HomeMy WebLinkAbout1982-04-27 Info PacketCity of Iowa City
MEMORANDUM
DATE: April 23, 1982
TO: City Council
FROM: City Manager
RE: Informal Agendas and Meeting Schedule
April 26
1982
Monday
4:30 - 6:30 P.M.
Conference Room
4:30
P.M. -
Discuss zoning matters
4:45
P.M. -
Council agenda, Council time, Council committee
reports
5:05
P.M. -
Consider appointments to the Airport Commission
and Committee
on Community Needs
5:10
P.M. -
Parks and Recreation Commission regarding parkland acquisition
5:40
P.M. -
Discuss new Taxi Ordinance
6:00
P.M. -
Executive Session
April 27
1982
Tuesday_
7:30
P.M. -
Regular Council Meeting - Council Chambers
May 3 1982
Monday
4:30 - 6:30 P.M.
Conference Room
4:30
P.M. -
Discuss zoning matters
4:40
P.M. -
Discuss RMH Zone
5:00
P.M. -
Council time, Council committee reports
PENDING LIST
Discuss Cable TV Extension Policy
Transit Fare Policy
Meet with Riverfront Commission regarding Stanley Plan - May 24, 1982
Recommendations regarding Traffic Signal Flashing Mode
Appointment to Resources Conservation Commission - May 11
Appointment to Planning and Zoning Commission - May 25
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City of Iowa City
MEMORANDUM
Date: April 14, 1982
To: City Council
From: cityanager
Re: Proposed Noise Ordinance
Enclosed is a revised copy of the proposed noise ordinance which will be
discussed at the informal Council session of April 20, 1982. Attached is a
listing of the substantive changes which have been made in the ordinance since
your last review. Several of the changes were in response to Council comments.
The League of Iowa Municipalities will be sponsoring a community noise control
program in Cedar Rapids in June. Plans are being made to have personnel from
various City departments attend the conference.
Because of the complexity associated with the enforcement of the noise
ordinance, the following actions should be considered:
1. Preparation of public information program by Director of Housiog and
Inspection Services.
2. In-house training sessions by Legal staff for Police and Housing and
Inspection Services personnel.
3. Explanatory material and discussions by Legal staff with Magistrate's
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Court.
4. Trial warning period before ordinance is enforced.
To expedite the enforcement process, all members of the Police Department and of
the Department of Housing and Inspection Services will be designated noise
control officers. The Police Chief and the Director of Housing and Inspection
Services will be assigned specific functions, as follows:
Director of Housing
Police Chief & Inspection Services
Sec. 24.1-4 Sec. 24.1-9
24.1-5 24.1-10
24.1-6 24.1-11(a)
24.1-7 24.1-11(b)(1) thru (4)
24.1-8 24.1-11(b)(5)
24.1-11(a) 24.1-11(b)(6)
24.1-11(b)(5) 24.1-11(b)(7)
24.1-11(b)(9) 24.1-11(b)(8)
24.1-11(b)(10)
24.1-13
The City has, on loan from EPA, two noise meters previously used by the Airport.
It is expected that additional equipment may be required. This decision will be
made after our employees attend the noise seminar in Cedar Rapids.
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April 15, 1982
Substantive Changes Since Original Draft
I. Page 4 - Noise Control Officer. Expands definition to include any
person designated by City Manager. j
2. Page 7 (2) - Includes snow removal under definition of emergency '
work.
3. Page 8 - Adds items 10 and 11.
4. Page 18 - Noise Generating Devices. Includes this provision from
proposed Zoning Ordinance. All noise provisions from the Zoning 1
Ordinance will be included in this
Ordinance. ordinance rather than Zoning
5. Page 18 - Commercial and Industrial Performance Standards. Same
comment as no. 3 above.
6. Page 19 - Powers & Duties of Noise Control Officer.
(a) Adds: persons.
7. Page 20 - Powers & Duties of Noise Control Officer.
(5) Adds: Provision for search warrant when access is denied.
.8. Page 21 - Powers and Duties of Noise Control Officer. Adds: item
10. 1
9. Page 21 - Sound Variances. Makes noise control officer rather than
Board of Adjustment responsible for variances, as this is not a
zoning function.
10. Page 23 - Repealer - added, retaining other relevant provisions of
Code, with the exception of zoning.
11. Page 24 - Additional Remedies provision - added. There may be a
situation where the filing of repeated misdemeanor charges does not
solve a problem. This provision provides a legal basis for seeking a
temporary injunction immediately. i
12. Table 2 - added. i
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ORDINANCE NO.
Draft of April 15, 1982
AN ORDINANCE TO AMEND THE CODE OF IOWA CITY BY ESTABLISHING CHAPTER
24.1, NOISE.
BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA:
The Code of Iowa City be and is hereby amended by adding thereto a new chapter to
be known as Chapter 24.1, entitled, "Noise," as follows:
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CHAPTER 24.1, NOISE
SEC. 24.1-1. POLICY, PURPOSE, TITLE AND SCOPE
(a) Statement of Public Policv. The city council finds and declares that:
(1) Excessive noise is a serious hazard to the public health and welfare
and the quality of life in urban society.
(2) A substantial body of science and technology exists which provides for
substantially reducing excessive noise without serious inconvenience
to the public. ,
(3) Certain of the noise -producing equipment in the city is essential to
the quality of life therein and should be allowed to continue at
reasonable levels with moderate regulation.
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(4) Each person has a right to an environment reasonably free from
disturbing noise or that which jeopardizes health or welfare or
unnecessarily degrades the quality of life.
(5) It is the legislative declaration of the city to promote an environ-
ment free from certain excessive noise, otherwise properly called
"noise pollution", which jeopardizes the health and welfare and
degrades the quality of the lives of the residents of the city,
without unduly prohibiting, limiting or otherwise regulating the
function of certain noise producing equipment which is not amenable to
such controls and yet is essential to the economy and quality of life.
(b) Purpose, Title and Scope.
(1) The purpose of this chapter is to establish standards for the control
of noise pollution in the city by setting maximum permissible sound
levels for various activities and to protect the public health, safety
and general welfare.
(2) This chapter may be cited as the "Noise Control Ordinance" of the City
of Iowa City.
(3) This chapter shall apply to the control of noise producing activities
and objects originating within the limits of the City of Iowa City or
originating from properties lying outside the limits of the City of
Iowa City owned or controlled by the City of Iowa City with a lease or
other similar arrangement, except where either 1) a state or federal
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agency has adopted a different standard or rule than that prescribed
within this chapter and has so preempted the regulation of noise from
a particular source as to render this chapter inapplicable thereto, or
2) the city council has determined that, by reason of public
acceptance of the activity producing a particular noise, such noise is
deemed acceptable to the residents of this city.
Sec. 24.1-2. DEFINITIONS.
Unless otherwise expressly stated or the context clearly indicates a different
intention, the following terms shall have the meanings shown. Definitions of
technical terms used in this subchapter which are not herein defined shall be
obtained from publications of acoustical terminology issued by the American
National Standards Institute (ANSI) or its successor body.
"Ambient sound level". The noise associated with a given environment,
exclusive of a particular noise being tested,' being usually a composite of
sounds from many sources near and far, exclusive of intruding noises from
isolated identifiable sources.
"A -weighted sound level". The sound pressure level in decibels as measured on a
sound level meter using the A -weighting network. The level is designated dB(A)
or dBA.
"Barking Dog" or Bird or Other Animal. A dog, bird or other animal that barks,
bays, cries, howls or emits any other noise continuously and/or incessantly for
a period of ten (10) minutes or barks intermittently for one-half (�) hour or
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more and the sound therefrom is plainly audible across a residential real
property boundary or within a noise sensitive area.
"Decibel (dB)". A logarithmic and dimensionless unit of measure used in
describing the amplitude of sound, equal to 20 times the logarithm to the base
10 of the ratio of the pressure of the sound measured to the reference pressure,
which is 20 miscropascals (20 micronewtons per square meter).
"Motorboat". Any vessel which is designed to operate on water and which is
propelled by a motor, including, but not limited to, boats, barges, amphibious
craft, water ski towing devices and hover craft.
"Motor vehicle". Any motor -operated vehicle licensed for use on the public
highway.
"Noise". Any sound which disturbs humans or which causes or tends to cause an
adverse psychological or physiological effect on humans.
"Noise control officer". Any city employee(s) or city law enforcement
officer(s), designated by the City Manager as having responsibility for the
enforcement of this subchapter.
"Noise disturbance". Any sound of such character, intensity and duration which
endangers or injures the welfare, safety or health of a human being, or annoys
or disturbs a reasonable person of normal sensitivities, or endangers or injures
personal or real property.
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"Noise sensitive activities". Activities which are conducted under conditions
of exceptional quiet including, but not limited to, operation of schools,
libraries open to the public, churches, hospitals and nursing homes.
"Noise sensitive area". Any areas designated in this sub -chapter for the
purpose of ensuring exceptional quiet and clearly posted with "Noise Sensitive
Area" signs.
"Person". The word shall have the meaning prescribed by section 1-2 of the Code
of Iowa City and shall in addition include any officer, employee, department,
agency or instrumentality of the state or any political subdivision of the
state.
"Plainly Audible Noise". Any noise for which the information content of the
noise is transferred to the listener, such as but not limited to understanding
of spoken speech, comprehension of whether a voice is raised or lowered, or
comprehension of musical rhythms.
"Powered model vehicle". Any self-propelled airborne, waterborne, or landborne
model plane, vessel, or vehicle, which is not designed to carry persons,
including, but not limited to, any model airplane, boat, car or rocket.
"Public right-of-way". Any street, avenue, boulevard, highway, sidewalk, or
alley or similar place which is owned or controlled by a governmental entity.
This definition shall also include an area between the traveled portion and the
sidewalk or private property -line if no sidewalk exists.
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"Public space". Any real property, including any structure thereon, which is
owned or controlled by a governmental entity.
"Real property boundary". An imaginary line along the ground surface, and its
vertical extension, which separates the real property owned by one person from
that owned by another person, but not including intra -building real property
divisions.
"Recreational vehicle". Any race car, motorcycle, snowmobile, or any other
motorized vehicle equipped for use in racing or other recreational events or
uses off of public right-of-way on public or private property. For purposes of
this chapter, a motor vehicle or motorized vehicle which is taking part in an
organized racing, endurance, or other coordinated sporting event shall be deemed
a recreational vehicle.
"Residential". Any property on which is located a building or structure used
wholly or partially for living or sleeping purposes. This definition shall not
include school, college or university dormitories or motels or hotels.
"Sound". An oscillation in pressure, particle displacement, particle velocity
or other physical parameter, in a medium with internal forces that cause
compression and rarefraction of that medium. The description of sound may
include any characteristic of such sound, including duration, intensity and
frequency.
"Sound level". The weighted sound pressure level obtained by the use of a sound
level meter and frequency weighting network, such as A, B, or C as specified in
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American National Standards Institute specifications for sound level meters
(ANSI S1.4-1971, or the latest approved revision thereof). If the frequency
weighting employed is not indicated, the A -weighting shall apply.
"Sound level meter". An instrument which includes a microphone, amplifier, RMS
detector, integrator or time averager, output or display meter, and weighting
networks used to measure and read sound pressure levels, which when properly {
calibrated complies with American National Standards Institute Standard 1.4- '
1971 or the latest approved revision thereof.
"Used" or "occupied". For the purpose of this subchapter either word shall be
deemed to include the words "intended, designed, or arranged to be used or
occupied".
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Sec. 24.1-3. EXCEPTIONS.
The provisions herein shall not apply to:
(1) The emission of sound for the purpose of alerting persons to the time of
day, the existence of an emergency or the approved testing thereof.
(2) The emission of sound in the performance of emergency work including snow
removal.
(3) Non-commercial public speaking and public assembly activities conducted on
any private property, public space, or public right-of-way, except those
activities specifically controlled by the provisions of this Chapter.
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(4) The unamplified human voice, except those activities specifically
controlled by the provisions of this Chapter.
(5) Agricultural activities, exclusive of those involving the ownership or
possession of animals or birds.
(6) Snowmobiles regulated by chapter 321G, Code of Iowa.
(7) Rail and air transportation and public mass transportation vehicles.
(8) Emergency vehicles such as fire trucks and ambulances.
(9) Non-professional athletic events.
(10) Essential services such as electrical substations and safety devices.
(11) Construction and maintenance activities between 7:00 a.m. and 10:00 p.m.
Maintenance activities shall be non -routine operations, temporary in
nature, and conducted infrequently.
Sec. 24.1-4. SPECIFIC ACTIVITIES PROHIBITED.
The following acts, among others, are deemed to be loud, disturbing, unusual,
unreasonable and unnecessary noises in violation of this chapter, but any
enumeration herein shall not be deemed to be exclusive:
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(a) Sales by "hawking or barking". No person shall offer for sale or sell'
anything by shouting or outcry within any residential area in the city,
except in conjunction with an event which is exempt from the provisions of
this chapter or for which a permit has been issued by the City.
(b) Loading and Unloading. No person shall so load, unload, open, close or
handle boxes, crates, containers, building materials, garbage cans, or
similar objects outdoors between the hours of 10 P.M. and 6 A.M. the
following morning as to create a noise disturbance across a residential
real property boundary or within a noise sensitive area.
(c) Vehicle or Motorboat Repairs and Testing. No person shall repair,
rebuild, modify, or test any motor vehicle, motorcycle, or motorboat either
within a residential zone in such a manner to cause a noise disturbance or
in any other zone in such a manner as to cause a noise disturbance across a
residential real property boundary or outdoors within a noise sensitive
area.
(d) Powered Model Vehicles. No person shall operate or permit the operation of
powered model vehicles in a residential zone, in a public space or within a
noise sensitive area between the hours of 10:00 P.M. and 7:00 A.M. the
following morning.
(e) Sound Trucks and Other Devices. No person shall operate or permit the
operation upon the public streets of a sound truck, or other device for
producing, reproducing or amplifying sounds without a permit.
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Sec. 24.1-5. MUSICAL INSTRUMENTS AND SIMILAR DEVICES.
No person shall operate, play or permit the operation or playing of any drum,
musical instrument or similar device which produces sound in such a manner as to
be plainly audible across a residential real property boundary or outdoors
within a noise sensitive area.
Sec. 24.1-6. REGULATION OF SOUND EQUIPMENT AND SOUND AMPLIFYING EQUIPMENT. j
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(a) Except for activities open to the public and for which a permit has been
issued by the city, no person shall so operate, play or permit the i
operation or playing of any radio, television, phonograph, record player,
tape deck or player, loud speaker, amplifier, or other device for I
producing, reproducing or amplifying sounds in any building or upon any
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premises, public or private or any other sound producing equipment or
apparatus:
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(1) In such manner as to create sound therefrom which is plainly audible
across a residential real property boundary or on any public street or
property.
(2) In such manner as to create a sound therefrom which is plainly audible
50 feet from the device, when operated in or on a motor vehicle on a
public right-of-way or public space, or in a boat on public waters.
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(b) Sound equipment --permit required. No person shall use, operate or cause
to be used or operated any radio, record player, tape deck or player, loud
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speaker, amplifier, sound truck or other device for producing,
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reproducing, or amplifying sounds, hereinafter referred to as "sound
equipment", upon the public streets or in any building or upon any
premises, public or private, if the sound therefrom be plainly audible
across a residential real property boundary from any public street or
public place within the city, unless said person;
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(1) First obtains a permit in accordance with this section;
(2) Complies with the conditions imposed by the permit, including the
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maximum permitted sound level shown therein; and
(3) Complies with all other applicable provisions of this section.
Sound equipment shall not include:
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(1) Equipment used for public health and safety purposes;
(2) Church or clock carillons, bells or chimes;
(3) Parades, processions or other public events for which a parade or
other permit has been issued, provided the Conditions of the permit
are complied with;
(4) Automobile radios, tape decks or players, or other standard
automobile equipment used and intended for the use and enjoyment of
the occupants, provided the sound emitting therefrom is not plainly
audible for more than 50 feet from the vehicle;
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(5) Recorded music used in a non-residential zone in conjunction with a
civil or religious celebration;
(6) Unamplified live music provided, sponsored, or funded, in whole or in
part, by a governmental entity.
(7) Mobile radio or telephone signaling devices.
(8) Car or truck horns or similar devices when used to denote danger or a
warning or possible danger.
(c) Fees. A separate permit shall be required for each type of activity
described below. Permits shall be nontransferable. The permit shall be
conspicuously displayed on or immediately adjacent to the sound eqiupment.
Fees for sound equipment permits shall be established by resolution of the
City Council.
(1) No fee shall be required for any sound equipment permit issued to the
City of Iowa City, State of Iowa, or the Federal government or any
other governmental subdivision or agency.
(d) Information required. Application for permits required herein shall be
made in writing to the City Clerk, accompanied by the required permit fee
and such information as the City Clerk may require. If the application
contains the required information, is accompanied by the required fee, and
the proposed use complies with the requirements of this subsection, the
City Clerk shall issue the appropriate permit.
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(e) Application standards.
(1) Type A permit--general standards. A type A permit may be issued for
sound equipment emitting music or human speech registering not more
than 60 dB(A)'s when measured at the real property boundary of the
private residence nearest the sound equipment and measuring not more
than 100 dB(A)'s at a distance of 50 feet from the sound equipment.
Sound equipment permitted under a type A permit may be used only in
areas of the city zoned for non-residential use and only between the j
hours of 9:00 A. M. and 9:00 P.M.
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(2) Type B permit--sound trucks--general standards. Sound trucks may be
operated only under a type B permit.* A type B permit may be issued for I
sound equipment mounted upon a motor vehicle and intended for use upon
city streets provided that the sound equipment emits only music or
human speech registering not more than 80 dB(A)'s when measured at a
distarice of 100 feet from the sound equipment. Sound equipment
permitted under a type B
yp permit may be used only in non-residential
areas and only from 9:00 A.M. to 9:00 P.M.
(3) Type C permit--parks--general standards. A type C permit may be used
- for sound equipment emitting music or human speech registering not
more than 60 dB(A)'s when measured at the real property boundary of
the private residence nearest the sound equipment and registering not
more than 100 OKA)Is when measured at a distance of 50 feet from the
sound equipment. Sound equipment permitted under a type C permit may
be used only in public parks owned and operated by the city, or public
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grounds owned and operated by another government body, from 10:00 A.M.
to 11:00 P.M. for events authorized and approved by the city or other
body having jurisdiction over the park or public grounds.
(4) Type D permit --public or parochial school ground -general standards.
A type D permit may be issued for sound equipment emitting music or
human speech registering not more than 60 dB(A)'s when measured at the
real property boundary of the residence nearest the sound equipment
and registering not more than 100 dB(A)'s when measured at a distance
of 50 feet from the sound equipment. Sound equipment permitted under
a type D permit may be used only on school grounds, or in conjunction
with a school sponsored activity, from 10:00 A.M. to 11:00 P.M. for
events authorized and approved by the school authorities having
jurisdiction of the grounds.
(f) Commercial advertising --sound equipment prohibited. No sound equipment
shall be permitted to be used on public streets or public places, in any
building, or upon any premises if the sound will be plainly audible from
any public street or public place within the city, when any such use is for
commercial advertising purposes, or for the purpose of attracting the
attention of the public to any building or structure for monetary gain.
Sec. 24.1-7. MOTORIZED VEHICLES.
(a) No person shall operate or cause to be operated the engine providing motive
power, or an auxiliary engine, of a motor vehicle of a weight in excess of
10,000 pounds for a consecutive period longer than 20 minutes while such
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vehicle is standing on private property and located within 150 feet of
property zoned and used for residential purposes, except when such vehicle
is standing within a completely enclosed building. This section shall not
apply to delivery or pickup vehicles that require the operation of the
engine to unload or load thei'r vending loads.
(b) No person shall drive or move or cause or knowingly permit to be driven or
moved a motor vehicle or combination of vehicles at any time in such a
manner as to exceed the following noise limits at any time in such a manner
as to exceed the following noise limits for the category of motor vehicle
shown below. Noise shall be measured at a distance of at least 25 feet (7.5
meters) from the near side of the nearest lane(s) being monitored and at a
height of at least 4 feet (1.2 meters) above the immediate surface. Table
1 provides corrections to observed noise levels at distances of less than
50 feet.
Motor vehicles with a manufacturers
gross vehicle weight rating (GVWR)
or gross combination weight rating
(GCWR) of 10,000 pounds or more, or
Sound Pressure Level, CIB(A)
Speed limit Speed limit
40 MPH or less over 40 MPH
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any combination of vehicles towed
by such motor vehicle.
Any other motor vehicle or any
combination of vehicles towed by
any motor vehicle.
Any motorcycle.
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This section applies to the total noise from a vehicle or combination of
vehicles and shall not be construed as limiting or precluding the
enforcement of any other provisions of this code relating to motor vehicle
mufflers for noise control.
(c) The measurement of sound or noise shall be made with a sound level meter
meeting the standards prescribed by the American Standards Association.
The instrument shall be maintained in calibration and good working order.
Octave band corrections may be employed in meeting the response
specification. A calibration check shall be made of the system at the time
of any noise measurement. Measurements recorded shall be taken so as to
provide a proper representation of the noise source. The microphone during
measurement shall be positioned as not to create any unnatural enhancement
or diminution of the measured noise. A windscreen for the microphone shall
be used when required. Traffic, aircraft and other transportation noise
sources and other background noises shall not be considered in taking
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measurements except where such background noise interferes with the
primary noise being made.
(d) No person shall modify the exhaust system of a motor vehicle or motorcycle
by installation of a muffler cut-out, by-pass or other similar device and
no person shall operate a motor vehicle or motorcycle which has been so
modified. A motor vehicle so operated shall be deemed equipped with a
muffler which emits excessive and unusual noise and which is not in good
working order.
(e) 1) No person shall operate a recreational vehicle or permit the operation
of one or more recreational vehicles, individually or in a group or in
an organized racing event, on public or private property in such a
manner that the sound level resulting from such operation exceeds 73
dBA for a total of three minutes in any continuous one hour period or
exceeds 90 dBA for any period of time during such operation. Sound
levels which exceed the limits herein described at the real property
boundary of the receiving land use shall be deemed a noise
disturbance.
2) No person shall conduct or permit the conduct of any part of an
organized racing event which involves a contest between or among
recreational vehicles on public or private property between the hours
of 9:00 P.M. and 9:00 A.M. the following morning.
Sec. 24.1-8. ANIMALS.
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Ordinance No.
Page 18
(a) No person shall own, possess or harbor any barking or noisy dog, bird or
other animal regardless" of whether the dog, bird or other animal is
physically situated in or upon private property. However, the dog, bird or
other animal shall not be deemed a barking dog or noisy animal if, at the
time the dog, bird or other animal is barking or making any other noise, a
person is trespassing or threatening to trespass upon private property in
or upon which the dog, bird or other animal is situated or taking any other
action which would tease or provoke the dog, bird or other animal to bark
or otherwise be noisy.
Sec. 24.1-9. NOISE GENERATING DEVICES AND EQUIPMENT IN RESIDENTIAL ZONES.
No person shall locate or allow to continue in place noise generating devices
and equipment, including but not limited to air conditioning condensors, heat
pumps and filter pumps on any property defined as residential in the zoning
ordinance, except when such devices and equipment are located at least 15 feet
from a side lot line or the rear lot line of a reversed corner lot.
Sec. 24.1-10. COMMERCIAL AND INDUSTRIAL PERFORMANCE STANDARDS.
(a) No person shall permit noise from any commercial or industrial use, as
defined in the zoning ordinance, to exceed the sound levels specified in
table 2, except that the decibel levels specified shall be reduced by 5
decibels at the boundary line of a zone designated as residential in the
zoning ordinance between the hours of 7:00 p.m. and 7:00 a.m.; and at the
boundary line of a school located in a noise sensitive area between the
hours of 8:00 a.m. and 4:00 p.m. when the school is in session.
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Ordinance No.
Page 19
For the purpose of measuring the intensity and frequency of sound, the
sound level meter, the octave band analyzer and the impact noise analyzer
shall be employed.
The flat network and the fast meter response of the sound level meter shall
be used. Sounds of very short duration, as from forge hammers, punch
presses, and metal shears which cannot be measured accurately with the
sound level meter, shall be measured with the impact noise analyzer.
Octave band analyzers calibrated in the Preferred Frequencies (United
State of America Standard S1 6-1967, Preferred Frequencies for Acoustical
Measurements) shall be used in the table headed "Octave Band, Preferred
Frequencies." Octave band analyzers calibrated with the pre -1960 octave
bands (United States of America Standards Z24 10-1953, Octave Band Filler
Set) shall be used with the tables headed 'Octave Band, Pre -1960."
Sec. 24.1-11. POWERS AND DUTIES OF THE NOISE CONTROL OFFICER.
(a) The noise control program established by this chapter shall be implemented,
administered, and enforced by the noise control officer who shall be that
person or persons, designated by the City Manager.
(b) To implement and enforce this chapter the noise control officer shall have
the additional power to:
(1) Conduct research, monitoring, and other studies related to sound.
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Ordinance No.
Page 20
(2) Conduct programs of public education regarding the causes, and
effects of sound or noise and general methods of abatement and control
of noise, as well as the actions prohibited by this chapter and the
procedures for reporting violations.
(3) Coordinate the noise control activities of all municipal departments.
(4) Review public and private projects, including those subject to
mandatory review or approval by other departments, for compliance
with this chapter, if these projects are likely to cause sound in
violation of this chapter.
(5) Upon presentation of proper credentials, enter and inspect any
i
private property or place, and inspect any report or records at any
reasonable time when granted permission by the owner, by some other
person with apparent authority to act for the owner, or a tenant of
the premises. If consent to inspect is withheld by any person or
persons having the lawful right to exclude, the officer may apply to a
magistrate of the Iowa District Court in and for Johnson County for a
search warrant of the building. No owner or occupant or any other
person having charge, care or control of any structure or premises
shall fail or neglect, after presentation of a search warrant, to
properly permit entry therein by the officer for the purpose of
inspection and examination pursuant to the provisions herein.
(6) Issue sound variances pursuant to the provisions of this chapter.
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Ordinance No.
Page 21,
(7) Prepare recommendations for consideration by the city council, after
Publication of notice and public hearing, for establishing the.
boundaries of noise sensitive areas.
(8) Designate any area for the purpose of ensuring exceptional quiet and
to be clearly posted with "Noise Sensitive Area" signs because of the
noise sensitive activities conducted therein. These areas may
include, but are not limited to schools, libraries, churches,
hospitals and nursing homes.
(9) Authorize the capture and impoundment of any dog, bird or other when
the noise made by the animal cannot be reasonably controlled by the
owner or other person on whose property the animal is located.
(10) Require certification by a registered engineer or other qualified
person that the performance standards for a proposed use can be met.
Sec. 24.1-12. DEPARTMENTAL ACTIONS.
A11 departments and agencies of the city shall carry out their programs so as to
further the policy of this chapter.
Sec. 24.1-13. SOUND VARIANCES.
(a) The noise control officer shall have the authority consistent with this
section, to grant sound variances from the requirements of this subchapter.
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Ordinance No.
Page 22
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(b) Any person seeking a sound variance under this section shall file an
application with the City Clerk. The application shall contain information
which demonstrates that bringing the source of sound or activity for which
the sound variance is sought into compliance with this subchapter would
constitute an unreasonable hardship on the applicant, on the community, or
on other persons. The application shall be accompanied by a fee in the
amount established by the City Council by resolution. The fee shall not be
refundable.
(c) In determining whether to grant, deny, or revoke the application the noise
control officer shall balance the hardship to the applicant, the community,
and other persons of not allowing the sound variance against the adverse
impact on the health, safety and welfare of persons affected, the adverse
impact on property affected, and any other adverse impacts of allowing the
sound variance. Applicants for sound variances and persons contesting
sound variances may be required to submit any information as may reasonably
be required. Applicants are required to give notice by certified mail to:
(1) the occupants of surrounding single or two family residences located
in an area that includes the next two homes in any direction, or those
within 100 feet of the noise source, whichever is less; or
(2) the owner or manager of multiple family residences, including hotels,
within such area.
In granting or denying an application or in revoking a sound variance
previously granted, the noise control officer shall place on public file a
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Ordinance No.
Page 23
copy of the decision and the reasons for granting, denying or revoking the
sound variance.
(d) Sound variances shall be granted by notice to the applicant containing all
necessary conditions, including a time limit on the permitted activity.
The sound variance shall not become effective until all conditions are
agreed to in writing by the applicant and placed on file with the Noise
Control Officer. Noncompliance with any condition of the sound variance
shall terminate it and subject the person holding it to those provisions of
this subchapter regulating the source of sound or activity for which the
sound variance was granted. Termination for non-compliance shall be made
in accordance with Section 2-188, Emergency Orders, of this Code.
Sec. 24.1-14. EFFECTIVE DATE.
This ordinance shall be in effect upon its passage, approval and publication in
accordance with law.
Sec. 24-1.15. SEVERABILITY OF PROVISIONS.
Each section, and any and all provisions of this ordinance, is independent of
every other section and any and all provisions, and the invalidity of any
thereof, shall not invalidate any other section or provision.
Sec. 24-1.16. REPEALER.
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Ordinance No.
Page 24
All ordinances or parts of ordinances in conflict with this ordinance hereby are
repealed, with the exception of Sections 9 1-7(d), 23-137, 24-48 and 31-32 of
this Code.
Sec. 24.1-17. PENALTY. [ {
Any violation of the provisions of this ordinance shall be a misdemeanor subject
to the penalties of Section 1-9 of this Code.
Sec. 24.1-18. ADDITIONAL REMEDIES. {
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Any violation of the provisions of this ordinance is deemed and declared to be a
nuisance, and as such may be subject to summary abatement by means of a i
restraining order or injunction issued by the District Court.
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Passed and approved this
ATTEST:
MAYOR
CITY CLERK
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Ordinance No.
Page 25
TABLE 1 1
(Corrections to observed noise levels for distances less than 50 feet)
DISTANCE MEASUREMENT IN FEET
CORRECTION TO LEVELS
dB(A)
More than UD to
1 d
45 ft.
50 ft.
-0-
41 ft. 45 ft. +1 !!
37 ft. 41 ft. +2
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33 ft. 37 ft.
+3
1
30 ft. 33 ft.
+4
27 ft. 30 ft.
+5
i
25 ft. 27 ft.
+6
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Type of Analyzer
Octave Band Octave Band
Pre -1960 Preferred Freq.
Cycles/Sec.) (Cycles/Sec.) Impact Noise
20- 75
75- 150
150- 300
300- 600
600-1200
1200-2400
2400-4800
j Above 4800
31.5
63
125
250
Soo
1000
2000
4000
8000
Overall Peak
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TABLE 2
Maximum Permitted Sound Levels, dB (Re: .002 Microbar)
In C Zones and ORP Zone In M-1 and M-2 Zones
Measured at Measured at
R Zone Boundary, R Zone Boundary, C Zone
Recreational Area, Recreational*Area, or ORP Zone
or School Area* Adjacent Lot or School Area* Boundary !
i
72 79 72 79 i
67 74 67 74 C +
59 66 59 66 I
52 59 52 59
46 53 46 53 j
40 47 40 47 i
34 41 34 41 9
32 39 32 39
76 83 76 83
71 78 71 78
65 72 65 72
57 64 57 64
50 57 50 57
45 51 45 51
39 46 39 46
34 41 34 41
32 38 32 38
80 86 BO 86
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CITY
CHIC CENTER
OF
410 E. WASHINGTON ST
April 14, 1982
OWA CITY
IOWA CITY. IOWA 52240 (3191356-5=
President Ronald Reagan
The White House
Washington, D.C. 20500
Mr. President:
Enclosed please find a copy of a resolution in support of. a verifiable nuclear
arms freeze which was adopted by the City Council of Iowa City at its regular
meeting on March 30, 1982.
The City of Iowa City recognizes the absurdity of continued excessive buildups
in nuclear arms stockpiles at great expense to taxpayers and its detrimental
effect on the national economy. At a time when a balanced federal budget has
been assigned a very high priority by the current administration, and given the
necessity to cut federal spending in many areas in order to achieve this goal,
it becomes readily apparent that the hugh costs associated with the perpetuation
of this "nuclear overkill" represent an excessive financial burden which
citizen -taxpayers of our great country can ill afford.
A verifiable freeze on the excessive stockpiling of nuclear arms is both a
logical and necessary first step toward effective curtailment of the madness of
nuclear proliferation world wide. It is the position of the City Council of
Iowa City that this issue is of grave concern on a local as well as national
level, especially when considering the tremendous impact it has on the safety
and well being of all American citizens.
This Council joins with many other local governing bodies and civic
organizations in expressing our overwhelming support for immediate efforts by
the United States to negotiate and enforce a verifiable nuclear arms freeze with
the Soviet Union. This is the only course of action acceptable to the City of
Iowa City if government is to assume its responsibility for nuclear arms
control.
In the interest of our community, all American citizens, and people throughout
the world, we urge immediate efforts on the part of the United States Government
to successfully achieve this purpose.
Sinc''e,�,r^fe,lyy,
Mary C. Ne haus r
Mayor
cc: Secretary of State
Secretary of Defense
Iowa Delegation
Enc.
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' RESOLUTION N0. 82-67 �
WHEREAS, the greatest challenge facing the earth is to prevent the
occurrence of nuclear war by accident or design; and,
WHEREAS, the nuclear arms race is dangerously increasing the risk of a
holocaust, that would be humanity's final war; and,
WHEREAS, the nuclear arms race is also contributing significantly to the
growing unemployment, rising prices, and other economic disorders that
are eroding the productive capacity of our nation's civilian economy; and,
WHEREAS, a freeze followed by reductions in nuclear warheads, missiles and a
other delivery systems is needed to halt the nuclear arms race so as to
reduce the risk of nuclear war and enhance economic stability and growth;
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Iowa
City assembled that, to improve local as well as national and
international military and economic security, and as an essential first
step toward meaningful nuclear arms reductions, the United States and the
Soviet Union stop the nuclear arms race by adopting a mutual and
verifiable freeze on the testing, production and deployment of nuclear
weapons and of missiles, aircraft, submarines, and other systems designed
primarily to deliver such weapons;
AND BE IT FURTHER RESOLVED that the City Council of the City of Iowa City i
shall make these views known to the President of the United States, the j
Secretary of State, the Secretary of Defense, and all members of Iowa's
congressional delegation by'transmitting a copy of this resolution to each
of said offices or persons as soon as possible.
It was moved by
Per et and seconded by Erdahl
the Resolution be adopted, and upon roll call there were:
AYES: NAYS: ABSENT:
_ x Balmer `
x Dickson
x_ Erdahl
-� Lynch
-� McDonald
�_ Neuhauser
-�_ Perret
Passed and approved this tOth day of _March 1992.
MAYOR
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ATTEST: i
CITY CLERK
Received & Aeprevod
Sy The Leval Deparlircl:t
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CITY OF
CMCCENTER 410E.WASHINGTON STI
OWA CITY
IOWA CITY, IOWA 52240 �
(319) 356-5CCC)
April 13, 1962
Ms. Cynthia Pols
Office of Federal Relations
National League of Cities
1301 Pennsylvania Ave. N.W.
I
Washington, D.C. 20004
Re: Proposed Senate Bill 2172
Dear Ms. Pols:
The City of Iowa City agrees with the NLC that cable TV needs to be
treated as a unique medium and therefore necessitates hybrid
expressed in this bill. However, n. Waree with �ethere areh
hseveral areas ral of te ideas andtneedhouiing
clarification, and a few other areas with which the City, as a local
government, has extreme difficulty.
The NLC has expressed concern that this bill, 2172, is unclear in
several areas. The City of Iowa City agrees that because of this
bill's ambiguity it can be interpreted that the federal government
has exclusive jurisdiction in regulating the areas of ownership,
access, rate regulation and franchise fee matters. This would pre-
empt all state and local government authority, cutting drastically
what has traditionally been local domain and concern. We support
federal requirements operating to establish minimum access
requirements and setting maximum franchise fee levels. Beyond this,
the state and local governments should maintain their authority to
regulate basic rates and to negotiate for public, educational and {
government access channel requirements. This bill should address
these areas clearly and specifically. As the bill is written now, we
recommend its modification to this degree. Without this
modification it is not acceptable.
Of equal concern to Iowa City is the Definition Section 604 where the
phrases access channel and leased access channel have not been
included or defined. Both phrases should be included here. They are
frequently used throughout the bill and are important parts of the
content of this bill. I recommend the following definitions:
"Access channel" or "access" means that channel or channels of a
cable system which are reserved to be used for local, non-
profit, non-commercial programming purposes by and for the
local community which the system serves. The definition of
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Ms. Cynthia Pols
April 13, 1982
Page 2
"leased access channel" is also missing from this section.
"Leased access channel" should be defined as channels reserved
for commercial use to the locality on a first come, first served
non-discriminatory basis. Under the current bill, for
instance, carriage of HBO and Cinemax could fulfill all access
and/or leased access requirements. Adequate distinction is not
provided.
Section 605(c) outlines under what conditions a municipal government
may own a cable system. The City of Iowa City agrees with the NLC
that this section should further clarify what "fair market value"
means (i.e. is the value of intangibles such as goodwill and
franchise rights to be included in a "fair market value" assessment).
For example, the fullowing definitions of fair market value and
procedures are taken from our cable TV ordinance:
(c) Purchase of system by city: If the city determines not to
reissue the franchise for reasons other than a material
breach of the franchise or reasons unrelated to the
performance of the franchise holder or upon receipt of an
application for assignment of the franchise or upon change
of de facto control, the grantee shall first offer the
broadband telecommunications network for sale to the city
at a fair and just market value, which value shall include
the fair market value of the sytem as a going concern
including the franchise itself and the rights and
privileges granted by the city.
When a franchise is revoked pursuant to this section or
expires and is not renewed because of a material breach of
the franchise, the grantee shall first offer the broadband
telecommunications network for sale to the city at a fair
and just market value, which value shall not include any
value for the franchise itself or for any of the rights or
privileges granted by the city.
In the event the determination of fai'r market value cannot
be negotiated or determined, said value shall be
determined by an impartial arbitration procedure pursuant
to state law, wherein the grantee and the city shall each
choose an arbitrator and the arbitrators chosen shall
choose the third and the valuation determined by said
arbitrators shall be considered the fair market value at
which the system will be offered to the city. The
determination of the value of the system shall be
decreased by the amount of any damages sustained by the
city in connection with revocation or expiration,
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Ms. Cynthia Pols
April 13, 1982
Page 3
including without limitation, payment made by the city to
another person or entity to operate the broadband
telecommunications network for a temporary period after
revocation. The cost of the arbitration procedures shall
be shared equally by the city and the grantee.
The city shall have ninety (90) days to exercise the right
of first refusal to purchase the network, said ninety (90)
days commencing on the day the fair market value of the
system is determined either through negotiation or the
arbitration procedure. If the city does not exercise its
option to purchase and the network is not sold to another
operator who has obtained a franchise from the city in a
reasonable period of time, the grantee, upon request by
the city, shall promptly remove all its plant, structures
and equipment; provided, however, that in the event the
city determines not to exercise its'right of first refusal
it shall not unreasonably refuse to renew or grant a cable
television franchise during a reasonable interim period.
While transfer of the system and franchise is being
negotiated, arranged or ordered, the grantee may be
required to continue service to the public unless for
reasons beyond the control of the grantee said operation
will be economically unfeasible to the grantee.
Section 605(d) addresses the rights of telecommunications carriers,
which are defined as entities delivering telecommunication signals,
and which includes telephone companies. This section and the
definition of telecommunications carriers does not include cable
companies or broadcasting stations. The NLC indicated
telecommunications carriers have certain rights to provide cable
service. The City of Iowa City would support 605(c)(1) which
provides that telecommunications carriers can provide cable service
in rural areas which they currently serve. However, the City
questions the necessity for Section 605(d) which suggests that
telecommunications carriers should be allowed to provide cable
services in urban areas. This breaks with a longstanding legal and
legislative prohibition against such a situation.
The NLC has written Section 606(b) establishing a trigger mechanism
for sunsetting the federal leased access requirements. This idea is
acceptable to the City of Iowa City but the mechanism should not be
put into effect until 10 years after a franchise has been granted.
This would give access and leased access channel users equal
treatment and a fair opportunity to survive.
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Ms. Cynthia Pc
April 13, 1982
Page 4
Section 606(c) speaks of federally required access channels that
should be defined as recommended above.
Section 607 allows a cable operator to put his/her programming on the
access channels. Cable operators have consistently reserved their
own (commercial) channels for their own local origination
programming. The City of Iowa City recommends this practice be
continued. Access channels should be reserved for community, non-
profit, non-commercial purposes.
If Section 607(c) is interpreted to mean state and local governments,
as franchising authorities, may regulate the rates charged to
subscribers for receiving local and distant broadcasting signals,
the City of Iowa City cannot support this section as it stands.
According to the Definition Section of this bill, broadcasting means
radio transmissions only. State and local governments should
maintain the authority to regulate basic cable TV service rates as
well. In addition, cable TV service should be redefined in Section
604 to mean any electromagnetic signals sent over one or more cables
and offered as the first and/or the lowest cost and/or non -pay
channel package of the cable operators programming services.
The NLC has noted that Section 610 eliminates the application of the
fairness doctrine, equal time and reasonable access requirements to
cable operators. It should be made clear that the fairness doctrine,
equal time and reasonable access requirements may still apply to
access channels as defined herein (at the discretion of each access
channel's governing body).
Finally, the NLC has written that Sections 613 and 614 authorize the
FCC to establish technical standards of the cable system. This idea
is supported by Iowa City as long as local access programs are not
"censored" as a result of technical specifications established by
the FCC. This
could
that baccess result
p ogra s some
are often producedby technical standards, gven
equipment and producers of a non-professional status. The content
and First Amendment rights these channels are intended for should
supercede any strict technical considerations.
The balance of the bill not commented on herein is acceptable to the
City and shows insight in its creation.
Please consider our recommendations and work towards modifying
Senate considerrill ationl72 in the areaand cooperations IIhave
lookindicated.
forward to yourThank
reyour
sponse.ou for
1RO
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Ms. Cynthia Pols
April 13, 1982
Page 5
If you have any questions or need further information please feel
Specialist for the City of Iowa City at 319/356-5046. free to contact Mr. Drew Shaffer, Broadband Telecommunications
Sincerely, C 'VIS, 2
Mary C. Ne9h user
Mayor
City of Iowa City
tp/sp
cc: The Honorable Charles Grassley
The Honorable Roger Jepsen
The Honorable Jim Leach
The Honorable Cooper Evans
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City of Iowa City
MEMORANDUM
Date:
April 16, 1982
To:
City Manager and City Council
From:
Michael Kucharzao,/Z-
Re:
Proposed Permit Fees
Attached to this memorandum is a report prepared by Glenn Siders at
the request of the City Council, which attempts to provide basic
comparisons of existing building and trade permits for construction
projects in a variety of Iowa cities. Since the report is only a
small sample of the material Glenn was able to obtain regarding
permit fees, I have requested that Glenn Siders address the City
Council in an informal session to explain his survey, the department
recommendations for fee changes, and be prepared to answer questions
from the City Council. Glenn will be available on Tuesday evening,
April 20, to provide the City Council with the necessary information
on which they may make a decision regarding the 1982-83 construction
fees.
bc5/5
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City of Iowa City
MEMORANDUM
Date: April 1, 1982
To: Michael Kucharzak
From: Glenn Siders kv�
Re: Proposed Permit Fees
Mike, at the direction of the City Council I have completed a survey
of other municipalities in the State of Iowa and a comparison in the
fees which they charge as opposed to the fees we would like to
recommend for consideration.
Enclosed with this memorandum you will find the results of the
comparisons done by nine different municipalities, the 1979 Codes,
and between what Iowa City currently charges and the new proposal.
There is a very wide variation of ways fees are assessed among the
municipalities covered in my survey. I felt the easiest to read and
understandable method of graphing would be to select two different
types of building projects which are primarily common to the Iowa
City area and assess a. fee as would be done in the other
municipalities. I selected a middle of line single-family dwelling
at our building cost of approximately $50,500 and a small commercial
project of approximately $80,000. Both projects were new structures
and did not consider such expenses as zoning requirements, detention
pond regulations and subdivision and large scale fees. It is also
important to remember that both the $50,000 and $80,000 figure in
Iowa City does not include the cost of heating, ventilating and air
conditioning systems, electrical systems, and plumbing systems.
Each and every other municipality that was surveyed include these
fees when a total cost for the project is figured. The result of
this being the figures on the survey would be somewhat lower than
that actually charged because of the lower construction cost in the
different municipalities.
Another important thing to remember is that this survey did not deal
with remodeling permits, additions, or repairs. The reason these
projects were not considered was primarily because of the several
different methods in which other cities charge and because of the
type of alteration, whether or not it' included furnaces, bathrooms,
electrical remodeling.
If you will note in the attached surveys I show various permit fees
and licensing fees. The survey also includes in the lower right hand
corner a projected fee for both residential and commercial which is
somewhat higher than the total permit fees for that structure. The
reason for this increased cost would be to illustrate what the cost
of this one project would be including all licensing fees if it were
to be done in any municipality. You will also notice at the bottom
of the survey sheets a percentage of increase or decrease in both the
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residential and commercial structure. This percentage on the survey
sheet indicates whether or not the particular municipality that was
surveyed would charge a greater fee than the Iowa City proposal or a
lesser fee.
When this material is submitted to the City Council, I think it to be
very important to consider a possible presentation to the Council to
explain various methods and show what might appear to be certain
discrepancies in the figures. I would appreciate scheduling some
time to give a short presentation and primarily be available for
questions when the Council considers this resolution.
If you or anyone should need any further information or clarification
on this survey, please indicate that desire to me and I will be more
than happy to present you with any information.
bc4/5
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CEDAR RAPIDS DES MOINES I
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4
Tai
f1
IOWA CITY EXISTING
Electrical Plumbing Mechanical
Building Total
f !
1
RESIDENTIAL
24.75
18.00
4
100.82
248,65
Plan Check
RESIDENTIAL
24.75
18.00
4,25
100.82
248,65
Plan Check
100.83
201.65
COMMERCIAL
90.50
23.00
5.50
264.00
171.60
554.60
Plan Check
435.60
LICENSE
Journeyman
80.00
80.00
--
--
160.00
Master
27.00
27.00
--
--
54.00
RESIDENTIAL
408.65
COMMERCIAL
714.60
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
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5 IOWA CITY PROPOSED
i
Electrical Plumbing Mechanical Building Total
RESIDENTIAL
35.50
15.00
10.00
100.82
100.83
262.15
Plan Check
201.65
C01•14ERCIAL
155.00
21.00
15.00
264.00
171.00
626.60
Plan Check
435.60
LICENSE
Journeyman
80.00
80.00
160.00
Master
27.00
27.00
54.00
RESIDENTIAL
422.15
COMMERCIAL
786.60
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
5.2% greater 11.5% greater
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Electrical Plumbing Mechanical
Building Total
RESIDENTIAL
19.50
29.00
6.00
189.00
243.50
Plan Check
COMMERCIAL
39.00
35.00
6.00
247.00
327.00
Plan Check
LICENSE
Journeyman
15.00
15.00
30.00
Master
5.00
5.00
10.00
RESIDENTIAL
273.50
COMMERCIAL
357.00
%I
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
7.2% less 47.9% less
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CEDAR RAPIDS
Electrical Plumbing Mechanical
1
RESIDENTIAL
2g,00
. I
3.00
Plan Check
Building
Total
53.00
189.00
273.00
Plan Check
i
247.00
491.55
p
160.55
407.55
J
200.00
125.00
Journeyman
100.00
r
100.00
473.00 +
' 1
691.55
i
RESIDENTIAL
r
RESIDENTIAL
2g,00
53.00
3.00
Plan Check
COM14ERCIAL
28.00
53.00
3.00
Plan Check
LICENSE
Journeyman
100.00
Unknown
100.00
Master
25.00
RESIDENTIAL
COMMERCIAL
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
4.0% greater 21.6% less
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CEDAR RAPIDS • DES MOINES
I
-, 11
1979 CODES
Flartriral Plumbinn Mechanical
Building Total
RESIDENTIAL
20.00
16.00
142.50
142.50
321.00
Plan Check
285.00
C01-HERC1AL
24.00
20.00
373.00
242'45
659.45
Plan Check
615.45
LICENSE
Journeyman
Master
RESIDENTIAL
321.00
COMMERCIAL
659.45
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
18.4% greater 5.0% greater
without electrical without electrical
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Electrical
RESIDENTIAL Unknown
Plan Check
�i
�J COIVERC1AL Unknown
Plan Check
,f y
i
LICENSE
Journeyman 25.00
Master 15.00
t
RESIDENTIAL
COMMERCIAL
a
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CORALVILLE
Plumbing Mechanical Building Total
16.00 1285
42.50 321.00
20.00 42.50.00
24.00 I 20.00 I 242.45
645.45 I 373.00
659.45
50.00
25.00I I I 30.00
15.00
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
18.4% greater 5.0% greater
I
f IIICROFIL14EO BY
1.
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CEDAR RAPIDS DES MOINES I
371.00
709.45
M
RESIDENTIAL
Plan Check
.� COMMERCIAL
Plan Check
i
LICENSE
Journeyman
Master
RESIDENTIAL
{
COMMERCIAL
a
DAVENPORT
Electrical Plumbing Mechanical Building
84.90 30.00 16.00 283.00
313.00
510.00 I 38.00 I 16.00 I 6242.45
15.45
10.00 10.00 10.00
200.00 I 200.00 I 200.00 I 300.00
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
36.7% greater 46.9% greater
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Total
I
413.90 I
3
3
1,179.45
30.00
900.00 I
rr �,
1
1,313.90
2,079.45
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Electrical
DES MOINES
Plumbing Mechanical
Building Total
RESIDENTIAL
Plan Check
40.00
26.00
10.00
226.00
302.00
COMMERCIAL
65.00
32.00
13.00
298.50
602.53
Plan Check
194.03
492.53
LICENSE
Journeyman
25.00
25.00
50.00
100.00
Master
---
10.00
60.00
RESIDENTIAL
402.00
COMMERCIAL
702.53
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
13.2% greater 3.9% less
I MI CROF ILI4ED BY
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DUBUQUE
Mechanical Building Total
Unknown
230.00
20.00
309.50
250.00
Unknown
334.40
100.00
492.90
434.40
175.00
125.00
152.50
484.50
667.90
decrease of proposed Iowa City Fees
Commercial
21.4% less
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Mechanical
Building Total
RESIDENTIAL
40.00
20.00
16.00
286.00
362.00
Plan Check
t�
a
7
'f
COMMERCIAL
46.00
24.00
16.00
373.00
459.00
Plan Check
i
LICENSE
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t'
75.00
Journeyman
25.00
25.00
25.00
65.00
Master
20.00
20.00
437.00
RESIDENTIAL
534.00
COMMERCIAL
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
27.6% greater 26.8% less
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MARSHALLTOWN
Electrical Plumbing Mechanical
Building Total
RESIDENTIAL
19.00
6.00
3.00
227.75
255.75
Plan Check
'i
7
C01•94ERCIAL
100.00
8.00
3.00
307.50
199.88
618.50
Plan Check
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E
f
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t
2
507.38
f �
LICENSE
Journeyman
25.00.
25.00
10.00
60.00
Master
25.00
25.00
60.00
RESIDENTIAL
365.75
COMMERCIAL
728.50
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
2.5% less 1.3% less
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NEWTON
Flortriral Plumbing Mechanical Building Total
RESIDENTIAL
17.50
11.25
t
153.00
181.75
Plan Check
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S
• 1
N
li
tr -
0
s
C0144ERCIAL
32.50
15.75
196.50
244.75
Plan Check
C
0
D
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LICENSE
30.00
Journeyman
15.00
15.00
1.50
Master
---
7.50
RESIDENTIAL
211.75
COMMERCIAL
274.75
Percent of increase or decrease of proposed Iowa City Fees
Residential Commercial
30.7% less 61.0% less
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City of Iowa City
MEMORANDUM
DATE: April 15, 1982
TO: ity Council and City Manager
FROAug Hillstrom
RE: Historic Preservation Ordinance
Attached is a short chronology'of the historic preservation
ordinance.
MICROFILMED BY
JORM' MICRI�CAB -- -I
Ij CEDAR RAPIDS - DES 1401NES
721
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CHRONOLOGY OF CITY HISTORIC PRESERVATION ORDINANCE
APRIL 1981
Council reviews report on "Housing and Historic Preservation."
The report recommends that a City historic preservation ordinance
be drafted and acted upon by the City Council.
MAY -AUGUST
1981
Numerous historic preservation ordinances are reviewed by City
staff. A draft City historic preservation ordinance is prepared
by
staff.
SEPTEMBER 1981
City Council creates the ad hoc City Historic Preservation Task
Force to review the draft historic preservation ordinance and to
present recommendations to the Council no later than March 1982.
NOVEMBER -
FEBRUARY 1982
Task Force reviews draft historic preservation ordinance and
discusses historic preservation in Iowa City.
MARCH 1982
Task Force submits a report to the City Council recommending that
a historic preservation ordinance be adopted and that Summit
Street, Woodlawn,
and the North Side be designated City historic
districts.
APRIL 1982
City Legal staff reviews historic preservation ordinance.
Suggestions made are incorporated into the ordinance.
Housing and Inspection Services reviews ordinance.
Task Force meets with Council.
MAY 1982
Planning and Zoning Commission to review historic preservation
ordinance
and present recommendations to City Council.
141CROFILMED BY
1-'JORMMICR6LAS l
CEDAR RAPIDS • DES MOINES IIiI
7aa
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Historic Preservation Ordinance of City of Iowa City
1. Establishes an Historic Preservation Commission with set of
operating rules and procedures and a set of specifically defined
powers.
I
2. Provides a set of procedures to be followed in recommending and
designating historic districts within the City,
3. Specifies that a regulated permit cannot be issued for exterior
changes to properties withi•a designated historic district until the
Historic Preservation Commission reviews the proposed changes and
issues a document called a Certificate of Appropriateness.
4. Requires that when any city department or agency issues an order to
correct a dangerous condition within a building in an historic district
that the Commision is provided time to review the order and to work
with the owner and the city agency to try to implement the order
without adversely affecting the exterior of the building.
7aa-
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CITY OF
IOWA CITY
CIVIC CENTER 410 E. WASHINGTON ST. IOWA
CITY, IOWA 52240 (319) 356-50OD
April 13, 1982'
Mr. Neal G. Berlin, City Manager
City of Iowa City
410 E. Washington St.
Iowa City, Iowa 52240
Re: Resignation
Dear Neal:
Please accept my resignation from the positionof
1982. Transit Manager with the City
of Iowa City. I will be leaving at the close of business on Monday, May 17,
My five years with Iowa City Transit have been without a doubt the happiest and
most rewarding years of my working life. I firmly believe that I will never (�
again find a job that provides as much personal satisfaction as I have received i \
while Transit Manager for the City of Iowa City. But in the battle between my
personal growth and•contentment, growth has prevailed, and I must pursue other
opportunities. To that end I have accepted -a position with the City of Fresno, �u
California, in their Transit Department. 1
4�
In 1977 the City of Iowa City took a very large chance when it hired me fresh out
of graduate school. Fortunately for all concerned, it worked; I was able to '1` ,,•
knowle
devote a full measure of m `�
Iowa City Transit, and the C'tpersonal energy to the growth and development of
MY wildest dreams. Over the pastrfive eyears wd me e have grown together e and r7ethe beyond ,,11
in ridership and public support, I in professional transit management skills.
It has been a mutually beneficial relationship of the highest order.
I would be remiss if I did not mention that my immense happiness with Iowa City
Transit would never have been possible without the support of the City Council,
the City Administration, the Transit employees, and, most importantly, the bus -
riding public. I will be eternally grateful to all of you for allowing me to
serve you as your Transit Manager.
Thank you.
Sincerely,
52)
Hugh Mose
Transit Manager
Iowa City Transit
bj2/1
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parks & recreation
department
MEMO
to; Manager and City Council f rom• Dennis E. Showalter
re: Arbor Day - Tree City U.S.Adate . April 16, 1982
Ceremony
On Tuesday, April 27 at 1:30 near the large pond at City Park,
a representative of the Iowa Conservation Commission will
present the city an award for being selected a Tree City, U.S.A.
for 1981. We will also have a brief tree planting ceremony.
In case of rain, the ceremony will be held in shelter #11.
I hope that all of you will be able to attend these activities.
E
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City of Iowa City
= MEMORANDUM
Date: April 15, 1982 (,C
To: Neal Berlin, City Manager I I
From: Rosemary Vitosh, Director of Finance If
Re: 30 -Minutes Meters in the CBD
Attached are the memos sent to Council approximately a year ago regarding
the change to 30 -minute meters in the CBD. This action was taken at the
same time as the commercial loading zone permits were eliminated. The I
intent was to provide for a high parking turnover area in the CBD core to j
meet the needs of those drivers of non-commercial vehicles who need to
make a quick stop in the CBD. Long-term parkers were thus encouraged to
use meters outside the CBD core or use off-street parking facilities.
The 44 meters we're talking about cannot in themselves provide sufficient
parking for the businesses located in the CBD core. We are acknowledging
that fact by limiting the time on those meters to30 minutes and reserving
those meters to meet the large demand that exists in the CBD for very
short-term parking.
The Parking System received a few complaints when the meters were !
converted to 30 minutes but since then have had nothing but positive 1
comments from both downtown merchants and parkers. Before any change to
lengthen the meter time is considered, it might be helpful to get some
feedback from the downtown merchants on how well the 30 -minute meters are
working out. Joe Fowler has received positive input from them which
indicates that the 30 -minute meters are effective in providing a proper
turnover in parking and do meet a proven need in the CBD core area.
cc: Dale Helling
Joe Fowler
bj4/9
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141CROFILMED By '
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CEDAR RAPIDS DES M014E5 II
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725
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City of Iowa City
• S " moi. v.: y
Date: May 28. 1981
To: City Council
From:Ci a
vy
Re: Loa ing/Unloading in CBD
The City's most recent parking policy was passed April 4, 1972, as
Resolution 72-132. The intent of 72-132 was to set a direction for
changes in the CBD parking system. It called for the elimination of all
street metered parking and the construction and operation of off-street
parking facilities.
Generally, this direction has been followed with the elimination of 1226
spaces from June 1972 until March 1981, and the addition of 1,350 off-
street attendant controlled spaces during the past two years. These
changes encompass the entire Parking System, not just the ,C8D. The
removed spaces include 466 in off-street metered lots, 300 off-street
attendant controlled (on Urban Renewal property), and 460 on -street
metered spaces.
The changes brought about by eliminating street metered parking and
providing streetscaping have greatly enhanced the beauty of our central
business district. However, these changes combined with increased
activity in the CBD also have produced new problems.
At the present time, the City of Iowa City provides 29 on -street spaces
reserved for commercial vehicles. In addition to marked vehicles being
used to make deliveries to the CBD, we have established a policy of
issuing permits to unmarked vehicles being used for commercial purposes.
At the present time, 520 of these permits have been issued. The high
demand and limited supply have caused an overflow of commercial vehicles
into the traveled lanes of traffic and "no parking anytime" areas. This
problem will increase during the next two years as the City begins its
alley repaving program and forces more commercial vehicles onto the
streets for delivery.
In order to relieve traffic congestion in the C8D and eliminate confusion
on the part of the public as to who can park in what loading zone, the
following changes in the CBD are proposed:
1. Convert the parking meters on the 100 and 200 blocks of East
Washington Street, the 10 block of South Clinton Street, and the 10
block of South Dubuque Street to half-hour meters. This will add 53
short term spaces. This change will reduce meter feeding and
increase turnover in the C8D. Patrons wishing to make one quick stop
to pick up an item generally should be able to locate a space. This
also will eliminate the problem of C8D employees using street meters
for long term parking. Long term parkers will use meters located
further from the CBD core or park in the City's off-street
facilities.
925
MICROFILMED BY
DORM MIC R+LAB
~ 1 CEDAR RAPIDS - DCS MOINES i
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2
2. Eliminate the use of the 520 commercial vehicle stickers. The City
has received numerous complaints of misuse by permit holders and the
general public does not understand why they cannot park in an area
where two or three other passenger cars are parked. The use of these
permits is unworkable. By increasing the number of short term
spaces, these vehicles will be accommodated throughout the downtown
instead of concentrated on Clinton Street.
3. Allow only marked commercial vehicles to use the loading zones in the
CBO when they are available and strictly enforce usage of the loading
zones. This should reduce double parking for delivery purposes. At
the present time, vehicles are parking in front of the store where
they are delivering instead of using loading zones a half -block away.
Elimination of non -marked commercial vehicles will free loading zone
spaces for marked vehicles. This will reduce double parking and
traffic congestion. Loading zones will be strictly enforced for use
by non-commercial vehicles and abuse of the stated time limit, 30
minutes by commercial vehicles. Loading zones will be signed for
permitted parking on Sundays.
4. In -order to initiate this policy, the City Council must take the
following steps:
a. Direct the Traffic Engineer to install half hour parking meters
in the 100 and 200 blocks of East Washington Street, the 10
block of South Clinton Street, and the 10 block of South Dubuque
Street.
b. Modify Section 6.01.09 of Ordinance No. 77-2835. This would
eliminate the use of commercial stickers issued by the Finance
Director. It would limit the use of commercial vehicle loading
zones to vehicles displaying a sign or other insignia
permanently attached to the vehicle.
C. Amend paragraph M11 of Section 23-235 of the City Code. The
section now reads:
"No commercial vehicle used for pickup or delivery of
merchandise or goods or passengers shall be.stopped or
parked in a lane of traffic when parking space or spaces
are available at the cubr." .
The proposed amendment is:
"No commercial vehicle used for pickup or delivery of
merchandise or goods or passengers shall be stopped or
parked in a lane of traffic when a parking space, loading
zone or any other space is available at the curb or in an
alley within 150 feet of any building where pickup'or
delivery is to be made.
PE
MICROFILMED BY
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7.25
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The proposals were reviewed with the Board of Directors of the Downtown
Association on May. 19. They have no objections to the proposals.
bdw4/3-5
cc: Dale Helling i
Rosemary Vitosh
Joe Fowler
Harvey Miller
Jim Brachtel
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1 MICROFILMED BY '
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CEDAR RAPIDS • DES MOINES
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City of Iowa City
MEMORANDUM
Date: June 4, 1981
To: Honorable Mayor and City Council
From: James Brachtel, Traffic Engineer
Re: Parking Meters on 100 and 200 Block of E. Washington
Street/10 Block S. Dubuque Street/10 Block S. Clinton
Street
As directed by Section 23-16 of the Municipal Code of Iowa City, this
is to advise you of the following action:
ACTION:
Pursuant to Section 23-274 of the Municipal Code of Iowa City, the
City Traffic Engineer will authorize that the parking meters
designated below be converted from two hour meters and one .hour
meters to one-half hour meters.
Meters in the 100 block of E. Washington Street known as: W52, W54,
W56, W58, W60, W62, W64, W66, W68, and W70.
In the 200 block of E. Washington Street the meters known as W45,
W47, W49, W51, W53, W55, W57, W59, W61, W63, W65, W67, W69, and W71.
In the 10 block of S. Clinton Street the meters known as CL118,
CL120, CL122, CL124, and CL126.
In the 10 block of S. Dubuque Street the meters known as D99, D102,
0103, D104, 0105, 0106, 0107, D112, 0113, D114, 0115, D116, 0117,
D118, 0119, and D121.
This action will be taken on or shortly after June 22, 1981.
COMMENT:
This action is being taken to create more short-term parking for one
purpose downtown shoppers. It is hoped that by creating more space
for short-term parkers in CBD the loading zones will be better
utilized by true commercial vehicles.
tp4/5 /
cc: Joe Fowler ✓
FFJ1L
UN 5 1981
4BBIE STOLFU:
CITY CLERK
tti
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141CROFIL14ED BY
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1' CEDAR RAPIDS • DES MOINES
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215
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MICR0f IL14ED By
JORM MICR6LAB
CEDAR RAPIDS • DES MOMES
ui\ubulica• Aly lurmer Cotholle parish
more occasions than I care to re;
supported my parents' Alcoholic hablu
this was taking place 1 was blind to the
my homellfe was bell, But, praise God
know — and my parents and siblings I
that their lives are much more meanlnl
Peaceful witliout alcohol
The church Is to be set apart from the v
must not be imitators of 1L We, like Mrs. E
do not want this matter shoved one
rug: • • We also feel that the church she
contribute'Its support to America's No.
habit', booze.
The Bible tells 'us' that we are not
stumbling blocks to those around us. Yet v.
we show -others, especially children, 'wt
allow serving alcohol at church functions?
about, it; people, We Christians owe supl
our•siater.ln Christ,-Lols Buckley,
Denise I
• �'..': :: Route-2,'South E
-Appreciation' now .
As%.part of my school psyche
assignment with the Grant Wood Area Edu
Agedry, r. provide. psychological services I
:classroom for severely and profoundly me
retarded sibdents at the school In Qua. This
excellent', program with' a tremendous'te
who has set up an'side program involving n
edecation: high school students.. The stu
have learned sign language, 'and sery
appropriate peer -models for the handier
indlyidualt They help the students learn, bu
they are there as.friendL
On the moniing of April S, ,l walked Into
class and sat down fora minute at the teat
desk: Onthe desk was a graduation picture
high srbobl, senloi. She' was young and p1
with that look of Innocence. I had met her
before and watched her work with the stud
She' whs: very good,. and they enjoyed her.
looked atAhat picture,- a warm feeling it
made me'feel•good. Here was a student who
not too bury tb.: do 'something special
someliody;else.':...
"•She•could•have been'any on:e of:a thou:
Insights
• In•Igve.bfh6im•,
the love of,
•country has its:
• rise.. •.. ; I
Charles Dicker
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powurcd Those happen to be General Motors and
`
Japanese and European Interests. Ford and Chrysler, the .
American companies In the most trouble, would be at a
-" • '%^
disadvantage.)
tJ`
The Reagan administration's policy on environmental
control Is: "Don't pay more for an improvement than It Is
:;•:`j:.
A;,
worth." That's a goad rule of thumb, no matter what the
state of the economy. in the. case of cleaner auto
emissions, though, the improvements outweigh the cost
,.•
The League of Women Voters and other members of the -
•`'� "'-�''
"Clean'Air Coalition" have the data to prove It.
1-
•
Costly. `free' rides
% ;.
A request for a $20,000 state subsidy to the, canlpits ^'
bus service at the University of Iowa could hardly be more., •; ,
Ill-timed. When program after program is being slashed or ••
eliminated, when user fees and pay-as-you-go are the nett
= ^.
N'•
governmental gospel, Cambus is asking for tax money'to `•
subsidize free bus service. . , • . ,
r; '•
V
The.'6inbus routes tie the various elements of the':
widespread U of i campus together, In some cases
;_ .:='Sr,•„
providing service every 10 minute's. Most of the cost of .
,
Cambus is financed through.studeni fees. Riders pay no,.,'
°`=•::•-�.
• fare; they fust climb on at Point A ind.climb off at Point
•a' `•.
B. It's terrific system for students, especially, and is :
; ;� .:� r•-
deservedly popular.. 16also having money troubleb: i' %
The obvious solution would be to end the no•faie '
policy. Arguing against that move'are those who point'out. '
that the cost of Installing -and* maintaining fareboxes
would be high; and that the boarding delays Inherent' in
collecting fares would seriously hamper service. They also
stress that the rides aren't really free to the students, who'
..{" = '•'i '--•
,•'
pay -$7.13 a semester'in fees to support Cambus.:
�—�
Those are sound arguments, -but the system doesn't •.
3.
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serve only university -affiliated people: Many'others use. • .
Cambus. to get between' downtown lows City and• -
•; .
; •
, • University Hospitals, and commuters regularly park free'
oa
;:
•' at the Oakdale Hospital campus and ride Cambus to their''
jobs; in Iowa City. Why 'should they get a free ride,. '
•? 3.-f.
:;
whether on the backs of students or of the'state's•,
.
*"ayers? These riders could be required to purchase;
n1
; •
; passes it they want to continue using thesystem. Students
..c
could display their university ID cards, to show they ve –
°�.•
already, paid, through their student fees, for theirdde.''..•
That would add equity to the system as weil'as money to..
q ty Y y
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i
•, .
the,operating budget, and it wouldn't require fareboxes or'.:'
w1.*r
:'
boarding bottlenecks.. •
,;
A no -fare Cathbus has -worked well for a,decade, but
vG.� •.
the state's taxpAyers shouldn't be expected to -pay so its''.
'_ w
, •
users don't have to. The 'system should receive no new.
state subsidy until It has done its best, as.have other bus.'
;^�sIr�'�.r_
•._, "t
r ':
systems now • re�lvlag subsidies, to pay its. own way.
•.,�} t
Quite simply, that means ending the free rides
MICR0f IL14ED By
JORM MICR6LAB
CEDAR RAPIDS • DES MOMES
ui\ubulica• Aly lurmer Cotholle parish
more occasions than I care to re;
supported my parents' Alcoholic hablu
this was taking place 1 was blind to the
my homellfe was bell, But, praise God
know — and my parents and siblings I
that their lives are much more meanlnl
Peaceful witliout alcohol
The church Is to be set apart from the v
must not be imitators of 1L We, like Mrs. E
do not want this matter shoved one
rug: • • We also feel that the church she
contribute'Its support to America's No.
habit', booze.
The Bible tells 'us' that we are not
stumbling blocks to those around us. Yet v.
we show -others, especially children, 'wt
allow serving alcohol at church functions?
about, it; people, We Christians owe supl
our•siater.ln Christ,-Lols Buckley,
Denise I
• �'..': :: Route-2,'South E
-Appreciation' now .
As%.part of my school psyche
assignment with the Grant Wood Area Edu
Agedry, r. provide. psychological services I
:classroom for severely and profoundly me
retarded sibdents at the school In Qua. This
excellent', program with' a tremendous'te
who has set up an'side program involving n
edecation: high school students.. The stu
have learned sign language, 'and sery
appropriate peer -models for the handier
indlyidualt They help the students learn, bu
they are there as.friendL
On the moniing of April S, ,l walked Into
class and sat down fora minute at the teat
desk: Onthe desk was a graduation picture
high srbobl, senloi. She' was young and p1
with that look of Innocence. I had met her
before and watched her work with the stud
She' whs: very good,. and they enjoyed her.
looked atAhat picture,- a warm feeling it
made me'feel•good. Here was a student who
not too bury tb.: do 'something special
someliody;else.':...
"•She•could•have been'any on:e of:a thou:
Insights
• In•Igve.bfh6im•,
the love of,
•country has its:
• rise.. •.. ; I
Charles Dicker
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LEGISLATIVE '•�
FfOt
soo o. uair+zmn
BULLETIN
o. n1oM., ler. scale
le l al reeaael
April 9, 1982
The number of "must do" issues before the General Assembly has been narrowed
as the legislature enters its last two weeks of work.
At this point in the session, if a bill has not been passed by one chamber or
scheduled for debate, it is unlikely that any action will be taken this session.
The exceptions to this rule are appropriation bills,ways and means bills and bills
jointly sponsored by majority and minority leaders.
A number of city -related bills have yet to be finalized or signed by the Gov-
ernor. These include extending the time for bond previsions under hotel -motel tax
legislation; essential corporate bonds for water -related issues; curb and gutters;
ACIR; and gasohol. Further details on these bills and others can be found else-
where in this bulletin.
HOUSE DEBATES - AMENDS PENSION BILL
Since the last legislative bulletin, the House has debated and passed SF 2178,
a bill relating to IPERS and pension retirement programs under Chapter 411.
The Nouse-passed version of the bill is entirely different from the Senate
version, is passed, the bill makes a series of procedural changes in Chapter 97B
and 411 but avoids Imposing any substantive cost mandates on cities.
Efforts tp increase the employer's contribution share from 5.75% to 6.251
were defeated during debate as were attempts to increase the amount of covered
wages.
Also defeated- were amendments to require cities to make a semiannual adjust-
ment in 411 benefits (presently done only once a year) and attempts to bring some
600 police officers in cities under 8,000 population under the 411 system.
All of the votes on amendments dealing with 411 were close votes and one
amendment dealing with semiannual adjustment in benefits was reconsidered and then
ultimately defeated by one vote, 49-50.
We expect that this bill will eventually end up in a conference committee.
The League's position would be to support the House -passed version without
amendments and to resist any further attempts by the Senate or conference commit-
tee members to irpose further costs on cities.
The bill is presently being held in the House an a motion to reconsider by
Rep. Swearingen (R -Keokuk).
HOUSE DEBATES - DEFEATS BILLBOARD LEGISLATION
The House debated and defeated $F 482, a bili relating to compensation for
owners of advertising devices.
The bill, which had passed the Senate last session, was defeated an a 49-46
vote (51 needed for passage) after legislatorsopposed to the bill pointed out
that the legislature should not proceed until litigation pending indistrict court
is settled.
The League Executive Board had taken a position against passage of the bill
on March 12 citing the fact that any legislative action at this time may prejudice
the court and jeopardize the city's position.
Defeat of the bill came after another amendment filed by Rep. Jean Lloyd -Jones
(0 -Iowa City) was adopted an a 52-42 vote. Final vote an the bill was:
Voting Aye, 49:
Bennett Branstad Clark, J.H. Clements
Cochran Conlon Cook Crabb
Daggett Danker De Groot Diemer
Gross Halvorson, R.A. Hansen, 1. Hanson, D.
Harbor Hoffmann -Bright Holt Horn
Johnson, J. Johnson, A. Johnson, W. Krewson
Lageschulte Lind Mann Maulsby
Menke Pavich Follett Petrick
Poncy Renaud Renken Ritsema
Running Schnekloth Schroeder Shull
Smalley Stueland Swearingen Tyrrell
Van Maanen Nelden Welsh Woods
Mr. Speaker
MICROFILMED BY
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Voting No, 46:
Anderson, R. Arnould Avenson Baxter
Binneboese Brandt Bruner Carpenter
Chiodo Clark, B.J. Connolly Connors
Copenhaver Corey Davict Dtelemen
Doderer Egenes Fey Gettings
Groth Hall Halvorson, R.N. Howell
Hummel Jay
Jochum Knapp
Lloyd -Jones McKean
Mullins Norlend
O'Kane Oxley Pelton poffenberger
Pope Rapp Rosenberg Smith
Spear Sturgeon Sullivan Swart-
ToEte Trntanm
Absent or not voting, 5:
Anderson, J. Byerly Carl Lonergan
Walter
A motion to reconsider the final voce on the bill has been filed by Rep. Jo
Ann TNCanm (R -Des Moines).
SENATE DEBATES - PASSES ACIR BILL
The Senate has debated, amended and passed HF 2357, a bill relating to the
isory commission on intergovernmental relations -Prior
establishment of a state adv
to passing the bill on a 38-4 vote, the Senate adopted an amendment which would
expand the eligibility of appointees to the commission to include appointed offi-
cials.
The bill now returns to the House for consideration of the Senate amendment
and final passage.
SENATE DEBATES -DEFERS SIDEWALK BILL
The Senate, has debated and deferred on the sidewalk liability bill, HF 764.
Debate to date -has focused on several amendments designed to clarify the liability
of a city but also to clarify the liability of an abutting property owner.
one amendment by SenArt Small (D -Iowa City) has been adopted to the main
Holden
mmddealswhich has been .with the abutting owner led by 5using dreasonable care (R-Davenport)
removal amend-
mentOf sSnOw
and ice accumulations.
Several amendments are still pending on the bill.
Although the bill has already passed the House, it will have to be returned
to the House for consideration of Senate amendments.
SENATE PASSES - SENDS BOND BILL TO GOVERNOR
The Senate hes debated, passed and sent to the Governor HF 2403 which would
allow cities to issue bonds for water -related purposes as essential corporate For -
poses rather than requiring a referendum under a general obligation bond.
The bill, supported by the League, allows cities additional flexibility under
emergency situations to issue bonds without the delay of scheduling a referendum
vote.
The vote was 40-1.
The Governor is expected to sign the legislation.
HDUSE PASSES CHAUFFEURS BILL
SF 2264, an A" providing that volunteer fire fighters and operators of ambu-
lances and rescue vehicles shall not be classifed as chauffeurs when operating
fire apparatus, ambulances and rescue vehicles, has been debated, passed and sent
to the Governor for signing.
The bill, which is supported by the League, clarifies legislation passed last
session which left in doubt whether ambulance and rescue vehicles were considered
as fire equipment.
An AGO earlier this year had indicated that the language of last year
hill
left in doubt whether volunteers who drove ambulances and rescue equipment were
classified as chauffeurs.
The bill was co-sponsored by Senators Hultman and Junkins, the majority and
minority leaders respectively of the Senate. Final vote on the bill was 95 -0 -
HOUSE COMMITTEE ADVANCES HOTEL -MOTEL BILL
The House ways and Means Committee this week passed on a 20-9 vote a bill to
extend the time cities could issue bonds from proceeds derived from hotel -motel
tax from November of 1982 until 1984.
727
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141CROFILMED BY j
"JORM MICR+LA9- 1
CEDAR RAPIDS DES MOINES '
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• The bill, HF 2478, which is the companion of SF 2289, will now be placed on
the House Ways and Means calendar for debate.
The Senate bill is already on the Senate Ways and Means calendar awaiting
debate.
SENATE PASSES - SENDS CURB AND GUTTER BILL TO GOVERNOR
The Senate has debated, passed and approved HF 2394, a bill relating to pro-
cedures for assessing curb and gutter improvements. The final vote on the bill
was 40-0.
The bill now goes to the Governor for signing.
HOUSE FAILS TO RECONSIDER 28E BILL
The House has failed to reconsider the vote by which HF 2386 passed on a 98-0
vote and has sent the bill to the Senate for debate.
The vote to reconsider fell only one vote short (48-47) of the number neces-
sary to reopen debate. The League had argued unsuccessfully that there were anum-
ber of unanswered questions about the scope of the bill and had asked that the bill
be reconsidered to address an amendment filed by Rep. Robert M.L. Johnson (R -Cedar
Rapids).
The vote in favor of reconsideration (although short) was an indication that
many legislators who originally voted for the bill now had serious questions re-
garding the exact purpose of the bill.
The League has taken a position in opposition to the bill until questions
which remain unsatisfactorily answered are resolved. We would urge you tocontact
your Senator and ask them to thoroughly examine the implications of the bill prior
to debate.
GASOHOL LEGISLATION STILL UNRESOLVED
The differences between the House and Senate on the issue of gasohol remains
unresolved as the legislature enters its last two weeks of work.
The differences became even more acute this week when an amendment offeredby
Rep. Lowell Worland (D-Kensett) was offered and passed on a 49-47 vote. This
amendment, which changes the House Ways and Means Committee proposal, came as a
surprise to many legislators and debate an the bill was deferred.
The amendment which was passed would grant a•subsidy of up to $3 million a
year to alcohol producers and eventually phase out the tax exemption on gasohol.
The Norland amendment, which was offered as a compromise between the House
and Senate versions, was approved after the House had defeated an amendment that
would have extended the phaseout of the gasohol exemption by another year.
Final action on the bill must be taken yet this session because the current
S -year tax exemption is scheduled to end on July 1, 1983.
If the amendment by Norland stays in the bill, the bill will have to go to
the House Appropriations Committee for approval.
A motion to reconsider the amendment has been filed by Rep. Jo Ann Trucano
(R -Des Moines). The bill has been placed on the unfinished business calendar.
We expect the House to eventually pass a bill and return it to the Senate and
eventually to a conference committee.
The League's position throughout the debate has been to allow the current
five-year tax exemption to terminate in 1983 thus allowing the drain on the RUT
fund to end.
HOUSE PASSES WORK COMP BILL
The House has passed SF 539, a bill relating to workers' compensation. The
bill, which makes numerous changes to the workers' compensation law, passed on a
97-0 vote after an amendment by Rep. Kyle Hummel (R -Benton) was adopted.
The amendment would strike the Senate language which had modified Sec. SS.36
(10), Code 1981, dealing with maximum benefits for volunteer fire fighters and re-
serve peace officers and insert a provision which allows compensation to be in an
amount equal to one hundred and forty percent of the statewide weekly average,
whichever is greater.
The current maximum is SSO1. 00 a week or 200% of the average weekly wage in
Iowa• This amendment will lower the amount of compensation for these positions.
The bill now returns to the Senate for consideration of the House -passed
amendments.
HOUSE PASSES SPECIAL CHARTER CITY BILL
The House has passed SF 578, an Act authorizing special charter titles to
adopt by election a non-partisan farm of city election.
147
MICROFILI4ED BY
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1 ,Al CEDAR RAPIDS • DES MOINES i
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The bill, which has already passed the Senate, was approved after an amend-
ment by Rep. Fey (0-0avenport) was defeated. Final vote on the bill was S7-39.
AMENDMENTS FILED ON LAND USE
Following criticism from the Governor and serious objections being raised at
a recent public hearing, many House members have begun to file amendments to the
Senate version of Land Use, SF 2218.
The bill, which will be debated within the next two weeks, was criticized by
the Governor as "saying almost nothing".
Many of the members of the House are equally annoyed by the proposal and are
also concerned that cities are treated unfairly, not only in representation an
county commissions, but that certain rights such as eminentdomaln, special assess-
ments and annexation will be lost in deference to agricultural interests.
Judging by the number of amendments that are being filed to the bill, there
is little doubt that whatever is passed by the House will have to be returned to
the Senate and possibly to a conference committee.
BLOCK GRANT APPROPRIATIONS BILL PLACED ON CALENDAR
Oneof the last major bills that must be considered before adjournment is
House File 2477, an Act appropriating federal funds from federal block grants.
The bill was placed on the House Apprepriation Committee calendar earlier
this week and debate is expected this week.
Of particular interest to cities is section 3 of the bill which appropriates
$24.9 million for the fiscal period beginning October 1, 1982 through September 30,
1983 for non -entitlement CDBG programs.
The bill also limits the local administrative expenses of grants made tocities
to an amount not exceeding ten percent.
HOUSE DEBATES - AMENDS FISCAL YEAR BILL
The House'has debated, amended and passed on a "_O vote a bill providing
for an extended fiscal year beginning April 1, 1982 and ending June 30, 1983
for a special charter city to convert to a levy and assessment schedule of other
political subdivisions of the state.
Final passage came after attempts by Rep. Tom Fey (D -Davenport) to amend
the bill failed on a 42 -SS vote.
The bill now returns to the Senate for consideration of other amendments
offered and adapted prior to passage.
bill. The Senate is expected to concur with the House amendments and pass the
PROMOTION LIST BILL RESURRECTED
New legislation has been introduced in the House and Senate which deals with
promotion lists for fire personnel under Chapter 400.
The bills, HF 2481 and SF 2301, are companion bills. They are sponsored by
Reps. Pope and Avenson and Sens. Hultman and Junkins, the majority and minority
leaders respectively of the House and Senate. The House bill was read into the
record on Thursday, April 8, and assigned to the House Cities Committee. The Sen-
ate bill was placed on file.
As written, both bills would allow promotion lists for firemento be extended
from the current two years of eligibility to three years IF there is approval of
the civil service commission in the city.
Earlier this year, the Senate passed HF 797 which did the same thing as the
above-mentioned bills except there was no provision for civil service commission
approval.
' The League voiced strenuous opposition and as a result, the Governor vetoed
the first bill.
The League is still opposed to the bill in principle because it is another
example of a piecemeal approach to Chapter 400.
Rather than approaching only one element of Chapter 400, the legislature
should address all of Chapter 400 by debating and acting on our civil service re-
form legislation introduced earlier this session.
Finally; the League had no opportunity to review the new language on the bill
prior to the legislation being introduced.
1 MICROFIL14ED BY '
"JORM MICR+LAB' -
� CEDAR RAPIDS a DES MOINES
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SENATE PASSES MUNICIPAL SLUDGE BILL
The Senate has passed without amendment HF 2425, an Act relating to the use
of municipal sewage sludge as a fertiliser.
The bill as finally passed provides that DEQ shall adopt rules that allow
theuse of wet or dry sludge from publicly -owned treatment works for land appli-
cations.
The bill would exempt the owner (city) of the treatment works from criminal
liability for acts of omission in connection with the sale and the owner would
not be subject to any action by the purchaser to recover damages for harm to
persons or property.
The bill now goes to the Governor for signing.
HOUSE OPENS DEBATE ON HOUSING
The House briefly debated and then deferred on SF 2253, a bill relating to
the Iowa Housing Finance Authority. The bill, which has already passed the5enate,
Provides a new loan program under which revenue bonds may be issued by the Iowa
Housing Finance Authority.
This program involves lending money to finance the acquisition of housing by
construction or purchase. The bill also provides for a state ceiling for housing
finance bonds among governmental units authorised to issue housing finance bonds.
s a e
r 141CROFILMED BY
- JORM.-MICR+L::A B'"
CEDAR RAPIDS • DES MOINES I
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LEGISLATIVE A•e.`
BULLETINa.w.a�
amo. im
imm nasawu
April 15, 1982
Three
bills,
as thelegislatureeaters lwhat many hbelieve to bect on ttheire last weekeofiworkresolved
IPERS/PBNSION LEGISLATION
As reported in previous bulletins, the Hous a and Senate have passed different
versions of SF 2178, An Act relating to (PERS and 411 pensions benefits.
As of this bulletin, the Senate has refused to concur in the House-passedver-
sion and a conference committee will be appointed to work out the differences be-
tween the two chambers.
Although certain members could change, we believe that the members of thecon-
ference committee will be:
, e
Senate:
eSens. Nystrom (R -Boone), Carr, (D -Dubuque), Slater (D -Council
Bluffs)g ( Fairfield), and Tieden (R-Elkader).
DielumHome: Reps. Swearingen (R-Slgoumey), Carpenter (R -West Des Moines ,
(0-Pella),
D Pella), Brandt (D -Cedar Falls) and Tofte (R -Decorah). ) _
The House and Senate versions ate vastly different. The League preference is
the House- asaed version because It avoids i os in either cost or a n48tratave
man ate�on ci��aes. _
The Senate-passeds
version has an 58.8 million price tag with approximately $I
million of the tont imposed on cities without
This Coany offsetting state appropriation.
at is only for the new employer's contribution share for increasing IPERS
from 5.75E to
6.251.
The Senate bill also contains sections not Found in the House bill chat would
increase cost to cities for administration of 411 pension systems. These include:
'a. an amendment to an411.6(7) by striking the torrent limitation on campen- )
cation for other job during the time the city is paying disability.
b. m amendment to 411.6(12)(x)(4) to require semiannual adjustments (July
1 and January 1) for pensions payable to surviving dependents. Present law only
requires An adjustment once a year.
c. adding a new section to chapter 411 which states that "a member who
terminates membership service under (chapter 411) prior to the member's retirement,
other than by death, upon request shall receive a return of the member's contribu-
tions paid under section 411.8. The request shall be in writing to the board of
trustees. If the member has 15 or more years of service and requests a refund of
the contributions, the member forfeits any rights to benefits. A refund of con-
tributions paid by the board includes interest earned on the contributions of the
members at the rate of six percent compounded annual lv".
d, increasing from 47 to 49 percent the monthly retirement allowance of a
member's five-year average covered wages.
e, allowing police officers in cities under 8,000 Population under IPERS
to retire an full benefits (4911) At the later of age 60 and after 2S years of ser-
vice rather than satisfying their present requirement of the later of age 65 and
Aft or 50 years of service.
This last change increases costs of the system because pensions arepayable
over a longer future lifetime and because the funds to pay pensions moat be accu-
mulated over a shorter span of work years.
For this group of members, the additional cost is estimated to be 5.10 of Sal-
ary. If this were allocated to employee and employer in the same proportions as
the present total contributions of 9.451 is allocated, contributions would become
4,9% for the employee and 7.651 for the employer.
For those cities with employees in this group, their contribution would in-
crease from the present 5.751 to 7.65{. The exact dollar impact has not been de-
termined and that is the reason why the House did not include this provision in its
bill but instead placed the issue an the agenda for an interim study.
7x7
W
MICROFILMED BY
-JORM MICR#LAti- I
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The House -passed bill is viewed as a "no -cost" bill for cities and as such
the League prefers that version.
The Senate bill increases costs for both IPERS and all cities and provides no
state appropriation to offset the cost mandating to carry over the provisions of
the bill.
PLEASE CONTACT YOUR LEGISLATORS AND MEMBERS OF THE CONFERENCE COMMITTEE IMME-
DIATELY AND URGE SUPPORT OF THE HOUSE -PASSED VERSION. SEVERAL PHONE CALLS NOW MAY
PREVENT FURTHER STATE MANDATES ON CITIES. SENATE MEMBERS CAN BE REACHED BYCALLING
(SIS) 231-3371 AND HOUSE MEMBERS (515) 281-3221.
LAND USE LEGISLATION
The House has passed, after limited debate, their version of a land use bill.
Final passage was 53-43.
The vote followed in amendment by Rep. John Pelton (R -Clinton) which basically
struck the majority of the bill aa passed by the Senate and inserted another ver-
sion. This amendment was adopted on a 49-45 vote. '
The amendment which becomes the bill would require that all 99 counties have
coning.
Supporters of the Pelton amendment argued that the Senate -passed version was
a weak plan and did nothing for land use in Iowa.
The Pelton amendment would require county boards of supervisors to adopt com-
prehensive county toning ordinances by July 1, 1985. The zoning ordinances would
be based on land use plans developed by county land use preservation commissions.
The five -member commissions would be required to draft preliminary land use plans
by September 1, 1984 and final plans by December 31, 1984.
Supervisors would be allowed to amend the final plan only with approval of a
majority of commission members.
The Pelton amendment does not establish a state commission or state guidelines
but emphasizes that the county plan must conform to state policy to "preserve the
availability and productivity of ag I=d...--
In
and..."In addition to the county land use plans, the commission would be required to
inventory the uses of land in each county and to show how much ag property had
been convened to non-ag uses.
The House version would allow farmers to protect their land from development
by putting their property in special agricultural areas. Incentives are provided
to farmers to save their land from development by providing protection from nui-
sance suits.
Finally, the Pelton amendment amends the city toning provisions of Chapter
414 by adding language which would require toning regulations to 'preserve the
availability and productivity of agricultural land and protect the sail from wind
and soil erosion".
The vote on the Pelton amendment Was:
Ayes, 49:
Anderson, R. Arnould Avenson Baxter
Bennett Binneboese Brandt Bruner
Carl Carpenter Chiodo Clark, B.S.
Cochran Connolly Connors Copenhaver
Davitt Dieleman Doderer Fey
Grath Hall Halvorson, R.N. Horn
Howell Jay Jochum Knapp
Krewson Lloyd -Jones Lonergan McKean
Norland O'Kane Oxley Pavich
Pelton Poffenberger Poncy Renaud
RStsema Rosenberg Running Sturgeon
Sullivan Swart. Walter Welsh
Woods
Nays, 45:
Anderson, J. Branstad Clark, J.H. Clements
Conlon Cook Corey Crabb
Daggett Be Groot Diener Gettings
Gross Halvorson, R.A. Hansen, I. Hanson, D.
Johnson, J. Johnson, R. Johnson, W. Lageschulte
Lind Mann Maulsby Menke
Mullins Pellett Petrick Pope
7a7
! NICAOFI LIdEO BY �
JC3RM- MICRIJLAB"
CEDAR RAPIDS a DES M014ES
J_�
I
Renken Schnekloth Schroeder Shull
SmithSpear Stualand Swearingen .
Trucanc Tyrrell Van Meaner, Walden ;
Mr. Speaker
Absent or not voting, 6:
Byerly Danker Egenes Rapp
Smalley Tofte
The final vote was: I
Ayes, 53:
Anderson, R. Arnould Avenson Baxter
Bradt Bnmes
Bennett Carpenters Chioda Clark, B.J.
Carl Carpenter
Cochran Connolly ConnorsDodarer
Copanhavar
Devitt Dieleman Oiemer Halvors
troth Hall Halvorson, R.N.
Hom Howell HummelJ
ay
n ageschulte
Jooy� Knapp McKean Mullins
Lloyd - Oxley
Pavich Pelton
Jones ergan
O'1(ane Ozley RStsema '
Poffenberger Poncy Renaud
Rosenberg Running Smalley Sturgeon
Sullivan Svarr
Walden Welsh
i
Woods
Nays, 43:
Anderson, J. Branstad Clark, J.H. Clements
Conlon Cook Gettings Gross
Daggett ribb
OeGroot I
Halvorson, R.A. Hansen, I. Johnson UJ Johnson, R. I
I Hoffmann -Bright Halt
Johnson, W. Lind Mann pellets Maulsby Petrick
Menke Norland 3I
pope Renken Schnekloth Schroeder
�I
Shull Spear
Stual and Swearingen Tofte Trucano Tyrrell
Van Maanen Walter Mr. Speaker
Absent or not voting, 4:
Byerly Danker Egenes Rapp
Although we fully expect the bill to go to a conference committee to work out ;
the differences between the two chamber, several actions to reconsider both the \
Pelton amendment and the bill will have to be dealt with. if the bill is recon-
sidered and the Pelton amendment reconsidered and then defeated, other amendments
could be offered and adopted before the bill is returned to the Senate.
If you have specific concerns about the land use bill u passed by the Hausa
and Senate, please contact the League office so we can attempt to incorporate your
concerns into the final version of the bill.
GASOHOL LEGISLATION
The House has once again reversed its position on gasohol. Last week the
House had adopted an amendment by Rep. Lovell Norland (D-Kensett) which provided
for a subsidy to ethanol dealers but also phased cut the exemption on gasohol on a
3-2-1-1 formula through 1985.
This week the House reconsidered the Norland amendment and than defeated the
amendment by a one -vote margin 48-49.
Debate on the bill is continuing with every, indication that the House will
finally approve the House Ways and Means Committee amendment, H-5537, which pro-
vides for a 2-2-1-1-1 formula phaseout through 1986.
Assuming this approach is finally passed by the House, the bill, SF 2091, will
probably be sent to a conference committee to work out the differences between the
• two chambers.
The coat impact an cities differs depending an which version is finally
adopted. For example, the Senate -passed bill provides for the tax exemption to
end July 1, 1982 when the entire 7e is added to the present 6e tax on gasohol.
iThe mpactnate on the road fundi is estimatedfor a atry ethanol use by SS million of whichaS900fl000nwou de
be the cities' 18% share loss.
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Means Committee amendment is expected to anw,unt to a $So.8
6 to the mad use tax fund, The cities, is% share loss of
illion. .�
M would be to eller the current five-year exemption orig-
to terminate in 1983 so the loss to the mad fund can and.
,likely to happen because of the support
101 provide con-
,ol producers.
iouid encourage their legislators to support a phaseout
'.e the tax exemption on gasohol by the largest amount in
scout. (Examples: 3-2-1.1- or
i a
e a a
_. / Ott
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City of Iowa Cit;
MEMORANDUM
Date: April 15, 1982
To: City Council
From: CiWy Manager
Re: Short-term Parking Adjacent to Civic Center
In recent weeks we have received a couple of inquiries concerning
additional short-term parking for businesses located in the east end of
the business district adjacent to Gilbert Street. The Chauncey Swan
Plaza lot, because of a combination of permits and long-term parking,
generally has no short-term parking during the day. In addition,
approximately half of the old public library lot is used for long-term
parking.
It appears desirable to provide some additional short-term parking by
eliminating some of the all day meters and reducing the number of permits
in the Chauncey Swan Plaza lot and reducing the number of permit holders
in the library lot. These permit spaces and long-term meters will be
transferred to the Recreation Center lot where there is additional space
which is not being utilized.
The specific proposal is to:
I. Provide 14 2 -hour meters in the Chauncey Swan lot in place of 10 -hour
meters as of July 1, 1982.
2. Provide 14 2 -hour meters in the Old Library lot in place of 5 -hour
meters.
3. Move 32 permits (includes 18 library employees and 3 Rec Center
employees) in the Old Library lot to the Rec Center lot on May 1.
4. On July 1 eliminate 20 permits in the Chauncey Swan lot.
5. Change the hourly rate in the Chauncey Swan lot from 104 to 20C.
This will establish a rate consistent with other central business
district short-term parking. This change should additionally
encourage long-term parkers to use the Recreation Center lot.
I bring this matter to your attention because generally a preference has
been shown by permit holders for the library and Chauncey Swan lots rather
than the Recreation Center. There probably will be some objections to the
move. However, these changes will better meet the needs of area merchants
and provide for more efficient use of City parking facilities.
We will proceed with these changes unless the Council provides contrary
instructions.
tp/sp
cc: Library Director
1,
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City of Iowa City
MEMORANDUM
Date: April 22, 1982
To: City Council
From: Neal,�erlin, City Manager
V
Re: Insurance Bids
1
Currently, annual expenditures for property and liability insurance
coverages for the City amount to approximately $250,000. The City
last went out for bids insurance
on in the early 1970's and has
placed its insurance through the Iowa City Association
of
Independent Insurance Agents since that time.• Because of the large
dollar
amount involved and the fact that the City has not taken bids
in this
area for some time, we have initiated a review of our
insurance program, including the preparation of specifications for
bidding process. a
We are looking at increased coverage levels to protect the City
against large dollar
or catastrophic losses by increasing liability
coverage and insuring real property at replacement
values rather
than actual cash values. At the same time, we are considering
increasing deductibles
to a level which the City could reasonably
assume without adverse financial effects. The City's losses
have
typically been small dollar losses in the past and it should be
more
economical to cover those losses ourselves instead of transferring
that
risk to insurance companies.
The cost of increased coverage should be offset by the reduced cost
due to increased
deductibles. In addition, the competition provided
through the bidding is
process also expected to lower the cost. Our
goal is to test the market to see if
we can purchase insurance
coverage at a lower cost and better protect the City against
catastrophic losses which could adversely affect the City's annual
budget and/or financial
status.
We expect to go out for bids in mid-May and will include all property
and liability coverages.
Currently, the insurance policy renewal
dates vary throughout the year and this
i
would also allow us to
standardize policy periods and renewal dates while also
consolidating some of the coverages.
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City of Iowa City
MEMORANDUM
Date: April 15, 1982
To: City Council
From: Cili ,tllanager
Re: Taxi Ordinance
Enclosed is a draft taxicab ordinance which appears to comply with the
U.S. Supreme Court's recent Boulder decision.
The major provisions are:
1. Each driver must be issued a driving permit. The Police Chief makes
the decision concerning the permit based on the applicant's relevant
driving and criminal record.
2. The owner of each taxicab must license each vehicle. The Police
Chief again makes the issuance decision based upon information
similar to that stated in #1 above.
3. Vehicle and other standards continue; i.e. distinctive color scheme,
identification card for driver, insurance, disclosure of rates and
reasons for suspension or revocation.
4. City Council is not involved in issuance of driving permits or
vehicle licenses.
This proposed ordinance will be discussed at the informal Council session
of April 26.
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City of Iowa Citi
MEMORANDUM
Date: April 22, 1982
To: City Council Legislative Committees
From: Assistant City Manager
Re: NLC Legislative Letter
Attached please find a copy of that portion of a Legislative Letter from
the National League of Cities which addresses issues relating to
Industrial Development Revenue Bonds and a Minimum Tax Proposal. Please
review this material and consider whether or not the City should
communicate with the members of the Senate Finance Committee regarding our
Position on these issues.
cc: City Council
Rosemary Vitosh
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Ngletwi
Lentil
Of
cities
I
1301 Pen"ania Avenue NW
Washington, D.C.
20004
(202) 626-3000
Cable: NLCITIES
Officers:
Aeywem
Fare L. Naeepn
Maya. SCOUho NeCM. Nath Camp.
Fwr Vee Atwell,
Chanes Royer
Maya, Seattle. Wast Vw
S -CW Oce Aesetw
Gaage Lehner
Maya. Sl. Paw. Mwnesaa
InlTadale Petl NOywN4
W11gm N. Hw,,W. III
Maya. ewiaeap a, Ilia,
F.ecB Wang
Plan Bady
To: C11 Mayors and Managers of Direct Member Cities
(21 Executive Directors of State Municipal Leagues
L31 Steering Committee Members
From: George Gross, Director, Federal Relations
I
Subject: NLC Legislative Letter: 16 April 1982
In this issue: IDB's, Minimum Tax, and Clean Air Legislation
INDUSTRIAL DEVELOPMENT BONDS AND THE MINIMUM TAX
The Senate Finance Committee is expected to begin consideration
nthe ext week of a package of tax -raising measures aimed at reducing
direct
dconcernftolcitiest in yare 3proposalsnto limitand beyod. TWptheing issues of
industrial revenue bonds and to impose a minimum tax lonucorpora-
tions and individuals. It is important for city officials to
immediately contact Senate Finance Committee members (see list
below) to urge their support for reasonable limitations on IDB
issuance and oppositin to any aspect of a minimum tax proposal
that could adversely affect the municipal bond market.
With respect to IDB's, Senators should be told that reasonable
controls on IDB's are needed in order to restore health to the
municipal bond market, to preserve the market for traditional
bonds to build roads, bridges, sewers,
public facilitiewater lines, and other
s, and to regain the effectiveness of IDB's as a
true economic development tool.
Traditional spreads of 30 to 35 percent between tax-exempt and
taxable rates have slipped to less than 20 percent, indicating
that the demand for tax-exempt bonds has fallen relative to other
investments. one reason for this is that institutional uyers--
primarily banks, which hold 42 percent of all municipal debt --have
largely left the market and have found other ways to shelter their
income. In addition, the Economic Recovery Tax Act of 1981 not
only reduced the need for tax shelter for businesses and
individuals, it made tax shelter more readily available, thus
reducing the demand for tax-exempt hy,nA-
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At a time when extensive documentation is being made of the
declining infrastructure of the country, less of the tax-exempt
market is being used to meet these growing needs. Between 19.76
and 1481, state and local government general obligation and
regular revenue bonds declined from half of the total long-term
volume to only one-quarter. The remaining three-fourths is used
to aid private businesses. Small -issue IDB's in that period have
grown from $1.4 billion annually, or 4 percent of the market, to
$10.5 billion annually, or 19.5 percent of the market. Because
small -issue IDB's are now universally available, with few restric-
tions, in 49 states, IDB's have also lost their effectiveness as a
tax incentive for businesses to undertake economic development.
President Reagan has proposed that businesses that use IDB's after
December 31, 1982 give up their right to take accelerated
depreciation on equipment or buildings financed with the proceeds
of the bonds. He argues that the tax benefits given to business
last year in the Economic Recovery Tax Act are quite generous and
that businesses don't need to "double -dip" on tax breaks by using
tax-exempt bonds and accelerated depreciation. NLC has endorsed
the President's position on this basic issue, while continuing to
work to modify other parts of the proposal.
Members of the Finance Committee are being urged by bond counsels,
corporations, and others who benefit monetarily from IDB's not to
change the present law at all. Their opposition can be overcome
if Senators hear from the issuers --state and local government
officials --that reasonable controls are needed.
On the matter of minimum tax proposals, the Finance Committee is
considering two proposals, both of which could further reduce the
demand for municipal bonds. The tax•would work generally this
way: a corporation that has less than a 15 percent effective tax
rate would,have to recalculate its taxes, adding back any of 14
deductions it has taken to reduce its taxes, so that it ends up
paying at least 15 percent. One of those deductions is interest
to purchase or carry tax-exempt bonds, affecting most banks. An
alternative proposal is to make the tax apply to individuals as
well and to disallow the exemption for interest earned on tax-
exempt bonds.
NLC has not taken a position on the merits of a minimum tax;
however, we oppose including tax-exempt bonds in the minimum tax
because it would reduce incentives to hold such bonds, thus
adversely affecting an already-ailingmunicipal bond market.
Contact the following members of the Senate Finance Committee on
these two important proposals:
Robert J. Dole (R -Kan.), chairman Russell B. Long (D -La.)
Bob Packwood (.R-Ore.l Harry F. Byrd, Jr. (I-Va.)
William V. Roth, Jr. (R -Del.) Lloyd Bentsen (D -Texas)
John C. Danforth (R -Mo.) Spark M. Matsunaga (D-Ilawaii)
John Ii. Chafee (R-R.I.) Daniel P. Moynihan (D-N.Y.)
John Heinz (R -Pa.) Max S. Baucus (D -Mt.)
Malcolm Wallop (R-Wyo.) David L. Boren (D -Okla.)
! David Durenberger (,R Minn.), Bill Bradley (A-N.J.1
William L. Armstrong (R -Colo.) George J. Mitchell (D -Maine)
Steven D. Symms (R -Idaho)
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April 20, 1982
Mr. Edwin J. Zastrow, Jr., President
Board of Library Trustees
514 Terrace Road
Iowa City, Iowa 52240
Dear Ed:
The City Council has requested that the City Attorney draft an
amendment to Chapter 20, Section 19 of the Iowa City Code. This
— amendment would permit.the reappointment of a Library Board member to
succeed himself or herself only when that person's original
appointment was to fill an unexpired term with three years or less
remaining. Anyone who has served for a period exceeding three years
would thus not be eligible for reappointment.
This proposed provision is similar to one which has prohibited
members of the Airport Commission from succeeding themselves and
which is being amended to include the three year stipulation.
Furthermore, it is consistent with a long standing Council policy to
afford as many interested citizens as possible the opportunity to
serve on the various boards and commissions.
Council has requested that the Library Board be advised of this
proposal and be given an opportunity to respond before this proposed
amendment is given formal consideration. Please respond at your
earliest convenience after the Board has had an opportunity to
address this matter.
Thank you.
iSincerely,
Mary C. Neuhauser
Mayor
cc: City Council
City Attorney
Lolly Eggers
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April 20, 1982
Ms. Margaret Bonney, Chairperson
Committee on Community Needs
1021 Wylde Green Road
Iowa City, Iowa 52240
Dear Ms. Bonney:
On behalf of the entire Council, I want to thank you and the other
members of CCN who came to the informal Council meeting on April 12.
That meeting gave us all an opportunity to openly discuss the
allocation of CDBG funds as it related to the Ralston Creek North
Branch Project.
As you requested, this letter is to advise CCN of the Council's
consensus regarding funding for the North Branch project. First, all
land acquisition costs will be paid out of local sources. Second,
the dam's construction costs are to be funded with $435,000 left over
from the 1979 hold -harmless CDBG program and $252,000 from the 1982
Metro Entitlement CDBG program. Since part of the project involves
constructing a sewer line, that $61,000 portion will be paid from the
City's sewer funds.
As the Council understands it, the above arrangement will allow
$419,000 in the 1982 Metro Entitlement program for other projects
recommended by CCN. We hope that the Committee will forward its
final recommendations on the use of those funds to the Council soon.
Thank you again for taking the time to meet with the Council.
Sincerely yours,
Mary C. Neuhauser
Mayor
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cc: City Council v
CCN Members
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April 20, 1982
William 0. Terry, Acting Chairperson
Broadband Telecommunications Commission
415 Seventh Avenue, North
Iowa City, Iowa 52240
Dear Bill:
There are many instances where the City administration as for the
well as
are unable various departments
of info oration due toothe unavailailize bility Of nnel 9 capacity.
This issue has been raised in the past and I know that the Broadband
Telecommunications Commission continues to make a diligent effort,
j to obtain a character generator with a
on behalf of the City, I encourage you to emphasize this
considerably greater capacity. ou will address with
matter in dealing with the various issues y
Hawkeye CableVision as part .of the Tri -Annual Review.'
I
I am aware that there are a number of other
this process. extreme
mam
e
importance with which you will be. dealing 9
not suggesting that the significance of the, in the interest ofSe issues be �maximizing
any way. I wish only public informational purposes, the
utilization of Channel 29 for p generated information
matter of increased capacity for character
should be emphasized.
ich you and other members
The tremendous amount of time and energy wh
of the Commissionn`and st�e�inue to devote to the current review
process are very app iate
I
Thank you.
isincerely,
I
Mary C. Neuhauser {
Mayor
cc: City Council
City Manager
Drew Shaffer
Hawkeye CableVision
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parks & recreation
department
to:Mayor and City Council f rom• Dennis E. Showalter
•
re: Parkland Acquisition date • April 22, 1982
MEMO
Attached is a copy of the Parkland Acquisition report which
has been unanimously approved by the Parks and Recreation
Commission. The report is in three sections: Priorities,
Methods of Acquiring, and Dual -Use of Schools and Parks.
The Parks and Recreation Commission will meet•with you Monday,
April 26 at 5:40 p.m. to discuss parkland acquisition.
city of iowa city
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je7 A � —
PARKLAND ACQUISITION FOR IOWA CITY
BY
DENNIS E. SHOWALTER
APRIL, 1982
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PRIORITIES
At the present time, Iowa City has 29 parks - 524 acres - under its
control. 26 parks are owned, three are under lease. For the purposes
of this report, I have divided the parks into three broad categories:
city-wide parks, community parks, and neighborhood parks.
The city-wide parks are:
I. City Park 105.2 acres
2. Hickory 11ill Park 97.5 acres
3. Mesquakie Park 64.0 acres
4. Sturgis Ferry Park 37.9 acres
5. West Landfill Park 30.0 acres
Total 334.6 acres
The community parks are:
1. Mercer Park 27.1 acres
2. Willow Creek Park 27.2 acres
3. Napoleon Park 26.0 acres
4. Terrill Mill Park 17.6 acres
Total 97.9 acres
According to National Recreation and Park Association standards of
ten acres of parkland per 1,000 population, we have enough parks. The
Iowa Conservation Commission standard for municipalities is fifteen
acres per 1,000 population. The Comprehensive Plan calls for seven acres
per 1,000 population of city-wide and community parks, or 350 acres (we
now have 432 acres), plus five acres per 1,000 population of neighborhood
parks, for a total of twelve acres per 1,000 population.
Although it is true that the utilization of standards assists in
determinimg park acreage requirements, there are many reasons to exercise
caution when interpreting the results of these calculations. Specific
numbers derived should not be given too much weight because:
1. Standards based on population do not take into consideration
either the quality or the location of parkland. Only two of our city -
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wide parks, City and Hickory Hill, are truly functional city-wide parks.
They are both, unfortunately, located in the north part of the city.
The other three all have severe limitations: Mesquakie is an old land-
fill, and at present is undeveloped open space; Sturgis Ferry is an old
landfill, and basically open space; West Landfill is approximately three
miles west of the city, and is being used for specific active recreation
programs: the Aerohawks model airplane club and DMX bicycle racing
programs.
2. General standards do not take into account the unique popula-
tion characteristics of an area. Iowa City has an unusually large
proportion of its population in the 18-30 age group due to the presence
of the University of Iowa. This means that we need a much higher than
average number of acres that can be devoted to the activities and facil-
ities that this age group enjoys, such as many kinds of outdoor games,
bicycling, and picnicking.
3. Standards do not take into consideration other parkland and
open spaces, both public and private, that are in the same area. We
i
are fortunate to be close to regional parks such as the Coralville
Reservoir and Kent Park, and adjacent to the open spaces and recrea-
tion facilities at the University of Iowa.
We do not at the present need any more city-wide or community
parks. We still need access to some additional relatively flat land
for fields for active sports such as soccer and slow pitch softball. j
I had hoped to use the south portion of the proposed sewage treatment
plant for this. Perhaps we should use some of the city -owned level f
land northeast of the South Ralston Creek dam, which is presently seeded
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to alfalfa and leased to a farmer, for soccer fields. In years of aver -
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age rainfall, they would probably be very usable. We would need to
make a curb cut and some type of parking off of new Scott Boulevard.
Also, two of the proposed neighborhood parks, Aber and Scott, could
be used for soccer fields until we get other fields, and enough close
residential development to justify using the whole park as a neighbor-
hood park. What we do need is a better way to get people to some of
the existing city-wide and community parks. There is no bus service
to Napoleon Park. The closest bus service to North hickory Hill is
more than a quarter mile away. If any more city-wide or community
Parks are added, they should be located so that they can be served
by mass transit.
The area that needs attention in parkland acquisition is in neigh-
borhood parks. We now have eighteen of these parks:
1. Wetherby Park 14.0 acres
2. Court Hill Park 8.6 acres
3. Villa Park 6.5 acres
4. Crandic Park (leased) 5.2 acres
5. Fairmeadows Park 4.9 acres
6. Brookland Park 3.8 acres
7. Happy Hollow Park 3.3 acres
8. Pheasant Hill Park 3.3 acres
9. College Green Park 2.4 acres
10. Creekside Park 2.3 acres
11. Oak Grove Park 1.6 acres
12. North Market Square Park 1.5 acres
13. Elm Grove Park 1.4 acres
14. Reno Street Park 1.0 acre
15. Black Springs Circle Park .9 acre
16. Glendale Park .8 acre
17. Highland Park 4 acre
18. .Tower Park .4 acre
Total 62.3 acres
I have not included two leased parks, Camp Cardinal (23 acres)
and I-80 (6.5 acres), an unused strip of grass and trees approximately
1/4 mile east of ACT between I-80 and the county road.
The Comprehensive Plan recommends five acres of neighborhood park -
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land per 1,000 population. If we use 50,000 as the p pulation figure,
we should have 250 acres in neighborhood parkland. W have only 62.3
acres, or approximately 25% of what we should have.
Perhaps the Comprehensive Plan is too utopian in the recommendation
Of five acres per 1,000 for neighborhood parkland. A much more practical
approach would be to use National Recreation and Park Association Stan-
dards which call for ten acres of parks per 1,000 pop lation, with 1/2
being city-wide parks, 1/4 community parks, and 1/4 n ighborhood parks.
If we adopt this standard, we would have approximatel. 50% of the neigh-
borhood parkland that we should have.
METHODS OF ACQUIRING
Many large areas of the city do not have a neighl Irhood park, or
only a very small one. The area bounded by Kirkwood, ;ycamore, Highway
6, and Gilbert has only one tiny park, Highland Park, lhich is .4 acres.
Twain School (ten acres) is in the southeast corner of this area and
serves' as a neighborhood park to a limited degree, an( could be utilized
more effectively.
There is only one small park, Glendale Park (.9 a re), in the large
area bounded by Rochester, Seventh Avenue, the Rock Is and tracks, and
Governor. Longfellow School (ten acres) is in the sou h part of this
area, and serves as a neighborhood park to a limited c gree, and could
be utilized more effectively.
There is only one small park, Glendale Park (.9 a re), in the large
area bounded by Rochester, Seventh Avenue, the Rock Is and tracks, and
Governor. Longfellow School (ten acres) is in the sou h part of this
area, and serves as a neighborhood park to a limited d 3ree.
By acquiring neighborhood parks in advance of res iential develop -
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nlent, we can keep this from happening in the future.
In the Parks and Recreation. Plan 1981-1985, which you have approved,
I made the following recommendations on the acquisition of neighborhood
parks. These were made after a series of meetings with the Planning
and Program Development Department, and were designed to implement the
Comprehensive Plan regarding parkland acquisition.
1. Aber Park: a ten acre, level, triangular-shaped piece of ground,
in the flood plain east of where Aber Avenue stops, in southwest Iowa
City. This could be used initially for two soccer fields; later some
or all could be turned into a neighborhood park. This piece of ground
is close to Willow Creek Park, which was designed as a nature -oriented
park, and not designed for active league -type competitive sports activi-
ties. By transferring some of the soccer fields to Aber, Willow Creek
would better serve its intended function. There are no school grounds
close to Aber; the closest, Horn (eight acres), is more than one mile
(by roads) away. Probable acquisition cost: $55,000-$60,000.
2. Miller Park: eight acres, west of Miller Avenue between Highway
1 and Benton Street. Some of this site has existing trees, and is easily
adaptable to parkland. Some of the site is tillable ground, easily adapt-
able to play fields. Roosevelt School (six acres) is close, and is used
as a neighborhood park to a limited degree. There is no neighborhood
park to serve the high density residential area west of Roosevelt, south
of the Rock Island tracks, north of Benton, and east of George except
Tower Park (.4 acre) on the west edge of the area.
The Comprehensive Plan shows high density housing west of Miller,
some at 3-16 dwelling units per acre, some at 16-24 dwelling units per
acre. There is a definite need for both the open space at Roosevelt
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School and the proposed park. Probable acquisition cost: $80,0004100,000
3. Prairie du Chien Park: ten acres, east of Caroline Court and
1 1/2 blocks east of Prairie du Chien Road. There is no park in this
area at present. The closest school, Shimek, is more than 1/2 mile away.
The site is mostly wooded and is an excellent wildlife habitat; an ex-
cellent nature trail could be developed here. A small area of the park
should be devoted to a playground and the balance preserved for its ecolo-
gical significance. Probable acquisition cost: $70,000.
4. Scott Park: eight acres, west of Scott Boulevard and approxi-
mately 1,100 feet north of the railroad tracks. The area is level and
adjacent to the proposed Village Green South storm water detention area,
which lies between the site and the railroad tracks. This site is approx-
imately 5/8 mile from Mercer Park, 3/4 mile from South East Junior High,
'and more than one mile from the nearest elementary school. Mercer Park,
which is really more of a sports complex than a park, is over -used. The
site initially could be used for soccer fields. Later, if sufficient
soccer fields were available, some or all of the site could be developed
as a quiet, shaded, passive park, away from the cars, noise, and over-
crowding of Mercer Park. Probable acquisition cost: $80,000.
S. Foster Road Park: eight acres, north of the proposed Foster
Road extension, south of Interstate 80, and west of Prairie du Chien
Road. There is no park in this area now. The closest school ground
is approximately 1/2 mile away. This site has some existing shade and
is suited for a neighborhood park containing some play fields. Probable
acquisition cost: $70,000-$80,000.
The Parks and Recreation Commission, at their April 5, 1980 meeting,
recommended unanimously to the Council that the money derived from the
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sale of Elm Grove Park be used for the specific purpose of parkland acqui-
sition. if and when this park is sold, I think we should acquire Aber
and/or Miller Park. Another good use for the money from Elm Grove Park
would be to start a revolving fund for land purchase through mandatory
park dedication, which I will detail later. Another Possible source of
revenue, approximately $4,500 per year for the next five years, is the
proceeds from the sale of dying and declining walnut trees in the parks.
We recently sold twelve trees for $8,639.
At the present there are no matching federal funds for parkland
acquisition. This program has been off and on in the past; there are
efforts now to revive it, but realistically no change is probable until
the economy revives.
There are always possibilities of donation of usable land for park
purposes. The Johnson County Heritage Trust is ready, willing, and able
to assist us, but do not have any possible projects close to Iowa City
at present.
It appears that the best method of systematically obtaining neigh-
borhood parkland in developing areas is mandatory park dedication. Dedi-
cation is a technique which allows land to be set aside for public use.
It is the transfer of land for a public purpose such as streets, utility
rights-of-way, or parks, and dedication allows local governments to re-
ceive these lands without having to purchase them.
Compelling arguments may be advanced in favor of or against the man-
datory dedication requirement. They may be summarized as follows.
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Local Government
Benefits:
1. Permits appropriate parkland location at the time streets are
laid out.
2. Facilitates the possible cooperative planning efforts for park
and school sites.
3. Assures that park and open space requirements are met at the
time raw land is platted.
4. Shields the community from land value inflation, including the
5. Tmment fm
hecostsofneighborhoodvparklandrarewborne by those who bene-
fit from it.
Liabilities:
1. Requires the community to allocate funds to develop and main-
tain the park prior to the full ripening of the subdivision's
tax base, leading to a possible increase in existing property
taxes.
2. Encourages communities to rely on dedication as the sole method
of acquiring additional parkland.
3. Increases the cost of development which may be passed through
to the future residents of the subdivision, thus increasing the
initial cost of a lot and house.
Developer
Benefits:
1. Ensures the availability of strategically -located neighborhood
parks which enhance the marketability of lots within the sub-
division.
2. Encourages development by the city of density bonus incentives
for dedications in excess of the minimum requirements.
3. Provides a way to use some nondevelopable land as part of the
open space requirement.
4. Reduces development costs when using clustering and other inno-
vative development techniques.
Liabilities:
1. Would reduce the number of development lots in a conventional
subdivision, thus requiring a higher sale price or lower margin
of profit per lot to offset the cash loss of the dedicated
parkland.
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Benefits:
1. Adds diversity, character, and environmental integrity to the
neighborhood. Park/open space lands are many times nondevel-
opable wooded areas, floodplains, hilly or rugged land forms,
or serve to protect critical ecological processes, all of which
may serve to enhance the livability of an area.
2. May increase property value of homes adjacent to or.close by
I parks and open space lands.
3. Permits the community to develop the parkland with fewer funds
involved than if a costly land purchase was involved. This
ensures that there will be a developed park as opposed to only
raw land or the prospect of no convenient neighborhood park.
Liabilities:
1. If the land is not developed for several years, the vacant
property may become a neighborhood eyesore as well as a hazard-
ous area for small children.
2. May result in higher property taxes in order to finance park
development and maintenance.
Iowa City has discussed mandatory park dedication at various times
starting in 1974.• Former city attorney John Hayek, in a memo dated
March 5, 1974, stated the opinion that the city does have the power to
require mandatory dedication or fees in lieu of dedication if the follow-
ing standards are met:
"1. The park required must be included in our comprehensive or general
plan.
2. The subdivision exaction must be considered reasonable, with
regard to the subdivision in question.
3. The requirements must be attributable to the specific needs of
the subdivision in question.
4. The advantage gained from the requirement must be used to the
direct benefit of the people in that subdivision."
Since the Hayek memo was written, the city has adopted the Compre-
hensive Plan, which shows locations of proposed parks. The dedication
procedure should be part of the subdivision platting process which, in
conjunction with the zoning ordinance, governs land use and the planning
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design and development of raw land into a residential subdivision.
The use of a mandatory park dedication ordinance, or fees in lieu
of, is widespread throughout the country. At the present time, mandatory
park dedication or fees in lieu of is in effect and working in Iowa in
the cities of Ankeny and Urbandale. In both cities, the Parks and Rec-
reation Department feels that the ordinance is working well. In Urban-
dale, the city requires that 10% of the land in all residential develop-
ments of more than 1/2 acre be dedicated, or that fees in lieu of be paid,
or a combination of both. The amount of the fee shall be the fair market
value of the land as determined by an impartial appraisal. In Ankeny
the amount of parkland dedicated is determined by the following formula.
Minimum Lot Area Per Unit Percentage of Total Land Area
25,000 sq: ft. to 40,000 sq. ft. or greater 3%
8,000 sq. ft. to 24,999 sq. ft. 5%
2,499 sq, ft. or less to 7,999 sq. ft. 10%
In cases where land dedication is not compatible with the comprehensive
plan, or impractical because of size, fees in lieu of are paid, based on,
fair market value, and determined by an appointed valuation committee
consisting of three persons having knowledge of real estate values.
In both cities, fees collected are put into a special fund, only
to be used for the purchase of parkland in the immediate area. The
cities do not designate an exact site prior to development; they wait
for a subdivision plat, see what size it is, where it is located, how
many acres of parkland it would generate, and then decide on the exact
site.
The cities of Ankeny and Urbandale do not immediately guarantee a
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neighborhood park for residents in all new residential areas; there may
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be a waiting period until the area is approximately 1/3 to 1%2 develop -
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ed, and fees in lieu of are enough to purchase the designated site. It
is certainly desirable to be able to provide a park for the first few
people in a new area; to do this'you would need some sort of a revolv-
ing fund. Perhaps a portion of the proceeds from the sale of Elm Grove
Park could be used to start such a fund.
DUAL -USE OF SCHOOLS AND PARKS
At the present time the Recreation Division is using many of the
public schools for programs, such as:
1. Summer playgrounds at Lemme, Twain, Hoover, and Wood. l
2. Weekend gyms at South East and West from January 18 to March
15.
3. Flag football at Wood and Twain, Saturdays in September.
4. ASERP classes at most of the elementary schools (conducted by
University recreation education classes).
5. Volleyball at South East and West, November -March.
6. Gyms at Lucas, Mann, Twain, and Hoover for S.P.I.
7. Hoover gym on Saturday mornings, December -March, for a.youth
basketball program, organized and supervised by Parks and Rec-
reation Commission member Fred Riddle.
8. Gyms at Horn, Lerme, Lucas, Mann, Shimek, and Wood, January -
March, for grade school children physical activities.
9. Some of the diamonds at South East for girls softball in the
summer.
The schools use our facilities for a number of uses, such as:
1. Mercer Park tennis courts for physical education and meets,
used by South East and City.
2. Mercer Pool by South East for physical education, late August
to mid September.
3. City Park tennis courts for practice and meets by West.
4. Social Hall for various reasons including physicals.
5. Recreation Center pool from late August to late February.
The city provided some play equipment and plant materials for Long-
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fellow and Twain schools through the Block Grant Program in 1977-1978.
The schools agreed to maintain the improvements. ;
It has been suggested that a possible solution to our shortage of
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neighborhood parks would be to "designate" school grounds as dual -use i
schools -parks. The Comprehensive Plan makes reference to this on page
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102: "Currently *there are approximately two acres per 1,000 population
of neighborhood and mini parks. School playgrounds were not included in
this total although these areas frequently serve as neighborhood parks."
Elementary schools in Iowa City are as follows:
Hoover 6 acres
Horn 8 acres
Leine 8 acres
Lincoln 5 acres
Longfellow 10 acres
Lucas 9 acres
Mann 4 acres
Roosevelt 6 acres
Shimek 16 acres
Twain 10 acres
Wood 8 acres
Total 90 acres
The 90 acres includes land used for buildings, parking lots, roads, etc.
Even if you included all 90 acres as parkland for statistical purposes,
and added the existing 62 acres of neighborhood parks, you would still
be approximately 100 acres short of the Comprehensive Plan recommendation
of five acres per 1,000 population. If we do designate school grounds as
dual -use neighborhood parks, almost assuredly it will lead to a contribu-
tion by the city to maintenance of these areas. Dual -use designation
will not increase the acreage available to the public for recreation,
open space, etc., nor will it correct the number one need for parks in
Iowa City, which is neighborhood parks in newly developing areas.
In conclusion, my recommendations for implementation of a systematic
Policy to acquire new neighborhood parks are:
1. Adopt a mandatory parkland dedication ordinance for neighborhood
parks.
2. Use any money from the sale of Elm Grove Park to acquire Aber
and/or Miller Parks, and/or use the money to establish a revoly-
stertedd funto help get the mandatory park dedication policy
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CITY OF IOWA CITY
CIVIC CEWER 410 E. WASHINGTON -ST. IOWA CffY, IOWA 52240 (319) 356-5000
April 20, 1982
Dr. Robert B. Ogesen
305 Woodridge Avenue
Iowa City, Iowa 52240
Re: Ralston Creek North Branch Detention Structure
Dear Dr. Ogesen:
It is anticipated that construction of the Ralston Creek North Branch
Detention Structure will begin in July and will be completed by
December 31, 1982.
Access to the detention structure during construction and for
routine maintenance after construction will be north off of the
existing paving on Seventh Avenue.
If you have further questions concerning this project, please feel
free to contact me at 356-5141.
Respectfully,
Charles J. Schmadeke
Director of Public Works
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City of Iowa Citi '
MEMORANDUM
Date: April 16, 1982
To: City Council & City Manager
From: Frank Farmer, City Engineer
Re: Lower Ralston Creek Improvement Program, Phases 1 & 2
The Lafayette Street railroad bridge is functional and the project is
substantially complete except for some grading and clean-up work.
Due to the inclement weather of the past winter and accompanying high
water in Ralston Creek, the contractor has been delayed in completing
construction at the Kirkwood Avenue culvert site. At this time, it
is estimated construction will be completed by June 1, whereupon,
Kirkwood Avenue will be opened to traffic. The contractor will then
proceed with construction at the Benton Street culvert site and at
the Prentiss Street and Linn Street intersection.
Regarding the channel excavation project on Ralston Creek from
Kirkwood Avenue to Gilbert Street, the contractor plans to begin work
during the first week of May.
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ULNA CRY OFFICE 13191 351-8100
KALONA OFFICE: (3191656-2916
LUNE TREE OFFICE 13191 6295400
KLLS OFFICE: 13191 679-2267
HONOHAN, EPLEY, KRON & HAYMOND
ATTORNEYS AT LAW
JAY K. HONOHAN 330 EAST COURT STREET
LLOYO A EFLEY IOWA CRY, IOWA 52240
THEODORE L KRON
GARY L RAYMOND
April 23, 1982
Honorable Mayor and City Council of Iowa City
Civic Center
Iowa City, Iowa 52240
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re: Riverside Drive improvement
Dear Mayor Neuhauser and Council:
I apologize for the delay in this letter. The final weeks of the
tax season and the Old Capitol Center Investment closing took up a lot
of my time. I
Enclosed are:
1. A copy of the study by Walton and Machemehl on the two-way
left turn median lanes. !
2. A copy of a study by Sawhill and Neuzil on accident
characteristics on arterial streets with a two-way median left turn ,
lane.
3. A copy of a letter of January 11, 1982, from Legvold to Sisson
of IDOT which purports to set out the DOT studies.
The purpose of giving you these studies and the IDOT report is to
demonstrate to you that when reliable, quantitative studies are
undertaken by professional people in this field, these studies
demonstrate
1. The lanes we are advocating "facilitate the movement of
through traffic and provide a high degree of access service, yet their i
use has not resulted in an increase in traffic accidents." (Sawhill
and Neuzil study, page 20 — underlining mine.)
2. "In general, CIWLTMLS (the lanes we advocate) provide for I
increased flexibility, e.g., the inherent characteristic of additional
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storage space for short blocks. The fear of conflicts and
ton and
page D[ --
3. Such "sites had only small percentages of mid -block accidents
involving vehicles slowing or stopping to make left turns." (Walton
and Machemehl, page 53.)
We have underlined some other information in the studies if you
wish to skim them for items we believe further illustrate our point. I
would like to add that a couple of things that have never been
mentioned which we found in the studies and which show up in the
studies are the advantage the lanes have over raised medians for snow
removal and street cleaning and emergency vehicles.
Referring to the so-called IDOT Studies (Legvold - Sisson), I
respectfully submit that these are not studies, but simply accident
counts. It is my opinion that the only thing this letter demonstrates
is that IDOT has not done any careful analysis about lanes vs. raised
medians, nor have they done a careful analysis of either of these items
alone. The worst example in their letter is their comparing Fleur
Drive in Des Moines from Waukonda Golf Club to the Airport with East
Fourteenth Street in the same stretch. If you are familiar with these
two streets, you are aware of the fact that Fleur Drive is a
well -improved, very wide street in the area mentioned and does not have
a lot of conflicts or traffic signals or things of this nature.
On the other hand, East Fourteenth Street is a narrow street, an older
street, has a great number of traffic signals, has very poor sight
distances in many locations, and is precisely the kind of street that
you would anticipate would have a lot of accidents for a variety of
reasons.
Another interesting comparison is the Broadway Street in Council
Bluffs study which involved an accident study of three -years prior to
the improvement and three-month! immediately after the improvement was
completed. The absolute wore[ time to make a companeon would be when
the motorists are just learning how to use the new street.
Upon the recommendation of some people in the Engineering
Department at the University of Iowa, we contacted an authority in this
area at Champaign -Urbana. He first questioned us about what
information we had that was given to us by IDOT. When we told him the
information that had been given to us, he indicated that we did not
have enough information so that he could tell us what would be the best
thing to do here. I believe this illustrates one of my complaints
about IDOT's approach. I don't think they have adequate information;
I don't think they ever got adequate information; I don't think they
ever attempted to get adequate information. IDOT's District Engineers
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Page Three
decided to put a raised median on this street. Since that time, they
have been attempting to justify a raised median here. They simply have
not checked this out thoroughly.
It has been suggested in my telephone conversations with traffic
engineers that the IDOT has a propensity to put in raised medians.
They like raised medians and they have been very successful in putting
in raised medians and that IDOT doesn't really consider anything else.
j In reference to Mr. Henely's threat that IDOT will withhold its
share of the funds if we don't do what they say, I would like to
i suggest that my reading of the settlement of the Court case does not
allow Mr. Henely this option. I believe there must be an improvement
and L believe the Court case does not specify that it has to be a
raised median. It simply specifies that there must be an improvement
and that DOT will share on a 50/50 basis with the City. I do not think
that IDOT has the veto power that Mr. Henely assumes. This improvement
is not a typical City — IDOT construction project.
I respectfully suggest that the decision on this particular item
is a political decision. I think that the IDOT Commission has
attempted to shift the problem to the City. They have said it is up to
j you. Now Mr. Henely is saying if you don't do what he says, you won't
get any money. I do not think that Mr. Henely is correct.
Mr. Henely alluded to compensation to property owners in his
presentation before the City Council. I do not beleive that IDOT will
attempt to compensate any of these property owners if a median is put
in for damages which result from the median. That has never been the
policy of IDOT and it does not appear to me to be the law. I would be
interested in a direct statement from Mr. Henely that they will pay for
damages resulting from the median. The only appraisal that I have seen
to date (if it can be called an appraisal) allowed nothing for the
median. My clients received no appraisal for anything on the east side
of the street.
We respectfully urge the City Council to support the two—way left
turning lane for this project, and to allow me to speak further on this
at the appropriate meeting.
Very truly yours,
H NAN, EPLEY, RON 6 RAYMOND
H. Honohan -
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Accidents and Operational Characteristics ori A
Streets with Two -Way Median Left -Turn Lanes
ROY B. SAWEEILL, Associate Professor of CI7U Engineering, and
DENNIS R. NEUZIL, Engineering Assistant, College of Engineering,
University of Washington
The need to expedite through traffic and stili provide adequate access
to abutting properties resulted in the installation of the first two-way
median left -turn lane (2WLTL) by the City of Seattle Traffic Engi-
neering Division In November 1952. Since that time more than twelve
2W LTL's have been Installed. '
BZjet studies conctedby-the. Dlvislon_lndlcdted that the 2WLTLa
facilitate the movement. of through traffic and providea, high degree of
access service, yet their use has not resultediaan increase In traffi`
accidents.— ' -
B'eeauss the 2WLTL appears to be a useful and effective tool to the
traffic engineer, and because Its use Is not very widespread, It was
felt that a detailed accident study on arterials utilizing 2WLTL's was
in order as well as an operational study of the 2WLTL with respect to
the volume and manner of vehicles using it.
This study considered the effect of the 2WLTL on accident expert-
ence along streefs serving commercial and Industrial areas. Trends
In accidents, accident rates, type of motor -vehicle collisions, and
accident severity were considered. The report indicatesthat_p;oper
use of ithei 2WLTL ,nn aid In fh- rmyo_n aidents�Lthelp
to attenuate Increases in accidents when trafftc_voLume_and.property-
deyelpp_ment tncreapet,
The 2WLTL Is not an accident hazard by itself, because accidents
invix ng 2 LTL —&e_fec.f,Lnumber.. Furthermore, althouglE—iE
may be used by traffic in opposing directions of travel, head-on acci-
dents on It are virtually nil. Property damage and injury appear to be
less severe for the 2WLTL than for non-2WLTL accidents..
The operations studies showed that the 2WLTL on the arterial
through an industrial area was used by 2 percent of the traffic, but
an the arterial adjacent to a shopping center and commercial develop-
ment the 2WLTL was used by 22 percent of the traffic. This latter
study also showed that a greater length of the 2WLTL Was used for
loft -turn man@uverjng during rush hour$ tjlen Off -peek 116111`81 end HIM
out -of -county driver@ used eubstantislly less length of the lane,
The observallons showed it need for Investigation Into more effective
signing and/ar marking of the 2WLTL In order to Insure Its proper use
by unfamillnr delvers.
In addition to providing for midblock and Intersection left furne; the
2WLTL also provides for refuge and separation functions. In actual
operation It Is used for many of the emergency functions of a median
shoulder area, Including detour routes when utility cute and, street
maintenance are necessary. The lane also allows for easier move-
ment of emergency vehicles, particularly during peak hours.
Paper sponsored by Cortmittee on Operational Effects of Geometries.
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There are situations that require the use of a conventional median
with unidirectional left -turn lanes. However, under- certain conditions
the 2WLTL may provide a better design in terms of traffic service and
economy of construction.
'THE uncontrolled left turn Js closely related to the problems of highway safety and
alacllltatlon of through -!raffle flow. The attempted solution to the problems caused
"Wcles turning left usually has been either the partial or complete prohibition of
64 turns or some form of median control and/or chamtelizatton of left -turn lanes.
bv*ver, there are situations where these practices do not offer a satisfactory solution
OW problem. Recognizing this fact, the Traffic Engineering Division of Seattle
solved a new method for dealing with left -turn traffic, the two-way median left -turn
tr (2WLTL). A 2WLTL consists of a median area delineated only by paint lines and/
suaffic buttons, which may be used by traffic in either direction for making left turns.
I'd turns may be made from any point along the 2WLTL. Such an Installation should
'a be confused with the conventional, unidirectional median utilizing left. turn lanes
see Prohibited areas are set off with raised barriers, dividers, or paint linea (Fig.
W.
The mat or function of a 2WLTL Is to •provide a deceleration and storage lane for left
anti to minor generators, including both legal streets and abutting properties. Second-
ulieoctions at the 2WLTL are the separation of opposing traffic flows, an acceleration
het for vehicles turning left onto the arterial from minor streets and abutting proper.
am, a pedestrian refuge, and an emergency lane for breakdowns or for use by emergen-
q"Neles.
The 2WLTL has been used In Seattle In order to reduce accidents and delay on arteri-
deneets traversing areas where several or all of the following conditions exist: (a)
Wvolume multilane streets; (b) strip commercial and/or industrial development of
WH individual vehicle generation; (c) a lack of, or inadequate, cross and parallel
4te4 for around. the -block movements., and (d) adequate distance between arterial
sesecttons. ,
It many cases the conventional medlan with left -turn lanes Is most desirable. A
m�L mightb_more_ satisfactory, however,.whers there is a need for movidlne ac-
A_mmum (or a median with prohibited arson designated by Paint lines). impractical.
ktleoWd be itis case, for axe- is, along a street with various commercial, Industri.
d. a "essimnl bulldlttgs with their own Off-street parking areas; the par
"I" "d exits being staggered so that they are neither uaiformly.locatng en -
ed kitl closely
"along the street. A cbnvention l median with openingp to provide for this situa-
tavould present a rather canfusing Micro to the motorist.
/mther possible use of the 2WLTL might be In a situation where cross streets are
41* far Aee us undesirable. there to this Instance, an excessive mount of travleft eI nanns d delaom y Ian
clued by around -the -block movements needed to effect the left turn,.
JmthIr condition for use of the 2WLTL would be an arterial with frequent
tc4 streets and streets parallel to the arterial traverse areas where high traffic
*aes are wwasirable, such as schools, hospitals, or single-dweWng residential
111111. The cross and parallel streets may aWq be substandard with respect to the
h44 of large commercial vehicles.
46quite signing and marking of the 2WLTL are necessary in order to insure proper
et Of the facility and minimize confusion to Out-of-town drivers and other motorists
shmillar with the 2WLTL. Several signing methods for 2WLTL,s have been used
gb/
1ueSettW Traffic Engineering Division: (a) overhead signs Installed on span wire, IH In., double-faced with the legend, "TWO WAY LEFT TURN LANE"; and (b)
es•eunmted signs, 2 by 9 ft, placed about 2 R above the pavement in medial island
nit baring the legend, "BEGIN TWO WAY LEFT TURN LANE" (these signs are
Meet to repeated damage unless placed with proper clearance in raised traffic
Lk*). In addition, al} Installations hays "LErr TURN f.ANE" painted on the medi-
MICROf ILMED BY
JORM MICR6LAB
CEDAR RAPIDS - DES M019ES
,✓
J
r
22
A. oangnllenel medlen •Ile enIdIriellanel
148e41a'PII IIout II ORO a dm
se■el- run,
lull, 1400 114,#1 flout, 1. I.0•■q 4rI
e• ill - tIIH41ne end relied ler I.e•Nr Teelen
ef■ IOn1.
Figure I. Comentloneu unidirettion.L lett-turn 112110 and tw.vgy oadjen left-turnlat
an lane and facing both dlrectlens. The 2WLTL' Is bounded by solid Ihies painted
tel to dashed Imes, spherical traffic buttons 2% in. high and 12 In.. In diameter ane
Placed on 40- to 80 -ft centers an both double! paint lines_latest standard !s 100.[t
spacing (Fig, 113).
dth 01 the
Installations nlear lof the 2WLTLian tn Seaattle aredilesho In in FI 6 to 13 ft, r •
ej
major uses are In strip industrial and commercial are mind on care4' and erists el,. -ne
Shopping centers (Figs, 2 and 3), Many {netalhtlons have been m'de by converter,
arterials with 8 narrow lanes to streets with 4 molder through lance and the 2WLTL.
In some cases, curb parking was prohibited In order to provide molder Through lane
and the 2WLTL.
d -after views of 4
Ing an
Figure
utlying shopping center. center. At the bottom? he existing inside lane to the righty
the center line has been marked off as the 2WLTL and the shoulder has been paved am
to become the new outside lane, However, many, of the 2WLTL's have been added OIL
out constructing new lanes. Ordinarily, Instailatlon of a 2WLTL costs less it= Con.
struction of a series of unldlrectlonal lett-turn lanes,
Figure
5 shows examples of Placed at the beginning and ended These slgnos have alsobeenused SA rho,
the signs
en the
738
i
�- MICROFILMEn RY
�. JORM MICR46LAB
i
1 ) I CEDAR RAPIDS • DES MOINES
_y
I F
�j
Ist Ave. $•
S•.yi.��>-rye.': • — ,
�•r s
151h Avq. W.,
N. W. Market St.
PSgure 2. 2WLTL Lnstallatlo} Bering SndustrlLL ia¢ cmmerclLL meas.
IVLTL is interrupted by a unidirectional lett-turn laae. The signs are set in small
"eal Islands demarcated by tralflo buttons. They are less likely to sustain damage,
IbiemenWhent for the lane are own E4laced on raised 5C- Note the usas in s 511, e of Ne lege markingint "LEFT TURN
." This legend is always placed }n a hack -to -back manner so that 1t can be read
hm bslb directions of travel. ' - " ' .
yemmento County; Calif:, which made some use of the 2WLTL, uses somewhat
40int methods at signing and marling
East Marginal Way
141CRO11E14EO BY
JORM MICRQLA6
CEDAR RAPIDS • DES MOVIES
}
AN
'`-F
:• x
:•a
73P
1
J
'r
A
r
i
L
24
ACCIDENT STUDY
. The major purpose of this Investipllw
Was to study and compare the number,
types, and severity of accidents occurr
on sections of arterial streets beforeuy
after the Installation of 2WLTL's.
Site Selection
It was deemed desirable to study oNj
those Installations where a minimum of
µ, change In traffic volume, traffic control,
l• or adjacent land use had occurred for
sometime before and after the insta0aea
' of the 2WLTL. In this way the effectd
the 2WLTL Itself on traffic accidents
could be better determined. A Scrod
criterion of site selection was that aeeidee
data be available for several years befwt
as well as after he Installation. Thed11,
ger of drawing conclusions from a;ne.
year before -and -atter study to apprechial
�b r*:;I,,;,+, •:M+Frti+^ when one considers the follow!ng sl
studiesSupse tat on-year
before-and-after
mallet
'4' �,,;:,�.'; •+'•' a 57bMA ure show a 15 percent decrease In
.w'r.`''., ,•:i'J7'�•`.l{,l��., , dents after one year's use. Although q�
.,1.. .. • ; `,:., j: ;,.; ;++�•�. may seem o be a significant ch h .
+'•.6;�-�.....r: �:' ..:�?7:•- loses its sl change, In e
`::: � _;.`• significance when further
.i: �.".c`x::�' :'a• t !bees
s"'"�'"�' •- - -'Y�;i '" '.'C'"r nstallation stthheatannual numbbee f aeLldese
years ixNsn
%'•'�:jc7fi t �' "' 't x"' had been decreasing at the rate of 15 to
percent per year; A third Criterion wy
that the 2WLTL be of sufficient Is". �
relative!
•i _._,_ ,.,••,� y fewer tojai number of accident
- .�,• -'��,- occurrences on one -and two -block 2WCR5
'
,-a'e,_ : r'. 'se , precluded their use.
".; From more than a dozen 2WLTL rosy!•
htloml two were selected for detailed ae,
Figure 3. 2vL2L installation serving n cident for a study yof only thosand a e third site
boating marine and beech arae, the use of the 2WLTL. The two Ina
talle
How selected for detailed study were 1;y,
on Airport Way and 4th Avenue South,
duetrlal area of Seattle whThese 2WLTL sites are located In the 1%
ere various light and heavy Industrial planta, warehouse#,
and trucking terminals are located. A part of the area served by these streets and
close-ups of the streets and typical establishments located along them are shown In
Figures s and 7. Characteristics of these Installations are given in Table 1.
All cross -streets along Airport Way and 4th Ave. S. are dead -ended by railroad
tracks, except for two cross streets. Airport Way also Iles beside a steel hill (Fig,
the use of a 2WLTL 0B). Thus around -the -block movements cannot be used to effect left turns, mild
varying from 2A to 5 highly Iwidth (slightly wf er where uniddesirable. Fourth Ave. S. irectional onal left -turn !lly had a raised miners
was
openings and also a few mldblok opngsIISketches of sections of Airport Way ad
4th Ave. S. both before and after Installation of the 2WLTL are shown In Figure g
unidirectional left -turn lane was added at each of the two major Intersections oeq
Irpm
MICROFILMED DY
JORM MICROLAB
CEDAR RAPIDS • OEs 101NEs
Bef
.'
13 e
I
� P1P,urn h. ;t
K • ...
l/dywhen the 2WLTL
Ntned at two Intersect
yVolume flow rates
japectively.• The we.
1WLTL Installation
1,500 vehicles.. A IB -
Table 2. The percent•
"kAirport Way satlsfl
!;;ever, does not fulf
Iller,Installation of th,
5;:fiite was worthwhile
938
1
J
_V
r
I'1' RI'IIIIY .1 ��
u id Ills IuvudlYk{Ig1
IL"ru the nuWlber,
H accidents occur,,,r"""U,�A1i11
it streets before
of 2wLTLls, j,
I lrabls
harm q
[11101 II
Ile Wrm Ills Wilmot
I tiw ila saa161110
rmined. A sect
ction was that ac
several years be
notallation. The
lusions from a a
r study is apprac
he following alba
r before -and -&M
raffic-control ml
!nt decrease in i
s use. Although
tntficant change,
1 when further fill
several years bi
ul number of acc
at the rate of 15 1
third criterion tt
I sufficient length
1 number of accid
and two block JW
t dozen 2WLTL If
!acted for detaile
a third site was t
.ose accidents Lav
The two fns*
ailed study were
Ith Avenue South.
are located in the
Maids, warehouse
these streets and
them ars showtil
in Table 1'.
-ended by railrosi
de a steel hill (yl
left turtle, makiA
had a raised moo
mal left -turn lane
ian openings at in
of Airport Way v
hown in Figure M
ntersections onA
L
Before
in
After
Be(orf ' After
Figure 4, VLXL L etaLlatlana aervlug an m,L1rWW alwrpLnm unnLae,
i4 when the 2W LTL was Installed and four unidirectional left -turn lanes were main -
slate At two Intersections on 4th Ave, S.
Volume flow rates for Airport Way and 4th Ave. S. are shown in Figs. 9 and 10,
'npectively. The weekday traffic volume pattern is essentially constant along the two
rytTL fnatallatlons. Peak -hour volumes an these two arterials are approximately
I,ips vehicles. A Ill -hr Vehicular classification count for Airport Way is given In
tyy a. The percentages of various commercial vehicles are similar ve. S.
Airport Way satisfies all three criteria of study -elle selection. Fourth Ave. S. an 4th A
several years, accident experience' wrerer, does not fulfill the one requirement of '
ser Inmtallatfon of the2WLTL. However, it was believed that a study of the 4th Ave.
"Ll was Worthwhile, and that the study could be updated after several more years
euperience.
IIICRDEIL14ED BY
JORM MICROLAB
CEDAR RAPIDS • DES MOINES
1
U
93F
i
1
_M
it
r111111IM11111
M �I
Area
Figure 5• Signing and tarking for EMfa% Installation.. luaa�.
A 2WLTL Instahatlonon 25th Ave N, E. (Fig; TB) vaa selected far studgingoolyr A":those lanes aft directly Involving the 2WLTL: Because this street was widened from y Typ
2 e 5 lanes after aInsinstalatlon of the 2WLTL, and because many new generators have.9been bWlt .ince the Imtallatlon, this street could not be used for a detailed before tmlafter accident study, However the munity shopping center various generators along the 2WLTL section (tom,the 2WLTL and an altendanttgr alnr'tmentafilling stations) produce a hl ,and 4th Ave. S. This Instalhtlon wasnalso used In a stud umber of 2WLTL cof eertafncidents ao eratn an ion�itt Wato ici flaw rate to Ir
y p ctinr•
MICROFILMED By
JORM MICR6LA13
CEDAR RAPIDS • DCS 101.
�3 8'
fj''
L
27
A. Area eterw4 by Airport Wayand
II 41h Ave, S. 2'MLTL'S.
Tr I ! aarAYe �
+...7tY
C f,• i':�tii 'Ti.,Cy .'�>`i. ri. +.�1 5: ..;: �: t':l .0 .•
. MI
atnllstlom. :ufl q•1 - � --,.r--mac _'�?J9,�..,.
i selected for studyltlQudll " °''•�:? :'.».>. .
Its street was wide ed Q T Ical `
:nary new generators hirt �Q�'• �!!�(ejan along AlrpOrt
' way,
sed for a detailed before sure 6.!
ong the 2WLTL seetloo (c ,r ?'f• alter ossa m eccldeac aeuyy.
one) produce a high waged :.:i :. .
e.
of certain
thane r Alrport'Wu hap r 2WLTLgITe 11. Peak ion of 25th N. E. Is shown In FIgu1'e 8
of certain o eratiotuf flolv rate In Ft hour traffic volume on 25 ,and the vol_
�•"`!� 25th M. E. Is approximately
I1ICRO21LIJrO BY
JORM MICROLAB
MAR unPIos •DCS '4OPIE5
i
J
MI
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28
'
m3
e '
o e
N
s
e
e
„a
ua
m Ew
ti
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ui
...
Y E
u m
{uy
Ivo b
Q
\
\
9 e °
i
n
a z
!
0!
P
tulsd pull pue
y
4pUL[ej alt$
t• 5..
..
.:
ei
ea
2 �
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N
a
nN nN
O
E
S N
y
ppm
m m
i r
H
x ,y
vs m ie
o a
SSSU
..i
u
f.
�'�v
n m m
�Iu
•a
F V
m3
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s
e
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ui
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Q
\
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O
n
N
e
0!
P
t• 5..
..
.:
ei
1, 500 vph. Other characteristics of the
2WLTL site are given In Table 1.
Two additional 2WLTL Installations eery
studied briefly. These sites, located aloq
high-volume radials, Aurora Ave. N. and
Bothell Way, serve commercial land uses,
The sites did not meet the requirement of
minimum change In land use intensity and
other requirements necessary for a delaBN
study of the effect of the 2WLTL on tra/1e
accidents.
Accident Data
All accident data were taken from copls
of the original accident reports filed by the
motorists and kept by the Traffic Englneerb;
Division and Police Department. Items re.
corded for each accident were day and dale,
location of accident; collision type, Injury
and Injury severity, total property damage,
whether the accident Involved the 2WLTL,
and whether drivers Involved were local a
out-of-towners.
General collision types are diagramed b
Figure 12. The types are head-on, reared
left -turn, angle, sideswipe, and "other",
The collision types also apply generally fry
accidents involving the 2WLTL. Potential
2WLTL collisions are shown in Fllure 111,
Injury
rrehas
leisF
fly In eityon;visibsg of triJity
such as a bleeding wound, dfetprted melie
or having to carry the Injured from the errs
of the accident is severity two; other vU,*
Injuries such as bruises, abrasions, srolllR
or limping is severity three; and no vdibb
injury but complaint of pain or momentary
unconsciousness is severity four:
Property damage was determined as Up
sum of the estimated costs to repair the n.
hicles involved plus damage to property hi
as fire hydrants, signs, and buildings,1t11
sum was rounded to the nearest $50. Bu
accident was Investigated by an officer, Die
total property damage was determined ae Ib
sum of his estimations rather than those of
the drivers Involved in the accident. If a. -
accldent was not investigated by an officer,
the total property damage was determined
as the sum of each individual's estimated
the cost to repair his own vehicle. Aithoq►
many drivers tend to overestimate their all
damage somewhat, It has been assumed the
this Is unimportant when property damage
Is compared In a relative manner, such'ae
from year to year.
In addition to the determination of prop.
erty damage, the severity of.Injury and the
141CRor ILMED BY
JORM MICRbLAB
CEDAR RANDS • DES 1401AES
MW of collision
. Original accid
{, 4 percent of t
11nerally increae
4th Avet S.
yw.t. .. .
73V
1
J
_y
it
'i.:'•t
1o!the ` •
,,tions were r
ated along'
e. N. and•�f.i
laad areas,,`
'ement of
nsltY and ts�1%
r a detail $
on trailiq
�.i.
from copteq,
'sled by'
C
Enginea'AS
. items rs�
Lay and dat�M
ype, lnjurY'.i
rtY damage
1e 2WLTL, ,Z,
ere local?F.!
�t
diagramed';'
t -on, rears,
.ad "other"Q
,enerally ta'
. BotentW:l
1 Figure 3784
,revs. Fa
is of iajurY
orted MOWpM
from the SCSI
; other vidbU
kions, ewSM
utd no MANN
momenta{
]LLT.
rosined as 06
repair the.100
o proper
.SVC
auildings• TO
:st $50: 4&A
an officer, WS
:[ermined 14 le
r than those
:cadent.: If 0'
t by an officst
.s determfn"I
L's estimate d
hicle. AIUW4
timate their oe
en assumed the
Iperty damagYe'
inner, Such 1
:nation of prop
-
f injury and tfN
�i
i
V
29
A. 4th Ave. S.
9. 20 Ave. N. 9.
Figure T. 2WLTL $ties used in accident study.
h$ d collision were based on the police officer's report when available.
Original accident reports were available only since the start of 1956. In that year,
i.t preset of the accidents an Airport Way were Investigated with the percentages
Ne.Y increasing to date. Table 9 gives the percentages for both Airport Way and
GENERAL ACCIDENT TRENDS
tWa
Accidents on Airport Way were studied for four years before and three years after
*W"tion of the 2WLTL. Accident data for the first six months of the fourth year
MICRDt1LMED 9Y
JORM MICROLAB
CEDAR RAPIDS • DCS t4019CS
a
_y
73r
J�4
•i
n1.�
y1L'.,l '
A. 4th Ave. S.
9. 20 Ave. N. 9.
Figure T. 2WLTL $ties used in accident study.
h$ d collision were based on the police officer's report when available.
Original accident reports were available only since the start of 1956. In that year,
i.t preset of the accidents an Airport Way were Investigated with the percentages
Ne.Y increasing to date. Table 9 gives the percentages for both Airport Way and
GENERAL ACCIDENT TRENDS
tWa
Accidents on Airport Way were studied for four years before and three years after
*W"tion of the 2WLTL. Accident data for the first six months of the fourth year
MICRDt1LMED 9Y
JORM MICROLAB
CEDAR RAPIDS • DCS t4019CS
a
_y
73r
J�4
r
til
30
TABLE 2
16 -HOUR TOTALS FOR WEEKDAY VEHICULAR CLASSIFICATION
'%'•�-"I
COUNT 6:00 AM TO 10:00 PM ON AIRPORT WAY
*A e/. of
No. of of AH
Vehicle Type Vehicles' Vehicles Trucks and Subtotals
',;?;'';A
Buses
Autos' 18,757 88.4 _
Trucks and buses: '
Total 2,474 11.8 100 100
Single unit:
SU -2 1,404 9.6 56.8
SU -3 104 0.5 4.2
Buses 278 1.3 11.2 i1.2
Semi's:
2-5-1 212 1.0 6.6
2-5-2 121 0.6 4.9 23.3
3-5-2 243 1.1 9.8 111
Full taller combinations:
Semi with full trailer 49 0.2 2.0
Single unit with trailer: 4.5
2-2 7 0.3
3-2 56 0.3 2.2
Notal vehicles: 21,271.
11.6tht truaas without Aunt brae eln@apd as auto@,
after Inntallatton were expanded to a full year, thereby ttivinli four years of before and
after experience. For this renaon, the fourth year after study is shown by a dashed
line In the pertinent figures.
Table 4 summarizes the accidents on Airport Way each year with respect to "at.
slon types and total accidents. The data from this table have been plotted in Figures
13 and 14. Before Installation of the 2W LTL, the total accidents per year were in the
range of 60 to 70. There was a moderate Increase In accidents during the first year
after Installation (12.8); a phenomenon not uncommon when new traffic -control meas.
urea are Installed. The following years show a sharp drop to the level of about 45 ac•
cidents per year. Figure 13 shows that
a reduction In rear -end accidents ac-
counted for most of the drop, with the 1: 1
other types of collision being fairly con- TABLE. S
stant In number over the years and show. PERCENTAGE OF REPORTED
Ing no general trends. ACCIDENTS INVESTIGATED
To consider the effects of traffic vol- BY POLICE OFFICER
ume on accident experience, average
weekday volumes were obtained and Year • Airport Way' 4th Ave. 3.'
plotted (Fitt. 15). Volume over the years
of study fluctuates somewhat, but shows 56-57 21.4
no general upward or downward trend. 57-58 37,2 -
When these volumes are applied to the 58-59 40.0 41.8
weekday accidents, the curves in Figure 59-60 37.2 45.1
18 result. Total weekday accidents do 60-61 54.6 46.4
not Include Saturday and Sunday. Acct- 61-62 52.53 54.5
dents per million vehicles have been used
rather than accidents per million vehicle t yearly intervnle: Nov, through Oct,
miles because the former to a measure °yearly intervals: July through June,
of accident prnbability (2). Prior to the aretlmated.
1(
MICROMMED BY
JORM MICR6LAB
CEDAR RAPIDS • DES M018ES
i
9
Airport wal
1 1
Ilan of the 2WLTL
when the study is baso
ears during these yeas
second, third, and fo,
17 shows the volume-
Igure 18 shove a con
( of the reported acci�
sure@ of accident exp
is of full years befor,
738•
J
_y
�r
ICATION,
I Subtotals
100 if i
s
}
61.0
11.2 ;
2a.7 'A 'r
1
.tom
4.5..iurlf
•'� i
reaur a of bidore
town by a dub,
1 respect t0 ce111-/
)Lotted in F1garM t
:r year ware is t4
Ing the fust year. :l
fic-control m f
:vel of about 45
E 21pMpI,.t•
'ESTIGATED
OFFICER
y` 4thAve� itt'r
41.91'
45:1
i
46.4150
"I
r. chroLlah
ly throuab
i
L !
I I•' 1 I.I I It• I L•
Before
After
91
air
cert
stet
NO&
LT !
(
LIFT
Teen
LIFT
NM y I
Before
After
91
air
Alroort Aker 4111 Ave. S.
• I .i
u' m• u' l o' u'
tell
•i. mann
... I "IT
LIFT
TV
Law
' : '' .. 25m pry. y:�•
ngurs 8. Ecol, on Airport way, 4th. ilve. S. Rod 25th Ave- B. E.
W4111tion of the 2WLTL, the weekday accidents seem to be fairly constant each year,
V ehm the study to based on traffic volume, a slight downward trend In accidents
Nara during these years. This downward trend makes the reduction In accidents in
4seeond, third, and fourth year after installation somewhat lees spectacular. Fig -
1117 shows the volume -based accident rate for weekday rear -end accidents.
Fltw'e 18 shows a comparison of total accidents per year on Airport Way with the.
W of the reported accidents for the entire city of Seattle (when accidents or other
Meuresof accident experience are given on a yearly basis, the yearly basis is in
isms of full years before or after Installation of the 2WLTL, and not coinciding with
MICROFILMED BY
i JORM MICR#L AB
j CEDAR RAPIDS • D[5 MOINES.
' I
73 F
_No
awl
NO&
LIFT
I I
Tare■
LW
I
Alroort Aker 4111 Ave. S.
• I .i
u' m• u' l o' u'
tell
•i. mann
... I "IT
LIFT
TV
Law
' : '' .. 25m pry. y:�•
ngurs 8. Ecol, on Airport way, 4th. ilve. S. Rod 25th Ave- B. E.
W4111tion of the 2WLTL, the weekday accidents seem to be fairly constant each year,
V ehm the study to based on traffic volume, a slight downward trend In accidents
Nara during these years. This downward trend makes the reduction In accidents in
4seeond, third, and fourth year after installation somewhat lees spectacular. Fig -
1117 shows the volume -based accident rate for weekday rear -end accidents.
Fltw'e 18 shows a comparison of total accidents per year on Airport Way with the.
W of the reported accidents for the entire city of Seattle (when accidents or other
Meuresof accident experience are given on a yearly basis, the yearly basis is in
isms of full years before or after Installation of the 2WLTL, and not coinciding with
MICROFILMED BY
i JORM MICR#L AB
j CEDAR RAPIDS • D[5 MOINES.
' I
73 F
_No
I�
01
i
IIIIIIIIIIIII111IIIIIII�II111111111111111111111111111111111IIIIII
.. IIII IIIIIIIIIIIIIIIIIII IIIIIIIIIIII111111►►1�16l�tlllllllll
II(111►tIlllllllllllllll111111tlllltltll�illl1t11111IIt1111(IIII
., tIIIIr,11�IIIt1111111111111111111111!!!�IIIIIIIIIIIIIIIIIItllllll
1111►111111!11111111!�►::i.!::.illllllllllllll�llllllllllllllll
., III,illlllllllllllllllllllllllllllllllllllllllllll��l!11111111111
till IIIIIIIIIIIIIIIIII�l�II IIIIIIIIIIIIIIIIIIIIf►�(:(!�
:!! Nil iIII
iiiiillim�i(:!!!1111111111111
e
7
e
e � n
1: I a e
• 9
= 7
e 9
d
IS
Yledi Vil•mn CHIN At
Flgore 10.
Typical veekday volume variation ors 4th Ave. S., 1962.
TABLE
summmT OF AumRT
WAT ACCIDLMf! By
TYPE OF
COLLISION
Tears Before 2WLTL fnatsWim
Tears Mar 2WLTL Insta latioa
T
of
{
0
7 1
t
2
2
1'
Collle/oe�
No.
°,G
No. ',� No.
•,� Na. °/, No.
°,( No.
°/, Na.
•,G
Ne.
'(
Bear end
16
66.2
71 61.5 21
54.2 07 61.6 Ig
61.7 t1
41:1127
11J
l7
If.l
Sldevelpe
to
19.1
16 21.9 16
26.7 9 11.5 7
10.0 6
11.9 2
e.1
9
7f.1
Angle
2
4.8
! 6.6 9
12.6 6 9.7 9
12.9 9
21.0 6
U.6
2
7,1
Lett tyre
2
4.8
1 1.9 1
1.1 0 0 1
9.7 1
2.2 d
9.12-
1,1
Hit Prod car
9
9.7
s 0.e 2
2.9 d 6.3 I
1.9 0
0 2
1.6
2
1,1
Other
/
9.1
7 9.6 2
2.9 6 9.7- 2
4.2 9
2t.0 2
4.8 .
7
I'•1
Total
ez
100.0
7f 100.0 70
!110.11 13 100.0 ro
100.0 <0
IOo,0 11
100.0
/l
106,1
bt Wted m t Lute or 6 eca Asl eiprl•nn.
NILROFILRED BY
1 JORM MICR6LA13 _I
CEDAR RAPIDS • DES MOINES
FSgure
Need m
Ileee OROS
'car. v;:
rel •'; .
ir.•r: Ldl Iurit
Ia7
f IAPi
alt `✓<e01d '
It71. '
�' lldesvlpd
.• ri. oenue
nU� '
73?
J_,I
too
IHIIIIIII
IIIIIIIIII300
111111,1111 IN
IIIpIHtI ago IMIM41H 11
'''"'I Is' III' li''lil�llIIIIIIIII IIIIII 1111111
lii�;';���
.799 911 �
Igo .. �1111119111111111�99991991191119999.1.1111111
..
1119!9! 111 1911
"itIIIIIIIIIIIIIIIIIIIIIIIIIIIIHIIIIIIIIIIIII III
G 7 1 1 it 14 1 4 i'l 6 7 1 '1 IQ
it Niglio VINM41 Lndlgv At
Figure 11. Tyyic&L vockdAy voluoss yaciation =.25th Ava. N, E,j IS62,
At
Need a Matto AnSW
VIII
IIIIIIIIII
1111111111
1111111111
1111111111
lt*W Sao Rear Sao
111111111
1.1111111g
1111111111
IIIIIIIIII
kin loll
11
1962.
fare,
Left
AR119
ON
rL LMMUSUDS
3
7
Mitts
17 61.3 17 6!
3 8.8
4 9:1 3'. potential effort of
1174 A. 0"orob collision type* 2WLTL oflisions
64 100.0. 41
�Jffurj 12, Co jUnjon tMa wed in accident study.
VIA
MICROFILMED BY
L\ j JORM MICR#LAB
CEDAR RAPIDS
j
All
I
7139
—;o
I
J�—Askski—
r'1
I
34
S a 3 t
I�bb, alrwp gt,npa+qlq alto brtalb,.
Figure 17. Accidents by collision type on Airport Wsy,
the calendar year). Figure 19 similarly represents rear -end accidents. Seattle acel•.
dent experience shows a slight upward trend over the years. Accidents In Seattle for
one year after are the highest, correlating with the rise in accidents during that year
for Airport Way. Thus the rise in accidents on Airport Way. during the first year of
2WLTL use may have been due not only to possible confusion about Its proper use, bat
also to a generally higher level of accidents as a whole that year; possibly due to
weather conditions, -
The Intent of this study Is to determine not Only the effect of the 2WLTL on the mag.
nitude of accidents but also on their severity. For this reason, Injury severity and the
1 percent of accidents with Injuries were studied (Fig. 20). It Is important that the In.
jury accidents appear to be decreasing during the after period. However, coneldera.
tion should be given to the percent of accidents with Injury that also reflects the de.
crease In total accidents (Fig. 19). There was no sfgniflcant change In the degrees of
Injury severity. Figure 21 compares total Injury accidents with weekday Injury acct.
dents and also weekday Injury accidents per million weekday vehicles. There do not
appear to be any definite trends after Installation of the 2WLTL, except that the Satur.
day and Sunday Injury accidents appear to have been reduced.
Figure 22 shows another measure of accident severityt properly damage estlmalea.
The high points are one year after, corresponding to the peak effect for the number of
accidents for the year. Except for the first year, the total property damage appears to
be decreasing slightly. The avenge property damage per accident rose somewhat all"
Installation. It would seem that the accidents are somewhat more severe after Installs.
tion of the 2WLTL, but considering the differences of So to loo dollars per accident be-
fore and after plus the fact that property damage was rounded to the nearest 50 dollars,
1
141CROFILI-IED BY
j "DORM MICROLAB ,
CEDAR RAPIDS • DES MOINES
� I
T• �:
t •fr:•
pf.r.
trend m
dente be
738
PAP
it �
141CROFILMED BY
-JCRM AAICRI61-AB !
CEDAR RAPIDS DES MOINES l
35
t
1
73 r
_V
Ll
;y: I
L
L
>► j
e
S'
to
20
i
^ '1
�
f
0
• a : I I a a
{ 1
r1.YL e11Y. WNNI.�+..YL .IIM Yi LIYMIN.�
, ;
Yleu.y 14. llLrveni eeulueutr 4Y au1�A1wL tYVe wl Alryurt NyY.
`i•
�
Illa� dtwlllr 1a�4. p
ndr lu t�rrlllr !tll• �?,.
1 � '!
--
•--
1 during that yM!
the first year of
e
to proper Wel •
} la
)selbly due to
2WLTL on the MW t
ay severity and are
m
ortant that they
>
Hever, considisro
reflects the ds•
Z e
;e in the degreee fl{' �i
•erday injury apo +•
'i
i
ea. There do CA
°
tcept that the fist ,
• n •"
i a,. I I a s e
Two W., YIIOWIM
I damage e°tfmaloill"
TO.e. Allo Y, 044
'
:t for the number,911 :_
„ . 1Kgt! a 15. Awreae wekdeyvoucular volume on Airport Alar,
i ty damage apP4Mgp
...::i :.. ,'i:.. .
L rose somewhat O.W 1
severe after ltle{1lIM
";• ; til
W Qesd may no have any valid support for that
; Mara per accident Qr
le nearest 50 do: L;
conclusion. There is close Correa-
leYAee behreen total accidents (dig, 13) and total property damage,
Y,
PAP
it �
141CROFILMED BY
-JCRM AAICRI61-AB !
CEDAR RAPIDS DES MOINES l
35
t
1
73 r
_V
OFF
36
70
14
iC
100
00
41
40
qo
lioll'.M
11
WIIL•Y4,..1.10
411
0
kill,
All
3
FlAtkre 16. Weekday wcldcnta Md imekday Mcidants per mililan ,ekday vehicle,
Atrpnrt Way,
rlium 18.
comparldon of
40
-L
ty,
2
60
30
31
7
i
$61144 11" 0" A sk
100 911113 18111
'-H
T
in
so
6,41141M -"if Mill 1AII41bi,,i, ---I
4'6-1�6 .
1-104
. '.Joip
is
A f8* Wnrdsgee III nyder nn thecident reduction
1`111111sm of determining 111011411 PG?06nlNp of the in,
'AM,
on Airport WRY W" actually due 10 the inilt&lktlon of single urildIr".
tiOn2l
left -turn lanes for Westbound traffic at the two major Intersection 8 along Ills.
study section. In general, accidents decreased along sections of the 2WLTL where
the bus teat
C. -
generators existed, and ill Only 0116 short Section (less
did accidents increase. Anwent 7 the installation of the 2WLTL thin a block lone
was
19.
comparison a
rpaporialble
abomOk P
75 -parr - ent.qU4t9e_qeraI.reducUorL Of acefdeilt& occurringjrEthe. interval after
the
o e- r period. Furthermore I 2WLTL pal
L-LEMEMILIL!E�.Poselble that the
141CROFILMED BY
AB
JORM MICR#LJJ
CEDAR RAPIDS DES MOINES
73?
go
-10
MA
8'f
N o0
> i
a 1 W
�• p �1 i
. i
a tl 20
�0 0
♦II
Mme{
le
�
Awu•
;
------
1
is
M1.1
c
t
W
wl
:t
a
;
L-
y\
Y
0
FT_
a le
t a a I I a a ♦
1nM aWr. metam" �� Two All./ M.Wel
le
�
to
;
•�
1
is
c
t
W
wl
:t
a
;
L-
y\
Y
0
:los "*kw vanlclae ce "One 18. Coaporloon of total occident♦ In Seattle vlth total occident♦ on Airport
Way.
1 IN
�
ro
•�
1
c
♦II
wl
..
a
;
L-
y\
I 1
♦ iii 6 f0r".
a le
y
+
LUA Yllut•{•�IVIrA AUM Inual.Na�
In I
�
N
I
,n1.1.11116 Poe mtlllad•vt+�!d.
IN
�� dwl Hai'calli+aw NI H111M'�'•'
kation of slnsle uatdirlF?...:
1 IN
�
MMIL '
•�
1
c
♦II
wl
..
a
;
y\
I 1
y
+
LUA Yllut•{•�IVIrA AUM Inual.Na�
In I
i
a
a
�
i
c
a
;
Y
I 1
y
+
I
�
N
I
.ntersecUpw 94009 • a I M
is of the 2WLTL whets l,' ,. '10 IS. Comparison ond f total mar•eoccidentA In Seattle with mar -end accidents
(leas than a black lona) on Airport Nay,
ILTL was respowuibW 1109'6,1
-ins in the laNrval RAW -if"'
ds Nat the 2WLTL MiOif
r _
r
I
' MCROFILMED BY
"JORM 'MICR46LAB --'�
CEDAR RAPIDS DES M014ES
1
'I
_10
7,3e
1�
78
n
u
0
1M o,l.n N,l•INlla.--?� Tom a1,M I-1WW.---4
Figure 20. 1n Jury accidents and percent of accidents vith Injury on Airport Way,
q 10
* x0
• Is
� 10
1
0
1 �A011 Aden NIINIMIpa��rye11 Alto, 1.81&Wm
Figure 21. Total injury Accidents, weekday injury accidents, and weekday injury p,•
million weakday vehicles on Airport Way,
have served Just as well as the -col ventlonal unidirectional lett-hsn lanes in terms of
expedEf ng WaffEc flow and reducing accidents. ---
4th Avenue S.
Traffic accidents on 4th Avenue S. were studied for three years before and one yep
after installation of the 2WLTL. The significance of accident trends on 4th Ave. s, Is
somewhat limited by the short after period. However, the one -year -after experience
is valuable in comparison with Airport Way accident experience, since these two sites
141CROFILMED BY
1
--JORM MICRbLAB -
CEDAR RAPIDS DES 140INES `
f I
paw 22. Total property da
1.'j 4'TF SUMM!
Ye:
: Collision —
rr > Type
1 %:;
)'' •"B' Rear end 51
!.L -•,, Sideswipe 22 i
Angle 4
Left turn 14
,�.:. other 7 I
^�iC;'�i';•• Total 98
ir6...
v ve
W rely similar. In addltic
WLTL with a previous conv
'4th Ave. S. study will be up,
Collision types and total
lk general, there was a dowl
bet total accidents increases
stjcb also corresponds to a
Pring the total accidents in
e1bt1 between total acciden-
•dry or total accidents are pi
btfonship results. On the o
earrelation between traffic I '
73F
m
NONE
disks
0
srNo
1
0
1 �A011 Aden NIINIMIpa��rye11 Alto, 1.81&Wm
Figure 21. Total injury Accidents, weekday injury accidents, and weekday injury p,•
million weakday vehicles on Airport Way,
have served Just as well as the -col ventlonal unidirectional lett-hsn lanes in terms of
expedEf ng WaffEc flow and reducing accidents. ---
4th Avenue S.
Traffic accidents on 4th Avenue S. were studied for three years before and one yep
after installation of the 2WLTL. The significance of accident trends on 4th Ave. s, Is
somewhat limited by the short after period. However, the one -year -after experience
is valuable in comparison with Airport Way accident experience, since these two sites
141CROFILMED BY
1
--JORM MICRbLAB -
CEDAR RAPIDS DES 140INES `
f I
paw 22. Total property da
1.'j 4'TF SUMM!
Ye:
: Collision —
rr > Type
1 %:;
)'' •"B' Rear end 51
!.L -•,, Sideswipe 22 i
Angle 4
Left turn 14
,�.:. other 7 I
^�iC;'�i';•• Total 98
ir6...
v ve
W rely similar. In addltic
WLTL with a previous conv
'4th Ave. S. study will be up,
Collision types and total
lk general, there was a dowl
bet total accidents increases
stjcb also corresponds to a
Pring the total accidents in
e1bt1 between total acciden-
•dry or total accidents are pi
btfonship results. On the o
earrelation between traffic I '
73F
r^1
its, and veekdey inlury
ay.
-ft-turn lanes in terms
�t illi[
.xrf�
years before and Ong I
It trends on 4th Avail
ne-year-after. exper{sl
nce, since these two e�
fi
Mwe 22• Tom pwlyrty dwulte ter You' aid overuaa ptvtea•ty dueMda IMV ul:uldont on
Airport 4dy.
TABLE 5
hIUMMAUX OF 4111 AVU, .4. ACCIOUNTU
BY TYPE OF COLLISION
Years Before 21VLTL InstaUatlon
l-YearAder
Collision
s
W
e30
i .r
2WLTL
Type
9
\\ \
l
installation
No-
P6)
No.
:4
No.
P6)
No. e,6)
10
�
,
25
30.5
r.
48.4
29 37.3
Mgu
4
4.1
17
18
20.7
22.0
12
5
�Ye ,
tn,lury an Alrport
Lett turn14
Nay, -; is
:I
10
11
:I
'.
9
7.2
13.0
15 19.2
8
Other
7
• :S.Jii
r^1
its, and veekdey inlury
ay.
-ft-turn lanes in terms
�t illi[
.xrf�
years before and Ong I
It trends on 4th Avail
ne-year-after. exper{sl
nce, since these two e�
fi
Mwe 22• Tom pwlyrty dwulte ter You' aid overuaa ptvtea•ty dueMda IMV ul:uldont on
Airport 4dy.
TABLE 5
hIUMMAUX OF 4111 AVU, .4. ACCIOUNTU
BY TYPE OF COLLISION
I'* rtry similar. In addition, this Installation offered an opportunity to compare the
UTL with a prevtaa conventional median Installation. Finally, it is hoped that the
ss""' S. study will be updated atter several more years of experience.
Collision
are
�� venal, thereand wast;a total
tr trend Inaccidents before installatven In Table 5 and in ions 23 and 24.
the 2WLTL,
be Wal accidents increased by 14.5 percent during the first year after Installation,
wdalso corresponds to a slight Increase In volume during this year (Fig. 25). Com-
Nnt the total accidents In Figure 23 with volume in Figure 25, a close correlation
OWbetween total accidents and average weekday traffic volume. When either week -
Of total accidents are plotted against average weekday volume, a strong linear re-
laonblp results. On the other hand; a plot of Airport Way data shows virtually no
serlittim between traffic volume and accidents.
1, _ •
MICROFILMED BY
-JORM MICRbL A13 1 I
CEDAR RAPIDS • DES MOINES
39
7309
J
—V
Years Before 21VLTL InstaUatlon
l-YearAder
Collision
2WLTL
Type
9
9
l
installation
No-
P6)
No.
P6)
No.
P6)
No. e,6)
Rear end
Sideswipe
51
22
52.0
22.4
25
30.5
32
48.4
29 37.3
Mgu
4
4.1
17
18
20.7
22.0
12
5
17.4
14 17.9
Lett turn14
14:3
11
13.4
9
7.2
13.0
15 19.2
8
Other
7
7.2
11
13.4
11
18.0
10.2
12 15.4
Total
98
100.0
82
100.0
88
100.0
78 100.0
I'* rtry similar. In addition, this Installation offered an opportunity to compare the
UTL with a prevtaa conventional median Installation. Finally, it is hoped that the
ss""' S. study will be updated atter several more years of experience.
Collision
are
�� venal, thereand wast;a total
tr trend Inaccidents before installatven In Table 5 and in ions 23 and 24.
the 2WLTL,
be Wal accidents increased by 14.5 percent during the first year after Installation,
wdalso corresponds to a slight Increase In volume during this year (Fig. 25). Com-
Nnt the total accidents In Figure 23 with volume in Figure 25, a close correlation
OWbetween total accidents and average weekday traffic volume. When either week -
Of total accidents are plotted against average weekday volume, a strong linear re-
laonblp results. On the other hand; a plot of Airport Way data shows virtually no
serlittim between traffic volume and accidents.
1, _ •
MICROFILMED BY
-JORM MICRbL A13 1 I
CEDAR RAPIDS • DES MOINES
39
7309
J
—V
Ti
40
100
TOO
a0
70
r
W
e so
i 10
b
M (w
70 4y.
10 tlflur•I
aw
0
11 1 1 =
(� TIIr1 gel"141ame Y1111 1X1(
b1111111W �In11111111M�
Figure 23. Accidents by collision type on 4th Ave, 9.
40
yy !O M (11
i
! W
e to
p
1i p1in.Y1
In Lill 1111
01
1 1
b
1 M1r1
T111�ryan llllr
In;' 86Ife '�It� I•.IIIIIIb.
R4Nrr 211. Percent Aecidente 4y coM4pien type on lith Ave. 9,
MICROFILMED BY
DORM-MICRbCAB
CEDAR RAPIDS •DES MOI YES �
h I
Sue
73 8
�r
I
A
al
1
30
U
AU _
i
9
i q — —
J I
°• • � 1 1 a
To", I.IMe41Nl.
Inrepgw �+IlaIpl/Ilnlan
Figure 25. Average weekday ve8icuLw volur on 4th An. S.
O
is
/IIIM Iwlrl
i
a
i0 u f
i
2 -
10 �
� Z
0° rrr /cairn. I
w ni r caeca
Twnu
w
i
a
Tu. 41e11 M10 Ills
.Ina.nrir • ��' IbteWlMa
1;02kday accident/ and wakday maldlat/ 911 "llloo veakday vahiclee oa ktp
Ave. S.
MICROFILMED BY I
I�- -JORM MICR+LAB J
CEDAR RAPIDS • DES MOINES {
I
73000
PAP
42
e
m
rr° .I Yfil�r
eo e 1
Aa
� t
i�
i
I.al.nlr
i l0 6
d
2 I ,
• �,Ur, err.q � I 2
Inmlbeee rron ,ne.�f
d,renme+ l
Figure 27. Weekday rear -end accidents and weekday rear -end accidents per mi111cn re
day vehicles on 4th Ave. S.
loo
2s
1 as ernle
a.e
fee
t eo
re �
f to a
d
e m 2 , a
n.n,nr +,e•r Inw�
Iwaell,rw
Figure 28. Comparison of total accidents to Seattle villa total accidents on 4t4 be.a
Volume -based accident iates for (o weekday nccldents and weekday rear.tydw;.
cldents (Figs. 28 and 27) Correspond rather closely to the related curves In FI
Although F1gui'ee 28 and 29 chow that total and rear -end accidents have been Ge tt
.
creasing as compared to increases in Seattle accidents as a whole, that !$et year 3118 -
shows a correspondence between Seattle and 4th Ave. S. data !n terms o! total and
rear accidents.
IAICRDEILMED BY i
-......'..,.� I .-JORM... MICR#LAfi. -..1 ,
CEDAR RAPIDS •DES MDIYES
I
29.
v: 1-
r
ya�wq� a
iive�l'. r
ij41 hC i
�t l�• t
d
Muil;
i
P�pb1. �
I
�t��tl1rrrJf.. ,
LLttlnug �
dd( th
lownw i
weekc
IL
73P
L
•S•
1
i
i
2 I Tf;
.y i; •,
cidmts per cd111m
w�
pr.
to
i.
tf
U accidenta on 4thA"
t �,
And weekday rear -sod see,,
kited curves In Figure
ccidents have holo *•'S'
#hobo, the first year O
I in terms of total and,
"(8129. Comparison or total rear -end accidents in Seattle with mer -end accidents
on 4th An. s.
O
m
tunN
MINE
MEN
Ie Mt F
0
MOMMI
i
i
w"
r
o
1 i a 1 1 a
Itat Mla. �M1ArA Abn�
IntIAINnM IINI.IIOIN.
"(8129. Comparison or total rear -end accidents in Seattle with mer -end accidents
on 4th An. s.
O
m
w
MINE
MEN
0
MOMMI
i
i
w"
r
w
0
i
i
w"
r
o
tl - .flAra entre Ler. AMO
Nt1U1@1" NIWIMM
Ittme 30. Injury accidents and perteat of accidents with injury o0 4th Ave. S.
110mugh Injury accidents (Figure 20) showed no change during the one -year -after
OW, the percent of accidents with injury decreased slightly. Figure 01 shows that
46111W It trend In weekday injury accidents and weekday injury accidents per mil-
14"ekday vehicles continued during the first year of 2WLTL use. This would seem
I.
i
141CROFIL14ED BY
11" - JORM MICR6LAB
' CEDAR RAPIDS n DES MOINES
j
I
i
73?
J_I
E
r
D
44
so
ee
e
0
1
Flmlre 31, TuLel Injury eceldente, weekday injury ecelAento, 'end vee
'I'n" r^r Mitt[ n r..kdey vehic Lee nn hhh Av., p, kdaY injury em
la Itnilnals that the 9WLTflhaa Ill IIs or no offset no ancldent severity, CnnslAerl�
rP.ola! property damage v an Index of accident severity (Fig, 92), accident severg
th r tote Increased following the fnetallatfen of the 2WLTL. It U evident, howevaIF
that total property damage corresponds rather closely to Ne total number of sever,
shipwhich a eomParlson of Figures 23 and 32 seems to fndlcate. otalConnu be tale wdt*
curve,
and the rather constant mime of the average-property-daatage.per.accldent
curve, the 2WLTL Wtallation did not really cause an Increase In accident severity,
FJrcer for the two malar Intersection areas, accidents were fairly evenly d1aM1lV
uteri over the study ng he f AlNoogh the overall number of accidents In the lnerl4'
year fncreaaed during the first year of 2WLTL use, 1n acme Prim" the aecldm"
tfonal,• channhellzed unidiere was a eMfemease uleft_tthO urn ]woes Major
before and intersections served r tbbys�Ib
of the 2WLTL. There was also a decrease In accidents in a block -long segment of
ly
study section where there are numerous driveways and where several mfdblock mt Us
openings had Previously exleted.
Inasmuch as the increase in the number of accidents during Ne first year al 2Wfn
the use was not In large and apparently was primarily due to an Increase In with a 7aflle volume,
left turns. L Therie Is noareason oce sbelieve to vthat a 2WLTL cannote as well as a neerve to lalllary lanes
at left -turn lane almost as well as a eorwantloml lett- y lanes is
Not only does It provide for mldblock left -turn; but ft also servecertain aemelB,re
Lane. Vehicles have used the 2WLTL to bypass traffic accidents and stalled vehicleer
this could not be done easily with a conventional raised median, even one with move!.
able curb&. Furthermore, there is the possibility that a !0-• o, even wide 2WLTL
map serve as a better separator of opposing traffic streams than a narrow 2 -ft media
or separator,1Imttartonstructfon and maintemnce cost abetted by the ease of atrM
cleaning and snow removal, may well favor the 2WLTL ever the conventional y theeasini I
with uniditions Of ional
left-turn lanes where mldblock left turns are necessary and otAem
conditions of trafllc are Suitable .
li.•
ZF.26.r< .
s X -r
a,
5 �`ili1.
if...
Sr., lr
i f•.
:. ate,,•.
rlium 32, To
baron Avenu
<=f2waarlerk
It twill number t
set widths d
3WLTL Itself
.i :44TOW accid i
('lime 33. T.
Anima Ave, 1
eft the first' I
mokyear-befa
efawfon, ala
i would be miss
%i Weekday tr
3 M fourth yea
yeatafter ins
fWLTL on acr
here one year
yre,accidenn
induring t
Win volume
r• accident exper
(esakday volu
ropectively.
Awing the aft,
p7naldering t1
leriali the 2W
( .s,Weekly tra
Nitta Way (1
139
MICROFILMED BY
t "JORM MICR46LAB
L` �
I CEDAR RAPIDS •DES MOIYES
I
I _ i
1
J
_y
r
i
t y
y aeoilr.�
1`
erfag%4;
city
ever,
ccidsdb
to
lent
atatI
k mad
3.
42K
olums
Ines
•�e1'r.a1ge,
Ie,n84l
rgencl
Wel*
mo
ILTL
It meal
of stn
medial
A olhf.
I
4
s
E
o'
a
! a 1 I IiI
In.l1Im In11:11111,
72. Total property damage per year and average property damp per eecidens on
.. 4th Aw, S.
/� 45
laws Avenue N. and Bothell Wa
houteriaJs with 2WLTL WnLatlons were studied briefly with respect to the
lel somber of accidents each year. Changes in land use, traffic control, and pava-
40 widths during the study period precluded a detailed study of the affect of the
34TL itself on accident experience.
f TOW accidents per year for bah Aurora Ave. H. and Bothell Way are shown in -
Owe 33. These curves show the limitations Of a one-year before -and -altar study.
Iowa Ave. N., for example, would show almost s 40 percent decrease in accidents
altle first year of 2WLTL operatloo:- The sharp increase In accidents during the
leer -before period, when cmppered with two, three, and four years before In.'
Wake, along with the increase in accidents during the second -year -after period
1141 be muted by the study. .
yftkda1 traffic volume on Aurora Increased from 29,000 vehicles per day during
`
kath year prior to installation, to almost 35,000 vehicles per day the second
Is mam11ation. One could possibly get a better estimate of the effect of the
47L m accident experience by neglecting the targe Increase and decrease in acci-
eedee Year before and one year after Wtallatton and studying, instead, the one
xwtccidents occurring two years before and two years after. It the number of acct.
rl doing these oee-yaas periods is divided by We corresponding average weekday
uta volume, a some artificial and Limited, yet nevertheless useful, Index of
�rla experience is attained. These calculations yield values of 0.0038 and 0.0037
votdxy volume of 32,000 vehicles) and two years after (weekday volume a 35 000)
wltolvel/- Thus it appears that although the number of accidents has increased
114 the after period, the volume -based accident index has remained about the same.
"O.W g the increases to traffic and increased property development along this ar-
lal, the 2WLTL aids considerably In holding down the accident Index.
��fatratlic a 22,000 vehicles per day a 1,000 vehicles per day was carried by
1( lg. 33). Here, as in the case of the Aurora Ave, installation, a one -
r
MICROFILMED BY
JORM MICR4lLAB
CEDAR RAPIDS • DES MOIOES
r
73P
1
_,0
r
45
:eo
lee
:•o
-Ib
a no
uo
:oo
•oo, L. r
r,
Y'fY:
' •trig:
fe
I • s r :
'
:-u,n,ne" :nambu«
_ Fleltre 33- Aceldente per year on Aurora Ave, N, end Bothell uny,
l...rr:
Year before -and -after study presents a rosy picture In terms of accident reduction w.
earring with the lnetallatlon of a 2WLTL . Except for one year atter+ the tofu mono
(( of reported accidents has held lately steady at about Iso per year:. Coneldering that
traffic volume had been fairly constant for the years studied, It could n id assumed tient
.� the 2WLTL did not bring about a reduction in the, number of accidents. However, Ile
severity of accidents has perhaps declined. It is speculated that on these two art"
during the first year atter the Installation, the 2WLTL served more as a medlan dlhy
.Y until the drivers became educated to Its
use for access purposes.
TABLE d The preceding example@ point out Ihe
NtlMDER OR 2WLTL ACCfDgNTB limitations and pitfalls of trying to stale
definite coneluatons and generelizatlnne
ON AIRPORT WAY from it Aftdy of only 011e year heloreaat
Years After No, of PercentofTotal
I'(110111110"
alterr.
InelallnUon 2WLTL Aeefdonis into - TWO-WAY LERT-TURN LANg
2WLTL Arrhfpnta the Year ACCIDRNT8
15 Airport Way .
22 4.7 Table 6 summarized the 2WLTLaee1•
3 g D dents for Airport Way, These accldenh
4 2 are shown classified as to collision typw
Total In Table T.. ,
9 — These accidents were distributed
rather uniformly along the study section,
' First cix months or fourth year. Three of the nine accidents occurred da.
MICROFILMED BY
JORM MICR6LAI3 j
j
CEDAR RAPIDS •DES I401HE5
I
f Type
Iledt' And
Wt turn
AMIlb" ,
gldeswipe
TABLE ?
;3 OF 2WLTL A(
ON ALIPORT W
No, of
2WLTL
Accidents
I
3
3
2
9
experience.
Ips duknese, six during r,
rorthermore, an out -of -t4
were no head-on collisions
shafts;,, The small number
With no6-2WLTL accidents
damage as Indexes of seve
„There is no real lndlcat
Irme motorists become
a and 4 (doubling the 1-
If,li 1and4 years after t
4th Ave, 9. 2W LT:
or 2WLTL accident
Id accident (caused
.accidents represe
during darkness, i
t ,Table 8 summarizes it
i66 for 25th Ave. N. E.
allied u to collision type:
0, The 2W LTL acetdente
/,:rppreeent 39 perce
11NM(a that oecurredr T
Is much higher than those
Way aed 4th Ave. s, , but
W{e to much higher at I
Ntheme ely,shormiles l
oss
lively,b
t in, length (5
'Oab;38 percent of the 2N
;revered during rush hoc
tastduring darkness. 0
tri were Involved In onh
ByLTL collisions, or 5,
(m,pon-2WLTL accident
Moe period, out -of -tow
Involved In 12 of 44 acc
I
738
1
k1
_y
E
_V
47 .
TABLE 7 TABLE 8
TYPES OF 2WLTL -ACCIDENTS NUMBER OF 2WLTL ACCIDENTS
ON AIRPORT WAY' ON 25TH AVE. N. E.
:.o
faWetos No. of Percent of Years After Number of Percent of Total
Type 2WLTL 2WLTL Installation 2WLTL Accidents for
.. Accidents Accidents of 2WLTL Accidents to Year
end 1 11.2 L 5 23.8
. j�.��•J ; tdt tore 3 33.3 2 6 28.6
It
4 3 33,3 31 6 31.6
I�►fPa 2 22.2 Total 17 _
9 100.0
';7 :1 Nan experience. 'First six soothe or third year atter
.._:„y:, only.
"tire .
dtNmess, six during rush hours, and out-of-town drivers were involved in two.
hruarmore, an out-of-town driver was at fault In only one of the accidents. There
if ", ? .erem head-on collisions in the 2WLTL itself. Injuries occkxred In two of the accl- '
fA W. The small number of 2WLTL accidents does not allow a statistical comparison
r4e0•2WLTLaccidents In terms of severity (with injury accidents and property
.r Wteas indexes of severity),
1
TWO is no real Indication that the number of 2WLTL accidents decreases each
W L motorists become more familiar with the use of this method. Table 6 gives 5,
-1
11 1- 1- 0 Led 4 (doubting the 1 -month number to expand to a foil year) 2WLTL accidents for
3 and 4 years after experience.
thell Nay.
•3 , UAre. S. '
'
0,
.ccii Tte 4th Ave.. S. 2WLTL Installation was studied for one year after, and during that ;
ter, the
totalredun clabef alcfaw 2WLTL accidents occurred. There were two sideswipe collisions and one
ter, Na total numb 4^ • .V.cod accident caused b a vehicle backs into another waitingto turn left). The
Considering that ZITLaccidens represent 3.8 percent of the ear's total. Threof the accidents oc-
ould be assumed thin , Tel Y i
ents. However; — - >� dukneur one during rush hours, and injury occurred /n only one. on these (tee AfWbW • S1 Avenue N. E.
are as a median dirWt► -
ase educated �+ Table eummarirhs to 2WLTL scet-
i
'See. W for 25th Ave. N. E., which are clam- ,
treples point out {hsi?; 'W u to collision types in Table 9. TABLE 9 •J
.Is of trying to 0 It. The 2WLTL accidents on 25th Ave. TYPES OF 2WLTL ACCIDENTS
and generallzatlaa/';l l Z. represent 36 percent of all the ac- ON 25TH AVE. N. E. k
one year befor0 gi *tle that occurred. This percentage
higher than those for Airport No. of • Percent of
49ae14th Ave. S., but to 2WLTL Coluslom 2WLTL 2WLTL
FT -TURN at0 h much higher at 25th N. E. than Type Accidents Accidents
DENTS . + :••:.: entre sites and We installation in tela-
, .„,:z.• . • My ehorp to length (5 blocks long). Head on la 5.8
zea the 2WLTi•:COteICt�percent of the 2WLTL accidents Rear end 2 11.8
a” during rush hours, and 24 per- Entrance conflict 2 11.8
Ly. These accld0Pf4 ""darkness'. Out-of-town dray- Left turn 2 11.8
! as to collision t ;. gnre Involved In only one of the 17 Angle 6 35.3
tr ;! 3MCOHlsions, or 5.9 percent, while Sideswipe 4 23.5
were distributed e0e4WLTLaccidents during the
mg the study sect)ds•44 period, out-of-town drivers were 12} years experience.
cidents occurred" Haired In 12 of 44 accidents, or 27.2 'Drunk,
l�
`
73F
I
Ij
MICROf ILMED BY
-CORM MIC RbLAO
CEDAR RAPIDS •DES MOIRES
� I
ON
141CROFILr4ED BY
-CORM MICR�LAB
,j
CEDAR RAPIDS •DES 14014[5
,
738
_y
•y
48'
l �
TABLE 10 TABLE I1 j<,_;�`.•. T.
SUMMARY OF 2WLTL ACCIDENTS VEHICULAR CLASSIFICATION FOR I PEHICULAR CL
ON AIRPORT WAY, 4TH AVE. S. A 6:00 AM TO 10:00 PM WEEXDAT 1:15 TO 8:15 AN
AND 25TH AVE. N. E. COUNT OF VEHICLES USING THE ., ., OF VEHICLES
2WLTL ON AIRPORT WAY _` E,; ON AI
No. of Percent of --
Collision 2WLTL 2WLTL Vehicle No. of e,6 of Vehi Is
Type Accidents Accidents Type Vehicles' Vehicle! F : 'P=_
Angle 9 30.0 Autos 336 45,7 A Airfoil ;
Sideswipe 8 26.7 Light trucks° 92 12,5 '�, Ught trucks,
_
Left turn 6 20.0 Single unite 199 27.1 ;'; !Ingle units
Rear end 4 13.3 Combinations 108 14.7 Combinations
1
Head on 1 3.3
Entrance conflict 2 6.7 Total 735 100.0
Total 30 100.0 'To and from generators. F1 isd from genet
'Light coarerclaL vehicles vithout dual ought. c—reial
'
vheels. y,eM1jL
I
percent. Thus the out-of-town driver is responsible for but a small percentage of 'IOM asst! into the t
2WLTL ming of the 2N
accidents.
Approximately two-thirds of the 2W LTLaccidents occurred In the vicinity of three c o
Figure 34 show
'
busy entrances to the large shopping center located along 25th Ave. N. E. i IWLTL on Airpor
'
rN b 8 peicent of the
�i
f- Summary of 2WLTL Accidents peak hour of usage
The foregoing sections on 2WLTL accidents were presented In order to show the pWment. Them:
(ringing:
types that occur, and to make a•comparlson of their numbers with the total number d it pert e of 5
a percentage of 5
accidents. It is believed worthy of consideration since many traffic engineers proyyf LTL movement
do not wish to make use of the 2WLTL because they fear that Its use will cause too
be 13he count, 4
many accidents. these engineers no doubt recall the high frequency of accidents an i The 16 -hr
the 3-12ne highways that were once prevalent. I
lgpon
i; A
j( Grouping the after -installation accident experience on Airport Way, 4th Ave. 3., fiks• v'A
� to d to
2WLTL
7. and 25th Ave. N. E., which represents 7 study years, there were 30 Accldesi All Ns ZW.LTL me
_ This represents only 9.4 percent of the total number of accidents occurring at these • 'moose eomprisll
Installations. Considering this grouped experience further 27.9 percent of the nos.y�er traffic gene
ZW LTL accidents Involved Injuries, and Injuries occurred in 23,3 percent of the 2WEn Mgnd from the se
•'
.
accidents. The average property damage for the non -2W LTL accident was 5328, ad Ill EP. Hourly usa
i that for the 2WLTL accidents was $240. Although property damage Is based an estF so1eig were apprm
•'
mates rounded to the nearest $50, there seems to be some significance In the differ: <4.Atyl the to goner.
waIftrf the
ence between these two values. Considering the above figures and those for Injury ,; tthe day
`
accidents, it appears, that the 2WLTL accident is somewhat lees severe than the ne► ta:vanlent to exit
2WLTL accident._ A summary of the collision types for the 2W LTI. accldente Is gree yefall tluslnaseu '
i ,
fe Tible represents the dep
res n t lite der
In general, there le no Indication that the number of 2WLTL accidents decreum
�� f
with use, Although one might expect this to occur, such a trend would be moat Iltely jpty aid 1, 648 mo
I
postulated on the assumption of a somewhat high number of 2WLTL accidents durliq t� AM, with 232
. ,
i�
the first years of use. Such Is not the case, however, for the number of 2WLTLatcL gpgroxlmately 90 1
later
dents Is relatively small, both in the early and years of use. 23 percent
yesgllly
t
OPERATIONAL CHARACTERISTICS
iYaeverg
2WLTL Usage Volumes 0 phase of U
Estimates of the volume of vehicles using 2WLTL'° serving different types of lard eyrgeteristics ex
desirable. Manual the o! the 2WLTL
uses were thought counts were made of number of vehicles t4hy aN
the 2WLTL for left turns to generators from through lanes and left turns from genera. expedite
n
± M�arn
a
141CROFILr4ED BY
-CORM MICR�LAB
,j
CEDAR RAPIDS •DES 14014[5
,
738
_y
r
•ii:
49
i•'y
•' �`
. •: !,_
TABLE 12 TABLE 13
)N FOR.tdHCUTAR
CLASSIFICATION FORA VEHICULAR CLASSIFICATION FORA
3EXDAy'
115 TO 8:15 AM PEAK HOUR COUNT . 2:15 TO 3:15 PM PEAK HOUR* COUNT
i
'1G THPg7
0o VEHICLES USING THE 2WLTL OF VEHICLES USING THE 2WLTL
i
JAY ai9r it
•fit_..
ON AIRPORT WAY ON AIRPORT WAY
YehInto No. of 06 of Vehicle No. of a,6 of
!
Ve c t
Type Vehicles' yehiclest Type Vehtcles' Vehicles'
• 12:5
too!i
52 68.3 Autos 22' 30.8
�dl trucks' 10 13.3 Light trucks' IB 22.2•
'
`:
14:T'
tits units -.7 9.4 '• Single units 24 33.3
tfhinattons '
,
6 8.0 : Combinations 10 13.9
3
100,
ted 75 100.0 :Total ': 72 100.0
�..�..
Sita rrca generators. •ITo and tram generators.
to QnaL
-Ito®erclaL yehiclea without dual 'Light caraercial vehicles without dual
•; ,t
�.•:
call. .. Wheels, I
j
F. 'al
r1Q0 pf
en Ind into the through lanes. A usage Or 2WLTL movement, then is essentially a
. .!
• • e, n -
tatting of the 2WLTL when making a left turn to or from a generator.
•' .�
..y of thy
11090 34 shows a 164m record of weekday 2WLTL usage on a typical portion of the
3LTLonAirport
. %J
Way. This section is approximately 450 it long, representing rough -
Itplrcent of the total 2WLTL length It iq bordered by 8 generators. The morning
' •='�'
411110r of usage primarily represents the arrival of workers to their places of em-
;• flits,
the '
htetnt. The majority of the usage at other times during the day is by commercial
"
how _
ells (ranging from 50 to 90 percent of the total vehicles using the 2W LTL and a 18-
tWuntage
i
numtlR
•rs pr.
of 54. 3). During the afternoon peak hour of usage, 69.4 percent of the
2M movements were made by commercial vehicles (Tables Il, 12 and 13). During }c
use ,
1114hr could, 417 vehiclsa made turns to generators and 318 made turns from gener-
den
Ise. The 16 -hr 2WLTL usage volume represents 3 percent of the 16 -hr total volume. ?
'•
?>
'! Il•br 2WLTL usage count (9:00 AH to 9:00 PM) was made at the 25th Ave. N. E.
iVJ. a
Million to determine the magnitude of 2WLTL movements in a commercial area.. ,•
` `<', (. i
{Jac
4tk 2WLTL movements along a 6000.11; portion of the 2WLTL were counted. This ' i
at th.O
Oft, comprising about 2S percent of the total 2WLTL length, is bounded by the
` "- 1 •.4
' the.
els traffic generators In the area.' The majority of the movements were those made
f Nis
14M (ram the several enhances to a community shopping center located off 25th Ave.
$328,
t L Hourly usage of the 2WLTL' is shown in Figure 35. Although to generator move-
d oa e •
IN sere approximately equal to from generator movements in Figure 34 for Airport :a
he dill,
4, the to generator movements are nearly twice the from generator movements
' In,11
`silent the day for 25th Ave. N: E. Other shopping center access points are more
?': `•• `:'
t the o
%stunt to exit from. The rime in 2WLTL usage at 9;00 PH is due to the fact that
•` • �.;
ts'
>19bUinesses were open until 9:00 PM on the day the count was made, and the rise
i �•., �:;
'•{
Reims the departure of shoppers and some employees.
f ;:
ocreasebrin9lhe
12 -hr count, 2,494 vehicles used the 2WLTL; 848 traveling from genera-
.oat
wad 1', 648 moving to generators..The peak hour of usage occurred from noon to
'�4Y,
IIdux
with 232 2WLTL movements.* Throughout the day, automobiles accounted for
LTL"
Wmfmalely 90 percent of the 2WLTL usage The 173, hr 3WI,'�L volume represents
'ap¢
t.6Cl
23 per of the 12-b total
: a .`
attllera' . , „ t , 5 o.. t 1:.. ... :•a:.:a nL•I : A
� a: •:
:Its
,o.;• 1 .. :^.oG
SUt phase of the operations study was conducted to determine some of the driving
t
es of
Ottderistics exhibited by motorists using the 2WLTL: There is no doubt that proper
thiciss{
eMthe 2WLTL can aid In the reduction of accidents;'- reduce vehicular delay, and is
om qq!
heli, expedite the flow of through traffic. f The use Of the 2WLTL requires no new
.I
-•..L a.. L:. ftS, n..l•1' e::ria Si L.In1 Tw•: r J.'u.w. •!
1
i
..
i
I.11CROf MED BY
JORM MICRCILAB
f CEDAR RAPIDS • DCS 110 NCS
738
1
J
it
i
6o
eo
/o
v 1,:..p.
Ont Nqi Vebwwi C�Ilnt al _ ,y
Figure 34, Weekday 2VLTL uenge on ASr oro WN', 1962.
to 1 nw
Na
�n nr arw .�•t. .I ;J,.• ••4..
so
.1.
10
ea OM NN VaNieel,. [OIOj •at� ��� ,pl. 1
ylgure 791 vtotley im Ussgeiini,2gGh Avei d! �rjil4d@a
driving skills. Two elements are invohrid.ln the Proper use o1 the 2W LTLS (RI the
motorist must be able to easily recapnlse the 2W LTL, and (b) he must make use of It.
Confusion over the 2WLTL to obviously greatest among out-of-state delvers, This
Is reasonable to expect because the 2W LTL is not If, common use throughout the Paas
Many local drivers from outside the city also do not understand the 2W LTLI and em
some of the Seattle drivers fall into this category,- Drivers who do not understood as
2W LTL will Invariably slow to a stop or near -atop in the inside through lane before
consecutive times- In a a left turn to a et study of the nerator distance g. )traveled in the 2WLTLdriver
before thisft"
left turn to It generator; 17 percent of the out-of-town drivers (most were 1180 ft -d.
state) made no hatsoever of the
cut
Inside through lanes T
Only 2 percent of the local drivers L and y ads eftdirectly across turns In this manor
I•IICROFIL14ED BY
JORM MICR46LA13
CEDAR RAPIDS n DES M0I9ES
oriefe
dthin 40 to !
,simple diel
Ave. N. E,
738
E
1
_10
I F
tf •ufl'At
a 2WLTL:°iP
must malts W
.state drivers
throughout th
1e 2WLTL, u
IQ not underst
cough lane bt
driver did thl
.TL before mL
.ost were also
:ctly across it
!t turns in We
AM
L
l�
51
L Motorists
fail
jo
use 2WLTL
In
turning
left to
generators
and
turn
directly tram
the
through
lane.
lYoteristrr turning ::. lerJfrom generators• cut directly
across, 2WLTL:.:;. Photq �; on ' rl4hf` ' shots c vehicle
404in4 2jtJLTL j• and °','; fnfering Irk outside thraujo.,'Ions.
t' Figure 3(.r Motariats. fail Sp tPam 11111 use or 2WLTL.
1latautomobile drivers enter the 2WLT1: on a'reverse-curve path and entry Is corn
-
W within 40 to 50 ft. Typical entry maneuvers by automobiles are shown in Figure
L Asampts distribution of the distance traveled In the 2WLTL by automobiles at
11kh Aye. N. E. installation is shown in Figure 38. A fairly symmetrical distribu-
MICADEILMED BY
JORM MICROLAB
CEDAR RAPIDS • DES '•101NES
73P
1
9
52
N
b
• - •T.71Y�r.���, �axc-ten\ �•�:. 0
a C
Figure 37• ZAM usage by eutwobilee on 25th A,...N. E. ,
tion is evident for Ideal driversi with an average tfivel distance' of a6ut 200 It. Soeie
motorists travel up to 6001t and more In the 2WLTL-. Such excessive use of the 2WLTL
can prevent other drivers from entering the 2WLTL and Is undesirable. Non-locai ft
vers from outside I9ing County have an average travel distance of about 140 it. The mt
tributlon of travel distances is skewed extremely to the right; Such a difference if M
surprising since non -local drivers probably do not realize the purpose of the 2WLTL
until they are nearer their point of turning, and they are probably more cautious alto,
This would result In shorter travel distances for this group: ,Some researeff Into elf.
Ing for 2WLTL's would be desirable. Perhaps symbolic signing could supplementlhe
conventional signs to Inform the unfamiliar. driver with regard to proper use of the
2WLTL. ...i:; .: e• .:�
MICROFILMED lie
JORM MICROLAB
CEDAR RAPIDS • DES '•IOI:IES
t« 1
Fe.", . C
(i 14 1
T}ave
i• One
it doe
nd it d
decele
take I
teal a
Ish-hc
2W LT
25th e
ee. W
iklsg
YJ a r-
7 3Y 73Y
1
J
F
a., - 0 -
W
0
01500CS TrMT6114 I- ZWLTL. N fee,
50 *0 200 300 350 50 W on aw M 300 330
. " i �4 ... .. 1. . tTMM
.5 PLFAV Dist 'wee traveled by autnuablIes in 2WLTL prior to narking a left
turn,
53
-4
TABLE 14
DISTANCE TRAVELED I 2WLTL BEFORE LEFT TURN
Travel Distance (it)
"'Automobile:' A010-' Average Median
Registration mobile
n EaMPI44 juell N04,- Rush and Rush and
;,,u. Hour Rush Non -Ruch Non -Rush
Hour flour Hour
230. ISO 200 180
130 14Q 100
FBI'
N.- .
TWO 14 summarizes the avefage travel distances for local and out-cf-county dri.
th ova. He N.;.. ..,
Travel distance is longer during rush-hour traffic than during the non -rush-hour
MOd- One might reasonably expect that during non -rush-hour
periods, a motorist
MblY does a larger portion of his deceleration to the through lane because traffic is
*&ad It does not cause undue delay to other vehicla. When
0
01500CS TrMT6114 I- ZWLTL. N fee,
50 *0 200 300 350 50 W on aw M 300 330
. " i �4 ... .. 1. . tTMM
.5 PLFAV Dist 'wee traveled by autnuablIes in 2WLTL prior to narking a left
turn,
53
-4
TABLE 14
DISTANCE TRAVELED I 2WLTL BEFORE LEFT TURN
Travel Distance (it)
"'Automobile:' A010-' Average Median
Registration mobile
n EaMPI44 juell N04,- Rush and Rush and
;,,u. Hour Rush Non -Ruch Non -Rush
Hour flour Hour
230. ISO 200 180
130 14Q 100
N.- .
TWO 14 summarizes the avefage travel distances for local and out-cf-county dri.
th ova. He N.;.. ..,
Travel distance is longer during rush-hour traffic than during the non -rush-hour
MOd- One might reasonably expect that during non -rush-hour
periods, a motorist
MblY does a larger portion of his deceleration to the through lane because traffic is
*&ad It does not cause undue delay to other vehicla. When
ante of about 200 ft9
-xcessive use of thq it
, MW
traffic is heavy, moat
AW deceleration will be In the 2WLTL. 'Furthermore when traffic is heavy a driver
41001 I
Mesirable. Non:lo*
take the chance that the 2WLTL will not be occupied when he desires to enter it.
bliticaL analysis, ho
.ce of about 140, it 7
'� * '
aver showed no significant difference between the rush and
"I'Mah-hour group@,.� 0 ut-Of-
t. Such a differi nce-ld ,
is purpose of the 2W T.
county motorists apparently do not travel any further
404 2WLTL during rush-hour traffic than during non -rush pariodm•
,bably more cautious OR&
25t# Ave. N. E. during rush hours, 15 -min volumes were approximately 350
W111 whereas non -rush hour volumes
Some reseIr q
rain could supplement,3ITL
averaged 225 vehicles per 15 -min period.
Zg before entering the 2WLTL in not too common for drivers who enter the
a reasonable distance
rd to propeF IA,� .
ahead of their left turn. Braking before entry occurs
"Ift8quently among drivers who make little
- ..'44 .
elq use of the 2WLTL. Even when delvers
brake when entering the 2WLTL, many begin to decelerate in the through lane
61�
i* r;
M
141CROFILMED BY
JORRA N41CR40LAB
CEDAR RAPIDS - DES MOINES
L-
720f
I
J
-10
5
r
0
L
54
A
L.. 9
.•.L .:uaa?� Fair- .
Figure 39, OWL ussp by tracxsiJ •oq;•07^a! r .••.•
re
(perhaps from 30 to 25 or 20 mph) Just before dosslhg over intti ihd 2WLTL. Tele V
probably because driving over the rounded steel traffic buttons gives an unpleasant
jolt and motorists slow down In order to enter the 2WLTL and avoid the buttons,
Smaller buttons with less height and closer spacing would probably be better, althou�
this arrangement might be more expensive J. . -i. d ii. v ;a • mil ..4 . I ;- • . .1
Figure 37B shows several automobiles waiting iii line loi• the opposing irafflc to
clear before making their left turn. The 2WLTL offers an advantage over the unldlrh%
tlonal left turn with regard to limitations of storage and stopping in the through lane
because the left -turn lane is full. There Is fairly even placement of the vehicles In IM
2WLTL. Figure 37C, however, shows a left -turning vehicle crowding the 2WLTL lune
AICROFIL61LD !N
JORM MI C ROL AB
C1f1f,H RAPIDS • 0[C '101N1
r 'i.
C!rTURN SIGNAL I
Movement Tyl
,n r
To generator Autc
I%- - Tru
From generator Aute
Tru
LN' placement fe mare
IA and In general does not
tomobiles turning left fre
use of the 2WLTL as an i
ffidf. cross the 2WLTL at
d.through lane (Fig. 30B
nlral observations of the
drivers tend to use the 2
N trucks gredwlly eaalnl
through traffic speed. ^.
itdi to the through lanes
Ik demonstrate the desir
rthan that of the througl
e drivers use the 2WLTi
LTLes probably helps to
$ialtng either by hand or
et or highway helps to pre
!d at determining the extel
!dfromgenerators. For
there are four posslbilith
EW ind exiting the 2WLT
Uing an exit only—as the -
2WLTL movements from
itija:.(a) signaling both w
.dg the 2WLTL and entert
ll►assuming that the mot
rhen leaving the generatm
d).no.signals.. Table 15 1
Urport Way, respectivel,
hour vehicles, and far e
fere• foes not appear hi b
ories (Table 15). Althcn
the same 2WLTL Install
I'-(nsfdllatlons. Approxin
ngihto generators, but c
herators. This Is not su
naln street Is more haaat
usually wait until there
ynecessary.
730
r
a
into the 2WI
is gives an
and avoid
lbably be be
the eppndufj !fall
ivantage over the
ping in the throug
!went of the vehic
crowding the 2WI
i
L
55
TABLE 15
TURN SIGNAL INDICATIONS WHEN USING THE 2WLTL
'l. Such placellehk Is 11100 likely to slew up through traffic as It approaches the
+IkLe and In general does not appear to be a desirable practice.
Aufomoblles turning left from generators and into the through lanes usually make
.sk use of the 2WLTL as an acceleration-marglllg Lan:. Most drivers Walt for a gap
"mile, crass the 2WLTL at nearly a right angle, and turn Into either the Inside or
"ends through lane (Fig. 3eB). • •
General observations of the use of the 2WLTL by trucks on Airport Way show that
Ise drivers tend to use the 2WLTL In a fairly satisfactory manner. Figures 39A and
1160 trucks gradually easing into the through lane as they use the 2WLTL to acceter-
010 through traffic speed. Truckers make use of the 2WLTL for left turns from the
eseators to the through lanes (Fig. 39C). The large trucks occupying the 2WLTL in
l+tl D demonstrate the desirability for providing a lane width equal to and perhaps
enter item that of the through lane, which should be at least 10 It wide.
,IIWLTL4 rrd use the 2WLTL
L jo lis a • passing lane. The high buttons that Seattle uses
P+ y 1 h1.elps
:. : gl ..
hs.gt�Isl Indlcattoes •« � +- 'j••
IFaNg either by han4or turn -signal Indicator when changing lanes on a multilane
Nil or highway helps to prevent accidents. This phase of the operation's study was
"WU determining the extent of signal use when vehicles use the 2WLTL for turns
sndfrom generators. For 21YLTL moyements from the through Lanes and to genera.
ls two are four possibilities with respect to signaling: (a) signaling both while
"Jeebgand exiting the 2WLTI,—both left -turn signals; (b). signaling on entry only; (c)
ung on exit only—as the driver is about to begin his left turn; and (d) no signals.
I* 2WLTL movements from generators to the through lanes, there are also four pos-
'Wu: (a) signaling botb'when leaving the generator (lett-turn signal) and when
't the 2WLTL and entering the througb lane (the latter would call for a right -turn
"U -assuming that the motorist uses the 2WLTL as an acceleration lane); (b) slgnal-
yehen leavinUg the Generator only; (o) dgtaling when vutarlug tho throuGh lane Oily;
*Q Jig sigiaU, TaUla 10 Is 11941110041 of rulunwUllsr Will trunks al 251h Ave. N. E.
411
,10,t Way, t'sspdotivoly, Tho sumplos were broken down Into rush-hour and non.
Zile vehicles, qnd for each vehlcls typo, the two groups gave ytrtually the same
�' ::.r i-
7*0 does not appear to i4 much difference between automobiles and trucks In most
vtorles (Table 15). Although the automobile data and truck data were not collected
ty kke came 2WGTG hlgtalWtlan, etroet width and valmm�e ora fairly elnillur for
1iNhiel¢II¢I11iler Ap"oltlmntely 90 psrumll Of lhn vehlules signal ill least ammo when
fsing bdo geuar¢lors; but only about 40 percent efgnal at least once when turning out
pntratore, Thle V not surprlsing because most drivers realize that a left turn from
4mtin street Is mora hazardous than one from a generator, In the Latter Case, dra-
ws usually wall unt there (s 4 gap b traffic and probably foal that a eIII is not
Vynecessery, ? .
wlCRorIPED 01'
JORM MICR46LAE3
_CEDAR RAPIDSDCS :401 AES
73X
1
..
Signaling (eb)
MovementNot
Type
Entering 4
Entering
Exiting
Signaling
.
Exiting
2WLTL
2WLTL
(°b)
_
2WLTL
only
Ouly
'I'll gelleralal'
Atdue
Bit ,'t
n,1
gill)
From generator
Wuliktt
Autos
0014
1.9
30.2.
19,tl
_
to,d
07.0
Trucks
4.5
3519
—
59,7
'l. Such placellehk Is 11100 likely to slew up through traffic as It approaches the
+IkLe and In general does not appear to be a desirable practice.
Aufomoblles turning left from generators and into the through lanes usually make
.sk use of the 2WLTL as an acceleration-marglllg Lan:. Most drivers Walt for a gap
"mile, crass the 2WLTL at nearly a right angle, and turn Into either the Inside or
"ends through lane (Fig. 3eB). • •
General observations of the use of the 2WLTL by trucks on Airport Way show that
Ise drivers tend to use the 2WLTL In a fairly satisfactory manner. Figures 39A and
1160 trucks gradually easing into the through lane as they use the 2WLTL to acceter-
010 through traffic speed. Truckers make use of the 2WLTL for left turns from the
eseators to the through lanes (Fig. 39C). The large trucks occupying the 2WLTL in
l+tl D demonstrate the desirability for providing a lane width equal to and perhaps
enter item that of the through lane, which should be at least 10 It wide.
,IIWLTL4 rrd use the 2WLTL
L jo lis a • passing lane. The high buttons that Seattle uses
P+ y 1 h1.elps
:. : gl ..
hs.gt�Isl Indlcattoes •« � +- 'j••
IFaNg either by han4or turn -signal Indicator when changing lanes on a multilane
Nil or highway helps to prevent accidents. This phase of the operation's study was
"WU determining the extent of signal use when vehicles use the 2WLTL for turns
sndfrom generators. For 21YLTL moyements from the through Lanes and to genera.
ls two are four possibilities with respect to signaling: (a) signaling both while
"Jeebgand exiting the 2WLTI,—both left -turn signals; (b). signaling on entry only; (c)
ung on exit only—as the driver is about to begin his left turn; and (d) no signals.
I* 2WLTL movements from generators to the through lanes, there are also four pos-
'Wu: (a) signaling botb'when leaving the generator (lett-turn signal) and when
't the 2WLTL and entering the througb lane (the latter would call for a right -turn
"U -assuming that the motorist uses the 2WLTL as an acceleration lane); (b) slgnal-
yehen leavinUg the Generator only; (o) dgtaling when vutarlug tho throuGh lane Oily;
*Q Jig sigiaU, TaUla 10 Is 11941110041 of rulunwUllsr Will trunks al 251h Ave. N. E.
411
,10,t Way, t'sspdotivoly, Tho sumplos were broken down Into rush-hour and non.
Zile vehicles, qnd for each vehlcls typo, the two groups gave ytrtually the same
�' ::.r i-
7*0 does not appear to i4 much difference between automobiles and trucks In most
vtorles (Table 15). Although the automobile data and truck data were not collected
ty kke came 2WGTG hlgtalWtlan, etroet width and valmm�e ora fairly elnillur for
1iNhiel¢II¢I11iler Ap"oltlmntely 90 psrumll Of lhn vehlules signal ill least ammo when
fsing bdo geuar¢lors; but only about 40 percent efgnal at least once when turning out
pntratore, Thle V not surprlsing because most drivers realize that a left turn from
4mtin street Is mora hazardous than one from a generator, In the Latter Case, dra-
ws usually wall unt there (s 4 gap b traffic and probably foal that a eIII is not
Vynecessery, ? .
wlCRorIPED 01'
JORM MICR46LAE3
_CEDAR RAPIDSDCS :401 AES
73X
1
tl
LI
ACMWLEDGMENTi
The authors wish to 1)[PrIMS thelt appreclition to E&Il Ecdo . and Richard ClirWreer
of the Seattle Traffic Engineering Division for their assistance and Interest; Uwfit a
to Carolyn Arwine of the statistical unit of the Seattle Police Department for the use d
accident records and her Personal Interest. ----
:-n ,i
j-
REFEREKCE!i
1. Ray; James C., rwLtMHOOf 1 Two-*iy Medial Left T�uin JAne, T'i-iffic
4 Engineering, Pp, 25-27 (Much 1961).
2. Mathewson, J. H. , and Brennen, R., "Indexes of 4.tor Vehicle Accident Lik
hood." NRB Bull. 161, pp. 1-8 (1957),: ell.
(n
I tell it i
r
141CROFILMED BY
"DORM MICR16LA13
CEDAR RAPIDS - DES M014ES
�--
a
r
J. R
T1
th-
ch
ca
de
the
ch
1160'. the
tion Insti.
ON Ifiveolv
!.channel
Pacific P,
ation of I I
Our certat
adfiesi ca.
avoid ha.
astment
0 denote
'64011011
warning
hould be
Vat at the
R a calls
.at the In
asiffid"t I .
Pground
SAO i
l lel
or Me
cendltfe
W recon
rMime th
I wery In
MIMP111 I
WON 11111411
rnitah at
Iral cier?
Ito P44von
nuce ur
ponsomd
IS -
739'
A \
I
yr!
TAT/ON RESEARCH RECORD 731
ETaluating ..
Tiansportatron.. f
k
Proposals
.. � �. •IY.a ����. .. .L..... �'�Cf • ..\L � .. _.. ,. I'�' Li19%.nf _ i T
?f?AAS:CRTATION RESE MU BOARD.- -
�OMMWQNONSOCIOTECF4IUErAL SYSTEMS=
PIAlATIOVAE RESEARCH COUNMM i
t
' AFTIOULACADEMY OFSCIEN1 3
�-
4
i
� I-0ICRDFILI4ED BY i
l- JORM "IMICR#LAB- - J
CEDAR RAV]DS •DES MDINES i
I
lz�-. A
I
I
79f
r
a-
t-
ith
ag
tided
tad
FRA
oco-
,ry 2
prm'
no of
f as
toed .
light,
a lack
rah
no
ietecr •
:les.
Crafts:
:luded.
til
onto- .
a• thus,.
a�fectlTs
SSHlcaer
ry 2 do:•r
.nal -Stitt
to din- :4
:indicated
n and..:Y
reenlls<u '
dols and
I•.at
pout tbaed
,Sly cons+
uaWsV "t
nu woulill..
toga had •'
to acetdeaH
warning "'• ,'
at geode. I t
7ectorisa-I
veredUAU'
Is erose,•: i
r: t.
I figures
logy is 8124, ,t
ccidods ?.
2W .
of ns
2. c
u ctoselso
that have utive-waning Systeme (see Table 2). The
odes aces fldetus to whlcJi lhePreventable
revenmotor vehicleaccidents
struck by the train, Lwas
e., category 4 accidents,
Without specific regulations to require the cleaning
of refbcmto, Hopkins' no -maintenance scenario is
Probably the most realistic. However, It certainly
Wauld be aloe to have some research on the question of
the Impact of lack of rofluctor salmdnunnce on rufluctur
brighlostil.
Hopkins' suggestion for using a single cost estimate
With esilmatae of minimum and amadmum benoflts to
glue a nioru ruullatic Iduu of tie program's bunuilt/cult
ratio is impossible until better cost data are available
43
on Installation costs and, more Importantly, until in-
formation on grade -crossing visibility Is obtained, so
that ranges of benefits can be estabUshed. At this
Point, It Is impossible to estimate minimum benefits.
REFERENCE
29. R. G. hlcGbuds. The BOneflts and Costs of a
Frugram to Ruflucturizu tie U.S. Float of Railroad
Rotling Stock. Federal Rallroad Administration,
1979.
Pub/iarUn of Lim pl..' rpunrwet by Couvurtnv. un Hdlnwd-Hylnryy
Grade Ga"Pirs,
Accident and Operational Guidelines
for Continuous Two -Way Left -Turn
Median Lanes
C. Michael walton and handy H. Machemehl, Department of Civil Engineering,
Univerairy, of Tates at Austin
Thomas Horns, city of Beaumont, Teas
WU1120 Pung, Federal Highway Administration
M Ir"IdIstan wa begun to Provide hue" dedgrr stns baHa
"N" mon def W tiw information an me InftgWaa of left.
eat Re" sgsas� Wth sa"��00+vetrren•wm mtlin l bdonolac-
laseInosesrMtiimesmnrYid ���1'hh nanindica
e nP1 weft of ded.00li Thin pear prhesn,.
e9Yee'Y of On daoi4d inrestiPtan at tlse litretun an INC•tum
I"R fir resales of a limy of error poet's am snrderds in Times,
'rib N INS eLdW, Sed WldMkM for Use. A Ibeam oW end
"fires N eurdonnies returned by rapnsenotives trop, Tena Stir
ed Ih Taw abs Dpetrtrb of Hidn..v...d a,w4
eaa an own of t1r east. INN esldlr wese nae-
theseared on operatlarw duvhoNrrlics accident ape
'"IW WN!pse leectica The anNvib of the date cal.
rf N IMcantlueiorr rad Ilndirrw N inauded, ev nd��emnrrrdhtian
""se ea�o t e to improv seen autka In theopesear,S drrav-
a,Ssose Ia rah Mf�n , emF s wa OWNS on Sea Iasng t Waea al
Sunt Ieens the enteinp enawne
d mirq die.
w of rNkisewimin the Wes Tlrr wWn the die.ebdaks
Sale osmiar tion m be used by eWfee Sones aid hWrsv
Giese,
NsesesminMq ter optimum design Shams, IS, n,,,wy Ihh.
k recent years, there has been increased emphasis oa
�Nv>nthe capacity and safety of existing traffic Sa-
ha concern through low -coat improvements or modifications.
tests Is the treatment
of highway dlandessners on nom otraRtu engt.
ed -
(bell hlghways In urban areae and the development of
halo idOperational
pe a onal standards for median improve-
atN"We. Mth g many guideline have been developed
a spacial m
l 1c engineers in considering left -turning ve-
e still many unanswered questions about
When
rest Ihau
edian facilities Should be pro -
Basically, three types of left -turn facilities are con-
sidered in this study: raised chsmelized one-way left -
turn median lane (raised COWLTML), Rush COWLTML,,
and continuous two-way left -turn median lane
(CTWLTML).
A COWLTML (Figure 1) is a median left -turn lane
that provides space for speed changes and storage for
left-turabng vehicles traveling in only ons traffic diree-
UOn to turn at a designated location along a two -direction
roadway. A CTWLTML is a left -turn median Tans that
Provides common space for speed changes and storage
for left -turning vehicles traveling In either direction and
that spews turning movementa at any location along a
two-way roadway. Raised clemelfution is generally
defined as the use of a curb or other "noatranaversible"
delineator, while Bush cha realization generally refers
to the use of Paint, buttons, tile, or otter easily tram-
versible markings.
Although such median lanes have been In operation
for some time, vary Little information has been compiled
about their operational differences and about trade-offs
between each type of left -tuts facility. Therefore, the
Primary objective of this paper is to present the results
of a study that was designed to (a) review previous
Studies related to traffic operations of left -turn lanes,
(b) collect and analyze data for evaluating the operational
characteristics of loft -turn facilities, (c) Identity reta-
tionshdps and characteristics of accidents associated with
loft -turn -lana facilities, and (d) develop guidelines for
design and operational decisions for median treatments.
The results presented should enable traffic engineers
to better understand the Impacts and trade-offs among
various types of left -turn facilities in their decision-
making process and will facillWo the design of left -turn
lanes for Individual sites.
1'
MICROFILMED BY
JORM MICRbLA13 _
CEDAR RAPIDS • DES MOIMES
73
1
J
r
i
L
0 1W-1
44
F4" 1. Tyqulwpnof len-tum lend.
Either
Flash
Ratted
Typical COWLTML
U l -J
TyoIaan CTWLTML
Either
Fiaeh a
Raised
Tmseitiah Preset CTWLTML fe COWLrML
BASIC DESIGN CONSIDERATION
From a review of pertinent publications, a list of de-
sign considerations sed hepllcstions that focused on ac.
cess, accidents, and congestion Issues was prepared.
These three Issues are vital considerations in deter-
mining the need for a left -turn lass and in determinlng
the type and design details of the facility. The list pre-
sented below contains some of the major access con-
siderations that may affect safety, traffic Dow, cost,
feasibility, and public acceptance of left -turn -lane do -
signs (1.3): .
I. Whet is the abutting retailer's preference In type
of access?
2. What Is the driver's preference in type of access?
3. How Is parking affected?
4. What changesare expected In movement volumes,
lane use, traffic composition, eta?
S. What pedestrian needs exist or are expected?
8. What changes In traffic control are anticipated?
7. What other access does the abutting property have?
8. Whatcontrols are then over driveway location,
frequency, etc.7
9. What other possible uses of the median area now
exist or are anticipated?
Halsey (4) developed a Summary of causes of traffic
difficulties That lead to traffic accidents and congestion.
Items of major importance in left -turn design Include
angles of movement, velocity differences, acceptable
speeds, convergence, divergence (changing number of
lanes), and capacity. These baste causes of tnf Ic
difficulties manifest themselves In far types of friction:
Intersectional, marginal, medial, and Internal -stream
friction. All four are frequently present in left -turn -
lane operations.
Several studies (2, 5-7) present principles that are
Intended as guides to aicr-the tmffic engineer In alleviat.
ing friction and minimizing the effects of basic causes
of accidents and traffic congestion.
Guidelines for Use of Left -Turn Lanes
A list of warrants and guidelines derived from revtetw
of the literature has been developed for use In design of
left -turn lanes (8). Included Is a tabulation of the docu.
mented cotdltlons under which left -turn lanes have been
Inetsll I or programmed for Installation. The following
Items provide a summary of these guidelines:
1. In general, warrants and guidelines for use with
CTWLTMLs Indicate avenge daily traffic (ADT) of
10 000-20 000 on facilities that have four through lanes
and an ADT of 5000-12 000 on facilities that have two
through lanes.
2. Warrants and guidelines for use with COWLTMLa
usually Indicate only that the ADT volume should exceed
10 000. Volumes at COWLTML sites In the Literature
ranged from 14 400 to 31 200 vehicles/day on facilities
that have four through lanes.
3. Through -lane speeds of 48-80 km/h (30-50 mph)
are common on CTWLTML sites.
4. COWLTMLs are commonly used an streets that
have through -lane Speeds greater than or equal to 48
km/h.
ft). S.. CTWLTML widths range from 3 to 4.8 m (10-15
B. Lane widths of 3.7 m (12 it) are consistently rec-
ommended for COWLTMLs.
7. Land uses along CTWLTML sites are most com-
monly classified as commercial. Some sites are found
In hdustrlat areas that have commercial activity.
8. Land use was not faud to be as Important a can.
sideration at COWLTML Blies As it war at CTWLTML
sites.
Sawhtil and Neusil (8) also provide a discussion of
an OpWos survey of eir-y and state engineers in Texas.
Questionnaires were matted in October 1975 and January
1978 to the 25 district engineers of the State Department
of Highways and Public Transportation (SDHPT) and to
city engineers in 48 Texas cities ranging In population
tram approximately 18 000 to 1 233 000 (1970 census
figures).
The engineers were asked to weight site characteris.
tics in ostler of importance In determining the type and
need for a left -turn lane and to rank CTWLT1:1L9, raised
COWLTMLs, and flush COWLTMLs according to how
wail each satisfied certain site characteristics. , Demand
for mldblock left turns was ranked as the most impor-
tant site characteristic and was followed by (in order of
average weight) peak through -traffic speed, number of
through lanes, block spacing, pedestrian movements,
public (driver's) preference, and abutting retaller's
preference.
Although the respondents ani a whole showed no dis.
tinct preference for left -turn lane type for many street
and traffic characteristics, CTWLTMLs were preferred
over COWLTMLs in areas of demand for mldbloek left
turns, peak through -traffic volume, strip commercial
land use, through -traffic speed of more than 48 km/h,
four -through -lane facilities, long block spacings,
driver's preference, and abutting retailer's preference.
COWLTMLS were preferred over CTWLTML9 by the
survey respondents In the areas of restricted sight ills.
tance and pedestrian movements. Flush COWLTMLs
were usually ranked between CTWLTMLa and raised
COWLTMLs. Other results of this Survey are summa-
rized below.
1. City engineers in Texas Indicated that they desired
maximum speed limits In CTWLTMLs to be less than the
usual posted speed limits for arterial -street through
MICROFIL14ED BY
JORM MICR6LAI3
CEDAR RAPIDS • DES MOIAS
736?
1
J
_y
r
ry
at
9-
1
sed
zed
of
I
it
.ad
:t
1
Co.
a-
a -
dyed
n the
i
L`
lanes, yet speed limits for CTWLTML are rarely posted 4. The average travel distance within a CTWLTML
separately.
2. taUdellnes suggested for CTWLTML widths for the local driver is 01 m (200 H) and for the out -of -
from 3(10-15 It). The survey also idths indicated town driver lS 43 m (140 ft), This distance Is longer
slut clry eingln°ets th Texas desire the CTWLTML width during the nveh hour than during chs nonnvsh hour for the
o increase as the through -lane speed increases, local driver, but it Is relatively consistent for the out.
Major effects that the survey respondents believed °f -town driver.
to be due to left -turn -lane Installation include eubetan- 5. Automobiles entering the roadway from driveways
cadal (yet somespe ially varkd) effects on the number of ac- howeveke lrtltruckers use of tile do makeLTML as an use of It for theirs lett-turn e,
pacit (especially those involving left-Nrntleg vehicles), movement.
capacity, delay, add travel tlmr at the sibs,
4• All engineers In Texas who res B• yew drivers use the CTWLTML as a passing lane.
veY had an average of about flue years, to the sur- 7. Approximately g0 percent of the drivers we their
CTWLTMLs. City engineers had about threxpee
years'
turn -signal Indicators prior to a left turn into a drive.
experience with COWLTMLs. District engineers ay, but only 40 percent signal when entering the road -
about six or more years' experience with OWLTMLa, way from a driveway,
5. Engineers inTexas have a wide
on left -turn -lane design practices andcorangeMetlaon and f opinions Sawhfll aNeuzll also stated that additional research
for use, in signing Is needed to familiarize the out -Of -town
but they generally, feel that CTWLTMLs are more fre-
quently misused than are COWLTMLs. drivers with the proper use of the CTWLTML. It was
0. Approximately half of the district a recommended that the width at the median lane be 3-4 m
sponding to the survey aid three engineers re- (l0Ne et
engineers responding use different signs rand markings city
Nemeth (7) initiated (our before -
kings studies on CTW LTMLs o Ohio. Major st�r Parameters
at major LB. The most
tiro at m cliffelt loatlons on were t9 was theraffic conflicts, travel time, left- add meters
transition of the CTWLTML o common
with htclu- turning volumes, and traffic volums on each lane. Traf-
tic slon of a gap !n the masking for entering the lane, which amain- an defined by Nemeth, ea "any instance In
flow vehicle must either swerve or brake
to avows anal ent." He further classified the conflicts
Into trove conflict, oppoving conflict, rear -end conflict,
and weaving.
• Of the two sites studied by Nemeth in a before -and-
-after context, am site Involved the conversion of a far.
lane arterial Into a tbree-lane roadway, and the other
involved rearripfng a four -lata highway ssetios into a
flue -lane section. Tru conclusion of the analysla of the
first site was that the conversion resulted o Increased
travel times, Increased weaving. and Some reduction
o total conalcts. Ia the second case, cant change In travel
an increase In
volumes was noted, with an Inst ft
speeds. Conflicts attributable to braking were noted to
have decreased after some initial increase due to driver
confusion about the pavement markings. Recommenda-
tion are presented la the form of relevant discussion
on such topical areas as adjacent lane use, access can-
ditions and requirements, traffic. volume, speed limit,
spacing existing thtersectl
and safety. ans, economic conditions,
:td
Related Studies
Studies that are related to left -turn lanes range from
studies of individual histallatiOas to projects that cover
I wide range of improvements. These sidles have pro-
vlded a great deal of valuable information to aid
derin n-
staMing the effects left -turn installations; how-
ever,. application of -the findings of these studies o ver.
rants is difficult because the relationships between ac-
edenb and alb characteristics have not been lily ds-
termined. Previous studies related o left -tum lases•
mal M generally Plaaelttad as before -ad -after (or
Parallel) accident studies, operational Studies (which
My also be before-and-af(rr Stdies). general access
studio, and studies that use regression am the techniques. The
rmhe of findings presented below draws primarily
tramorn eatensivs studies.
Operational Stodles oa CTWLTMLa
Studies on CTWLTMLs have been done by a variety of
rite ad local agencies, but most were focused n ac-
eldenb aid only a few were related to trattle operational
arpecb. With respect to operational aspects of
CTWLTMLS, two major studies were found. One was
conducted by Sawhill and Neuzll of the University of
Washington (B) and another was conducted by Nemeth of
Ohio State University (7).
Sawhlll and Neuzll (9) made their operational study In
terms of (a) travel distance within a CTWLTML prior to
t lett-tum maneuver during rush and nonrush hours, (b)
leteral observations and commentary an users' behavior
related to CTWLTMLs, and (c) the use of vehicle turn-
rifml indicators prior to a or. Their lett-tura maneuv
Oodinga Include the lollowing observations:
1. Drivers decelerate or stop In the through lane be -
lore entering the CTWLTML.
2. Seventeen percent of the out-of-town drivers make
their left turns from the through lane without making use
:f the CTWLTML.
ver I
1, Most drivers complete the left -turn entry maneu-
nto the lett-turn lane within 12-15 in (40-50 fl) of
4guming the Intersection entry,
Operatfosal Studies an COWLTMLs
Rowan and Williams (9) performed a study on channell-
zation by measuring tEie tension of drivers through a
highway study section. The study was performed during
the three stages of a channellzatlon installation. The
first stage had no clunnelization, and the final stage had
a dlvlslooal "lard with a special approach -end treatment.
The results were Inconclusive, due to the small number
of responses and the variability in drivers. Rowan also
performed a speed study before and after the Installation
Of divisional Island clunnelization. Those results were
also Inconclusive.
Shaw and Michael (10) conducted a study to aid In the
establishment of warrants for ilia implementation of
lett-turn lanes In Indiana. They collected delay and
accident -rata data at 11 Intersections and used multiple
regression techniques to develop equations to predict
suburban delay time, rural delay time, suburban acci-
dent rates, and rural accident rates In terms of several
operational variables. Their final presentation was a
cost -benefit analysis In which the cost was the construc-
tion cost and the benefits were the reductions In accidents.
and delay,
r41CROf ILMED D1'
JORM MICROLAB
CEDAR RAPIDS • DES h1019E5
713?
1
RK
r
L
18
Another element considered tobe an important left -
turn operational characteristic is gap acceptance. Ring
and Carstens (11) classified the gap characteristics into
types that they Termed gap, lag, critical gap, and crltt-
cal lag. They coupled on-site Investigations with 2rte-
rial modeling In an effort to explain gap -acceptance
Phenomena surrounding left -turn maneuvers. They con-
cluded that gap acceptance Is dependent on following and
Opposing queue length and that left -turning vehicles ad-
just speed to minimize the need for complete stops.
These behavioral aspects, although difficult to predict,
were put In a multiple regression model to estimate the
number of vehicles that were forced to stop and the mag-
nitude of delays of the stopped vehicles. The final pre-
sentations of Ring and Carstens were two equations for
estimating the cost -benefit ratio In which the cost was
the construction cost and the benefit was the accident
reduction and delay aavings,
Another lett-turn gap -acceptance study was conducted
by Dart (12) at both channelized- and unchannitHzed.
approachis gnallzed intersections. He found that drivers
rarely accepted a gap of less than 2 e or rejected a gap
longer than 8 e and that then was no appreciable dif-
ference between channelized and unchannaltzed ap-
proaches.
Volume Warrants
Volume warrants for left -turn lanes are typically pre-
sented in graphical form and rebels the percentage of
left -turning traffic to other volumes. Ring and Carstens
(Il) developed a series of graphs for determining whether
aleft -turn lass is warranted at a rural Intersection that
also considers the posted speed, the annul{ accident -
cost redaction, and the parnentags of trucks. Gleason
and others (1) presented a velum@ warrant chart for sec -
time or Intersections that requires the percentage of
left turns, advancing volume, and opposing volume.
Accidents at Channellzed
Intersections
Accident studies related to haft -tem lanes at Intersections
(or high-volume driveways) have feud significant do-
creaass in accident rates when am -way left -turn lanes
were added. Wilson (12) presented a summary of before -
and -after studies that compared chasimazed left -turn
lanes at onalgnallzed Intersections using ralsed bars,
curbs, sod Pitot for channeHzatim. The data showed
stetistially significant reductions in accident rates for
Projects that used each type of chamtailzation.
Foody and Richardson (14), In a comparison of inter-
sections with and without leaf -turn lanes (LTLs), found
a great deal of variability In accident rates. The table
below shows the comparison of sites Foody and Richard-
son developed on a basis of aignalization and the exis-
tence of a left turn lane, In terms of accidents per mil-
lion vehicles per leg per year. Although significant dif-
ferences (p . 0.05) were shown in connparing total ac-
cident rates and those for -'all others" (both signalized
and nonsignalized), the variability of left -thorn accident
rates caused the subset averages for the left -turn acci-
dent rates to show no statistical difference.
Shaw W Michael (10) used multiple regression to
evaluate delays and ac-Eldents at Intersections. Equal.
tions were developed for estimation of delays and ac.
cidents at suburban intersections with left -turn -lane
ctanneliz {don that explained 89 percent of the variation
in delay and 01 percent of the variation of accident rates
by means of eight and seven variables, respectively,
The Most Important variables In predicting the accident
rates were related to ADT, the number of approach
lanes, and the average speeds of nondelayed through re.
hlcles.
Accident Experiences on Designated
Sections
Glennon and others (1) evaluated numerous access tech.
niques by using infcematios available In the literature
and estimating average valugs of accidents, running
times, coat -benefit ratios, and other measures of ef.
fectiveness. Table I Shows the general accident war.
rants for assess control techniques developed for left.
turn and total accident rates on routes or at points (1),
Estimates of accident reduction were prepared for -
COWLTMLe and CTWLTMLe. For raised COWLTMLs,
Wiese assumed that accidents would generally be reduced
by 50 percent at intersections and major driveways and
that at minor driveways all left -turn accidents would be
eliminated and there would be a slight increase In right.
turn accidents. For flush COWLTMLs, It was assumed
that accidents would be reduced by 28 percent, and for
CTWLTMLs by 25 percent
Other references have already shown that there Is a
great deal of variability In reduction of accidents by
channelized Innes. Table 2 shows that theta is an a
great variability In sectila t reductions as a remit of
C'rWLTML installations. The variabilities In accident
reductions, and their unaccountability, make appllca.
lions of reductions to a speeifle proposed Installation
very difficult.
In
no
both COWLTMLe and quantitative
was found in any
to
single reference. Only subjective comments in regard
to both types of left -tum lutes were found. Accident
analysis for it particular type of left -turn lane wait the
common approach of the few studies on left -barn Wee.
Operational characteristics were mentioned In only a
law of those et in,; the common a" elements mere
delays and gap acceptance on COWLTMLs and conflicts
and entrance distances on CTWLTMLS. Although the
Previous etadles provided valuable Information, a more
definitive basis for relating accident functions and rates
to site conditions was needed.
METHODOLOGY
The technique selected for an accident or operational
study depends primarily on the nature of the available
data and the study objectives. In most research applla.
Huns that deal with design features of roadways, the pur-
pose of accident and operational analysla is to Investt.
gate relationships between these parameters and various
site or roadway characteristics for a number of chosen
cases in order that the effects of certain conditions ran
be estimated. Four common analysis techniques used
in such studies are regression analysis, before -card.
after studies, comparison and Individual case studies,
and performance -standard studies.
In developing guidelines for the use of left -turn lanes,
many different basic sets of conditions most be exam-
Ined. It Is also desirable to Investigate many differ.
ent variables within these basic subsets. The before.
and -after study approach was Impractical In this study
F11CRof IL14ED DY
JORM MICROLAB
CEDAR RAPIDS • DES !1019E5
Tebie L v
temrol ted
a ct pain,
"',caw of
aoofdanw.
TWO 2
flare.
aaehllb v
nNtnl
Cmmds.
'U."M
eaatwe I.
ee,c t •-
due to
and co
ducted
on pas
standa
in
aumbe
tional
proaci
and Cc
Th
taken
comic
The L'
and, :
such t
levels
five I
In the
tions
Se
alive
antic
woulc
the if
conal
locat
cider
for d
data
the s
Vehi
sums
erg
were
axis'
the t
Intel
The
73P
J
Nontlanalired
519nallned
Tvaa of
With LTL
Without LTL
With LTL
Without LTL
4a�dmt
IN_771
IN - I]dl
IN - 811
IN - 1351
Left tum
0.17
1.20
0.77
0.65
All others
0.92
7,15
1.17
1.62
Total
1.04
4.75
1.54
2.47
Shaw W Michael (10) used multiple regression to
evaluate delays and ac-Eldents at Intersections. Equal.
tions were developed for estimation of delays and ac.
cidents at suburban intersections with left -turn -lane
ctanneliz {don that explained 89 percent of the variation
in delay and 01 percent of the variation of accident rates
by means of eight and seven variables, respectively,
The Most Important variables In predicting the accident
rates were related to ADT, the number of approach
lanes, and the average speeds of nondelayed through re.
hlcles.
Accident Experiences on Designated
Sections
Glennon and others (1) evaluated numerous access tech.
niques by using infcematios available In the literature
and estimating average valugs of accidents, running
times, coat -benefit ratios, and other measures of ef.
fectiveness. Table I Shows the general accident war.
rants for assess control techniques developed for left.
turn and total accident rates on routes or at points (1),
Estimates of accident reduction were prepared for -
COWLTMLe and CTWLTMLe. For raised COWLTMLs,
Wiese assumed that accidents would generally be reduced
by 50 percent at intersections and major driveways and
that at minor driveways all left -turn accidents would be
eliminated and there would be a slight increase In right.
turn accidents. For flush COWLTMLs, It was assumed
that accidents would be reduced by 28 percent, and for
CTWLTMLs by 25 percent
Other references have already shown that there Is a
great deal of variability In reduction of accidents by
channelized Innes. Table 2 shows that theta is an a
great variability In sectila t reductions as a remit of
C'rWLTML installations. The variabilities In accident
reductions, and their unaccountability, make appllca.
lions of reductions to a speeifle proposed Installation
very difficult.
In
no
both COWLTMLe and quantitative
was found in any
to
single reference. Only subjective comments in regard
to both types of left -tum lutes were found. Accident
analysis for it particular type of left -turn lane wait the
common approach of the few studies on left -barn Wee.
Operational characteristics were mentioned In only a
law of those et in,; the common a" elements mere
delays and gap acceptance on COWLTMLs and conflicts
and entrance distances on CTWLTMLS. Although the
Previous etadles provided valuable Information, a more
definitive basis for relating accident functions and rates
to site conditions was needed.
METHODOLOGY
The technique selected for an accident or operational
study depends primarily on the nature of the available
data and the study objectives. In most research applla.
Huns that deal with design features of roadways, the pur-
pose of accident and operational analysla is to Investt.
gate relationships between these parameters and various
site or roadway characteristics for a number of chosen
cases in order that the effects of certain conditions ran
be estimated. Four common analysis techniques used
in such studies are regression analysis, before -card.
after studies, comparison and Individual case studies,
and performance -standard studies.
In developing guidelines for the use of left -turn lanes,
many different basic sets of conditions most be exam-
Ined. It Is also desirable to Investigate many differ.
ent variables within these basic subsets. The before.
and -after study approach was Impractical In this study
F11CRof IL14ED DY
JORM MICROLAB
CEDAR RAPIDS • DES !1019E5
Tebie L v
temrol ted
a ct pain,
"',caw of
aoofdanw.
TWO 2
flare.
aaehllb v
nNtnl
Cmmds.
'U."M
eaatwe I.
ee,c t •-
due to
and co
ducted
on pas
standa
in
aumbe
tional
proaci
and Cc
Th
taken
comic
The L'
and, :
such t
levels
five I
In the
tions
Se
alive
antic
woulc
the if
conal
locat
cider
for d
data
the s
Vehi
sums
erg
were
axis'
the t
Intel
The
73P
J
r
I
'S
t
1-
1-
.9,
iced
Id
Do
ht -
.ed
r
a=�
a
nt
0
G
Is
is.
I
re
cull
e
.ors
«es
LL
110
plicar
e pur-
iti-
.rimu
.75811 i
can -
sod
Bs, i
lanes,
r-
re-
tudy
i
L`
T�ha t. Wrenn Iw sear
contra edmigap an r0ulr
r e Dome, prod an ernuel
nunder of drireseynlR.d
1CrWln6
Len -Tutu ucW.N.
Taal AccWena
47
a,a
`" ADT
(s 4
Medium ADT
Yl000-IS 000
Hlp ADT
(>t7000
<a -ADT
Medium Any.
akb ADT
Sara
nadWarl
eNcbe/all
naelee/arl
vNdn/de rl
.5°00'1!000
epic"✓oar)
(.15000
Mel at devdapmat
I+walled
heap
11".✓art
teuaa 11
;
1957
1
('4S)
MedWm (11 -el)
1.91
5.17
7.70
7.e
]
/
HlepOel)
Drtr• y ADT
10.30
15.17
20.la
2303
10.e/
n'a
7/
23.1
11.0
32.9
(Votall /ay)
1
1
15.0
31.1
43.9
L0.(e50o
YMlua (7oa-10001
O.Is
0.11
0.]I
0.12
0.26
1
l
fit" Is 1500)
O.Ie
0.77
1.19
1.06
0.02
°'l/
1.10
0.07
rasa t..-a1ge..
Lel
0.97
1.7o
1.50
7.70
i.ee2 Rleuln of bRw°e,d.Rtr RW(r an C7WLTML4
due to the Unshed avallabUity, of time. Dole,, -and-after
wd comparative paraUnl ensiles hove ulruudy -and afte
dueled bL alwq pesaa ed wn014-
help provWs hdurtuatioa
on poaalbls accldsat reductions. The performance.
standard study approach to undesirable due to difficulties
N establishing standards for
A of comparison and to the large
fs, 91nce we wished to study opera.
1111111111 as weallll aam s 4uuklen{ ralathauhlpe, {wd Ida{y all.
yrLachaf ware lak°nt ragrusion Mu fysle fur aucWanle
and comparison and Individual case study for operations.
taken inThe WeatlflcaUon of Important viar"Ils was under.
consideras a ensgivenive re iew of how trhee� literature, and
The literature to would be used.
and, in rams zae�ea pro1eed the data In many different forma
such n,9 means, stanstud lied staUatiC Parameters,
levels. flat aided la r�ldeviations, significance, and
ave importance of each Variable variability
and rela-
homp used
a the ehdiss also Provided hints of pasiblltraosforma.
dobe of data for the regress/a analysis.
Selection of data to be collected was based on the rel-
ative importance of the data sad the degree of difficulty
anwodclpatsd la collecting the data- Collection, of data that
uld not generally W available ar easily obtained
the traffic engineer was not considered practical Itw
c"callous typ
oneidored desirable to be able to separate accidents as
Ii Wend °' severity, cause, etc., Ins order that I
for diff characteristics might b• more Baily compared
erem lace types
data and accident groupings. Site
were tabulated by block or subblock, to order that
the sites could ba examined ar different levels of detail,
Vehicle kilometers for the block were calculated and
ammed over the total length of each section when aev-
efal blacks were combined. Several dummy variable.
,are used in the analysis as simple tests of whether the
existence of signals on the ends of the midblock sites,
the existence of parking, or the existence at three -leg
Intersections could account for differences between sites. The total number of variables was 67. ,
dccltlont Sludv Duto ADWyala
dcuklent data fur lull -lura -=aur Wise wore uuufyzad by
analysis sing standard
ere (a) to provide Inslaht Into Oi c des of the
ala of the rls-
Wife and accidents that were boiling used In
the atalyxb ald (h) to deacrlbr existing field applications
III Yarl(nuf leil•lurn lulu type°,
Equations Developed
Sections were formed by combining midblock and Inter.
"CUoa data In a manner that provided as much homo-
geneity ae possible for lam -type ma=kings, parking,
laza widths, etc., at each site. Features such as faU-
road tracks and highly skewed Latersecti ons were
avoided. The sections averaged approximately 0.72 ked
(0.45 CLUB) to length' axtrem°ly long sections that re-
malned homogeneous rarely occurred, and extremely,
Mort sections were avoided.
The sections were analyzed with and without the in-
clusion of intersection accidents. This enabled an ex-
amLnsUon of the effects of lt"v"ction accidents on the
total member Of accidents, thereby providing another
means of ecmpuing lane types with the evaluation of the
variability of other factors with and without Intersection
accidents Included. The Incluslun of Intersection acci-
dents generally imprved the predictability of equations
concerning accidents and accident severity and leavened
the predictive ability of the equations related to the ered-
cal accident rate and the average damage scale. CFull
details of the 46 equations are available on request from
the authors,]
Ten
block sites (short sections between uations were ytwoadadjacentf n e �-
sectiona), excluding all lzmrsection accidents. Due to
I
Ceugle to Molts, of AccWeey 1 q
Left Rest RIIAa aW.-
TOIW Tum too ,cele a
- P Clbr
-?, .170 -2e1 _ -:30
° le
_33 -/i .72 .1/ .7 a
90
poor predictability b rsWty of accidents at midblock sites and
the large numbers al vaziables entering the equations
up to 11). Individual midblock sites were quickly
sopped from the analysis. Separation of the midblock
ties by Lane type did little to improve the equations.
The Bites were examleed with combinations of lane
IIICROFIL14ED BY
JORM MICR6LAB
CEDAR RAPIDS a DES MOVES
738
W]
_y
Tot"
Sara
secuo.e
(it=)
b
Dale
Beton
Penal
Pener
ce
Legs ar,e
I+walled
heap
(rural
teuaa 11
;
1957
1
carticai age
f't
/
fell
]
/
M-Aeeerl (ISI
/
nLT
1
°i�°(IJ
1
1
1911-1009
1
1
e•g CARL. .
1974
1
l
due to the Unshed avallabUity, of time. Dole,, -and-after
wd comparative paraUnl ensiles hove ulruudy -and afte
dueled bL alwq pesaa ed wn014-
help provWs hdurtuatioa
on poaalbls accldsat reductions. The performance.
standard study approach to undesirable due to difficulties
N establishing standards for
A of comparison and to the large
fs, 91nce we wished to study opera.
1111111111 as weallll aam s 4uuklen{ ralathauhlpe, {wd Ida{y all.
yrLachaf ware lak°nt ragrusion Mu fysle fur aucWanle
and comparison and Individual case study for operations.
taken inThe WeatlflcaUon of Important viar"Ils was under.
consideras a ensgivenive re iew of how trhee� literature, and
The literature to would be used.
and, in rams zae�ea pro1eed the data In many different forma
such n,9 means, stanstud lied staUatiC Parameters,
levels. flat aided la r�ldeviations, significance, and
ave importance of each Variable variability
and rela-
homp used
a the ehdiss also Provided hints of pasiblltraosforma.
dobe of data for the regress/a analysis.
Selection of data to be collected was based on the rel-
ative importance of the data sad the degree of difficulty
anwodclpatsd la collecting the data- Collection, of data that
uld not generally W available ar easily obtained
the traffic engineer was not considered practical Itw
c"callous typ
oneidored desirable to be able to separate accidents as
Ii Wend °' severity, cause, etc., Ins order that I
for diff characteristics might b• more Baily compared
erem lace types
data and accident groupings. Site
were tabulated by block or subblock, to order that
the sites could ba examined ar different levels of detail,
Vehicle kilometers for the block were calculated and
ammed over the total length of each section when aev-
efal blacks were combined. Several dummy variable.
,are used in the analysis as simple tests of whether the
existence of signals on the ends of the midblock sites,
the existence of parking, or the existence at three -leg
Intersections could account for differences between sites. The total number of variables was 67. ,
dccltlont Sludv Duto ADWyala
dcuklent data fur lull -lura -=aur Wise wore uuufyzad by
analysis sing standard
ere (a) to provide Inslaht Into Oi c des of the
ala of the rls-
Wife and accidents that were boiling used In
the atalyxb ald (h) to deacrlbr existing field applications
III Yarl(nuf leil•lurn lulu type°,
Equations Developed
Sections were formed by combining midblock and Inter.
"CUoa data In a manner that provided as much homo-
geneity ae possible for lam -type ma=kings, parking,
laza widths, etc., at each site. Features such as faU-
road tracks and highly skewed Latersecti ons were
avoided. The sections averaged approximately 0.72 ked
(0.45 CLUB) to length' axtrem°ly long sections that re-
malned homogeneous rarely occurred, and extremely,
Mort sections were avoided.
The sections were analyzed with and without the in-
clusion of intersection accidents. This enabled an ex-
amLnsUon of the effects of lt"v"ction accidents on the
total member Of accidents, thereby providing another
means of ecmpuing lane types with the evaluation of the
variability of other factors with and without Intersection
accidents Included. The Incluslun of Intersection acci-
dents generally imprved the predictability of equations
concerning accidents and accident severity and leavened
the predictive ability of the equations related to the ered-
cal accident rate and the average damage scale. CFull
details of the 46 equations are available on request from
the authors,]
Ten
block sites (short sections between uations were ytwoadadjacentf n e �-
sectiona), excluding all lzmrsection accidents. Due to
I
Ceugle to Molts, of AccWeey 1 q
Left Rest RIIAa aW.-
TOIW Tum too ,cele a
- P Clbr
-?, .170 -2e1 _ -:30
° le
_33 -/i .72 .1/ .7 a
90
poor predictability b rsWty of accidents at midblock sites and
the large numbers al vaziables entering the equations
up to 11). Individual midblock sites were quickly
sopped from the analysis. Separation of the midblock
ties by Lane type did little to improve the equations.
The Bites were examleed with combinations of lane
IIICROFIL14ED BY
JORM MICR6LAB
CEDAR RAPIDS a DES MOVES
738
W]
_y
r
i
L
48
types and with separation of the CTWLTML sections.
COWLTML sections were too few In number for an ade-
quate regression analysts. The predictive abilities of
the equations generally improved slightly when the
CTWLTML sections were considered by themselves, In.
dicating that some differences probably mdat between
characteristics of the CTWLTML sites and those of the
COWLTML sites.
Checks of Regression Assumptions
Plots at residuals versus dependent and Independent
variables were examined to Identify inadequacies of the
models and to provide clues for possible variable trans.
formations that might Improve the equations. The plots
of residuals versus dependent variables for the mingle
midblock sites exhibited linear residual patterns, with
Positive residuals on one end of the depended variable
range and negative residuals on the other. These pat-
terns, which resulted from the large number of site
variables that had zero values on the short sections and
from a mixture of lane types, rendered the midblock.
site equations Inadequate for predictive purposes. Simi-
lar patterns were observed for the equations developed
by using mixed lane types. Although the patterns were
not as strong as In the can of the mldblock sites, the
equations would still be Judged Inadequate. These pat-
terns illustrate further that there are differences be-
tween the CTWLTML sites and the COWLTML sites.
Residual patterns similar to those related to the
mldbloek-Site equations were also observed for equations
predicting the severity Index, critical rate, and avenge
damage scale, for reasons similar to those previaaely
discussed. For the section equations developed from
the CTWLTML mlten, the residual patterns were ex-
tremely slight or exhibited the normal abmenee of pat.
tern. The equation that was chosen for predictive pur-
poses on CTWLTML sections presented no residual
problems. _
Regression Analysis Reeulte
Examination of the regression equations, residual plots,
extreme cases, ate., revealed merry Important relation-
ships between accident and site characteristics. The
following Is a summary of the most Important findings
of the regression analysis, with a concentration on
CTWLTML equations.
Important Variables
In order to Identify the variables that are of greatest
Importance In relation to accidents at the study sites,
a maximum level of five independent variables per equa-
tion was set.
Dependent Variables
The best dependent variables for prediction of all types
of accidents on CTWLTML sections appeared to be (In
order of value) the number of accidents per mile, the
number of accidents, and the member of accidents per
million vehicle miles. (Customary units are retained In
the names of the variables since customary units were
used In developing the equations.) The left -turn accident
variables followed the same pattern. The amounts of
variability explained by the equations were generally
higher for the CTWLTML sections when the Intersec-
tion accidents were Included.
The severity Index and avenge damage seal@ were
very unpredictable, a@ was expected. The equations for
prediction of the severity Index and average damage
scale also were found inadequate, due to previously men.
tioned residual plot patterns. The critical accident rate
Wa$ used as a dependent variable to aid in spatting un.
usual conditions. (The R' values, however, are some.
what misleading, since the critical rate was developed
by using vehicle miles, the primary Independent earl.
able for predicting the critical rate.)
Independent Variables
The most consistently Important Independent variable.
were weekday ADT, number of Signals (or member of
signal. per mile), number of driveways (or number of
driveways per mile), and city size. Other Important
variables were vehicle miles of travel (per weekday),
percentage of commercial land use, and the existence
Of curbside parking, The relationships Indicated that
Independent variables expressed as rates are most ap.
proprlately associated with dependent variables that are
also expressed as rates.
ADT has frequently been related to accident rates,
since It Is a measure of both exposure and congestion.
Vehicle miles of travel Is a measure of Interaction be-
tween the ADT and the section length. The number of
Signals and number of driveways are logical entries
since both are Indirect measures of level of development
art conflicting movements. It is also Important to note
that the number of signals on the site t. Important even
when Intersection accidents are not included. The in-
clusion of A signal variable Illustrates the importance
of signal effects on accidents that do not actually occur
at Intersections. The city -size variable may be a mea-
sure of the differences In traffic chararterletics of the
cities In which the sections were located.
As might be expected, percentage of Istel use clasel.
lied its commercial appeared to Influence accident num•
berm aid rates. Commercial -land -use Influences 2p -
Peered to be more preveleht on the CTWLTML sections
In the prediction of ISR -turn accidents, illustrating the
Importance of commercial land use In Renernting mid.
block left turns and the greater need for lett-turn pro -
visiting In commercial areas. The high colinearlty, be.
tween percentage of commercial lend use and number of
driveways per mile (0.871) generally deterred both varl-
able$ from entering the same egtrtlon,
R Is also Important to note the absence of other var!_
able@ that were considered to be imported In the litera-
ture. Lane widths were not shown to be of major im-
portance In the analysis, which may be primarily due to
the fact that the average—J.8 me (11.7 R)—is adegnate.
91o111arly, there le no evidence tram the analysis that
present speed limits are unsafe or that posted speed
limits for CTWLTMLS significantly reduce accident mem.
berm or rates.
Prediction of Accident Rates
CTWLTMLs
The best dependent variable for predicting accident rates
on CTWLTML sections Is the number of accidents Per
mile. This equatfon also provides logical Independent
variables that consistently demonstrate relationship to
accidents. These Independent variables are weekday
ADT, number of signals per mile, number of driveways
per mile, and city size. The equation developed Is
Humbet of
ueidento
per mile •JOSS * 0.002 03 (A DT) a 0.000 17S (city papa Is lion)
•
0.4 91 (number of ddnerayr per mile)
9.20 (number of rimcb per mile) (1)
MICROFILMED BY
JORM MICR6LJ
CEDAR RAPIDS • DES MOI
The i
07 ac
valuc
Al
dents
varia
the e
accid
terse
The t
dente
Non-
Althc
regrl
CTW
ante:
of CC
comp
sites
comp
dent
rate
Paris
deve)
sells
FM
Five
typic:
(a) st
ways
moral,
study
makl:
trite:
of lel
epeec
melee
14 si•
CTW
elthe:
The t
COW'
have
A brt
show,
Vr
liter.
Ther
tranc
ment
En
Hart
a left
facill
provl
Such
cord,
the s
front
dleta
hicle
the Il
wher
estin
tweel
Lt
hlcle
use r
73h'
J
The standard error for the residuals Is approximately
33 accidents/mile, the F,,, is approximately 34, and the
value of W is approximately 0.75.
Although the equation shows ttut the number of acci-
dents per mile increases with each of the Independent
variables, Table 3 better illustrates the magnitude of
the expected accident rates. The average observed
aecident-per-mile rate for the CTWLTML sites with in-
tersection accidents included is 77.9 accidents/mile.
The average rate for the values in Table 3 is 79.5 acci-
dents/mile.
Non-CTWLTML3
Although there were too few non-CTWLTML sites for a
regression analysis, comparison of these sites with the
CTWLTML sites can provide some imight Into differ-
ences in the lane types. Table 4 presents a tabulation
of COWLTML and reversible -lane -site accident rates in
comparison with estimated accident rates for CTWLTML
sites with the same characteristics. This expedient
comparison stows a consistent overestimation of acci-
dent rates on raised COWLTML sites by the accident -
rate equation developed far CTWLTML sites. The com-
parison also illustrates part of the reason why equations
developed for all lane types in combination were not
satisfactory.
Operational Study Data Collection
Five opureitloal situations wuru auluctud to ruprollunt
typical left -turn Imlallatlotta. Thane mltuutlocs wore
(a) short blocks, (b) offset Intersections, (6) affect drive-
ways, (d) one -side loft -turns Only, and (a) other ccm-
motdy used dttaailons. Selection of altos for Woratlonal
study involved revlewhtg locations in eeverml titles teed
making an Inventory of these sites that lifted selection
criteria. These criteria were based an land use, type
of lett-stern facility, average daily traffic volume, posted
speed limit, and type of delineation. Twenty sites were
selectee! in Austin and Fort Worth, Texas. Nine of the
14 sites in Austin are CTWLTMLI; 4 of these are
CTWLTMLs that have transitions from CTWLTML3 to
either raised or flush COWLTMLs at the intersection
The Live other Austin sites are either raised or flush
COWLTML9. The remaining sin: rites, In Fort Worth,
have either an extreme width or a different delineation.
A brief summary of the characteristics of the altos is
shown in Table S.
Various operational characteristics mentioned in the
literature were considered in the data selection process.
The data requirements adopted for this study were on -
trance distance, maneuvering distance, lataral place-
ment, traffic volume, and conflicts.
Entrance distance Is the distance from an intersec-
don to where a vehicle enters the turn lane before making
a left -turn maneuver. These data apply to CTWLTML
facilities, since the COWLTML has specific openings
provided for left -turn entry. The entrance distance for
each car that entered each CTWLTML facility was re-
corded by two observers, who noted the distance from
the stopping line of the intersection at which the left
front wheat touched the CTWLTML line. Maneuvering
distance Is the distance required for the loft -turning ve-
hicle to fully enter the left -turn lane. The spot where
the left front wheel touched the CTWLTML and the spot
where the right rear wheel touched the CTWLTML were
estimated by the same two observers. The distance be-
tween these spots is the maneuvering distance.
Lateral placement is the lateral position of the we-
h1cle within the lane. Data were collected through the
arae of a movie camera sot on the roadside as far as
49
possible from the roadway (in order to minimize Mu-
ence on the driver). One still photograph was also taken
whenever a vehicle entered the median left -turn facility.
Three reference markers were used; two outside markers
located the outer edges and the third marker located the
center of the left -turn lane.
A clipboard counter was used to record the combined
total for the through -lane volume, left -corn volume, and
opposing volume. These volume counts were made
simultaneously with the distance data collection and used
as relative descriptors of the site. Conflict data include
any friction caused by vehicles turning left over the study
section. Only the peak period was observed, since the
higher volume would normally generate more conflicts.
Theoretically, five types of conflicts were identified
as pertinent to the operation of CTWLTMLS: (a) head-
on conflict, (b) conflict between a vehicle in the
CTWLTML and a left -turning vehicle from a minor
street as it enters the CTWLTML. (c) conflict between
a vehicle in the CTWLTML and a vehicle that starts to
enter the CTWLTML, (d) conflict between a left -turning
vehicle from the through lane (not using the CTWLTML)
and a straight -through vehicle, std (e) conflict between
a vehicle In the CTWLTML and a left -turning vehicle
from the through lane.
In a flush COWLTML, fewer types of conflicts are
possible, since fewer choices are available to the
drivers. These consist of the following: (a) conflict be-
tween a left -turning vehicle and a straight -through ve-
hicle In site through lane, (b) conflict btetwum u left -
turtling veldcla In IN lull -turn lung std u lull -turning
vehicle from -the oppoalts direction, and (e) conflict be-
tween a left -turning vehicle and a straight -through ve-
hicle to the opposite direction.
On a calmed COWLTML, even lower cmifllct types
are possible, since cuufllcts with the opposite alruubt
of traffic are eliminated. The only possible type of con -
filet is one between a left -turning vehicle and a through
vehicle in the through lane.
Operational Study Data Analysis
Data were analyzed by meats of variance techniques to
ascertain the effects of different lane widths, different
delineation systems, and different types of left -turn fa-
cilities. Results of the analyses provided some basic
information on the proper width of the left -turn Line, the
proper delineation system, and other related operational
characteristics that can be used to develop criteria for
the left -turn -line design. Lateral placement of the ve-
hicle In the left -taro median lane, as well as entering
and maneuvering distances, was analyzed to three Inter-
related efforts. In the lateral placement study, the ef-
fects of Lane widths, pavement markings, types of
median turn lane, and location of the raised Island were
Investigated. For the entrance distance, a study was
made on (a) entrance distance during peak and off-peak
periods, (b) entrance distance at midblock and intersec-
tion locations, (c) entrance -distance behavior for differ-
ent types of pavement markings, and (d) entrance -
distance behavior for different types of through lanes.
The maneuvering -distance portion of the study was con-
cerned with the same general locations most configura-
tions an the entering -distance study.
Accident Analyses
1. Comparisons of general accident statistics for
raised COWLTML sites and CTWLTML sites reveal
similar patterns by hour of day, number of vehicles in-
volved, and severity.
2. Raised COWLTML sites have a greater proportion
MICROFILMED BY
JORM MICR(�LA9
CEDAR RAPIDS • DES MOINES
.-.000
738
J
r
50
Table 7. ENllenmd iaklents Der low 11iwePe netloA f lgili :0.11 kin iaA fwr.-, `, . ,..• •.
ACTT • 15 000.10 000 '
ADT 115000(ave. 106/01 '' aw•17500) ,: '•1.6 "AOT ITS ON(1461{go) ' .,•• ,
6lgmle Draeean
Papletla , PapWtla ,..-,.... If ➢.0,17111107. .. ...• .; , 7.....
per Mae pr Mile•
50 ON 110000 100 ON' San 007 150 ON 100000"`I 50000 '• 100000 100000 � `•''„
Islam -931400
77.1 101.1 111.3 M.O.. 111.1 1/7.6 .100./. 111./ 111.1 . •. ••, .'„
1.01 40.60
7710 e,.0 110.1 94.0 " 10.0 •" 110.1 OJ '. 11TA 194,6
<40
7!A IOL/ 11.0.•,•. 10.1' ' F 101.7 117.6 .
W • >0p
ILI II J 70.7
IU O.l - IM7 0L7 %A ; . 123.4.. :. w.{ I11A 11&6
0)w
7.0) 1040
16.7 11.7 b.6 a 1 101.0 .. 11,0 0.0 IIOA
,15
<10
41 61.1 T.1 101 6111 " ' 94.1 71.! 101.7
o >d
71.7 7..7 10.9 ` 0.1 70.6 late SLO 0.0 1117 • : �,� ' • ,
040
Ild ' fl.6 116 •. 00.1 16.6 ,. 17.6 71.6 700./ .. •.
<40
IS
0.0 IS 6610 II./ N./ n.l ..,.1„ 16.1 - 61.1 1111 11.1
••.-Arwal�.At/Ma,le�al� MINN. rer.aR 0.7;mom NOW..
� Y. .• 1•r • �i It+. 1.ln. 1 1. "r. r,. .q.nr t
Them O. L•Oer10erbae, OeesMNN rotes by lNid ty6i •. •• `0,1,',. n 1:% .i: .1 T:` Ro : `, . i1 :' .. . , d• ..
of
•.. 1111 _ r.. ,... AGmdd=, T CTwL71eL"! PrW `... .
Thepgh.,.
. ...,.y...
S _ Onnwp. . AGtdedi 1 . AeCdwm .,.. (Actol •, • ...,.y .r;, .... I .
LW TTM Wee
AD? DaPldla per MW per Mae .. pe Mese pwMd
• ,.•,,.lTW1.T1eL1 .,.(;.-•-:r •,.
^+T•n`.•
Rated COWLTML 6
f/50 40107. 1711 110 ,.. •. In.? .: •nif PILS 7.1.710,1.,7 "r'Y..` i• _ -
0
11 MO 171. 31.1 117.0 _ 19.1 ., 7.0.7
..• ll'
1'
a
.'-1, + Re "'' ' 19.1 t - 717.1
3770/ 0 7.44
/
1140 `>rT1i'£ 0.0 T"+iti` 11.1 w 1" 0,f . ^'!r 67.1 l.1 • :.: 4/.7 ' ' a
/
1701 :rt;.p0.0 .n ,••,I 11.1 ,.,�1 12.5 v,d•-.71.e;r.Y r•'-ILf •-C•.'•�••: !•••r ;; ,
/
17111 1.111 0.0 1 71 •:1 0.0 r: :, ' 9.e '. If 0 ... 7 . d/.0 •• .
" 947
/
/'
M/77 0.0 11./ 115.11•'x! 410•
MITT'! '' f 1'.''10.0 r•I"^•; 100.0: `It••:'^76.1:.•:! ET 1061 •+"r a0.0741.t 161•:•' ^^•.. r<••.I
/
16117�. 1.1 .1 ,.t 1.. 0,0• - .._ 94.1.• 1-••:!.107.01?•„M•-aLO.fee r7.' -'t •7 •111 ,.
IO 707 `.•..
.. /
619 34.2 ;T
0.0 ,_.,;., 17.0. V: f'„ 16.0 r;T .•1, 71.4 �t. ;.; .A.f .:. R.. t•�:•�•.• ,:.I.
• :
61.1 •11.0
11 M 00' O.f
"MOCOWLTML•
Iq OM.' •• P1,11 - s&
�1. 7:,
RemMW 1
ISM 20 70., ••1.0. .,. M.O .r,.. 94.0 -a ;;. TLf. .n:'Y ^'•M./tq•1.IH•• ,, ••.
1
11387 1111 .:, I./ .' , . 5,6 ,...- ,..35.3 19.2' -..q:(.....•„�
••ww•attm-Ms:awaanr stem.a.a:�.•�wn..wlrr.->>Ate/.les. � : ' •r: :....
'.!:iS •17•:
'
rn:_..,; 381.1.. .A1. .. - ':1,
�• ,•:
`• 1'+1 •r' .-` ePL:alh`
I" Summery of mmemd
r@0 for otrrRmnel 20*1. • :y:0, alarnV t••f •. .. ...�v., .
of
Lontlaw
Left -Tin Tin Lam .• ADY �)Llml!Oi 1,61 l&':` '•e,1;. :,Iv
A7.Nm
SN ., Lester
11 110 10 �, 61,Om ilea, of wilco W.r: swa11n1e,yte mhos at Ismer•
. • , ,1 lettlan aft, CI.
0th am Lamer
CfWLTML. r 11110 76 - . llenle Itm Of wMts kellau: 7e11n quare belch, at later.
' �Rh ui Vater
melon CrWLTk
t:TWLTN4 cid M,ei COWLT'YL is to e1 standardt nrrdn0a d to Woekt opslllan: n W
IslamatIppra et
1!94 ed OuY1116e
CTW LTML ed BaslelV WLTML. 21210 9 l &^., CTWW LTTML Mtn Anale: Galilean: loan amm
Adman ad Bartel
1 lvdsrd
C:�rLTAfI. '• ' 11I 170 01 . ' �'; Rdad aC7WL�'7ML Mtn battenil m. rams mtlau Y
apparel h.
Berea ad Alrpml
CTWLTML' • . r - 10000 71 .. "'•• t Railed CTWLTML With bRlal• •' t ••' .. •
C
Buttal spring*am ed Omer
CTW LTML em rated CO LTMLtTML. . 11110 41 Rena at Wd d .
RlrersMe ad Caennss
dlive
CTWLTML sIId Rewe COWLTML.:n 31340 17.. ••. �„ Railed CrW TML at ma lmklraised7.p "few "M
ML N pa gelln ligan
n Ism@ w t
entad al eppmeM m Iamw elm parking
at oppr m Gen n7.
!7m W Ave Rine
CTWLTMl, �' • '1 11140 •' 1/:,.r, a -n, Siudad rmnlhle Ms' mssatl,n two lues rmM01s
lane
NNW Ge7v
f . .. f (,S- lam during pan Pend.:' .. ,
Relic CVWL17af.•.:, 71010 10 SIMI COWLTML with nlsd lilerif.
IRh and iJmar
..:
RUM COWLTML f! 700 10 ' Radeed COWLTML with nlsd Islam Can Mem &Ye,
15th am 0ludamp
nab COWLTMI, 10 T70 11 '• • : Radad COWLTML with Irma11: , •)7 '
Congress am ION
-
n.wh COWLTMI, 11040 11 Rained COWLTML, .. , . ...,
10th ad 00edahlp
COWLTML 16980 $e COMlmae oen•ny wIN a11anL
Fort Wertll
I! �•• •y'!r .••. .
CmkeU am Berry
CTWLTML • . 10 500 30 Single Iden Nth betlonR dmble lid with bntad it inner.
Wlcmm ad Mumf old
. , , rwellm: rid lame: •• l
Rslad COWLTML ' 1� Sao 6e RA, Sod Islam: mnallic buNon,10 fm In ilaneter a the
• '- 'tel" otter nide.
Wheat use Cama BaMe
Raised CCWLTML 11700 S6 :' Raised Island: tdramle ha11aa 10 ton (h diameter On, the
Q1laald ad Camp Oae(e
ether aide., ..., ,
Rated COWLTML Ji 700 10 • Raised mlam: esnmie Wit.;tan ton In 4111m.14 On, Ih
other side.
tmaerstty ad WIN shill "Ill rush COWLTML '''• : Ie 700 Ian-' ' • Ceramic OaOae 10 eln In diemeNr m With edn.
Lan Vickery am Smlh Main
nosh COWLTMI, 1000 10 Metallic Lallans 70 em In dameter a Well ride,.
Wen I.m•ad M1w;Ia•QIM
,Cn. n lots a men,l,.wMe.lm rw./wwa,r,,.f Ny1�r, y,7.Arg r,.,evinlen .
'
'7n Man,Mm N,.Ivn inlryl'amM Gnarl IL71. ' 'I
r
MICROFILMED BY
i JORM MICR(I:�6LAB
CEDAR RAPIDS a DES MOnES
i
738
1
J
_y
L
of intersection and IntOrsection-raped accidents than
CTWLTML sites -75 percent and 55 percent for raised
COWLTML Sites and CTWLTML sites, respectively.
CTWLTML sites have a higher proportion of driveway
and nonintersection accidents:
3. The most frequently noted factors contributing to
accidents on CTWLTML and raised COWLTM4 efts- are
ethcc
these factors and
cmmteedd forto yield 59 percent and 24 percent
of the two.vehicle cases for CTWLTML sites and raised
COWLTML sites, respectively. . Following too closely
is a contributing factor in 42 percent of the two-vemcls
accidents for raised COWLTML Bites, compared with
14 percent for CTWLTML sites. - The analysis of factors
cootributlng to accidents illustrates the OUICM of ths. .
greater freedom of movement passible with CTWLTMLs,
which allow continuous access to abutting property.
4.' Analysis of factors related to accidents on the •.�-
study sites idicated that the percentage of rases in- I;
twicee that on raised COWLTML siloowzy Maneuvers on s. sites sear
only small seta tett turns.
vole
Tbs bestdepsdsnt variable for settmatln pur-
pons was feud to be the member of accidents Per mill"'
d. Little access was fond in predicting accident
severities or damage measures. '
7. Ths most cooststently important independent vari-
ables for prediction of accidents and rates were weekday
ADT, .number of signals (or signals per mile), number
of driveways (or driveways Per stile), and city Ilse.
Secondary variables were vehicle Maas, pereent"e Of
commercial lad use and the dum!q Ica" 01 '
tents of parklag. my r
9. Idgwdent variables notably dthe fr d I
limits... ftant est thoa F!" to w
lao� , •, Qts- • sps
9. A "bser' predicttve'equatlDo was Nletsd ad a .
table was developed that illustrated the eflaets of the.if
Independent varleWas an tht mtm?aY, of a54iti!n(i per .
Alis on CTWLThfL sheer ' h r i•,t? : ac:.�tlry§
: ' :: iii:.. r.•:
operational. Analyses,• ......apYj. x.; 1, Zac •!;tai's:.:
Is regard to the operatlonal analyses, the for 2nd A and.
tags (mon complete(; documented JA Walton send; others r
(U]wersdsyolopedl ny.;.7: •. ''.., . ;w...l.v,l;;•t.,..
Lateral Plteman�',':
1. In reference to CTWLTMLs, laas widths of 3.4 m
(11 h) and 3.7 m (12 ft) have no significant adverse ef-
fect on traffic operations. but taw widths of approxi- .
mately 4.8 m (15 ft) or more creasd 4oml cogfiulu? •, [
among drivers. .•,,. `' :". u •.,..: • • ;
2. a reference a O4sh COWLTMLs, lane widths
d3.2m(10ftd Inl to3.8 m(131t 8 In) AMWO440. 9141-
ai0caat operational varieties .•. .
3. Lass widths of 3.8 m (8 ft 8 in) to 3.2 m for._ .,
COWLTMLs produced signif scant variations. whits
elxx' '
4. Standard CTWLTML marking
0se button markings were interpreted differently by n
drivers, and the use of paint or buttons for delineatims.i
$bowed some operational variatloll lq berme of drives„,
response and vehicle positioning.
5. Raised COWLTMLs with Paint markings ad flush
COWLTMLe with 30 -cm 02 -In) diameter metallic buttons
on both sides of the lane were comparable to terR8 aj. C
vehicle queueing in the lens. ' „ 'x
5. There were significant differences between
CMTMLs and flush COWLTMLA with 307cm tlamatos
metalLc butmgt on both side q o) the lane:::a'sa.vaan., :..�
51
7. In a raised COWLTML, drivers tend to position
the vehicle away from the raised barrier.
Entrance Dletasee
the
tt-Mrning and
1. Tra
ffic vhlllane,trattic especially
olume, has a significant
adjacent throug -
effect on entrance distance.
Entrance
tlon approaches are
tleft
differ nt. mldbloek and
at Larse
3. The type of lane delineation has significant ef-
fects on entrance distance.
4. Entrance distance varies with the number of
puough laws.
5. There is a wide range of entrance distances on
ea CTWLTML 45 7mmajority5drivers
(-250ft) from the erved entered
the the Inter ec-
tion, while very low drivers entered the lane lase than
30 m pq 1t) from the Wtsrsectioa
-
Maneuvering Distance
L,, Although there is a range of mansuverlcg distances,
a large number of observed drivers completed the loft'
tun entry In 15 m (50 ft).
2.' Traffic volume and the number of through lanes
were found to influence maneuvering distance.
3.. Maneuvering distances are shorter at mldbiock
thaq at )atorsecum approaches.
CONCLUSiQN3 MID RECOMMENDATIONS
The spdY Ndtngs Buggest a wide range of guldellnes for
consideration by highway designers and traffic engto rm.
The guidelines refer to urban arterials and are recom-
mended for use in addition to st,ndard traffic engineering
pracUcs. • These guidelines should, however, provide a
higher level of user confidence and a basis tot comparing
information gained from other sources.
providing an anLenhanced leare an vemeansctive and eff1clen' l of service an many urban
t
stripstr�rcc1 1 devwe elopment MAI frequent driecially effective In veway ons of
openings that experience moderate left -turn demand.
Raised ad Oush COWLTMLs are effective at malar In-
tersections that experience high left-mro demand.
CTWLTML lane widths and posted sped limits of the
urban arterial were found to be adsqualsly accounted for
in standard practice by highway designersof and
engineers.. In other words, a mWm
01-
ft) law, with a 3.7-m (12 -ft) requirement desirable for
CTWLTML facilities, is recammended. Any lana width
over 4.8 At (15 ft) was found to create same driver conw
fusion regardless of the speed of the through traffic or
the legal speed limit' Therefore, the following provides
I summary of recommedd guidelines found In this study
for left -turn mediae lanes..
1.,:,
. 1. FadetInB site codltlow should be easefully Inven-
toried and assessed when considering lett-turn-lane im-
provements or instalb"Ons. The findings at this or any
other aWdy should be considered only as guides, not
warrants, for left -turn -lane improvements or Installa-
tto . The text table on page 00, along with Wilson (13 ,
may be used for estimating improvements in accident
wales due to Telt-mrn chamehlaation at individual inter
-
sections.a for con -
3.. Table 1 should be used as a general gold
siderathon of access control techniques.
4. Existing accident locations, contributing
d terra,
ad rotated factors should be used as guides
MICROFILMID By
JORM MICR6LAB
CEDAR RAPIDS • DES HONES
738
9
r
L
62
mining the potential effectivipeii.If left-hiin lane types.
S. Table 3 and Equation 1 should be used as guides
for determining the potential effectiveness of a
CTWLTML. = •:: '
in general, CTWLTMLs provide foi lhereased fibnd
blHty, erg., the inherent characteristic of additional i
storage space for short blocks. The fear of conflictil' �
'and a resultant Increase In accidents after Implementi-'
lion Is unfounded. In fact, moot "anticipated" conDtctd'.:
rarely occur; If they occur; they are handled With typi-
cal driver Judgement. R was observed that the signing •!
and pavement -marking procedures In the Manual our
Uniform Traffic Control Devices (MUTCD) (1 sectl .1
38-12 and 28-17 (as amended In Volumes t are ef-
fective In Informing drivers of CTWLTML operations,"
We behove that signing contributes marginally to drivel,
awareness and that pavement markings (lane delineation
and symbol messages) are mandatory. Speed limits •
Imposed on manly CTWLTML InCmdons serve little pur-
pose because of the characteristic use of the facility.
In regard to raised or flush COWLTMLa, no slgnlf-
team driver -conflict problems were observed; Ade•
quite storage epees for the left -turning queue Mas thi
primary design element that created any concern.' -
In reference to raised lane markers (6.g.,.ceramte
or metallic buttons), other minor observations of In-
terest are that 1.3 -cm (0.5 -In) high aquae buttons and
7.6 -cm (34n) high, 20 -cm (8 -In) buttons installed at tki
Intersection approach to separate opposing traffic were "•
not observed to be very effective in proldhi ft left tuini'.
from the Opposing traffic and that 30 -cm (12-N) metallic
bottom ars effective In separating throug .Wao.traflle. .'
and 1012-hunt-11ne tratEe. However, there are Several' n
dleadywitugr, (a) the buttons are difficult td maintolm
aid clean, (b) they can create hazards to motoreyellstaj
And (C) they may fares motorists who emceed the left. I
tum line by mistake to turn at the Intetsectionr Few ••I
vehleUa were obeet7ed returning te,tM through lane our
the Intersection Rad few veMclas entered the left -turn
IAne by crossing through the apses between buttons, •: "
The CTWLTML, u Is appreciated by most practl4'
tfoners, Is an excellent option anal in recommended fo#
use where these guidelines suggest it as An effective
alternative. :t1
ACKNOWLEDGMENT I '•.. '
The Contents of this report felled our blawa, and we til .
are responsible for the facts and the accurdey of the ddii
presented herein. The contents do not becessartly re,i •
Deet the official views or policies of the Federal Highway
Administration. This report does not constitute a son-
dant, specification, or regulation, .:
Ky� •• ..., � ., :SII'
LFERENCEB •. !•'
I. J. C. Glennon, J. J. Valents, B, A. Thorson, and
J, A. Aaeh. 0utdetlnea tot the Control of Direct
Access to Arterial illahways: Draft Volume 2— 'I
User's Manuel. Midwest Research Institute, ' '•:
Kansas City, M0, 1975,
2. Tee meat•Council Committee) InsiltutIi d frkni-'
portatlon Engineer$• Continuous Left -Turn Lanes:.
Traffic Engineering, May 1904,
J. J. C. McMonagle. Relation of Traffic Slgnald to
Intersection Accidents. HRH, Bull, 74, 1953,
pp. 40.53.
4. M. Halsey, Traffic Accidents and Congestion.
Wiley, New York, 1941.
S. M Operational Review. City of Fort Lauderdale,
Rept. 71-04, July 1971.
I.1morlLIIED BY
JORM MICROLAB
CEDAR RAPIDS - DES !101aES
6: If C: Jobzy itld it; L, Michiil. Use aril Deilge
of Acceleration and Deceleration Lanes in Indtaea
•' EIRS, Highway Research Record 9, 1983, pp. 25-q
T. Z. A: Nemeth. Development of GaWellnes for the
,I Appifeatlon of Continuous Two -Way Left -Turn
-,
.,,r. Median Lane@. Ohio State Unto., Columbus, Flynt
_ Rept. EES 470, Judy 1978,,
R. Br Sawhill and D: Hn Neuz$"` Acoidenti int
eOperational Chars:dmilattes on Arterial Streets
f..,.
ah• with Two -Way Medlin Left -Turn Lanes. ,HRB,
Highway Research Record 31;,1983, pp. 20-50.
di N. J. Rdwas and T. G. Williams. Channelizatlon,
Tex" Trannsportdtfdh fnititute; Tens AaM Under.,
College Station 1960.., .... .
-10. R. B. Shaw and H. L: Michfd. Evalbettion of De.
• ' lays And Accidents it Ifttersections to Warrant
Construction of a Median Line., HRB, Highway.
Research Record 357; 1966, pD: 17-33.
i1.S. L. Ring and R.. L. Carstens.. Ouldellnes fdr
the Inclusion of Left -Turn Lanes at Rural Highway
' Intersections: Engineering Research Institute,
Iowa State Univ., Amex, 1970.
ifi 0. R Dart, Jr.' Left -Turn Charictuisifes if
Slgnalized Intersections on Foar-Lau Arteria(
Streets. HIM, Highway Research Record 230,
1968, pp. 45-50,
13. J. E. WHson. Slmpli Typed of tntirsictlo i Its.
Jiravament@. 11111311110, Street Utilization Thramo
Traffic Edgineerlrng, HRHi Special Rept. 93, 1967,
id. Tp :1..4Foody, 4-159.,
nid Rh C! Jticfiudioa. infuatfon of
Left -Turn Lanes u' d Traffic Control Device. Ohio
_11"DVAIrtment Of Transportallon, Columbus, Nov.
1973,•
H. A- bdfirienioil dnid 4. Ai-Aihirl, Vilulition
of Feer Safety Projfdm.' Traffic and Salty Divi.
910s, Michigan Department of State Highways,
Lansing,, 1972: ' ''
i6," C. H. Buabes; .lei' d6iE-EKeeliiiiufi of a Ted-
.'
WAY Left -Turn Lull. Institute of Transportation
Engineers, Dec. 1975...
17, Mimal on Uniform Traffic Control Devices for
Streets and Highways. Federal. Highway Adminis-
tratlon, 1972.
i6:' C. M: Walton; Z':' W: Hordei aid tV: k' iAmg,'
' Destgn Criterid for Medlin Turn Lanes.' Center
for Highway Research, Unir. of Tens, Austin,
March 1978.
Discuedibri
Stapley L "Afng, Depirtmenf of Civil Engineering, lose
Slat@ Umvirslty, Ames : -,-, ,, . .
The Author$ pari anidi i itkn(tl'cini eonirlbutlon toward
A better understanding of the use of CTWLTMLs. At.
though this technique for Improving traffic operations le
more frequently used now than it was in the put, a our.
prdsingly small amount of significant research has been
conducted on the subject; The authors' review of the
literature contains a number of studies done in the 1900
The development of a "beer- regression equation to
predict accident rates was It basic objective of the study
The authors document the final equation selected with
suitable supportive Information for the readers.. R
would appear, however,,that a word of caution regardln
the application of Equation 1 should be given. The
uniqueness of the study sites and the operating characte
1
731?
J
r
i
L
istics of the traffic Dow are related to the specific model
presented. In view of this applicable environmental con.
straint, the reader should be cautioned In makling appli-
cations to other environments.
Also, It should be noted that a relatively large coga-
,tiy Uve intercept constraint exists in Equation 1. Again, a
jj9791 word of cautlon regarding the emenslon of the predicting
range beyond the data would be in order.
i The operational study phase provided some useful re.
a suite. I Was, however, somewhat concerned with the
procedure for measuring vehlcle(entragce and menu..
vering distance and lateral placement. Observations
from the aide of the road "as far as possible from the
roadway (in order to mialmiae influence on the driverr'
would appear to Introduce considerable judgment decl
a 7 alone and estimating because of visual shortcomings ,and
Parallax. A number of photographic or video studies .
'+ from elevated positions have been made 1n simile;
situa-tions and have yielded more reliability, , . ..
It hes been reported that, In certain locations, vi -1
hicles entering the roadway from an entrance ted to
'. up the CTWLTML for storage or for merging with ad1a.
sent through traffic at a mon convenient angle. "In some
:. cases, trucks especially benefit from these facilities.
JH. It would have base helpful U this aspect were observed
-?i and reported for by reader!a total knowledge of benefits.
Other questions arose In regard to Increased potential
lar U-turns, slgod'progression u an independent yari.
&his, sad . r he available Ln the in ddi total d ehicleproject
repo Answers may
lave been proles report, our they may
beyond the scope of this study. Thane qua.
time may be related to the llmltatioas of the mag44
..ti observation tschohque.
' The author's are tp be cpmmesded overall lot an
tallest stdy.-.� ..il ,-,<.... .. ...
is ((
r� Lan!�'a:7'a:a:1:4:J; 1:4 is :1 :- u:1..a. Y'_.• ...J:[.:
•n lrzd :rb t:V.
.�r,9 .. �. ',�{ • •� ::1
34 11A; ::Ila'1 •w.. 'J'��t'J
John C, (;loan, Overlaid puk,..Xamas•1•' a yr:our.. i,
1 would like to commend the authors on their paper.: It
Offeleft:turn mes a �disa significant
. have conizilitudan, to n of eir direct
comments about the paper,. but I Would like to recom
mend further operational atudies.� My observation is that
several jurisdiction& around the_codatriaris still.raluc-
!eat to try the two-way left -Nen medfan,,. Although tame.
jurisdlcums may be afroW of increased accidents, man
7r are probablyleluctant because of 0..1IaFt'9L ggpylnohpg
' eddenrepn.significant benefits,. h, -
It
, It seems clear that two-way left -turn medlars would. ..
•• T offer substantial delay reductions where traffic volumes
are moderate to high in strip commercial are".. yet
• ,r!,
406 fee have clearly shown the capacity improvement
'•lf( Value of two-way lett-turn medians under various traltic.
One and commercial -development conditions.. Tbs. k ,
itudles I recommend, therefore, would be aimed at
Z!�. aeilneating the traffic operational benefits of two -Way
left.turo meddlans under varfogq eojndlgans.. ,a „
• :its', ... � .... ... . 1, •...... .
Zoltan A. Nemeth, Department of CIVD Engineering,
Ohio State Unlvarslty, Columbus
Lout me begin by congratulating the authors of this vain.
1114 contribution to the very limited literature on -
MNLTMLs, With the orcaptlon oI a few states and
57
cities, this ingenious traffic engineering device is not
being used to Its full potential. In fact, It Is not being
used at all in many cities, although the date of the first
Installation goes back to at least 1950, when it was in-
troduced In Michigan. There are various misconceptions
underlying the resistance, and every bit of evidence re-
garding the safety and effectiveness of CTWLTMLs
ghould be shared with the traffic engineering community.
Every traffic engineer recogdzes that urban arterials
usually perform two conflicting functions, namsly the '
provision of access to abutting land uses and the provi.
sion of Dow for through traffic. By permitting parking
in the curb lane, for sample, access Is being favored,
while the removal of curb parking Increases the level
of service for the traffic Dow. CTWLTMLO can do both:
They improve access to driveways and reduce delay to
through traffic.
% The main purpose of my comments in to support some
of the findings of this paper. The basis for my comments
is mostly the Information gathered In two different sur-
veys of traffic engineers around the country: an earlier
one is connection with sponsored research (7D and a re-
cent one in connection with the work of a committee i
chair for the Institute of TraasportaUaa Engineers (this
survey resulted is 108 responses from 29 -stales).
My comments Will be directed at three areas of the
B.'1b14ft paper,
I. Among the findings of the accident analysis is the
Information that "unsafe speed," 11fa111og to yield the
right -o( -way:' and "following too closely' are the ma(or
contrlbating factors In 70 percent of the accidents at
CTWLTML altos. These factors an among the con.
tr1buting tutors commonly listed m standard accident
reporting farms and, in general, an not very useful
for the purposes of cause-sod-effact accident studies.
The mon important conclusion is Ust!'CTWLTML sial
had only small o cent I IAhI 4 ,MM in—
!; lvi ve
would IDce to add flat, among the traMMc engineers
who responded to the owe -mentioned surveys, only 11
Percent indicated that accident problems were expert.
anted at CTWLTMLs. Furthermore, all but one of the
respondents who reported accident problems also lnd1=
rated that some problems existed with Improper use of
the•medhan lace. In contrast, only 50 percent of the total
• survey population reported problems with improper use.
Io other words, few CTWLTMLS have accident problems
and those that do also have problems with improper use.
As•one of tbs respondents to the survey explained, "mo-
.; torists sometimes atop in the median lane at an angle,'
i with the rear of the car protruding Into the through lane.
.. This causes some rear -ed accidents, which most often
!,This
do not involve the left -turning vehicles themselves."
Also, sideswipe accidents occur when some drivers
enter the CTWLTMLa too early sed travel down the lane
only to be struck by another driver entering the
r..gTWLTML nearer to the left -turn point.
Sometimes right-angle collisions occur between ve-
hicles entering the CTWLTML from the through lane and
vehicles exiting from a driveway and making a left turn
Into or across the CTWLTML.
" Generally; the responses indicate that the incidence
of other types of accidents (especially head-on collisions)
was very rare.
Some other Improper uses reported in the surveys
Include turning Improperly from the through lanes, pass-
ing slower vehicles for many blocks in the CTWLTML
before turning left, truckers stopping for loading or un-
loading, bicyclists using It as a bike way. Improper
uses that are due to unfamiliarity will, of course, di.
minlsh In time. At the beginning, however, education
tliCROEILI4ED AY
JORM MICR46LAB
CEDAR RAPIDS • DES •101.
738
J
_y
54
r; ..
en the public !s important, aid the cooperatiod of the 'A
enforcement � velilclee.' Phenie commehtd hidleaie list maip igeaclea ) _ �abndgm
of a8on, on fe needed. (re o ted that,
case have a rational approach to the decision on overhead
earlyvupentlo l one respondent reported that, In an verevs Bide -mounted signs • B e n
early vee, the Police considered CTWLTAfLe to be me-
dian divider Islands and ticketed left -tuning vehicles.) MUM) ItseLf tis gone through sereeal changes to. y�t�•� ;^• •,
I would like to add that CTWLTMLs can, 1n cue of girding the subject of signing CTWLTMLs. I cannot ` `c.
emergency, provide a path for emergency vehicles, a•' at all sure that I am aware of all the relevant c ) "Tri i
detour lane during blocking, of through luee by construe- bat le! me attempt tO summarize brieDy mq urderahW- �, . y mr
tion all vehicle hreakiown, or even a place for eta ing of the evolution of the relevant sections in AMC,% Donald L
snow removed from the through lanes. "(A) Section 1 B-17 Stated that sign, "shall' be used; 7 j•tInstllc
2. The accident reflction while Section J 8-12 stated that BIOS "shidd'• be vied
includes only fear
independent veariabes (Equation
lou 1ey � with pavement markings (1971); (b) Chongs M-24 (9/17/ -1'• !�Qyf
readily available. This should make It � 74) eliminated the contradiction by chsnging "shosid" to wan tit
to test the equation and compare resalG�R for
gar. ' shall" In SOetloe 2 8,-12; (c) Change S11-156 (0/29/7 mWetn,
prlsfng at first to fid that operating speeds were not Stated That "The R2-9 or R2-91 sign shall be mounted Improver
Included among the independent vortables. A closer r overhead and over the two-way left -tarn line when then -• Ing and n
look at the SNdy-sitO characteristics revealed, howeibr kr° more than Uwe@ tinedsj and (d) Changes Racoak. devices,.
that speed limits ranges! mostly from 48 to 84 km/h (.0- oration of paling Sn-156 (9/19/7'!): "TM peat-movmW !: end legal
40 mph) Coaly one site had a 72 -km/h (45 -mph) speed - R7 -9b Nfgn may be and u in alternkG to or a supple tiro no
limit), In this ment to the overhead -mounted R7.9a od t, ' :,.. )..,
MM, apparently, shed hu no slgnlg: .•.�•::: - • . i �'... , :,.., • (.' ddrivers'
sem effect on aceldernt etatistiee. It world have been in- r.•. !
teresting to ase till Offset of higher operating speed. .!*ire hoso lii,(onI ldl hili Sheth a6ilti fist tfib-fitly jell. ; enhanceasai
Fifty-son, to percent of tM respondents to oar Survey; .Provide a gold solution to !M problem eratW The Bugg
nggested that the speed Limit should be leu than SS ' . IN lock left turn,. Starting -up problems Cert be a. the great
km/h (55 mph) on arterials where C7WLTMLS us tar panted when Nej are fMet lntreducad In an Brea, Row. standing,
be introduced, On the other hand, there ars several ever, they prowtda mei an obriauly needed so Coiled (longltud
examples of CTWLTMLO worMag pr drivers will aeon gat used id them and the level al lm• _, satlefect
km/h (85 mph) (Prior to imposition a, thee $8 �h pe proper rase will drop to a mialmuty;1 e/ yth otMr forme esti Pru
limit). One respondent ,,. �W of traltia control , - rr •:.
involved in the rat stated that thew G M magic •a!1 "'+Idi7 ; • it +•,y.;.:,t . >:. , • existing
ep Ilm1t 3192. We have TWLTLs fdr • r r :''ver • •.!,.•.! ., : j;•. • of a doff,
mUn On Open rural mnpostsd State IdgMmyd...:' It is .. � ' ,.. i . s, � ' "� ... a:a of a cl ho
probable, Inowsveq Usk U!M h. la n•r•. 111! h•:r �.• ,; eonhunci:
left turns jua W@ve CTWLTMEs frequeney Of mldhlock ' s:' : s' �t: , ,' I I:.Jelf .l. I • t �: !.Itn•,•....., ....
limit 1S also juetlHed • then 112, lower speed ' ., r: •:. • ::' ,• :•!•,4' . ,; . nam efgr
h7 Intenefly W roadside level- AutHorst L^� t I,•, 1 yellow b:
opment. /y9liPA "ti; ;'.: `r•:• ;, . The d
3. The page s mArlog that the authors heUiie thit - We wise td ' . . dc't:s n" f'°vt sounding
Signing contributes margltally to driver awareness bel milted dlectuW,irons. •. Tbesand wsslons hcpi w ai teabh� _ tithe fir
that pavement marldeye !ng arrows ars even. to k '7;
Sells
tial. The MUTCV I r quire general, the vast majority of current p
markings (J7 squires both Signe and pavement CTWLTMLM IMlcltu that accident problems us not 1L. � ,�I: � T•
Our sur"711(cund that 96 Oreent of the ie . Primary deterrent to tlr use of these facilities. Ea-
compleed with the MUT tngs and eeselro accident rates seem to be related to *iow.
to
78 percent did for signing. CD for pavement responds and un of CTWLTMLs; the combination of aper. _ :valved h
gNng. A! least one respondent even thus Odevicesf CTT and driror appropriate ba.
78 i -'Figure ]
expressed concern that the expenses involved in the rd- experience Should have a pmdt(ve t 1 2... I
quired al effect on this sibution.,r •„ ..... .
Bnring rani InOp aunts agencies installing AflTi'fy (1 does r . . r , E•".rc 'Id define
to comply
Some agencies reported that they use signs mem soar �• squire that aigda) d. well'ai pave. - at. the or
with Mf1TT'CD, but they do not really think that :.. most m1ridan i be use Ot MC CTWLTMLel The re. v abres,U
they ars nee,eury. Some 50 percent of the reporting consWebetween Change SA -156 Uwe a ehofn permit e
agencies use overhead efgns u well u Post. aha mertwad-mounted a �•
ground -mounted reseed �S• a contact ..5. A
signs. Some Interesting comments were received from Ude rens h Iminte flat intron response to dbhq • deding a
them regstdlag their policy on overhead sign,; They use thismarrs a Id clear! mon Piroment NO PAS
overhead signs where obliteration Of pavement mu 7 pasltiro than fir pooh ! t(ow n
b7 snow can be expected, where tvrb kings mmmted or overhead -mounted sign"/• As noted In the I,'.f of traffb
devalopmam can detract from card mou rY reedefds dlsoue,7eme; area where markings W open ObUtented • driver 1:
where !r mounted afgne, . by Snow have defWto need for effective elgnagen . • ..
equent improper nes hu been observed during lit summary, the CTWLTML G an effective W sill. ,-24. soon enc
use of pavement makings and ground -mounted algne, ' tlelent treatment for mldblock turn problems. Re con-
anti on major multilane streets that have frequent s +' 4. il
"'l?bs predf
fig trolled do le recommended for a substantial variety f i •" speclfle,
aren2lSpedat quartIntersections. They reported between
overhead afkns of conditions.
are spaced at quarter to half points between major in , •:.:.: • .,_ , . ,..•,. ��,.. , .. .t: ci; ment be,
tareeetions, no lees than 205 m (1000 ht) apart at othett :' • ?•a`, .. ..,,_ . "'-.mn•m I e.• :ran• '• becomet
locations, sad no lees than 49 m (150 ft) awe from major • ' �; +•I •�arv•r ,••.a•
Intersections to ensure ad r l lbdtharbn of this twtwr ni0MMI by Commtni.on 0oii:n6rtjl '• distance
equate vtslblUly toll turning F//lcnotGnmewhe, ,,•, It a no -F
the nO•F
advance
mlNmw
_ PURPO:
�.;., ANALY:
Vacillic
evaluatl
_ Involvice
from the
739•
141CROn LMED OY
JORM MICREtL A6
I CEDAR NAI'IDS •DCS �dOL'eES
_y
I
I,
to OIC. Rdad Vesign
1Mrnlien George F. Sisson
Terry L. Legvold L
ARK. Road Design
6bi-I ' Accident Study (raised median d 5 -lane design)
oar January 11, 1902
Pei. No. 592.3
An accident study has been made at several locations in Iowa where raised Medians
or a two-way center left -turn lane (5 -lane) has been installed. The following
shows the sections and median treatments used for this study. I have also attached
a copy of the study results for each section.
Section Description
1 Gordon Drive (US 20) in Sioux City from
Alice Street to east corporation line,
2 Broadway (U.S. 6) in Council Bluffs from
36th Street to 15th Street.
3 Iowa 14 in Marshalltown from U.S. 30 to
just north of Columbus Drive. '
4 Fleur Drive in Des Moines from Army Post
Road to Bell Avenue.
S S.E. 14th St. (U.S. 65/69) in Des Moines
from Army Post Road to Bell Avenue.
6 6th Avenue in Des Moines from Ascension
to Euclid.
Treatment
6" raised median:installed in 1974.
5 lanes with center left -turn lane
installed in October 1980.
6" raised median installed on two
sections and no median on other section.
6" raised median section.
No median treatment.
5 and 3 lanes with center left -turn lane
The study of median treatments in Iowa shows that a reduction in accidents can be
expected when either 6" raised medians are installed or a two-way left -turn lane
(5 -lane) is installed. Also, a greater reduction in accident rates can be expected
from the raised medians versus the two-way left -turn lane. However, more study is
warranted on the two-way left -turn lane concept since data in this study is limited.
Generally a 25% to 40' reduction in the accident rate was found from the installation
of raised medians with left -turn bays and a 20% to 30T reduction was found from imple-
mentation of a 5 -lane with center two-way left -turn lane concept.
The results of this study seem to compare favorably with the results of other studies
reported throughout the United States. Many of these reports show accident reductions
in the 200 to 40± range.
TLL:jd
Attach.
cc: G. Calvert
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ACCIDENT STUDY
Raised Median d 5 -Lane Design
SECT_ 10N 1
-The before/after accident data has been examined for sections 1 and 2. On Cordon
Drive in Sioux City, the before
1977time
withperiod
1974susedlaslthe,constructionthe
period.
time period is 1975, 1976,
The following table shows the results of this study:
Number of Accidents
Fatal
Injury
Property Damage Total
Accident Rate
Before 1
After 1
Percent reduction
72 150 223
65 113 179
from Before period is 35%
743 Acc/HMVM
484 Act/HMVM
SECTION 2
On Broadway in Council Bluffs, the before time period is 1977, 1978, and 1979.
Theafter time period is 10-1-80 through 12-31-80 (only data available) and
1 -1 -BO through 9-30-80 is used as the construction period. The following table
shows the results of this study:
Number*of Accidents
Fatal injuryProperty Damage Total Traffic Accident Rate
Before' 3 165 509 677 .468 HMVM 1440 Acc/HMVM
After 0 15 34 49 .047 HMVM 1040 Acc/HMVM
Percent reduction from Before period is 28A.
AT the after time period is relatively short, the 28A accident reduction com-
pares favorably with other studies conducted throughout the United States for
5 -lane streets. These studies claim accident reductions of 20A to 35% for this
treatr..ent. The studies also .claim that accident experience will continue to im-
prove as the public becomes more familiar with the 5 -lane operation.
SECTION 3
In Marshalltown on lowa 14 the sections that have the raised median were compared
to the section that does not have median for theyears 1977, 1978, and 1979. Median
is in place from 0.2 mile south of Nicholas Drive to just south of Westwood Drive
0.1 mile north of Columbus Street. The sec -
and also from Santa Barbara Drive to
tion without median lies between the above sections, from just south of Westwood
Drive to Santa Barhara Drive. Please note that the section with no median is
only 1/4 of a mile lona and therefore has a lower traffic figure. The following
table show's the results of this study:
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INumber of Accidents
1 Fatal .1 njury PrD2erty Damage Total Lenoth
Ito median 0 5 26 31 .25 mi.
Median 0 78 51 69 1.0 mi.
"ercent reduction in sections with median is 41%.
i
SECTION 4/5
i
Traffic Accident Rate
052 K4Vt4 596 Acc/H".'JM
196 KMVM 352 Acc/KMVII
In Des Moines the accident rate on Fleur Drive has been compared with the accident
rate on S.E. 14th. This section of Fleur Drive is a four -lane facility with a V
raised median controlling accesses. S.E. 14th is a four -lane facility with vir-
tually no access control. Both streets have similar traffic volumes. The limits
of the study for both streets was from Army Post Road through Bell Avenue. The
study time period was 1977 through 1980. The following table shows the comparison
for these two streets:
Fatal I njury Property e Total Accident Rate
Fleur Drive 1 114 426 541 601 Acc/H!iVM
S.E. 14th 4 272 768 1045 —1005 Acc/HMVM
Percent difference from Fleur Drive to S.E. 14th is 40%.
This result compares favorably with findings obtained in a study by Jim Thompson,
Des Moines Traffic Engineer. Jim's 1979 study found a difference of 43X in the
accident rates of Fleur Drive and S.E. .14th.
SECTION 6
Sixth Avenue in Des Moines was also studied because a two-way left -turn lane was
installed in 1976. Our accident data covers only the after period, 1977 through
1980, because Sixth Avenue is not a primary route. The limits of the study were
from Ascension Street to .just south of Euclid Avenue. The accident rate deter-
mined from this study was 1334 Acc/HI.1VM. Although this accident rate is above the
state municipal street average of 1009 Acc/HMVM, the Des Moines Traffic Engineer-
ing Department reports that this is approximately a 25% reduction from the before
accident experience.
Some of the factors contributing to the higher accident rate may be:
1. A major intersection at University Avenue is included in the study.
2. During off peak hours, parkino is permitted in the nutside lanes reducing
the road to 3 lanes with a center left -turn lane.
3. The lane widths are only 10 feet.
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ADVISORY BOARD/COMMISSION APPLICATION FORM
•Individuals serving on Boards/Commissions play an important role in advising the
Council on matters of interest to our community and its future. Applicants must reside
in Iowa City.
The City Council announces Advisory Board/Commission vacancies 90 days prior to the
date the appointment will be made. This period provides for a 30 -day advertising period
and a 60 -day training period for new members. The training period allows new members to
become familiar with the responsibilities and duties of the advisory board/commission
before becoming a full voting member.
After a vacancy has been announced and the 30 -day advertising period has expired, the
Council reviews all applications during the informal work session. The appointment is
announced at the next formal Council meeting. Appointees serve as unpaid volunteers.
Council prefers that all applications must be submitted to the City Clerk no later
than one week prior to the announced appointment date. PLEASE USE A BLACK INK PEN.
THIS APPLICATION IS A PUBLIC DOCUMENT AND AS SUCH CAN BE REPRODUCED AND DISTRIBUTED FOR
THE PUBLIC. THIS APPLICATION WILL BE CONSIDERED FOR CURRENT VACANCIES ONLY.
ADVISORY BOARD/COMMISSION NAME TERM
NAME ADDRESS
OCCUPATION EMPLOYER
PHONE NUMBERS: RESIDENCE BUSINESS
EXPERIENCE•AND/OR ACTIVITIES WHICH YOU FEEL QUALITY YOU FOR THIS POSITION:
WHAT IS YOUR PRESENT KNOWLEDGE OF THIS ADVISORY BOARD?
WHAT CONTRIBUTIONS DO YOU FEEL YOU CAN MAKE TO THIS ADVISORY BOARD (OR STATE REASON
FOR APPLYING)?
Specific attention should be directed to possible conflict of interest as defined in
Chapters 362.6, 403A.22 of the Code of Iowa. Should you be uncertain whether or not a
potential conflict of interest exists, contact the Legal Dept. Will you have a conflict
of interest? YES NO
If you are not selected, do you want to be notified? _YES _NO
If you wish to be considered for a future vacancy, another application will be
necessary.
April 1982
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City of Iowa CTE" ------
MEMORANDUM --1
Date: December 4, 1981
To: City Council
From: Ci�'Manager
Re: Capital Improvement Program: FY83-FY87
I. The proposed Capital Improvement Program for FY83-FY87 is presented
in two tables:
A. Table 1 provides:
1. A listing by type of project
2. Total cost
3. Cost by fiscal year
4. Cost by type of improvement
5. Funding source
6. Project status
a. New
b. Included in current FY82-FY86 CIP
C. Included in FY82-FY86 CIP - pending list
8. Table 2 provides:
I. A summary explanation, where appropriate
2. A priority designation
3. Additional comments
II. Project Priorites
All projects have been placed in either an A or B priority category.
Priority A represents projects which should be scheduled for
completion in the year designated, and priority 8 projects probably
will have to be further postponed or abandoned.
The criteria for placing projects in Priority A are:
A. Guidance from the City Council in its goal setting session on
August 31, 1981.
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B. The necessity to minimize the issuance of general obligations
bonds because of an adverse market. Recently AAA bonds (Iowa
City's rating) have been selling for rates exceeding 11
percent.
C. The ability to identify a source of funding other than general
obligation bonds or general operating revenue. An example is
the public housing land acquisition with Community Development
Block Grant funds.
D. The necessity to undertake the project because the existing
facility is in an advanced state of deterioration. Examples are
the Camp Cardinal Road bridge and the Southwest Interceptor
Sewer.
E. Projects which have been previously approved and/or committed
as part of another project. Examples are the Benton Street -
Riverside Drive intersection, Linn Street improvements, and CBD
alley repaving.
bdw/sp
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TABLE 1
AFTER FUNDING INCLUDED IN NEW
TOTAL PRIOR TO
COST FY83 FY83 FY84 FY85 FY86 FY87 FY87 SOURCE FY82-86 CIP PENDING PROJECT
i CITY FACILITIES IMPROVEMENTS
OR X
1 -Bus Maintenance Bldg. 155,000 155,000 X '
OR
2 - Remodel Police Dept. 100,500 17,500 83,000 X
3 - Traffic Eng. - Service OR
Bay Renovation 21000
5O0ld�`06Q
i
BRIDGE IMPROVERENTS
20,000 270,000 GO X
4 - Camp Cardinal Rd Br. 290,000
5.- Dodge St./Ralston Ck. OR X
Storm Sewer Repair 11,000 500 10,500 GO X
6 - Iowa Avenue Bridge 960,000 70,000 890,000 GO X
7 -Burlington St. Bridge -2�306 000 - 78,000 1,028,000
,
`I.. STREET IMPROVEMENTS
8- City Share Extra -U-
Nidth Paving -0-
9 - Benton/Riverside 960,000 GO b SA X
Intersection 960,000
10 - Governor/Burlington OR b SA X C1
Signalization 24,500 24.500
11 - Hwy 6/Fairmleadow OR a SA X
Blvd. signal. 30,500 30,500 OR % .
12 Foster Road 25,500 25,500
13 - Dub. St. Reconstruction OR X
Overlay 300,000 5,000 295,000
14 - Kimball Rd. Curb& OR A SP X
Sidewalk Improvements 14,500 14,500 SP X
..� - 15 - St. Anne Or. Impr. 100,000 5,000 95,000 X
16 - Scott Blvd. Paving8,750 511,250 340,000 GO
Improvements 860,000 GO X
17 - Hwy 1 Improvements 440,000 440,000 OR d SA X
18 - Railroad Crossing Imp. 107,000 107 000
, ' r
10
FA - FEDERAL AID GRT - GENERAL REVENUE SHARING GO - GENERAL OBLIGATION BOND SP - SPECIAL ASSESSMENT
GR - OPERATING REVENUE
I
SA - STATE AD RUT -ROAD USE TAX RB - REVENUE BONG
I. IIC - HOUSING 6 COMMUNITY DEVELOPMENT ACT
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TOTAL
PRIOR 10
f Y137
AFTER FUNDING INCLUDED
FY87 SOURCE FY82-86 CIP
IN NEW
PENDING PROJEC
COST
FY83
FY83
rY84
FY85 FYB6
RALSTON CREEK IMPROVEMENTS
19 - N. Or. Detention Struc. JAII-:Sal
17102k-
�111 000
GO A COBG
X
j
CENTRAL BUSINESS DISTRICT IMP.
20 - Clinton St.
146,000
18.000 128.000
GO A Univ.
GO
X
X
Improvements
21 - Linn St. Improvements 275,000
275.000
GO A Owner
22 - Dubuque St. Improvements 165.000
130,000
36,ODO
Share
X
GO
X
23 - Blackhawk Mini -Park 75,000
.. 000
75,000
" 000
GO
X
24 - CID Alley Project
MIJ
TRLU,
814167 : 601MO
277
PARKS 9 RECREATION IMPROVEMENTS
25 - New Swim Pool -City Park 1,000.000
100,000
900,000
GO
X
26 - Racquetball/
Handball Courts 175,000
175.000
OR
X
27 - Napolean Park - Restroom
& Maintenance Bldg. 32,500
32,500
OR
OR
X
28 - Miller Park 100,750
100,750
OR
X
Park 60 750
29 - Aber Par
111:07011
g4 0
21b,000
TRANSIT
30 - New Transit Garage 2,616,400
10,000
500.000
2.106.400
OR, GO, 9
FA
X
31 - Accessible Vans 43,520
43,520
FA, SA &
OR
X
32 - Fleet Expansion/FA,
Replacement 3,408,300
465,000
-0-
366,000 2,667,300,
SA A
Tran. Res.
X
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TOTAL
PRIOR TO
FY86
AFTER FUNDING
FY87 FY87 SOURCE
INCLUDED IN
FY82-86 CIP PENDING
NEW
PROJECT
COST
FY83
FY83
FY84
FY85
BIY,EWAYS
/OD Do 0
/
�, ono 8 Priv.
k
33 - Rocky Shore Or1ve
427;280"
2,000
121,200
7._
34 - River Corridor Buffer
2,000
58,995
83,720
94,875 91,505 OR, Priv.
6
b Trail System
331,095
FA
X
X
35 - First Avenue Sidewalk
37,080
37,000
OR
X
36 - East-West BikewayOR
27 976
12 345
15 63l
4T-565
Corridor
POLLUTION CONTROL IMPROVEMENTS
FA, SA 8
-37 - Wastewater TreatmentGO
Facility 59,073,437
10,544,437
28,329,000
15,200,000
5,OD(1,000
FA, SA 6
X
38 - U.N. Interceptor
Sewer
820,000
420,DDO
400.000
GO
X
39 - Easterly Extension
INE Trunk)
55,000
55,000
GO
X
40 - Prairie du Chien Rd.
Trunk
55,000
2,500
52,500
SP
GO
X
X
41 - North Corridor Sewer
104,500
5,500
99,000
GO
X
42 - East Side Sewer Elim.
182,000
5,000
177,000
- 43 . Southwest Interceptor
Sewer Repair
104,000
4,500
99,500
12 000
GO
208 000 GO
X
X
44 - Taft Speedway
2'0!9'390,6T307
PUBLIC HOUSING IMPROVEMENTS
X
45 - Public Housing Sites
-- 000
75 000
75 000
75 000
COBG
uUV
AIRPORT
,
46 -Master Plan Improvements
110,000
120,000
110000 ,
OR
X
X
47 - T -Hangars
48 - Runway Crack Sealing
120,000
20,000
20,000
OR
49 - Parking Lot Repair 6
20 000
on
X
Expansion
20 000
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TOTAL PRIOR 10
AFTER FUNDING INCLUDED IN NEW
COST FY83
FY83 FY84 FY85 FY86
FY87 FY87 SOURCE FY82-86 CIP PENDING PROJECT
WATER IMPROVEMENTS
50 - Water Plant Solids
Disposal
1,113.200
75,000 1,038.200
R8 x
51 - East Side Water
Storage Tank
5973 500
�
0 905 500
14J 68 00 K
UUU I-A-317
RB x
GRAND TOTALS
79,118,628 12.568.937
5,046.565 31,245,881 19,329,145 10,533,720
302,875 91,505
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Table 2
EXPLANATORY SUMMARY - CIP REQUESTS
FY83-FY87
PROJECT TITLE & EXPLANATION
1. BUS MAINTENANCE BUILDING
Will centralize maintenance and provide for
additional inside storage. This is a short-term
solution.
Comment: See item 30 below.
2. REMODELING OF POLICE DEPARTMENT
Ceilings, lights and other fixtures need repair
including the pistol range.
Comment: Alternative would be to reduce cost of
project and gradually make repairs on a yearly
basis. .
3. TRAFFIC ENGINEERING SERVICE BAY RENOVATION
Remodel old equipment service bays for Traffic
Engineering shops and office.
4. CAMP CARDINAL ROAD BRIDGE
Replace existing bridge on Camp Cardinal Road over
Clear Creek.
Comment: Bridge was temporarily repaired several
years ago as a last resort before reconstruction.
S. DODGE STREET -RALSTON CREEK STORM SEWER REPAIR
Storm sewer has settled causing erosion under the
bridge abutment. .
6. IOWA AVENUE BRIDGE REHABILITATION
Rehabilitation of bridge at this time will reduce
future expenditures.
7. BURLINGTON STREET BRIDGE (EASTBOUND) REHABILITATION
Rehabilitation of bridge at this time will reduce
future expenditures.
8. EXTRA WIDTH PAVING
Comment: DELETED. Council may wish to consider
funding specific areas in order to match existing
overwidth paving.
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PROJECT TITLE & EXPLANATION
PRIORITY
-iM
9.
BENTON STREET/RIVERSIDE DRIVE INTERSECTION
A
I
Realignment/turning lanes and resignalization.
Comment: Previously committed. State and City
joint project
10.
GOVERNOR/BURLINGTON SIGNALIZATION
B
Meets requirements for signal.
Comment: Joint State and City project.
11.
HIGHWAY 6/FAIRMEADOWS BOULEVARD SIGNALIZATION
B
Meets requirements for signal.
12.
FOSTER ROAD
B
Right-of-way for Foster Road between Dubuque
Street and Prairie du Chien Road.
13.
DUBUQUE STREET PAVING & CURB RECONSTRUCTION WITH
A
ASPHALT OVERLAY
Comment: Existing overlay will be removed. If
this is funded in FY83 it will replace the usual
asphalt overlay program. In addition, similar
reconstruction of Burlington Street between
Gilbert and Summit will probably have to be done
I
in FY84.
14.
KIMBALL ROAD SIDEWALK & CURB IMPROVEMENTS
A i
i
Installing curb and replacing sidewalks along east
1
side from Kimball Avenue to Whiting Avenue. No
existing curb and the sidewalk is deteriorated.
;
Could be done with specialeqwsplIfft ���w
15.
ST. ANNE'S DRIVE PAVING
A
1
From Prairie du Chien to Foster Road. The major
land owner does not object to funding this project
by special assessment.
16.
SCOTT BOULEVARD PAVING
B
From Court Street to Rochester.
. i
17.
HIGHWAY 1 IMPROVEMENTS
A
Storm sewer and relocation of utilities
Comment: Previously committed. Joint State &
City project
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PROJECT TITLE & EXPLANATION PRIORITY
18.' RAILROAD CROSSING IMPROVEMENT
Rubberized railroad crossing at First Avenue.
Comment: State will pay 1/3.
19.— NORTH BRANCH DETENTION STRUCTURE
Comment: Previously committed.
20. -CLINTON STREET IMPROVEMENTS
Replace and repair sidewalk and curbs, resurface
street, and install new light fixtures.
21.- LINN STREET IMPROVEMENTS
New paving and sidewalk, repair of sanitary and
signals.
Comment: Previously committed as part of library
project and redevelopment of Block 64.
22.0 DUBUQUE STREET IMPROVEMENTS
Asphalt overlay, curb, vault and sidewalk repair,
amenities. Because of the condition of the
sidewalk in this block, if City funding is not
available, the property owners should be required
to replace the sidewalk.
23.—BLACKHAWK MINIPARK REHABILITATION
Replace and repair, as required to make temporary
park a permanent facility.
24.• CENTRAL BUSINESS DISTRICT ALLEY PROJECT
Complete project with paving of alley in Block 62.
25.A NEW SWIMMING POOL - CITY PARK
The existing pool is 33 years old, normal life is
25-30 years.
26.•a RACQUETBALL/HANDBALL COURTS - RECREATION CENTER
Identified by survey as most needed indoor
facility. Will provide for four additional
courts.
27.04 NAPOLEON PARK - RESTROOMS & MAINTENANCE BUILDING
✓ With increased use facility is necessary.
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PROJECT TITLE & EXPLANATION
28. MILLER PARK - NEW - 8 ACRES
Comment: Should be considered in conjunction with
establishment of park acquisition program and
funding policy.
29. ABER PARK - NEW - 10 ACRES
End of Aber Avenue.
Comment: Should be considered in conjunction with
establishment of park acquisition program and
funding policy.
30. NEW TRANSIT GARAGE
Adequate maintenance, storage and office facility
for transit systems.
Comment: Even if 80% Federal funding is
available, over $500,000 in local funding is
required.
31. ACCESSIBLE VANS
Acquisition of wheelchair vans to comply with
Federal requirements.
32. FLEET EXPANSION/REPLACEMENT
Provides for scheduled replacements.
33. ROCKY SHORE DRIVE BIKEWAY
Connecting link between City Park and Finkbine.
34. RIVER CORRIDOR BUFFER & TRAIL SYSTEM
Continuous pedestrian and bicycle trail along Iowa
River and 100 foot buffer.
35. FIRST AVENUE SIDEWALK - BIKEWAY IMPROVEMENTS
Combination 8 foot sidewalk -bikeway on east side
of First Avenue from Bradford Drive to Muscatine
Avenue.
36. EAST -WEST BIKEWAY CORRIDOR
Includes signing, sidewalk improvements, curb
cuts, bikerack modifications, etc. to establish
east -west corridor.
0
PRIORITY
B
B
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PROJECT TITLE & EXPLANATION
PRIORITY
5
WASTEWATER TREATMENT FACILITY
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PROJECT TITLE & EXPLANATION
PRIORITY
37.
WASTEWATER TREATMENT FACILITY
A
New plant, completion of southeast interceptor
sewer, outfall relief system and certain system
rehabilitation.
Comment: Predicated upon 75% Federal funding
38.
UNIVERSITY HEIGHTS INTERCEPTOR SEWER
A
4000 feet of 8 to 36 inch sewer - from Benton
Street -Iowa River area to Greenwood Drive to Rock
Island Railroad via Benton Street.
Comment: Should be completed before
reconstruction of Benton -Riverside intersection.
39.
NORTHEAST TRUNK SEWER - EASTERLY EXTENSION
A
1600 feet of 21 inch sewer - area of Hickory Hill
iPark
and North Branch detention structure.
Comment: Necessary for ' development east of
Hickory Hill Park and north of Rochester Avenue -
will be constructed in conjunction with North
Branch Detention Structure.
40.
PRAIRIE OU CHIEN TRUNK SEWER EXTENSION
B
- -
1500 feet of 8-12 inch sewer for future
development east of Prairie du Chien and north of
Dodge Street and will eliminate defective septic
tanks in area. Priority could be revised when
sewer is installed adjacent to subdivision and
could be constructed with special assessment
financing.
41.
NORTH CORRIDOR SEWER
8
Extension of 24 inch sewer 1800 feet northeast
from Dubuque and Taft Speedway to provide sewer
capacity for future development.
42.
EAST SIDE TRUNK SEWER ELIMINATION
A
Construction of 8 inch sewer adjacent to Madison
Street to replace portions of deteriorated east
side trunk sewer. This portion of the system was
not eligible for federal assistance when the new
River Corridor sewer was constructed.
Comment: In poor condition, requires replacement.
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PROJECT TITLE .& EXPLANATION 6
43. SOUTHWEST INTERECEPTOR SEWER REPLACEMENT
1700 feet of interceptor sewer replacement along
Mormon Trek Blvd.
Comment: This sewer was constructed with a
capacity to service Coralville. Because of
limited use the line has deteriorated. If not
replaced it could collapse.
44. TAFT SPEEDWAY SANITARY SEWER EXTENSION
2400 feet of 30 inch sewer from the end of the
river corridor sewer west along Taft Speedway.
Comment: Necessary for future development west of
Dubuque Street and north of the Iowa River.
45. PUBLIC HOUSING LAND ACQUISITION
Subsidize land costs to make additional public
housing units financially possible.
46. AIRPORT MASTER PLAN IMPROVEMENTS
Comment: Total cost is $1.1 million. City's
share would be 10%.
47.E T -HANGARS
Ten additional units.
48.— RUNWAY CRACK SEALING
Continuing deterioration increases long-term
costs.
49.' PARKING LOT REPAIR & EXPANSION
50.— WATER PLANT SOLIDS DISPOSAL
Will discharge aluminum sludge to sanitary sewer.
Comment: Could become an "A" priority based upon
Federal and State requirements.
51.— EAST SIDE WATER STORAGE TANK
2,000,000 gallon water tank on the north side of
Rochester Avenue at Post Road.
Comment: Provide necessary water pressure for
east side.
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