes of travel to various destinations on low-volume streets or on trails; . The BCI index specifically ranks a street with a bike lane higher than one with a shared wide lane, even though no difference in safety between these configurations has been demonstrated, and bike lanes have been shown to be less safe in some instances, such as adjacent to on-street parking and in conjunction with a right-turn lane at intersections; . The formulae do not take into account downtown-type traffic conditions where there may be very high traffic volume which is moving at relatively low speeds, where a bicyclist may be able to circulate faster through the street network than a motorized vehicle because of the high level of congestion; . The formulae do not take into account factors that bicyclists are sensitive to, such as the steepness of the terrain, climate, bicycle parking availability, and other similar factors. Conclusion The BLOS and BCI formulae reflect what we already know intuitively: bicycle friendly streets are those that are lower volume and lower speed with smooth pavement, or have wider lanes (shared or striped with a bike lane), limited on-street parking and limited access points to mitigate for higher traffic volumes and speeds. Street and trail interconnectivity, sidewalks, safe movement through intersections, and better connections to destinations are also important factors in growing the pedestrian and bicycle network. If there is a need to 'measure' the comfort level of a bicyclist using a street, the BLOS and BCI formulae are a means of doing so. Let us know at the November 28 meeting if you have any questions or would like further information. jccogtp/mem/blos-bci.doc Bicycle Level of Service Bicycle LOS = 0.5071n(Volls/L) + 0.199 SPt (l+lO.38HV)2 + 7.066(lIPRs)2 - 0.005 We 2 + 0.760 V 0115 = volume of directional traffic in 15 minute time period L = total number of through lanes SPt = effective speed limit = 1.1l99In(SPp-20) + 0.8103, SPp is posted speed HV = percentage of heavy vehicles PRs = FHW A's 5-point surface condition rating (5=best) We = average effective width of outside through lane = Wt + WI - L Wr Wt = total width of outside lane and shoulder/parking pavement WI = width of paving from outside lane stripe to pavement edge L Wr = width reduction due to encroachments in outside lane Level-of-Service A B C D E F BLOS Score ::; 1.5 > 1.5 and ::;2.5 >2.5 and ::;3.5 >3.5 and ::;4.5 >4.5 and ::;5;5 >5.5 Bicycle Compatibility Index BCI = 3.67 - O.966BL - 0.410BLW - 0.498CLW + O.002CLV + O.00040LV + O.022SPD + O.506PKG - O.264AREA + AF Where: BL = presence of a bicycle lane of paved shoulder >= 0.9m (no = 0; yes = 1) BLW = bicycle lane (or paved shoulder) width m (to the nearest tenth) CLW = curb lane width m (to the nearest tenth) CLV = curb lane volume (vph in one direction) OLV = other lane(s) volume (same direction vph) SPD = 85th percentile speed of traffic km/h PKG = presence of parking lane with more than 30 percent occupancy (no = 0; yes = 1) AREA= type of roadside development (residential = 1; other type = 0) AF = F(i) + F(p) + F(rt) Where: F(i) = adjustment factor for truck volumes (see below) F(p) = adjustment factor for parking turnover (see below) F(rt) = adjustment factor for right-turn volumes (see below) Adjustment Factors: Hourly Curb Lane Parking Time Larae Truck Volumes F(i) Limit (min) F(p) > 120 0.5 <15 0.6 60-119 0.4 16-30 0.5 30-59 0.3 31-60 0.4 20-29 0.2 61-120 0.3 10-19 0.1 121-240 0.2 <10 0.0 241-480 0.1 >480 0.0 Hourly Right Turn Volumes^2 F(rt) >=270 0.1 < 270 0.0 Minutes of the Public Leadership Group Russ Gerdin Conference Center North Liberty, Iowa Monday, August 24, 2006 5:00 p.m. 1.0 Call to Order Co-chair Houser called the meeting to order at 5:02 p.m. Co-chair Harney introduced North Liberty Mayor Dave Franker who welcomed the Group to North Liberty. Present: Linn County Board of Supervisors Linda Langston and Lu Barron; Johnson County Board of Supervisors Sally Stutsman and Terrence Neuzil. Also present: Hiawatha Mayor Tom Patterson, Marion Mayor John Nieland, University Heights Mayor Louise From, Senator Joe Bolkcom, Central City Mayor Don Gray, Cedar Rapids Mayor Kay Halloran, Cedar Rapids City Council Member Brian Fagan, Shueyville Mayor Pat Murphy, Allen Witt and Chuck Peters with Cedar Rapids Area Chamber of Commerce, Iowa City City Council Member Regenia Bailey. ECICOG staff present: Doug Elliott and Mary Rump Others present: Capt. Gardner, Linn County Sheriff; Sgt. Kent Choate, City of Cedar Rapids: Terry Dahms, Iowa City; Mike Sullivan, Johnson County; Janelle Rettig, Iowa City; Mike Stineman, Shoemaker & Haaland; Ron McGraw, Linn Co. Trails Assoc.; Kent Ralston, JCCOG; Rachel Gallegos, Iowa City Press-Citizen; Adam Lindenlaub, Linn County Regional Planning Commission; John Yapp, JCCOG; Greg Parker, Johnson County Engineer; Shelly Simpson, City of North Liberty; Beth Freeman, Senator Tom Harkin's Office. 2.0 Welcome and Introductions Attendees were asked to introduce themselves. 3.0 Subcommittee Reports ill Rump presented a PowerPoint presentation on the two proposed alignments for the trail link: one generally following the alignment of Highway 965, ahd one, generally following the Hoover Nature Trail alignment (east alignment). (Copy ofPowerpoint and Subcommittee recommendations attached). Houser said Linn County had recently received additional funds for the trail from Ely to the county line. Langston said the funding would allow construction south of the county line, and that IDOT had given permission to expend funds. Harney noted that earlier this morning, the Johnson County Board of Supervisors had asked the county engineer to design the completion of the trail from the Coralville I Reservoir to the city limits of the City of North Liberty as a separated trail. The next piece would be from North Liberty to Sugar Bottom Road and Mehaffy Bridge Road. Langston asked McGraw if the Linn Co. Trails Association owned the railroad right-of- way on the Hoover Trail. His response was that the association owns segments, which are not contiguous. Stusman asked for the length of both routes. Rump stated 10.3 miles for the east alignment and 24 miles for the 965 alignment. Bolkcom requested clarification on the mileage differences. (Note: this figure was misread at the meeting. The actual length is estimated at 7.4 miles. See the PowerPoint presentation). Neuzil asked for clarification on the east route, and noted there is no planning for a separated trail between Solon and North Liberty, other than a wide shoulder from on a section from Solon to Lake McBride. Rump confirmed that the proposed alignment was using the Mehaffy Bridge Road. Dahms noted there is a dedicated trail from Solon to Lake McBride. Neuzil agreed, and asked why another trail would be built. Yapp said the trail around Lake McBride is not included in the Johnson County plan because it is not a paved trail. Harney noted that Senator Bolkcom needed to leave, and asked if he had any comments. Bolkcom said the legislators in the corridor are very interested in continuing to assist, regardless of which alignment is chosen. He looks forward to working with local officials as they choose the best route, and legislators will work on the state level to find resources to assist in funding projects. Neuzil asked how Linn County accessed local matching funds for state grants. Barron, Houser, and Langston stated matching funds came from the county's general fund, and not the rural fund. Stutsman asked if that was a choice Linn County has made. Houser said it was. Langston said secondary roads completes much of the work, but funds come from the general fund. There is also a partnership with county conservation. Rump presented the Subcommittee's recommendations (attached). Nieland asked for the status of $600,000 in funds Senator Harkin's office had secured for the Cedar Rapids metro area. Lindenlaub stated that the money was approved in the Senate, but apparently not in the House, and would go to conference committee. Elliott asked if the Group concurred with the recommendations of the Subcommittee. Members indicated so, and Houser asked that it be reflected in the minutes. Stutsman thanked the Subcommittee for their work. 2 Rump asked what the Group thought the next steps would be. Neuzil said Highway 965 improvements from 120th Street to the waterway are included in the county's five-year road plan for next year. Parker is looking into adding shoulders, and with this recommendation, the supervisors would ask him to consider making some accommodations for a potential future separated trail. A separated trail is not currently in the plan. Fagan said the rail rights-of-way not owned by the Linn County Trails Association should be inventoried, and acquisition of those segments should be a priority. Stutsman said they'd always believed it would take significant legal work to complete that. Fagan encouraged Johnson County to seek out volunteer attorneys to assist the county. Dahms reintroduced himself, and said he had been on the Hoover Nature Trail board. Since the decline of that organization, the deeds were transferred to the Linn County Trails Association with the intent that at the proper time, they would be returned. He has maps of the trail and information on the deeds. He summarized the trail alignment. Elliott noted that in order to assist jurisdictions with leveraging additional funds, the Group will need direction from the Johnson County Board of Supervisors for the creation of consistent, reliable estimates. Stutsman asked how much design needed to be completed for a competitive application. Langston said alignment and cost estimates are needed. Langston suggested that a joint meeting of the two conservation boards might be helpful. Stutsman said the Johnson County Board of Supervisors has a joint meeting planned with the conservation board on September 27. Linn representatives said they'd be willing to attend. Neuzil asked what the role of the boards would be. Linn representatives said it would be determining how to fund projects, the funding processes. Stutsman said she thinks the Johnson County Board of Supervisors needs to regroup regarding alignments in the county. Elliott asked if the Subcommittee could wait for the county to report out the results of their discussion. Discussion followed. Stutsman said the county would need to choose an alignment and focus on it. A member of the public (Rettig?) spoke in support of a separate, dedicated trail. Harney reiterated that the recommendation was for a separated, dedicated trail. !U Harney called on Patterson to introduce this agenda item. Patterson noted that he's been working with Elliott and that a meeting was held on June 27th with representatives from the Iowa City and Cedar Rapids Area Chambers of Commerce. He recalled the trip two years ago by the corridor group to Washington DC, and at that time, that a combined MSA was a significant issue for that trip. He noted this coincided with the formation of 3 the Leadership Group. He felt that conversations in the Leadership Group were related to what might happen if there were a combined MSA. He also noted that the Group had a regionalism group. He has been working with Allen Witt, one of the Hiawatha city engineers, and they have been having discussions about the MSA issue. Witt also serves on a similar group for the Chambers. He introduced Witt. Witt explained that the Chamber board has a regionalism task force, and he said the goal was so that someone in Washington would look at the corridor as one area, and not two separate metropolitan areas. He explained how Ames and Story County had become a Combined Statistical Area (CSA), and that the corridor should strive for the same status. The Iowa City/Cedar Rapids barely missed the opportunity statistically with the 2000 census. Peters briefly described the Technology Corridor Business Alliance, which is made up of the two chambers of commerce, the two economic development commissions, the two convention and visitors bureaus, Kirkwood Community College, the University of Iowa, the cultural alliance, and Diversity Focus. The staffs ofthese organizations have been meeting to develop an action plan to be approved by the volunteer boards. Staff is currently reporting back with recommendations. Examples include land use issues, joint marketing issues, and branding issues. He noted he and Witt had just been appointed to the Cedar Rapids chamber regionalism task force, and they're interested in knowing how they can interact with the Leadership Group. He stated this was important for the trip to Washington, but should also be done on an ongoing basis. Patterson noted that Lincoln and Omaha Nebraska are pursuing CSA status. Witt said they also were waiting for the 2010 census, but were working on it. Patterson said there needs to be some formal communication between the Leadership Group and the Alliance. Nieland agreed, and felt that the Leadership Group was a good form in which to start define regional goals across the groups. Patterson asked what the next steps were. Halloran noted the cooperation should continue. Elliott asked Peters if staffs are prepared to make reports to boards in the Alliance. Peters said they are currently developing reports. He noted the meeting held with Rebecca Ryan at South Slope last year. Approximately 120 people attended, and staff took that input to make recommendations to their boards. Elliott asked if the Alliance could make a report at the next Leadership Group meeting, which should take place on October 26. Witt said the chambers have the staff to keep the process moving along, which would allow the chambers to take the leads to head up meetings including action items and reports back on key agenda items. He said that they are, in essence, asking permission that the chambers take a strong role in keeping the organization moving. Nieland asked that communities like Marion and North Liberty be kept informed. 4 Elliott asked what the key agenda items were. Witt responded the CSA was the first priority and the second was the idea of regional branding. He summarized the goals would be driven by the agenda for the next Washington trip. Patterson noted concern that the next Leadership Group meeting would not be until October. He asked if the next meeting could be keyed off the Alliance's readiness to report. Houser said it might move things more quickly. The Group concurred. Patterson introduced Rump regarding the regional land use project. The main purpose of the project would be to complete an inventory of all land use maps in the six-county ECICOG region, and from that inventory create a regional land use map. The map would be in digital format. A graduate student from Iowa State University would complete the inventory and create the regional map. Additional layers would be created regarding land use changes, employment, and population. The cost of the project is $5,466.21. Because this project would fulfill one of the priorities of the Leadership Group's Regionalism Subcommittee, ECICOG proposes the cost be split equally among Johnson and Linn Counties and ECICOG. Witt asked how the regional map would be kept current. Elliott proposed that ECICOG would be a regional repository for land use maps, and would seek to update it annually. Bailey supported the idea. She noted that JCCOG had previously tried to have a subcommittee on regional land use. A major barrier was a lack of a comprehensive regional land use map. Stutsman said it would give a bigger picture of the corridor. Elliott asked ifthe Leadership Group would be willing to endorse the project. Houser noted a concern that each board of supervisors should have the opportunity to discuss and take action on the expense. He noted that the supervisors could take the consensus of the Leadership Group back to their meetings. Nieland requested the Group vote to show their endorsement. M/S/C (Nieland/Stutsman) to endorse the project. 4.0 City of Cedar Rapids Aviation Program Nieland introduced the topic. He indicated that at monthly meetings of the Linn County mayors, Halloran noted that the program ought to -be a regional endeavor. Nieland agrees, and believes this is the time to discuss it as the budgeting process is beginning. Nieland is concerned the program will go away if others don't support it. Choate presented a PowerPoint presentation, which provided a history of the program, a summary of the types of services the program provides, and a summary of the program's resources and budget. 5 Nieland asked how the cost of the program would be allocated regionally. Halloran said that she'd need to talk to staff to determine how to allocate them. They would be fixed costs not directly correlated with when the service is used locally. Halloran said a fair, equitable way to divide costs hasn't been determined. Nieland asked if governments would be interested in looking at regionalization of the program. Neuzil said the county would look to the sheriff for leadership on the issue. Gray said that Central City might consider it. Neuzil said that the sheriff and police departments in Johnson County get together regularly, and maybe perhaps a group presentation to them would be beneficial. General discussion followed. Fagan noted that discussions on joint communications should also include discussion of this topic. Houser noted he had brought information on joint communications, which he had acquired at a recent National Association of Counties conference. He distributed the information to those present. Neuzil said he'd communicate with the Johnson County sheriff to see ifajoint presentation would be possible. He asked Fagan if the City of Cedar Rapids was saying that it would not provide the service in the future. Halloran said that was where the city was. A variety of funding possibilities was discussed. 5.0 Next Meeting; Date Elliott said the next scheduled meeting would be October 26, 2006. Nieland said the Group should wait for a response from Witt regarding a report out from the Technology Corridor Business Alliance. Elliott said he would keep the Group updated on the next meeting date. 6.0 Adiournment The meeting adjourned at approximately 6:50 p.m. 6 Trail Link Subcommittee of the Johnson/Linn County Public Leadership Group The Trail Link Subcommittee ofthe Johnson/Linn County Public Leadership Group makes the following recommendations for consideration by the Leadership Group for the general alignment of a trail linking the Iowa City and Cedar Rapids metropolitan areas: . That the priority for development of a trail linking the Cedar Rapids and Iowa City metropolitan areas be the Hoover Nature Trail alignment . That to the greatest extent possible, this trail be a dedicated/separated trail . That development include parking and other facilities to allow for segmented use of the trail by various users . That the Leadership Group and its members assist affected jurisdictions in leveraging additional state and federal dollars for development of the trail, and . That, to the greatest extent practical, facilities for trails along the Highway 965 corridor be included in future plans for redevelopment of that highway. These recommendations were formulated in a meeting of the Subcommittee on July 20, 2006, and after a review and consideration of the benefits and challenges of two possible alignments for a trial linking the Cedar Rapids and Iowa City metropolitan areas: 1) a trail following the alignment of Highway 965, and 2) via the Hoover Nature Trail/American Discovery Trail running from the southeast Cedar Rapids metropolitan area through Ely, Solon and North Liberty (Hoover Nature Trail). Members of the subcommittee in attendance included: Jim Houser, Linn County Supervisor Pat Harney, Johnson County Supervisor Sandi Deahl, Lisbon City Administrator Brian James, North Liberty City Administrator Dale Stanek, Mayor, City ofEly Brian Fagan, City of Cedar Rapids City Councilor Others in attendance included: Doug Elliott, ECICOG Mary Rump, ECICOG John Yapp, JCCOG Kent Ralston, JCCOG Adam Lindenlaub, LCRPC Mark Trurnbauer, Linn County Planning and Zoning Marty Jones, North Liberty Parks and Recreation Board Shelly Simpson, North Liberty Recreation Director Aaron Anderson, Ely City Clerk! Administrator 7 t- ,.., < E ";; c.. '" ~ :;; 1= ,.... -:. C 1:' -I C4 ,~ "2 '< ;.. c. 0. ~ v '" or. '--' '-- c 5 c- c: or, '=' <'; 0- ,2 ~ 5 ... :::: < -< ::: I I '-- .. ~ -= 'I'. OJ ':i ... = ~ ~ rl ,~ 1-:: ""=' ; ~~ c..", ~- e.~ 2: "BE " - , . ~ . ~ " :1 " 'f> 1 ... ~, i, .3 .~ ! .~ . :=: i ::J":j "''11 y\, .'1- ~ .,., f.Si ~ I '3 -=, i,;.;; ~ ~ i ~ --, ~ . ",1 " .'...1 ~~I '. r.~) ~ '? ~JCCOG rr..... m e m 0 November 14, 2006 Stuart Anderson, Systems Planning Office Director Iowa Department of Transportation 800 Lincoln Way Ames, IA 50010 Re: Trails of Regional Significance Dear Mr. Anderson: Pages 10-17 of the Third Quarter Issue, Volume 23 Number 3, of the Iowa Trails Council Trails Advocate publication provide minutes from a meeting of the Iowa Department of Transportation Commission held earlier this year. Having not been mentioned in that discussion pertaining to trails of regional significance in Iowa, we would like to provide you with an update of our trail network in the Iowa City Urbanized Area. The Iowa City Urbanized Area consists of the cities of Coralville, Iowa City, North Liberty, Tiffin and University Heights. Our urbanized area has over 40 miles of shared-use trails and over 30 miles of 8-10 feet wide sidewalks that help tie the network together. Numerous additional miles of shared-use paths are planned and constructed each year. For example, the Clear Creek Trail, which connects Coralville, Iowa City, and the University of Iowa's west campus, has funding in place for further extensions west toward the City of Tiffin. Plans have been formulated to ultimately extend this trail to the Amana Colonies as part of the loway Trail system. Linn County and Johnson County recently agreed on an alignment for the proposed connection between Cedar Rapids and Iowa City. The Linn County/Johnson County connection includes segments of the Hoover Nature Trail and American Discovery Trail. As can be seen, several of the existing and proposed trails in the area have regional significance (see attached map). Most notable are the proposed extensions to the north and south of the Iowa River Corridor Trail, and the westerly expansion of the Clear Creek Trail. These extensions will allow for the Iowa City Urbanized Area to connect with the American Discovery Trail and planned loway Trail networks. Local governments have invested millions of dollars in the trail network and have been working toward the regional connectivity that is now taking shape. S~ . -1J.y v--- Kent Ralston; Assistant Transportation Planner John Yapp; Assistant Transportation Planner cc: JCCOG Regional Trails and Bicycling Committee Jeff Davidson Jccogtplltrs/kr -anderson .doc -;:::::I>r ",..,..t ~ l vve~-t4v cA,'.. <, ...I"t <1e <>,~ ~'"'-"" .,"'\ _ VIP ~ \..v\~~<~ ;+ ~~v ~ ~s~c:.v 4.:w- c:a.,\N\\N\~~ ~ b: c-h~ ~ tvv~./'~ . C I CBg 0 ness as a way to bring downtowns and ga ~ inner-city neighborhoods to life, and at- b t-fl- I tract the "creative class" newcomers that ~ 5 I I ng y 0 nearly every city covets these days. In build- dunng the summer and rain-chilled in the ing the livable city that the creative class is spring, and its wind-whipped winters are thought to want, Clarke says, "bicycling the stuff of legend. So when the subject is and walking have got to be at the core." "bicycle commuting," Chicago is not the Most bike promotion programs don't first city that springs to mind. But it's be- seem to have much trouble attracting coming a hot bike-to-work town. In the next money. In general, cities have been able to decade, it plans to expand its network of rely on corporate funding and federal trans- bike trails to 500 miles, and has set a goal of portation subsidies to build their systems. putting a bike path of some sort within half Chicago's new $3 million downtown bike a mile of every city resident. station was paid for with federal funds and Chicago is not the only place that is is now privately run. The transportation doing things like that. In fact, it's part of bill approved by Congress last year included what's turning into a national movement. about $4.5 billion for pedestrian and cycling The motivation varies: Some cities see bike- projects-a 35 percent jump from previous friendliness as part of an economic devel- spending levels. In many cases, bicycling opment strategy, while others mainly want improvement projects, particularly those to fight traffic congestion. But the tactics are that spruce up neighborhoods or provide similar, from Los Angeles to Louisville, safe routes to schools, qualify for Commu- Phoenix to Minneapolis. Cities are adding nity Development Block Grants. bike lanes, building shower and storage fa- cilities and spelling out pro-bicycling poli- cies in resolutions and ordinances. Given that a very small percentage of Americans rely on bicycles to commute to work-o.4 percent, or half a million people, according to the most recent Census data- the fuss over bicycle commuting may ap- pear to be misplaced. But the Census num- bers don't tell the whole story. They in- clude only commuters who bike to work all the time. If bikers take the bus every other day or bike to a subway stop, they're not in- cluded in the count. When you look at the trend lines-as op- posed to just absolute numbers-you get a different picture. In Portland, Oregon, the number of cyclists has nearly quadrupled in the past 10 years. In San Francisco, bicycle commuting shot up 100 percent during the 1990s. Transportation officials in just about every big city are convinced that the mo- mentum is building even faster now. There's no shortage of explanations. "Over the past five years, we've heard a lot about health concerns and the obesity epidemic," says Andy Clarke, executive director of the League of American Bicyclists, a century-old advo- cacygroup. "And then in the past year, higher gas prices have started to contribute, too." All those developments have influenced decisions by individual commuters. Local governments have encouraged them for a variety of reasons. They see bike-friendli- '. J ~ \l ~D~<!..V <;. '!~o.l ------------ !Iter Getting in Gear American cities have gone in for bike- mendlyfads in the past. Often they have fiz- zled out: Grand plans for miles of bike paths have fallen apart, and policies forprotecting bicyclists and malting more room for them on city streets have been imposed and then scrapped only a few years later. But recent ef- forts may have more staying power. It certainly seems to be more than a fad in Chicago. One hundred miles of dedi- cated bike lanes circle the city, capped off by the popular 20-mile Lakefront Path that runs almost the entire length of the city's lake Michigan shoreline. The new bike station downtown in Millennium Park, a multi-level, 12,000-square-foot facility, houses lockers, showers and a repair shop, plus 24-hour bike storage. Membership at the station costs $99 per year, but anyone can park bikes there for free. Last year, the city's Parks Department established a "bike ambassadors" program. Its mission is to or- ganize teams of teenage volunteers to edu- cate commuters about bicycle safety. Then, this summer, Chicago released its master bicycling plan, which it calls Bike 2015. The culmination of three years of study, the plan commits the city to a goal, less than a decade from now, of having 5 percent of all trips covering less than 5 miles made by bicycle. 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