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2017-08-01 Resolution
2c(3) Prepared by: City Clerk's Office, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5043 RESOLUTION NO. 17-242 RESOLUTION TO ISSUE DANCING PERMIT BE IT RESOLVED BY THE CITY COUNCIL OF IOWA CITY, IOWA, that a Dancing Permit as provided by law is hereby granted to the following named person and at the following described locations upon his/her filing an application, having endorsed thereon the certificates of the proper city officials as to having complied with all regulations and ordinances, having a valid beer, liquor, or wine license/permit, to wit: Summit Bar - 10 S. Clinton St. Passed and approved this 1st day of August/ 20 17 MAI(1OR r ATT " ITY CLE Approved by City Attorney's Office It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: x G: NAYS: ABSENT: Botchway Cole Dickens Mims Taylor Thomas Throgmorton z�r(2 ) Prepared by: Mary Niichel-Hegwood, Purchasing Agent, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5078 Resolution No. 17-243 Resolution authorizing the award of a contract for laser printing and bulk mailing of the City of Iowa City utility bill Whereas, the City's Purchasing Division issued a Request for Proposal (RFP) for laser printing and bulk mailing for City of Iowa City's utility bill on April 28, 2017; and Whereas, the City received ten proposals in response to the RFP; and Whereas, an evaluation committee composed of staff from the City's Finance Department reviewed and scored the proposals and selected InfoSend, Inc.; and Whereas, the initial term of this contract is for one year, with an option to renew for four additional one-year periods upon the mutual consent of the City and InfoSend, Inc.; and Whereas, the City expects to expend approximately $70,000 for materials and printing, and $100,000 for postage reimbursement, making the total amount of the contract approximately $170,000 per year; Whereas, funds for this purchase are available in Account #10310400-435054 and Account #10310400-435055, in the operating budget for the Revenue Division; and Whereas, approval of this procurement is in the public interest. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The proposed procurement as described is approved. 2. The City Manager is authorized to take whatever steps are necessary to effectuate future renewals. Passed and approved this 1st day of August _,20 17 m ,) Approved by ATTES CI CLERK CityAttorney's Office Resolution No. 17-243 Page 2 It was move by 'Taylor and seconded by sotchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: x Botchway x Cole x Dickens x Mims x Taylor x Thomas x Throgmorton r CITY OF IOWA CITY COUNCIL ACTION REPORT August 1, 2017 Resolution Authorizing the Award of a Contract for Laser Printing and Bulk Mailing of the City of Iowa City Utility Bill Prepared By: Mary Niichel-Hegwood, Purchasing Agent Reviewed By: Melissa Miller, Revenue and Risk Manager Simon Andrew, Assistant to the City Manager Fiscal Impact: $170,000 annually Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: On April 28, 2017 a Request for Proposal (RFP) was administered by the City's Purchasing Division for Laser Printing and Bulk Mailing for the City of Iowa City Utility Bill. The City expects to spend approximately $70,000 for materials and printing and $100,000 for postage reimbursement, making the total amount of the contract approximately $170,000 per year. The initial contract is for one year, with an option to renew for four (4) additional one-year periods upon mutual consent of the City and InfoSend, Inc. Background / Analysis: The City received proposals from ten (10) vendors in response to the RFP. Proposals were distributed to an evaluation committee, which consisted of representatives from the Finance Department. The evaluation committee performed a thorough evaluation of each proposal based on Proposer's Facilities, Personnel, Capabilities to Perform the Required Work, Company History, Customer Satisfaction, References, and Pricing. After a complete evaluation of the proposals, the evaluation committee recommends InfoSend, Inc. to receive the award for laser printing and bulk mailing of the City of Iowa City Utility Bill. Funds are available in the line items 10310400-435054 and 10310400-435055 in the operating budget for the Revenue Division. 2d (7�) Prepared by: Susan Dulek, Asst. City Attorney, 410 E. Washington Street, Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 17-244 Resolution authorizing the City Manager to sign a one-year extension of the listing agreement with Lepic-Kroeger Realtors for the 420" Street Industrial Park. Whereas, the 420TH Street Industrial Park is a 173 -acre shovel -ready industrial use site; Whereas, in Resolution No. 15-229, the City Council approved a one-year listing agreement with Lepic-Kroeger, Realtors to sell lots at the Industrial Park; Whereas, in Resolution No. 16-235, the City Council extended the term by one year to July 15, 2017; and Whereas, it is in the best interest of the City to extend the term by one year to July 15, 2018. Now, therefore, be it resolved by the City Council of Iowa City, Iowa, that: The City Manager is authorized to sign the attached Second Amendment to Commercial Listing Agreement. Passed and approved this 1st day of August , 2017. "Mayor AtteSt - City Clerk Approved by City Attorney's Office Resolution No. Page 2 17-244 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES x NAYS: ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton Drafted by: Susan Dulek, Ass't. City Attorney, 410 E. Washington St., Iowa City, IA 52240; 319/356-5030 SECOND AMENDMENT TO COMMERCIAL LISTING CONTRACT WHEREAS, on July 15, 2015, Lepic-Kroeger, Realtors ("Broker") and the City of Iowa City ("Owner") entered into the Commercial Listing Contract ("Agreement") in which Owner authorized Broker to be its exclusive agent in the sale of lots at 420°i Street Industrial Park; and WHEREAS, the term of the Agreement was for one-year and the parties extended the term for one year by written agreement dated August 2, 2017; and WHEREAS, the parties wish to extend the agreement for an additional year. THE PARTIES THEREFORE AGREE AS FOLLOWS: The "Expiration Time" in Paragraph 1 of the Agreement is amended by changing the ending date to "July 15, 2018." All other terms and conditions of the Agreement, not inconsistent with this amendment, remain in full force and effect. Dated, this 1st day of August, 2017. OWNER CITY OF IOWA CITY, IOWA By. z��— Geoff Fruin City Manager 1 r ' CITY OF IOWA CITY �r� COUNCIL ACTION REPORT August 1, 2017 Resolution authorizing the City Manager to sign a one-year extension of the listing agreement with Lepio-Kroeger Realtors for the 420th Street Industrial Park. Prepared By: Wendy Ford, Economic Development Coordinator Reviewed By: Geoff Fruin, City Manager Fiscal Impact: none Recommendations: Staff: Approval Commission: N/A Attachments: Amendment to the Real Estate Listing Agreement, Resolution Executive Summary: The City owns lands in the 420th Street Industrial Park and since 2015, has worked with two commercial real estate agents to facilitate the marketing and promotion of the lots. The agreement and terms of this working relationship are memorialized in the Real Estate Listing Agreement. The designated broker is Jeff Edberg, and the sales commission is 6% of the final sale price. Background / Analysis: In 2014, the City Council approved a one year real estate listing agreement with Binswanger Midwest of Illinois. In 2015, the City Council approved a one year listing agreement with the local real estate firm, Lepic-Kroeger Realtors, to sell lots in the 4201' Street Industrial Park. That agreement was extended for a year in 2016. This amendment will extend the term of the agreement until July 15, 2018. The designated broker is Jeff Edberg, and the sales commission is 6% of the final sale price. The benefits to the City of a having a listing agreement with a real estate company are that commercial realtors are connected to numerous networks that can be helpful in linking prospective buyers with sellers, they can prepare and distribute promotional materials including videos, and they are knowledgeable about the latest market trends and prices. 2�(« ) Prepared by: Susan Dulek, Ass't. City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5230 Resolution No. 17-245 Resolution authorizing the City Manager to sign an agreement with Project Green for use of space in the Ashton House. Whereas, Project Green, Incorporated is an organization dedicated to improving and conserving public landscaping in the Iowa City area; and Whereas, the City and Project Green, Incorporated desire to enter into an agreement for use of space in the Ned Ashton House. Whereas, the City should enter into the attached Agreement between the City of Iowa City and Project Green, Incorporated for the use of Ned Ashton House. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that The City Manager is authorized to sign the attached Agreement between City of Iowa City and Project Green, Incorporated for the use of Ned Ashton House. Passed and approved this 1st day of August/, 2017. May Attest Apj1 _i s� City Clerk City Attorney's Office Resolution No. Page 2 17-245 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton AGREEMENT BETWEEN THE CITY OF IOWA CITY AND PROJECT GREEN, INCORPORATED FOR USE OF NED ASHTON HOUSE This Agreement is entered into in Iowa City, Iowa between the City of Iowa City, Iowa, a municipal corporation ("City'), and Project GREEN, Incorporated ('Project Green") in Iowa City, Iowa. WHEREAS, the City owns 820 Park Road, Iowa City, Iowa, which contains the "Ned Ashton House," a building available for public use and managed by the Parks and Recreation Department; WHEREAS, Project Green is an organization dedicated to improving and conserving public landscaping in the Iowa City area; and WHEREAS, the City and Project Green desire to enter into an agreement to allow Project Green to use space in the Ned Ashton House. NOW, THEREFORE, THE CITY AND PROJECT GREEN AGREE AS FOLLOWS 1. Effective Date This Agreement shall become effective upon execution. 2. Use of Space Project Green shall have access to space in the Ned Ashton House subject to the conditions set forth below: a. Project Green shall have a key and access to the Ned Ashton House from 6:00 a.m. to 10:00 p.m., unless it is rented. The City shall provide Project Green access to the on- line calendar of rentals and events in order to know when events are scheduled. b. Project Green may use the upper level bedroom nearest the main entrance ("office"), but must leave small desk space for use by Ava Centre event or City staff. Project Green may have desk and office equipment in the office, but shall not have exclusive use of the office. Project Green acknowledges and agrees that City staff and/or its managing agent (currently, Ava Centre), will also use the office during rentals. c. Project Green may use two closets on the upper level for storage of files and other Project Green materials. Project Green shall be responsible for the cost of installing locks on these closets, if it wishes for their items to be in locked storage. Project Green shall provide the City with a key to access all locked areas. d. Project Green shall be solely responsible for providing its office equipment, shelving and other improvements to the office and closets. Project Green shall not engage in any construction or attaching of equipment to walls or floors without the prior, written (electronic mail is sufficient) from Parks and Recreation Director, or designee. e. Project Green may use the Ned Ashton House for board meetings once per month without payment of the regular rental fee. Project Green shall set up, tear down and cleanup for the meetings. f. Project Green may have casual and non -regular use of the building for donor meetings, committee meetings, and officer meetings without payment of the regular rental fee when the Ned Ashton House is not rented. Project Green shall set up, tear down and cleanup for the meetings. g. Project Green shall provide light cleaning of the restroom(s) and kitchen, if used by Project Green. Project Green shall dispose of its trash in the dumpster at least weekly. The City shall supply all cleaning products. The City shall clean restrooms and meeting areas once per week and shall be responsible for cleanup after rentals. h. Project Green shall have use of the garage for storage of supplies and tools, with occasional use allowed during rentals for assembly of floral arrangements and the like. Project Green shall be responsible for keeping the garage swept clean and in an orderly condition. 3. Fee In consideration for use of the space, Project Green shall maintain the landscaping surrounding the Ned Ashton House, as it has been doing since June 2014. 4. Termination This Agreement shall terminate on July 31, 2019. 5. Renewal This Agreement may be renewed by mutual agreement of the parties for successive two year terms beginning August 1, 2019, subject to a public hearing as required by Section 364.7. 6. Declaration of Default and Notice In the event that Project Green fails to maintain the landscaping, as solely determined by the Director of Parks and Recreation, the City may declare that default has occurred and give notice thereof to Project Green. Notice of default shall be given in writing, shall specify the nature of the default, and shall specify what action is required to correct the default. Project Green shall have thirty (30) days from the date of its receipt of the notice of default to correct the default. If at the end of said thirty (30) day period the default has not been corrected, as determined by the Parks and Recreation Director, this Agreement shall be terminated. 7. Notice Except as provided herein, all notices which the parties are authorized or required to give one another pursuant to this Agreement shall be in writing and may be personally delivered or sent by ordinary mail to the addresses hereafter provided. Any notice required or permitted by 2 this Agreement will be deemed to be delivered, and thus effective, when personally received, or received by United States Mail, postage prepaid, certified mail return receipt requested, or receipt is refused. Such notices shall be delivered or mailed to the following persons at the addresses listed: a. Notices to the City: City Clerk, 410 E. Washington St., Iowa City, IA 52240 b. Notices to Project Green: Registered Agent 8. Amendment All amendments shall be in in writing. 9. Severability If any provision or provisions of this Agreement shall be held to be invalid, illegal or unenforceable, the validity, legality and enforceability of the remaining provisions shall not in any way be affected or impaired thereby. 10. Assignment Neither the City nor Project shall assign this Agreement without the consent of the other party. 11. Indemnification/Hold Harmless Each party agrees to release, indemnify and hold the other parties, their officers and employees harmless from and against any and all liabilities, damages, business interruptions, delays, losses, claims, judgments, of any kind whatsoever, including all costs, attorneys' fees, and expenses incidental thereto, which may be suffered by, or charged to, the party by reason of any loss or damage to any property or injury to or death of any person arising out of or by reason of any breach, violation or non-performance by the other parties or their servants, employees or agents of any covenant or condition of this Agreement or by any act or failure to act of those persons. The City shall not be liable for its failure to perform this Agreement or for any loss, injury, damage or delay of any nature whatsoever resulting therefrom caused by any act of God, fire, flood, accident, strike, labor dispute, riot, insurrection, war or any other cause beyond the City's control. This does not waive any of the defenses of governmental immunity available to the City under Section 670.4 of the Code of Iowa, as it now exists and as it may be amended from time to time. 12. Waiver The waiver by either the City or Project Green of any covenant or condition of this Agreement shall not thereafter preclude such party from demanding performance in accordance with the terms of this Agreement. 13. Entire Agreement This Agreement sets forth all of the covenants, promises, agreements, and conditions among the parties, and there are no other covenants, promises, agreements or conditions, either oral or written, among them. This Agreement may not be modified or amended in any manner except as provided herein. Dated this 1st day of August 2017, CITY OF IOWA CITY By:—� Geoff Fruin, City Manager PROJECT GREEN, 0 Parsons, President 4 pproved By City Attorney's Office CITY OF IOWA CITY COUNCIL ACTION REPO August 1, 2017 Resolution authorizing the City Manager to sign an agreement with Project Green for use of space in the Ashton House. Prepared By: Juli Seydell Johnson, Parks & Recreation Director Reviewed By: Sue Dulek — City Attorney's Office Geoff Fruin — City Manager Fiscal Impact: No impact. Recommendations: Staff. Approval N/A Attachments: Resolution; Agreement Executive Summary: This item approves a two-year agreement for use of office space and two closets at the Ashton House. In exchange, Project Green will maintain the landscaping surrounding the Ned Ashton House. Project green has been maintaining the landscaping in this area since June 2014. Background / Analysis: Project Green has been an active partner with the City of Iowa City providing volunteer and contracted landscaping services since 1968. The group has specifically provided volunteer labor to maintain the landscaping surrounding the Ned Ashton House, 820 Park Road, since June 2014. Project Green has used the garage at this facility for storage and work space since 2014. Project Green approached the City asking for part-time use of a small space within the house to use as an office space as well as additional storage and use of the space for their board functions and other small meetings. The facility is available for rental by private groups and used for City functions. Project Green understands that Project Green's use of the building will be limited when rentals or City functions are taking place in the facility. The Avacentre, the City's event management contractor, is in favor of having Project Green in the facility during non -rental times. The use of space by Project Green will not interfere with rentals or City functions held at the Ashton House. The agreement does not include a fee to be paid by Project Green in acknowledgement of the group's contributions to a number of City owned landscaped areas. 20((S) Prepared by: Eleanor Dilkes, City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 17-246 Resolution repealing Resolution No. 15-301 and approving a new compilation of contractual authority delegated from the City Council to the City Manager which grants the City Manager additional authority to disburse Community Development Assistance, City Sponsored Event and Community Event Funding consistent with the amounts Identified in the Annual Budget; Sign Leases of Real Property for a Term of Three Years or Less, Contracts with Entities Providing Grant Funding to the City when there is a City Match not Exceeding $150,000 for which there is funding in the annual budget, and temporary construction easements on city property with a duration not exceeding one year; and, and eliminates authority for the Towncrest urban renewal grants as those programs no longer exist. Whereas, Resolution No. 15-301 authorizes the City Manager to sign certain contracts without City Council approval; and, Whereas, in addition to the authorizations included in Resolution No. 15-301, it is prudent to authorize the City Manager to disburse Community Development Assistance, City Sponsored Event and Community Event Funding consistent with the amounts identified in the annual budget; sign leases of real property for a term of three years or less as a public hearing is not required by law, contracts with entities providing grant funding to the City when there is a City match not exceeding $150,000 for which there is funding authority in the annual budget, and temporary construction easements on city property with a duration not exceeding one year. Whereas, authority previously granted to the City Manager to execute urban renewal grant agreements under the Towncrest Fagade Renovation Program and the Predevelopment Design Assistance Program is no longer necessary as those programs no longer exist; and, Whereas, it is in the best interests of the City to approve these changes. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA, THAT: I. Resolution 15-301 is hereby repealed. II. Council hereby delegates to the City Manager the following authority: A. Capital Outlay, Commodities, Operational Services and Professional Services. The City Manager or designee is hereby authorized to initiate and execute, without City Council approval, the following contracts: a. Contracts not exceeding $150,000 for the purchase of commodities, operating services and capital outlay (not Resolution No. 17-246 Page 2 including public improvement contracts) for which there is funding authority in the annual budget as approved by the City Council. b. Contracts for professional or technical services (e.g. engineering, architect) where the total estimated amount does not exceed $60,000. c. Contracts with non-profit entities for the goods or services provided by those receiving job training from the non-profit entity. d. Contracts with other governmental entities for goods or services. e. Contracts for road salt purchased through the State's road salt procurement program. f. Contracts and other documents relating to procurement and management of insurance coverage. B. Public Improvements 1. The City Manager or designee has the authority to execute public improvement contracts for which there is funding authority in the City Council's adopted budget that do not require public bidding because they do not exceed the "competitive bid threshold" established in Chapter 26 of the Iowa Code, as amended. 2. The City Manager or designee has the authority to award a contract, to execute a contract, to authorize work to proceed under a contract, or to approve the contractor's performance and payment bond for public improvement projects where the estimated total costs require the City to solicit competitive quotations pursuant to Iowa Code Section 26.14(2013), as amended. C. Claims The City Manager or designee is hereby authorized to settle all claims not exceeding $20,000 against the City or by the City without further authorization by the City Council. In addition, the City Manager or designee is authorized to settle worker's compensation claims when the facts are not in dispute and the benefit payments are determined by statute and the rendering physician's impairment rating. D. Leases of Real Property The City Manager or designee is hereby authorized to negotiate, execute, renew and manage farm leases and security agreements for agricultural land the City may now own or later acquire, upon approval by the City Attorney's Office. 2. All such leases shall be in writing, shall be for a period not to exceed one year, with possible renewals and subject to Iowa Code Sections 563.6 and 563.7. 3. In addition to farm leases the City Manager or designee is hereby authorize to negotiate, execute and manage leases of real property to which the City is a party, as lessor or lessee, which are for a term of three years or less, upon approval of the City Attorney. E. Indemnification Agreements for Police and Fire Training Resolution No. 17-246 Page 3 1. The City Manager or designee, after consultation with the City Attorney and Risk Manager, is authorized to execute indemnity agreements for police and fire training on private property. F. Economic Development Opportunity Funds 1. The City Manager or designee is granted administrative authority to make disbursements from the Economic Development Opportunity Funds with the following three stipulations: a. There is a $50,000 limit per expenditure to this authority, to be funded by account number 1000-457100-448070; and b. The use aligns directly with City Council's adopted Economic Development policies and strategies; and c. Reporting the use of any of the funds will occur at the first Economic Development Committee meeting following such disbursement, and again in an annual report. G. Community Development Assistance, City Sponsored Event Assistance and Community Event Funding 1. The City Manager or designee is granted administrative authority to disburse Community Development Assistance, City Sponsored Event Assistance and Community Event Funding consistent with the recipients and amounts identified in the annual budget. H. Grant Funds 1. The City Manager or designee is hereby authorized to sign contracts with entities providing grant funding to the City when there is a City match not exceeding $150,000 for which there is funding authority in the annual budget. I. Temporary Construction Easements The City Manager or designee is hereby authorized to sign temporary construction easement agreements for use of city property with a duration not exceeding one year. Passed and approved this 1st day of August 2017 ATTEST. �.er o" CITY CLER6 y MAYOR Ap o �y City Attorney's Office Resolution No. Page 4 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton JI I 1 CITY OF IOWA CITY ^� COUNCIL ACTION REPORT August 1, 2017 2d( A Resolution Approving City Manager Signature Authority Prepared By: Eleanor M. Dilkes, City Attorney Reviewed By: Geoff Fruin, City Manager Fiscal Impact: No impact Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This Resolution will approve a revised City Manager Signature Authority Resolution, giving the City Manager authority to disburse Community Development Assistance, City Sponsored Event and Community Event funding consistent with the amounts identified in the annual budget; sign leases of real property for a term of three years or less; contracts with entities providing grant funding to the City when there is a City match not exceeding $150,000; and temporary construction easements on city property with a duration not exceeding a year. Authority for the Towncrest grant programs that no longer exist is removed. The remainder of the signature authority is unchanged. Background / Analysis: Over the last several months, staff has realized that the City Manager is in need of additional signature authority regarding the matters identified in the resolution. The proposed budget for the community funding items will include amounts recommended by the EDC for Council consideration and the adopted budget will specifically identify recipients and amounts. Leases of City property of less than 3 years do not require a public hearing in front of the City Council and can therefore be signed by the City Manager. An example of this is the lease between the City and Project Green for space at the Ashton House that is on your August 1 agenda. Entities that are making grants to the City typically require the City to sign an agreement prior to fund disbursal and authority for any match would be authorized by the budget. For example in 2015 the City was awarded a $23,990 grant for edible classrooms and the Iowa Department of Agriculture required a grant agreement which required Council approval. Finally, the impetus for the City Manager to sign temporary construction easements on City property is the requests we receive from third parties to conduct soil borings in city parking lots on short notice and the need to obtain indemnification agreements from them. Prepared by: Mary Niichel-Hegwood, Purchasing Agent, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5078 Resolution No. 17-247 Resolution authorizing the award of a contract to provide, install, and service a new on premise city-wide telephone system Whereas, the City's Purchasing Division issued a Request for Proposal (RFP) to provide, install and service a new on -premise or hosted city-wide telephone system on March 20, 2017; and Whereas, the City received six proposals in response to the RFP; and Whereas, an evaluation committee composed of staff from the City's Information Technology Services Division and Public Library reviewed and scored the proposals and selected Marco Technologies, LLC, of St. Cloud, Minnesota, which has a service center located in Hiawatha, Iowa; and Whereas, the purchase of the turn -key telephone system includes equipment and installation, warranty, software assurance and maintenance, and a four-year maintenance agreement following the first year warranty period; and Whereas, the City expects to expend $358,801 for the phone system, and $24,200 in annual maintenance for four (4) years, making the total amount of the contract approximately $455,601; and Whereas, funds for this purchase are available in project G4722-2017-PhoneSys-475010 and the Information Technology Division's operating budget 83310510-443060; Whereas, approval of this procurement is in the public interest. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The proposed procurement as described is approved. 2. The City Manager is authorized to take whatever steps are necessary to effectuate future annual maintenance renewals. Passed and approved this 1st day of August 20 17 -2 d «) Approved by l :4 7/9y117 City At orney's office Resolution No. 17-247 Page 2 It was move by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: NAYS: ABSENT: Botchway Cole Dickens Mims Taylor Thomas Throgmorton CITY OF IOWA CITY COUNCIL ACTION REPORT Resolution authorizing the award of a contract to provide, install, and service a new on premise city-wide telephone system Prepared By: Mary Niichel-Hegwood, Purchasing Agent Reviewed By: Mike Harapat, Information Technology Services Coordinator Simon Andrew, Assistant to the City Manager Fiscal Impact: $455,601 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: On March 20, 2017 a Request for Proposal (RFP) was administered by the City's Purchasing Division to provide, install and service a new on premise city-wide telephone system. An evaluation committee selected Marco Technologies, LLC to receive the award. The City expects to spend $358,801 for a turn -key telephone system, and $24,200 in annual maintenance for four years following the first year warranty period. The total cost for the equipment, installation, warranty, software assurance and maintenance, and four-year maintenance agreement will be $455,601. Background / Analysis: The current Nortel phone system was acquired by the City in 2003. Nortel was acquired by Avaya in September of 2009. The current Nortel phone system is running the latest release of the operating software but support for the software through Avaya ended in September 2013. Avaya will no longer produce new updates, fixes, or functionality enhancements for the current phone system. Support for the current hardware will end in June 2018. The decision to replace the current Nortel phone system is taking into consideration lack of software support, imminent lack of support for hardware failure, and enhanced support for City of Iowa City communications. The City received proposals from six (6) vendors in response to the RFP. Proposals were distributed to an evaluation committee, which consisted of representatives from the City's Information Technology Services Division and the Public Library. The evaluation committee performed a thorough evaluation of each proposal based on the following categories: Pricing, Technology, Proposer/Manufacturer, and Support. In addition, selected proposers provided a demonstration of their proposed system. After a complete evaluation of the proposals, presentations, and follow-up questions, the evaluation committee recommends Marco Technologies, LLC, of St. Cloud, Minnesota, to receive the contract award to provide, install, and service a new on premise city-wide telephone system. 2 -of ( -7) Prepared by: Eric R. Goers, Asst. City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 17-248 Resolution authorizing the Mayor to sign and City Clerk to attest Iowa City Fire Department Station 4 sharing and indemnification agreement with Johnson County to allow the Johnson County Ambulance Service to utilize a portion of Fire Station 4. Whereas, the Johnson County Ambulance Service, desires to enhance emergency response times to northeast Iowa City and northeast Johnson County; and Whereas, collaboration and cooperation between the Iowa City Fire Department and the Johnson County Ambulance Service is long-standing and mutual, to the benefit of all parties; and Whereas, the City has the capacity to assist the County by providing parking, housing, and storage at the City's Fire Station 4; and Whereas, the City is not seeking compensation for the space used by the County in this way, and the County appreciates that all space and facilities are borrowed on an "as is" basis, and at its own risk; and Whereas, the Agreement calls for the County to have access to Fire Station 4 until the Agreement is terminated by either party; and Whereas, it is in the best interests of the City to approve this Agreement. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The attached Iowa City Fire Department Station 4 Sharing and Indemnification Agreement is approved. 2. The Mayor and the City Clerk are authorized and directed to respectively execute and attest the Agreement attached hereto in duplicate. Passed and approved this 1st day of August 20 17 MayYr Approved by Attes ity Clerk City Attorney's Office Resolution No. 17-248 Page 2 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: g Botchway x Cole g Dickens x Mims g Taylor x Thomas g Throgmorton IOWA CITY FIRE DEPARTMENT STATION 4 SHARING AND INDEMNIFICATION AGREEMENT This Station 4 Sharing and Indemnification Agreement (hereinafter, the "AGREEMENT") is between the City of Iowa City (hereinafter, the "CITY") and Johnson County, Iowa (hereinafter, the "COUNTY'; together, the "PARTIES".) RECITALS WHEREAS, the Johnson County Ambulance Service, a COUNTY entity, desires to enhance emergency response times to northeast Iowa City and northeast Johnson County. WHEREAS, collaboration and cooperation between the Iowa City Fire Department and the Johnson County Ambulance Service is long-standing and mutual; and WHEREAS, the CITY has the capacity to assist the COUNTY by providing parking, housing, and storage at the CITY's Fire Station 4; and WHEREAS, the CITY does not seek compensation for the space used by the COUNTY in this way, and the COUNTY appreciates that all space and facilities are borrowed on an "as is" basis, and at its own risk; and WHEREAS, the PARTIES wish to enter into this AGREEMENT to memorialize their mutual understanding. AGREEMENT 1. Use of Facilities. The COUNTY shall have the use of one bay, storage space, and two bedrooms, all as designated by CITY, and all at Iowa City Fire Station 4. COUNTY is responsible for establishing, operating, and maintaining any phone, IT, or radio facilities they utilize, as well as for any other fit -out they require. The facilities shall be returned in as good of condition as when received by the COUNTY, save normal wear and tear. 2. Janitorial. Fire Station 4 is cleaned and maintained by CITY firefighters. It is expected that COUNTY employees using the facility will be at least as diligent as CITY employees in cleaning and maintaining the facilities used by the COUNTY. 3. Use of Facilities, T'he COUNTY will use the facilities in question solely for operation of the Johnson County Ambulance Service. The facilities may not be used for any other purpose. 4. Prohibited Behavior. Smoking is not allowed anywhere on the grounds of Fire Station 4. 5. Waiver. The COUNTY hereby disclaims, and COUNTY hereby releases the CITY from any and all liability, whether in contract or tort (including strict liability and negligence) for any loss, damage, or injury of any nature whatsoever sustained by COUNTY, its employees, agents or invitees related in any way to COUNTY's use of Fire Station 4 during the term of this AGREEMENT, including, but not limited to, loss, damage or injury to the property of COUNTY, or the injury (up to and including death) of COUNTY's employees, contractors, subcontractors, agents, volunteers, or invitees. 6. Indemnification. COUNTY agrees to defend, indemnify, and hold harmless the CITY against any and all claims related in any way to COUNTY's use of Fire Station 4 during the term of this AGREEMENT. 7. Waiver of Subrogation. The CITY and COUNTY and all parties claiming under or through them hereby mutually release and discharge each other, and the officers, employees, agents, representatives, customers and business visitors of CITY and COUNTY from all claims, losses and liabilities arising from or caused by any hazard covered by insurance on or in connection with the facilities or said building, even if caused by the fault or negligence of a released party. This release shall apply only to the extent that such claim, loss or liability is covered by insurance. 8. Termination. This AGREEMENT shall remain in full force and effect until such a time as either party gives notice of termination. Said termination will be effective fourteen (14) calendar days after service, by first class mail, on the other party. Written notice shall be provided to the following: CITY: Iowa City Fire Chief, 410 E. Washington St., Iowa City, IA 52240; COUNTY: Chairperson, Johnson County Board of Supervisors, 913 S. Dubuque St., Iowa City, IA 52240. IN WITNESS WHEREOF, the PARTIES hereto have executed this AGREEMENT to be effective as of the 1st day of August 2017. CITY OF IOWA CITY JOHNSON COUNTY, IOWA Jams A. Throgmorton, Mayor JaneJane Rettig, Chairperson Atte t: Attest: ^ h66,;- ee— 0 City Clerk Coilirty Auditor CITY ACKNOWLEDGMENT STATE OF IOWA ) ) ss: JOHNSON COUNTY ) On this : v,a day of Avq\ask , 2017, before me, the undersigned, a notary public in and for the State of Iowa, personally appeared James A. Throgmorton and Kellie K. Fruehling, to me personally known, who being by me duly swom, did say that they are the Mayor and City Clerk, respectively, of said municipal corporation executing the within and foregoing instrument; that the seal affixed thereto is the seal of said municipal corporation; that said instrument was signed and sealed on behalf of said municipal corporation by authority of its City Council; and that the said Mayor and City Clerk as such officers acknowledged that the execution of said instrument to be the voluntary act and deed of said corporation, by it and by them voluntarily executed. ,k.V � C_ No Public in and for the State of Iowa Approved: 7 Ito City Attorney COUNTY ACKNOWLEDGEMENT STATE OF IOWA ) ) ss: JOHNSON COUNTY ) On this Z day of IV 2017, before me, the undersigned, a Notary Public in and for the State of Iowa(, personally appeared Janelle Rettig and Travis Weipert, to me personally known, and, who, being by me duly sworn, did say that they are the Chairperson of the Board of Supervisors and County Auditor, respectively, of the County of Johnson, Iowa; that the seal affixed to the foregoing instrument is the corporate seal of the corporation, and that the instrument was signed and sealed on behalf of the corporation, by authority of its Board of Supervisors; and that the said Chairperson and Auditor, as such officers acknowledged the execution of the instrument to be their voluntary act and deed and the voluntary act and deed of said corporation, by it and by them voluntarily executed. MARK A. KISiLPR ComnV an Nu^Der 1 15 l - . Commissbn GE R a 7llll o y Public in and for the State of Iowa My commission expires: 144gy 0, o2U CITY OF IOWA CITY COUNCIL ACTION REPOU August 1, 2017 Resolution approving a space sharing agreement with Johnson County for the Johnson County Ambulance Service's use of a portion of Fire Station 4 Prepared By: John Grier, Fire Chief Eric Goers, Assistant City Attorney Reviewed By: Geoff Fruin, City Manager Fiscal Impact: No impact Recommendations: Staff: Approval Commission: N/A Attachments: Agreement, Resolution Executive Summary: The current Fire Station 4 (2008 N Dubuque) space sharing arrangement with Johnson County Ambulance Service (JCAS) is scheduled to end on August 31, 2017. The City and County have determined having an ambulance operating from Fire Station 4 to be of mutual benefit. No compensation is being required by the City. The term is undefined but either party can opt out with appropriate written notice. Background / Analysis: ICFD and JCAS have a long history of collaboration and cooperation in providing emergency medical care to the community. The initial space sharing agreement covered the construction period of the new JCAS headquarters building. Extending the space sharing agreement provides the value of an ambulance being readily positioned to respond to emergencies in the adjacent City fire districts. Under the proposed agreement, JCAS has use of one spot in the apparatus bay, two bedrooms, designated storage space, parking spaces and access to all amenities of the station. Johnson County is responsible for establishing, operating and maintaining any IT, phone, radio systems they require, as well as any costs associated with modification and upkeep of their designated spaces. tr , CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (3 19) 356-5000 (319)356-5009 FAX www.icgov.org Information submitted between distribution of packet on Thursday and close of business on Monday. Late Addition Consent Calendar Item 2d. Resolution and Motions: Item 2d(14) REAP Grant -Hickory Hill Park - Resolution authorizing the City Manager to submit a Resource Enhancement and Protection (REAP) grant application for Hickory Hill Park and to sign a grant agreement if awarded. Comment: This resolution authorizes the City Manager to apply for a Resource Enhancement and Protection (REAP) grant from the Iowa Dept. of Natural Resources for $200,000 for ecological habitat, forest, and stream bank restoration for Hickory Hill Park. No local match is required. The grant process requires the City Council to authorize the submission. If awarded, this resolution also authorizes the City Manager to sign the grant agreement. Late Handouts: Ct onsent Calendar em 2d. Resolutions and Motions: em 2d(7) Space Sharing Agreement with Johnson County Ambulance Service — Page 2 of Indemnification Agreement was omitted in original packet and is being distributed now. Item 2f. Correspondence Item 2f(7) Mary Kirkpatrick: Good Neighbor Gardens Info Packet of 7/27: Memo from Council Member Cole: Upcoming Budget Work Session t= 1 CITY OF IOWA CITY ^^ COUNCIL ACTION REP -...� OSI August 1, 2017 Resolution approving a space sharing agreement with Johnson County for the Johnson County Ambulance Service's use of a portion of Fire Station 4 Prepared By: John Grier, Fire Chief Eric Goers, Assistant City Attorney Late Handouts Distribute. Reviewed By: Geoff Fruin, City Manager Fiscal Impact: No impact Recommendations: Staff: Approval Commission: N/A l Attachments: Agreement, Resolution (Date) Executive Summary: The current Fire Station \4(2 8 N Dubuque) space sha ng arrangement with Johnson County Ambulance Service (JCAS) is sc eduled to end on Aug st 31, 2017. The City and County have determined having an ambulance erating from Fir Station 4 to be of mutual benefit. No compensation is being required by th City. The ter is undefined but either party can opt out with appropriate written notice. Background / Analysis: ICFD and JCAS have a long history of col medical care to the community. The initial period of the new JCAS headquarters b provides the value of an ambulance being adjacent City fire districts. and cooperation in providing emergency ring agreement covered the construction tending the space sharing agreement iti ed to respond to emergencies in the Under the proposed agreement, JCAS has use of one spot in the pparatus bay, two bedrooms, designated storage space, parking spaces and access to all amen 'es of the station. Johnson County is responsible for establishing, operating and maintaining any T, phone, radio systems they require, as well as any costs associated with modification and upkeep of their designated spaces. 2d(7) Prepared by: Eric R. Goers, Asst. City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. Resolution authorizing the Mayor to sign and City Clerk to attest Iowa City Fire Department Station 4 sharing and indemnification agreement with Johns n County to allow the Johnson County Ambulance Servi to utilize a portion of Fire Station 4. Whereas, the Johnson �ounty Ambulance Service, times to northeast Iowa City and northeast Johnson Whereas, collaboration and cooperation between the Johnson County Ambulance Service is long-standing and Whereas, the City has the capacity assist the storage at the City's Fire Station 4; and, Whereas, the City is not seeking compens Ion for and the County appreciates that all space an faciJ its own risk; and Whereas, the Agreement calls for the County Agreement is terminated by either party; and ito enhance emergency response ; and i City Fire Department and the mutual, to the benefit of all parties; by providing parking, housing, and space used by the County in this way, are borrowed on an "as is" basis, and at access to Fire Station 4 until the Whereas, it is in the best interests of the City o approve t ' Agreement. Now, therefore, be it resolved by the City C uncil of the City o Iowa City, Iowa, that: 1. The attached Iowa City Fire Depart"nt Station 4 Sharing d Indemnification Agreement is approved. 2. The Mayor and the City Clerk are authorized and directed to re ectively execute and attest the Agreement attached hereto in duplicate. Passed and approved this day of Mayor City Clerk Approved by ` 1dS City Attorney's Office 7 IOWA CITY FIRE DEPARTMENT STATION 4 SNARING AND INDEMNIFICATION AGREEMENT This Station 4 Sharing and Indemnification Agreement (hereinafter, the "AGREEMENT") is between the City of Iowa City (hereinafter, the "CITY") and Johnson County, Iowa (hereinafter, the "COUNTY'; together, the "PARTIES".) RECITALS WHEREAS, the Johnson County Ambulance Service, a CO TY entity, desires to enhance emergency response times to northeast Iowa City and northe t Johnson County. WHEREAS, collaboration and cooperation between the Iowa City Fire De artment and the Johnson County Ambulance Service is long-standing and mutual; and WHEREAS, the CITY lis the capacity to assist the COU -I` and storage at the CITY'S ire Station 4; and WHEREAS, the CITY doe of seek compensation for the way, and the COUNTY appr \tenterainto hat llpace and facil: and at its own risk; and WHEREAS, the PARTIES withis AGRE ] understanding. 1. Use of Facilities. The COUNTY shall haN bedrooms, all as designated by CITY, and responsible for establishing, operating, and utilize, as well as for any other fit -out they of condition as when received by the COUI by providing parking, housing, ;e used by the COUNTY in this are borrowed on an "as is" basis, to memorialize their mutual tse of one bay, storage space, and two Iowa City Fire Station 4. COUNTY is tainmg any phone, IT, or radio facilities they rr The facilities shall be returned in as good sav normal wear and tear. 2. Janitorial. Fire Station 4 is cleaned and maintained by 0kJ Y firefighters. It is expected that COUNTY employees using the facility will be at least as igem as CITY employees in cleaning and maintaining the facilities//used by the COUNT . 3. Use of Facilities. The COUNTY will use the facilities in questi n solely for operation of the Johnson County Ambulance Service. The facilities may not be used for any other purpose. 4. Prohibited Behavior. Smoking is not allowed anywhere on the grounds of Fire Station 4. 5. Waiver. The COUNTY hereby disclaims, and COUNTY hereby releases the CITY from any and all liability, whether in contract or tort (including strict liability and negligence) for any loss, damage, or injury of any nature whatsoever sustained by COUNTY, its employees, agents or invitees related in any way to COUNTY'S use of Fire Station 4 during the tern of this AGREEMENT, including, but not limited to, loss, damage or injury to the property of COUNTY, or the injury (up to and including death) of COUNTY's employees, contractors, subcontractors, agents, volunteers, or invitees. 6. Indemnification. COUNTY agrees to defend, indemnify, and hold harmless the CITY against any and all claims related in any way to COUNTY's use of Fire Station 4 during the term of this AGREEMENT. 7. Waiver of Subrogation. The CITY and COUNTY and all parties claiming under or through them hereby mutually release and discharge each other, and the officers, employees, agents, representatives; customers and business visitors of CITY and COUNTY from all claims, losses and liabilities arising from or caused by any hazard covered by insurance on or in connection with the facilities or said building, even if caused by the fault or negligence of a released party. This release shall apply only to the extent that such claim, loss or liability is covered by insurance. 8. Termination. This AGREEMENT shall remain in fill force and effect until such a time as either party gives notice of termination. Said to tion will be effective fourteen (14) calendar days after service, by first class mail, on other party. Written notice shall be provided to the following: CITY: Iowa City F' Chief, 410 E. Washington St., Iowa City, IA 52240; COUNTY: Chairperson, Johnson 'J Board of Supervisors, 913 S. Dubuque St., Iowa City, IA 52240. IN WITNESS WHEREOF, the PARTIF^ereto have executed this AGREEMENT to be effective as of the day of _NO17. CITY OF IOWA CITY / JOHNSON COUNTY, IOWA James A. Throgmorton, Mayor Attest: City Clerk Janelle Attest: - \� �-, er Coiditty Auditor CITY ACKNOWLEDGMENT STATE OF IOWA ) ) ss: JOHNSON COUNTY ) On this day of , 2017, before me, the undersigned, a notary public in and for the State of Iowa, personally appeared James A. Throgmorton and Kellie K. Fruebling, to me personally known, who being by me duly sworn, did say that they are the Mayor and City Clerk, respectively, of said municipal corporation executing the within and foregoing instrument; that the seal axed thereto is the seal of said municipal corporation; that said instrument was signed and sealed on behalf of said municipal corporation by authority of its City Council; anthat the said Mayor and City Clerk as such officers acknowledged that the execution of said ins at to be the voluntary act and deed of said corporation, by it and by them voluntarily executed. Approved: City Attorney COUNTY STATE OF IOWA ) ) ss: JOHNSON COUNTY ) Notary Public in an$ for the State of Iowa On this � day of ---7k 1 V 2017, efore me, the undersigned, a Notary Public in and for the Stat f Iow personally appeared Jan elf Rettig and Travis Weipert, to me personally known, and, who, being by me duly swo did say that they are the Chairperson of the Board of Supervisors and County Auditor, respecti�e)y„ of the County of Johnson, Iowa; that the seal affixed to the foregoing instrument is the corporate seal of the corporation, and that the instrument was signed and sealed on behalf of the corporation, by authority of its Board of Supervisors; and that the said Chairperson and Auditor, as such officers acknowledged the execution of the instrument to be their voluntary act and deed and the voluntary act and deed of said corporation, by it and by them voluntarily executed. p MMK A. �SQIR L Com Commisabn "�«� o y Public in and for the State of Iowa My commission expires: /4-ty i1/7 0�0 zc� (2) Prepared by: Ben Clark, Public Works, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5436 Resolution No. 17-249 Resolution accepting the work for the Wastewater Clarifier Repairs Project Whereas, the Engineering Division has recommended that the work for construction of the Wastewater Clarifier Repairs Project, as included in a contract between the City of Iowa City and Fab Tech Wastewater Solutions, L.L.C. of O'Fallon, Missouri dated March 31, 2017, be accepted; and Whereas, the Engineer's Report and the performance and payment bond have been filed in the City Clerk's office; and Whereas, funds for this project are available in the Wastewater Clarifier Repairs account # V3144; and Whereas, the final contract price is $287,400.00. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that said improvements are hereby accepted by the City of Iowa City, Iowa. Passed and approved this 1st day of August 2017 M or Approved by Att4ea City Clerk City Attorney's Office -T 2q/i7 It was moved by Taylor and seconded by sotchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: x Botchway x Cole x Dickens x Mims x Taylor x Thomas x Throgmorton 'r CITY OF IOWA CITY ^r� COUNCIL ACTION REPORT August 1, 2017 2 Resolution acceotina the work for the Wastewater Clarifier Reoairs Project Prepared By: Reviewed By: Fiscal Impact: Recommendations: Attachments: Ben Clark - Sr. Civil Engineer Jason Havel - City Engineer, Ron Knoche - Public Works Director Geoff Fruin - City Manager None Staff: Approval Commission: NIA Resolution, Engineer's Report Executive Summary: This project consisted of repairing two primary clarifiers at the Wastewater Treatment Facility. New center cages, center columns, rake arms and associated hardware were installed. The existing platforms and drive cages were sand blasted and repainted to extend their useful life. The project is funded by the Wastewater Clarifier Repairs account # V3144. Work on the project was recently completed by Fab Tech Wastewater Solutions, L.L.C. of O'Fallon, Missouri in substantial accordance with the plans and specifications. The Engineer's Report and Performance and Payment bond are on file with the City Clerk. Project Estimated Cost: $ 281,750.00 Project Bid Received: $ 256,000.00 Project Actual Cost: $ 287,400.00 ENGINEER'S REPORT July 24, 2017 City Clerk Iowa City, Iowa Re: Wastewater Clarifier Repairs Project Dear City Clerk: CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240 - 1826 (319) 356 - 5000 (319) 356 - 5009 FAX www.icgov.org I hereby certify that the construction of the Wastewater Clarifier Repairs Project has been completed by Fab Tech Wastewater Solutions, L.L.C. of O'Fallon, Missouri in substantial accordance with the plans and specifications prepared by the City of Iowa City. The project was bid as a lump sum contract and was awarded for $256,000.00. The final contract price is $287,400.00. There were a total of two (2) change or extra work orders for the project as described below: 1. Provide two (2) new center cages. Existing center $12,400.00 cages were discovered to be severely corroded. 2. Provide two (2) new center columns. Existing center $19,000.00 columns were discovered to be severely corroded. TOTAL $ 31,400.00 I recommend that the above -referenced improvements be accepted by the City of Iowa City. Sinc�ere�ly, Jason Havel, P.E. City Engineer Prepared by: Kumi Morris, Facility Manager, City of Iowa City, 410 E. Washington St., Iowa City, IA 52240, 356-5082 Resolution No. 17-250 Resolution accepting the work for the City Hall Lobby, Revenue, Harvat Hall & NDS Renovation Project Whereas, the Engineering Division has recommended that the work for construction of the City Hall Lobby, Revenue, Harvat Hall & NDS Renovation Project, as included in a contract between the City of Iowa City and City Construction Group. of Iowa City, Iowa, dated April 21, 2015, be accepted; and Whereas, the Engineer's Report and the performance and payment bond have been filed in the City Clerk's office; and Whereas, funds for this project are available in the following account #'s G4721 City Hall Remodel for NDS Integra and G4714 Remodel City Hall Lobby and Revenue; and Whereas, the final contract price is $948,404.00. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that said improvements are hereby accepted by the City of Iowa City, Iowa. Passed and approved this 1st day of August 2017. G• Ma r > Approved by Att 2eG e �'S-1 /�ke�, City Clerk City Attorney's Office -7 yH / t, It was moved by 'Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: x Botchway x Cole x Dickens x Mims x Taylor x Thomas x Throgmorton 1 r � �m�lir ,� CITY OF IOWA CITY COUNCIL ACTION REPO August 1, 2017 2d Resolution accepting the work for the City Hall Lobby, Revenue, Harvat Hall & NDS Renovation Project Prepared By: Kumi Morris - Facility Manager Reviewed By: Jason Havel - City Engineer Ron Knoche - Public Works Director Juli Seydell Johnson - Parks and Recreation Director Geoff Fruin - City Manager Fiscal Impact: None Recommendations: Staff: Acceptance Commission: N/A Attachments: Resolution, Engineer's Report Executive Summary: This project has been completed by City Construction Group of Iowa City, Iowa in substantial accordance with the plans and specifications. The Engineer's Report and Performance and Payment bond are on file with the City Clerk. • Project Estimated Cost: $ 842,517.00 • Project Bid Received: $ 840,100.00 • Project Final Cost: $ 948,404.00 Background / Analysis: The project involved renovating and creating accessibility improvements to the main City Hall lobby, Harvat Hall, the Revenue Division, and the Neighborhood and Development Services Department. The project also included adding two accessible restrooms on the second floor. Multiple projects that have been pending for several years were combined to seek cost effective bidding and to decrease the inconvenience to the public and operations. ENGINEER'S REPORT July 25, 2017 City Clerk Iowa City, Iowa CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240 - 1826 (319) 356 - 5000 (319) 356 - 5009 FAX www.icgov.org Re: City of Iowa City, City Hall Lobby, Revenue, Harvat Hall & NDS Renovation Project Dear City Clerk: I hereby certify that the construction of the City of Iowa City, City Hall Lobby, Revenue, Harvat Hall & NDS Renovation Project has been completed by City Construction Group of Iowa City, Iowa in substantial accordance with the plans and specifications prepared by Rohrbach Associates PC. The project was bid as a lump sum contract at $840,100.00 and the final contract price is $948,404.00. There was a total of two (2) change or extra work orders for the project as described below: 1. Unknown conditions and repairs discovered during construction and additional related work scope (NDS reception area, etc.) $67,711.00 2. Scope of phasing changes, hardware revisions, additional electrical work, and removal of wall paper and paint $40,593.00 Total $108,304.00 I recommend that the above -referenced improvements be accepted by the City of Iowa City. Sincerely, Jason Havel, P.E. City Engineer 2-,::�()o) Prepared by: Dave Panos, Sr. Civil Engineer, 410 E. Washington St., Iowa City, IA 52240 (319) 3565145 Resolution No. 17-251 Resolution accepting the work for the Iowa Highway 1 / US Highway 218 Traffic Signal Pole Replacement Project. Whereas, the Engineering Division has recommended that the work for construction of the Iowa Highway 1 / US Highway 218 traffic Signal Pole Replacement Project as included in a contract between the City of Iowa City and Advanced Electrical Services, Inc. of Iowa City, Iowa dated September 8, 2017, be accepted; and Whereas, the Engineer's Report and the performance and payment bond have been filed in the City Engineer's office; and Whereas, funds for this project are available in the Loss Reserve fund account # 82310613; and Whereas, the final contract price is $26,700.00. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that said improvements are hereby accepted by the City of Iowa City, Iowa. Passed and approved this 1st day of August / 2017. M or Approved by Attest y clX0.1,, 4CiClerk City Attorney's Office -7(.,q/,, It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: Ayes x Pweng/masters/acptwork.doc 7117 Nays: Absent: Botchway Cole Dickens Mims Taylor Thomas Throgmorton r CITY OF IOWA CITY ;r� COUNCIL ACTION REPORT August 1, 2017 Resolution accepting the work for the Iowa Highway 1 / US Highway 218 Traffic Signal Pole Replacement Project Prepared By: Dave Panos - Sr. Civil Engineer Reviewed By: Jason Havel - City Engineer, Ron Knoche - Public Works Director Geoff Fruin - City Manager Fiscal Impact: None Recommendations: Staff: Approval Commission: N/A Attachments: Resolution, Engineer's Report Executive Summary: 2d(1 This project consists of removal of a damaged traffic signal pole at the intersection of Highway 1 and Highway 218 and installation of a new replacement pole. The cost of $26,700 is funded with Loss Reserve fund account # 82310613. Work on the project was recently completed by Advanced Electrical Services, Inc. of Iowa City, Iowa, in substantial accordance with the plans and specifications. The Engineer's Report and Performance and Payment bond are on file with the City Engineer. • Project Estimated Cost: $ 25,000.00 • Project Bid Received: $ 26,700.00 • Project Actual Cost: $ 26,700.00 ENGINEER'S REPORT July 24, 2017 f*.;;;: SAM �`'*�rwo®���`t' -ra.ac� CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240 - 1826 (319) 356 - 5000 (319) 356 - 5009 FAX www.icgov.org City Clerk Iowa City, Iowa Re: Iowa Highway 1 / US Highway 218 Traffic Signal Pole Replacement Dear City Clerk: I hereby certify that the construction of the Iowa Highway 1 / US Highway 218 Traffic Signal Pole Replacement has been completed by Advanced Electrical Services, Inc. of Iowa City, Iowa in substantial accordance with the plans and specifications prepared by the City of Iowa City. The Project was bid as a unit price contract, and was awarded for $26,700. No change orders were issued for the Project, and the final contract price is $26,700. 1 recommend that the above -referenced improvements be accepted by the City of Iowa City. Sincerely, Jason Havel, P.E. City Engineer Prepared by: Jonathan Durst, Assistant Water Superintendent, 410 E. Washington Sl., Iowa City, IA 52240; (319) 356-5169 Resolution No. 17-252 Resolution approving, authorizing and directing the Mayor to execute and the City Clerk to attest an Agreement by and between the City of Iowa City and Benchmark, Inc. of Cedar Rapids, IA to provide engineering consultant services for the Water Treatment Plant Roof Replacement and Water Distribution Building Repairs Project Whereas, the existing ballasted membrane roof on the Water Treatment Plant is 15 years old and has exhibited signs of wear through increased maintenance and internal leaking; and Whereas, the existing metal roof on the Water Distribution Facility is of indeterminate age and has exhibited signs of wear through increased maintenance and internal leaking; and Whereas, the City through a request for proposal (RFP) process expressed a desire for the services of a consulting firm to assess the condition of the existing roofs to identify options for the repair or replacement (hereinafter "Project"); and Whereas, the goal of the Project is to evaluate the roofs and determine the necessary improvements needed to provide the facilities with roof repair or replacement solutions that will endure for the specified life of the installed products; and Whereas, Benchmark, Inc. (hereinafter "Consultant") responded to the RFP with desirable experience working on projects of similar type and size; and Whereas, the City has negotiated an Agreement with the Consultant to provide the services necessary for the Project; and Whereas, it is in the public interest to enter into said Agreement with the Consultant; and Whereas, funds for this project are available in the Water Distribution Building Repairs account #W3309 and Water Plant Roof Replacement account #W3310. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA, THAT: 1. The Consultant's Agreement attached hereto is in the public interest, and is approved as to form and content. 2. The Mayor and City Clerk are hereby authorized and directed to execute the attached Consultant's Agreement. 3. The City Manager is authorized to execute amendments to this contract as they may become necessary. Passed and approved this 1st day of August / 2P1 7 L. May r Approved by Atte Ci Clerk City Attorneys Office y /� Resolution No. 17-252 Page 2 It was moved by Taylor and seconded by sotchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: x x x x x pmgn aslemNConsulWgtd. Absent: Botchway Cole Dickens Mims Taylor Thomas Throgmorton CONSULTANT AGREEMENT _J�— 4t� vcs4— THIS AGREEMENT, made and entered into this day of017, by and between the City of Iowa City, a municipal corporation, hereinafter referred to as the City, and Benchmark, Inc., of Cedar Rapids, Iowa, hereinafter referred to as the Consultant. WHEREAS, the existing ballasted membrane roof on the Water Treatment Plant is 15 years old and has exhibited signs of wear through increased maintenance and internal leaking; and WHEREAS, the existing metal roof on the Water Distribution Facility is of indeterminate age and has exhibited signs of wear through increased maintenance and internal leaking; and WHEREAS, the City through a request for proposal (RFP) process expressed a desire for the services of a consulting firm to assess the condition of the existing roofs to identify options for the repair or replacement (hereinafter "Project'); and WHEREAS, the goal of the Project is to evaluate the roofs and determine the necessary improvements needed to provide the facilities with roof repair or replacement solutions that will endure for the specified life of the installed products; and WHEREAS, Benchmark, Inc. responded to the RFP with desirable experience working on projects of similar type and size; and WHEREAS, the City has negotiated an Agreement with the Consultant to provide the services necessary for the Project; and WHEREAS, it is in the public interest to enter into said Agreement with the Consultant; and WHEREAS, funds for this project are available in the Water Distribution Building Repairs account #W3309 and Water Plant Roof Replacement account #W3310. NOW THEREFORE, it is agreed by and between the parties hereto that the City does now contract with the Consultant to provide services as set forth herein. I. SCOPE OF SERVICES Consultant agrees to perform the following services for the City, and to do so in a timely and satisfactory manner: A. Survey, Report, and Bidding Documents 1. Review as -built documents and other available historical information. Conduct a field investigation to gather needed information, details, etc. for recommending roof improvements and related work, and for preparing drawings and specifications. 2. Provide a narrative design review summary (DRS) report to discuss the project - specific criteria, recommend options for roof improvements and related work, and provide associated opinion of probable construction costs. Meet with the City to review the DRS report and associated options. 3. Prepare technical specifications, detail drawings, and plans based on the option(s) -2 - selected by the City. Consultant will assemble bidding documents incorporating the City's front-end bidding requirements, contract documents, and applicable general requirements. Consultant's compensation is based on providing one (1) set of bid documents to incorporate the roof improvements on both buildings. 4. Consultant will provide an opinion of probable construction costs for use by the City in budgeting. The cost opinions will be updated by the Consultant following each review process, if required. 5. Send preliminary bidding documents electronically to the City via e-mail, when approximately 50% and 90% complete. City will copy and issue the review documents. 6. Conduct 50% and 90% review meetings, to review preliminary plans and specifications with the City and other interested parties. 7. Incorporate recommended changes from each review into the bidding documents. B. Bid Services 1. Work jointly with the City to advertise for bids, using the City's standard format. A single bid package will be advertised with base and alternate bids to support selecting a construction scope that corresponds to available budget. 2. Provide electronic copies of bidding documents to the City via email. Consultant will review a check plot of the plans from the City's printing vendor, prior to the completion of multiple copies. 3. The City will copy and issue all bidding documents. 4. Conduct a pre-bid conference at the job sites to familiarize Bidders with the bidding documents and with any special systems, materials, methods, site, or work restrictions. Consultant will respond to questions from Bidders and provide associated addenda. 5. The Consultant will prepare, sign, and certify all addenda, and provide to the City electronically via email. The City will copy and issue addenda to plan holders. 6. Attend the public bid opening, review and analyze bids received by the City and make a written recommendation for award of contract. C. Construction Phase Services 1. Prepare conformed (i.e. construction set) contract documents and submit to City's printing vendor for issuance to the project team. Consultant will incorporate all addendum items from the bidding phase into this set. 2. Attend a preconstruction meeting at the City's offices and/or project sites to discuss such matters as construction administration procedures, scheduling, project coordination, technical requirements, and construction details. Consultant will prepare and issue meeting minutes. 3. Review Contractor's shop drawings and submittals, accept or reject the same, and provide comments. Consultant will electronically distribute submittals and related SCE comments. 4. Observe the roofing work by visiting the sites in conjunction with the roofing work. Consultant's personnel will familiarize themselves with the progress of the roofing work to endeavor to determine, generally, if the roofing work is proceeding in accordance with the contract documents. Consultant's compensation is based on six (6) days of site visitation and six (6) associated daily construction reports as described in paragraph c, 5, over the project's duration. a. Benchmark will schedule site visits to coincide with the start of work on each roof section and other critical project milestones, whenever possible. b. Each day of site visitation will be eight (8) hours in duration including travel to/from Benchmark's office. Report preparation time will be in addition to time spent visiting the site. 5. Record the progress of the work, field observations, and any noted deficiencies using written daily construction reports. Reports will include photographs and a key plan showing the location of work occurring that day. Construction reports will be prepared in electronic format, and distributed via e-mail to the City, Contractor, and other parties as directed by the City. 6. Attend progress meetings, with the City, Contractor, and other interested parties. Consultant will prepare and issue meeting minutes. Consultant's compensation is based on two (2) progress meetings, which will be held independent of the six (6) site visits in paragraph c,4. Review Contractor's requests for information and issue responses in writing to the City and Contractor, as directed. 8. Review Contractor's payment applications and prepare change orders, and work jointly with the Construction Manager to approve or reject the same. 9. Attend the City's substantial completion inspection, record any deficiencies or incomplete work observed by the inspection attendees, and issue a punchlist and key plan drawing to the City. 10. Following written notification from the Contractor to the City that the project is ready for final inspection, Consultant will perform final inspection. Consultant will notify the City regarding any incomplete punchlist items that are discovered. Consultant's compensation is based on one (1) final inspection per roof. 11. Review the Contractor's warranties and other closeout submittals, and forward to the City with any applicable comments. 12. Following receipt of the Contractor's as -built drawings and specifications from the City, Consultant will incorporate pertinent information into record drawings and documents. Consultant will furnish record documents to the City electronically in AutoCAD and PDF formats on a removable drive. 13. After all punchlist items are complete, and closeout documents and as -built documents are considered to be satisfactorily completed, Consultant will provide a letter of project acceptance, and forward to the City. M D. The Consultant's scope of services and compensation with respect to the Water Distribution Facility are based on the following assumptions: 1. The roof improvements will be included in the same set of the bid documents as the Water Treatment Plant improvements; and both projects will be packaged for bidding and awarded to one (1) contractor. 2. The existing metal roof system will remain in place, and receive maintenance restoration work-in lieu of removal and replacement. 3. New gutters and downspouts will be specified, which will be designed to discharge onto pavement or grade. If the City of Iowa City Building Department requires installation of underground tiling to accommodate downspout drainage, the gutters and downspouts will be omitted, and the existing open-eave drainage concept will be retained. 4. Given the existing roof will be maintained, the Consultant's scope of services will not provide any structural engineering evaluation via subconsulting with another firm, and structural improvements will not be included in the roof maintenance scope. 5. The specified restoration work will include removal of obsolete roof penetrations to the bottom of the roof insulation and patching of roof panels; repair or replacement of metal rake -end trim; installation of foam -rubber panel closures within voids where siding ribs extend behind metal eave trim; new gutters and downspouts as described; and restoration of the existing metal roof panels. Work not related to the roof improvements; such as removal of obsolete interior equipment, electrical demolition or improvements, repairing building walls/louvers, window replacements, and the like; will not be included in the Consultant's scope of services, and will not be included in the bidding documents. 6. Provide lift for use in accessing and investigating the underside of the existing Water Distribution Facility metal roof panels. E. Activities to be performed by the City in support of the project include the following items: 1. Obtain and furnish all available historical documentation requested by the Consultant; such as as-buill/record drawings and specifications; drawings and specifications for past building, equipment, or roof alterations; roof and roof decking -related construction submittals; and electronic CAD drawing files. It is understood that information may not be available for the Water Distribution Facility. 2. Provide access to the buildings and roofs, including on-site escorting where required by the City. 3. Identify and communicate the locations of all obsolete rooftop equipment to be included in the bidding documents for removal. 4. Provide electronic word documents for the City's standard Division 00 and 01 bidding documents, including sample advertisement for bid, contract, general conditions, special conditions, and supplementary conditions as applicable. 5. Assist Consultant in corresponding with the Water Treatment Plant contracted structural inspection firm, to obtain information pertaining anticipated deflection of a.1M the double -tee roof deck system upon removal of the existing stone ballast and installation of a non -ballasted replacement roof system. 6. Provide review of documents and associated comments in a timely manner, not later than seven (7) calendar days after receipt from the Consultant. 7. Administer the public hearing and public bidding processes; including attending public hearings, advertising for public bidding, and providing bidding documents, addenda, etc. to plan rooms as deemed necessary by the City. 8. Administer and award the construction contract to the successful Contractor. 9. Provide all document reproduction, via Rapids Reproductions, for progress sets of bidding documents, final bidding documents, addenda, conforming construction - set documents, and as-buill/record documents. 10. Attend all specified project meetings and substantial completion inspections. it. TIME OF COMPLETION The Consultant shall complete the following phases of the Project on or before the milestone dates shown in the schedule below. This schedule reflects an optimum timeline, but may be subject to change based on the City's needs and the construction Contractor's efficiency. Any changes to the schedule must be approved by the City in writing. Award Consultant Contract. ....................................................................................... August 1, 2017 FieldWork.........................................................................................................September 14, 2017 Design Review Summary Report, City Review, and Review Meeting .................:..October 12, 2017 50% Review Bidding Documents, City Review, and Review Meeting ................ November 16, 2017 90% Review Bidding Documents, City Review, and Review Meeting ................ December 22, 2017 100% Bidding Documents Complete......................................................................January 18, 2017 Bidding...................................................................................................... February 6 — May 1, 2018 Construction Contract Award..........................................................................................May 1, 2018 Submittals and Preconstruction Activities.....................................................................May 31, 2018 Start Construction..........................................................................................................June 1, 2018 Complete Construction and Closeout................................................................. November 20, 2018 III. GENERAL TERMS A. The Consultant shall not commit any of the following employment practices and agrees to prohibit the following practices in any subcontracts: 1. To discharge or refuse to hire any individual because of their race, color, religion, sex, national origin, disability, age, marital status, gender identity, or sexual orientation. 2. To discriminate against any individual in terms, conditions, or privileges of employment because of their race, color, religion, sex, national origin, disability, age, marital status, gender identity, or sexual orientation. B. Should the City terminate this Agreement, the Consultant shall be paid for all work and services performed up to the time of termination. However, such sums shall not be greater than the "lump sum" amount listed in Section IV. The City may ME terminate this Agreement upon seven (7) calendar days' written notice to the Consultant. C. This Agreement shall be binding upon the successors and assigns of the parties hereto, provided that no assignment shall be without the written consent of all Parties to said Agreement. D. It is understood and agreed that the retention of the Consultant by the City for the purpose of the Project shall be as an independent contractor and shall be exclusive, but the Consultant shall have the right to employ such assistance as may be required for the performance of the Project. E. It is agreed by the City that all records and files pertaining to information needed by the Consultant for the project shall be available by said City upon reasonable request to the Consultant. The City agrees to furnish all reasonable assistance in the use of these records and files. F. It is further agreed that no Party to this Agreement shall perform contrary to any state, federal, or local law or any of the ordinances of the City of Iowa City, Iowa. G. At the request of the City, the Consultant shall attend meetings of the City Council relative to the work set forth in this Agreement. Any requests made by the City shall be given with reasonable notice to the Consultant to assure attendance. H. The Consultant agrees to furnish, upon termination of this Agreement and upon demand by the City, copies of all basic notes and sketches, charts, computations, and any other data prepared or obtained by the Consultant pursuant to this Agreement without cost, and without restrictions or limitation as to the use relative to specific projects covered under this Agreement. In such event, the Consultant shall not be liable for the City's use of such documents on other projects. I. The Consultant agrees to furnish all reports, specifications, and drawings, with the seal of a professional engineer affixed thereto or such seal as required by Iowa law. J. The City agrees to tender the Consultant all fees in a timely manner, excepting, however, that failure of the Consultant to satisfactorily perform in accordance with this Agreement shall constitute grounds for the City to withhold payment of the amount sufficient to properly complete the Project in accordance with this Agreement. K. Should any section of this Agreement be found invalid, it is agreed that the remaining portion shall be deemed severable from the invalid portion and continue in full force and effect. L. Original contract drawings shall become the property of the City. The Consultant shall be allowed to keep reproducible copies for the Consultant's own filing use. M. Fees paid for securing approval of authorities having jurisdiction over the Project will be paid by the City. N. Upon signing this agreement, Consultant acknowledged that Section 362.5 of the Iowa Code prohibits a City officer or employee from having an interest in a contract with the City, and certifies that no employee or officer of the City, which includes 7 - members of the City Council and City boards and commissions, has an interest, either direct or indirect, in this agreement, that does not fall within the exceptions to said statutory provision enumerated in Section 362.5. O. The Consultant agrees at all times material to this Agreement to have and maintain professional liability insurance covering the Consultant's liability for the Consultant's negligent acts, errors and omissions to the City in the sum of $1,000,000. IV. COMPENSATION FOR SERVICES A. The Consultant will submit progress invoices on a monthly basis for professional services and reimbursable expenses expended during the past month. B. The Consultant's fees for the specified scope of professional services shall be compensated by the City on an hourly basis, not to exceed Sixty-five Thousand, Two Hundred and No/100 Dollars ($65,200.00). C. The City shall reimburse the Consultant for the actual cost of reimbursable expenses, not to exceed One Thousand Five Hundred and No/100 Dollars ($1,500.00). D. Consultant's hourly rates and reimbursable expenses shall be in accordance with Consultant's standard 2017 fee schedule, attached hereto as "Exhibit A". These rates and the quantity of hours worked by each position on the project will be detailed on each invoice submitted for payment. V. MISCELLANEOUS A. All provisions of the Agreement shall be reconciled in accordance with the generally accepted standards of the Engineering Profession. B. It is further agreed that there are no other considerations or monies contingent upon or resulting from the execution of this Agreement, that it is the entire Agreement, and that no other monies or considerations have been solicited. C. This Agreement shall be interpreted and enforced in accordance with the laws of the State of Iowa. Any legal proceeding instituted with respect to this Agreement shall be brought in a court of competent jurisdiction in Johnson County, Iowa. The parties hereto hereby submit to personal jurisdiction therein and irrevocably waive any objection as to venue therein, including any argument that such proceeding has been brought in an inconvenient forum. FOR THE CITY/``� i F R THE C I S NT By: /�/fes/„ By: Title: Maw Title: --5e d a -r Cerr S ✓/'f�i f Date: August 1, 2017 Date: -7/2 /// 7 ATTEST Approved by: d z� City Attorney's Office z %/4 `7 Date P.V..X...9mU" Em Benchmark, Inc. 2017 Fee Schedule Consuffina Services Senior Consultant Staff Consultant Safety Director Field Consultant Support Staff Services IT Consultant Drafting Technician Account Manager Administrative Assistant Expert Witness Service Preparing for or providing expert witness testimony Reimbursable Expenses Reimbursement to Benchmark, Inc. of reasonable travel expenses shall include the cost of transportation and lodging expenses, job supplies, document reproduction, shipping costs, equipment rental, etc., as incurred in the direct performance of services authorized by the Client. Meals Benchmark, Inc. Owned Vehicle Fee Subcontracted Services Effective: January 1, 2017 Rate $180.00/Hour $135.00/Hour $135.00/Hour $110.00/Hour $100.00/Hour $80.00/Hour $80.00/Hour $70.00/Hour $275.00/Hour At Cost $40.00/Diem $30.00/Diem on Travel Days to/from Home Base Benchmark, Inc. $60.00/Day At Cost, Plus 10% CITY OF IOWA CITY Water Treatment Plant and Water Distribution Facility Roof Replacements Schedule of Estimated Hours and Fees DESIGN AND BID PHASE SERVICES SERVICES HOURS I RATE I SUBTOTAL DesinNBid Phase Site Visits and Meetinos Prolect Hickofl Meetina 3 $ 180.00 $ 540.00 Field Work 24 $ 180.00 $ 4320.00 DesignReview Summe Report Review Meeting(Options and Cost D Inions 3 $ 180.00 $ 540.00 50% Design Review Meeting4 64 $ 180.00 $ 720.00 90% DesignReview Meeting4 1 2 $ 180.00 $ 720.00 Pre-bid Meeting4 $ 180.00 $ 720.00 Bid Opening 2 $ 180.00 $ 360.00 Desian. Report with Options and Cost Opinions. & Bidding Oncumenm lCoasuffinq Time 120 1$ 780.00 $ 21600.00 Benchmark Senior Consultant Peer Project Review 3 $ 780.00 $ 540.00 Atlministrative Assistant 1 32 1 $ 70.00 1 $ 2240.00 DraBin 64 1 $ 80.00 1 $ 6120.00 Coordination with Owner 1 2 1 $ 180.00 1 $ 360.00 Bid Services Assist with Advertisement for Bid 7 $ 180.00 $ 180.00 Add2ada 2 $ 180.00 $ 360.00 Attend Bid O enin 2 $ 180.00 $ 360.00 Interview and Recommendation for Award of Contract 1 2 1 $ 180.00 1 $ 360.00 Administrative Assistant 1 3 1 $ 70.00 $ 210.00 SUBTOTAL DESIGN & BID PHASE SERVICES $ 39,250.00 CONSTRUCTION PHASE SERVICES SERVICES I HOURS I RATE I SUBTOTAL Preconstruction Meeting Consulti 4 $ 18D.00 $ 720.00 Consultin -Minutes 2 $ 180.00 $ 360.00 Administrative Assistant i 1 $ 70.00 1 $ 70.00 Review Progress Meetings (2) Consultin 3 hrs. ea. 6 $ 180.00 $ 1080.00 Consulti -Minutes 1 hr. ea. 2 $ 180.00 $ 360.00 Administrative Assistant 1 hr. ea. 2 $ 70.00 $ 140.00 Final lnspeetton Consultin -Ins ection 1 6 1 $ 180.00 15 1,080.00 SUBTOTAL CONSTRUCTION PHASE SERVICES $ 25,950.00 ESTIMATED TOTAL NOT -T -EXCEED CONSULTING FEE $ 65,200.00 ESTIMATED REIMBURSABLE EXPENSES $ 1,500.00 CITY OF IOWA CITY COUNCIL ACTION REPORT August 1, 2017 Resolution approving, authorizing and directing the Mayor to execute and the City Clerk to attest an Agreement by and between the City of Iowa City and Benchmark, Inc. of Cedar Rapids, IA to provide engineering consultant services for the Water Treatment Plant Roof Replacement and Water Distribution Building Repairs Project Prepared By: Jonathan Durst - Assistant Water Superintendent Reviewed By: Kevin Slutts - Water Superintendent, Jason Havel - City Engineer, Ron Knoche - Public Works Director, Geoff Fruin - City Manager Fiscal Impact: The not -to -exceed fee is $66,700. Funding will be via the water fund and is available in the Water Treatment Plant Roof Replacement #W3310 and Water Distribution Building Repairs #W3309 accounts Recommendations: Staff: Approval Commission: N/A Attachments: Resolution, Agreement Executive Summary: This agreement authorizes Benchmark, Inc. to provide consultant services including design development, preparation of construction documents, bid phase services and limited construction administration and inspection services for the Water Treatment Plant Roof Replacement and Water Distribution Building Repairs Project. The project generally includes the study of the existing conditions, presentation of design alternatives, design options for the replacement of the roofs, and coordination of construction work not to impede water plant production. Background / Analysis: The existing Water Plant roof is a combination of ballasted membrane and adhered membrane on multiple levels associated with treatment areas. The ballasted membrane, essentially an impermeable layer held down by a layer of rock (i.e. ballast) has shown signs of settling and wear by the need for numerous patches and standing water after rain events. Further, the membrane ballast has accumulated in areas due to wind. Movement of the ballast allows the membrane to flutter, creating waves in the membrane. An easy way to visualize this is to imagine runs in a fitted bed sheet, but in order to remove the runs and relieve the subsequent stress requires the removal of tons of rock. The roof sections covered by an adhered membrane without ballast also show signs of settling and wear as well as shrinkage due to exposure to UV radiation. These conditions require sections, if not all, of the roof membrane to be replaced. The existing Water Distribution Facility is a sheet metal roof of unknown age. The facility itself is a minimalist steel frame, steel clad building. These attributes are important to the available roof replacement options as the capacity to bear a new roof or accept large modifications would be subject to structural analysis. x(12) Prepared by: Dan Striegel, Equipment Superintendent, 1200 S Riverside Drive, Iowa City, IA 52246 (319) 356-5197 Resolution No. 17-253 Resolution authorizing the award of a contract for the supply of gasohol and diesel fuel for the City's Equipment and Transit Divisions Whereas, gasohol and diesel fuel is purchased regularly throughout the fiscal year for City use and is also resold to other Johnson County non -taxed entities; and Whereas, the City issued a request for proposal (RFP #18-201) to solicit the supply of gasohol and diesel fuel for the City of Iowa City on June 9, 2017; and Whereas, the City received five proposals in response to the RFP; and Whereas an evaluation committee composed of staff from the City's Equipment Division reviewed and scored the proposals and selected Cobb Oil Company, Inc.; and Whereas, the initial term of this contract is for one year, with an option to renew for four additional one-year periods upon the mutual consent of the City and Cobb Oil Company, Inc.; and Whereas, the City's 2018 fiscal year budgeted fuel dollars total $1,748,750; and Whereas, in future renewals, the City expects to spend a similar amount on fuel purchases; and Whereas, this amount exceeds the City Manager's purchasing authority of $150,000, thus requiring City Council approval; and Whereas, funds for this purchase are available in General Fleet Maintenance account # 81710510 and in Transit Fleet Maintenance account # 71810230; and Whereas, approval of this procurement is in the public interest. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The proposed procurement as described is approved. 2. The City Manager is authorized to take whatever steps are necessary to effectuate future renewals. Passed and approved this 1st day of August 2017. M or -/ ,) Approved by Attester Vi � / -7/9-407 City Clerk City Attorneys Office Resolution No. 17-253 Page 2 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: x Botchway x Cole x Dickens x Mims x Taylor x Thomas x Throgmorton I r � m a l.oat frti CITY OF IOWA CITY COUNCIL ACTION REPORT Resolution authorizing the award of a contract for the supply of gasohol and diesel fuel for the City's Equipment and Transit Divisions. Prepared By: Dan Striegel, Equipment Superintendent Reviewed By: Ron Knoche, Director of Public Works Liz Craig, Assistant City Attorney Geoff Ftuin, City Manager Fiscal Impact: Funds for this service are available in General Fleet Maintenance account # 81710510 and in Transit Fleet Maintenance account # 71810230. Fiscal year 2018 budgeted fuel dollars total $1,748,750.00. Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: On June 9, 2017, the City issued a request for proposal for the supply of gasohol and diesel fuel for the City of Iowa City. The contract includes fuel purchases and delivery to five City fuel sites as well as several stationary backup generators within the City. Background / Analysis: The City received proposals from the following vendors: Cobb Oil Company, Inc., Hartland Fuel Products, Mansfield Oil Company of Gainesville Inc., Petroleum Services Company LLC and Petroleum Traders Corporation. Proposals were distributed to an evaluation committee, which consisted of representatives from the Equipment Division. The evaluation committee performed a thorough evaluation of each proposal based on the company's capabilities to provide the service and products, company history, customer satisfaction, references, and pricing. After a complete evaluation of the proposals, the evaluation committee recommends Cobb Oil Company, Inc. to receive the contract award for the supply of gasohol and diesel fuel for the City of Iowa City. 2d (13) Prepared by: Kevin Slutts, Water Superintendent, 80 Stephen Atkins Dr., Iowa City, IA 52240 (319) 356-5167 Resolution No. 17-254 Resolution authorizing the purchase of Neptune water meters for the City's Water Division Whereas, water meters are necessary to facilitate utility billing for the City of Iowa City; and Whereas, water meters are purchased regularly throughout the fiscal year for new water accounts and to upgrade old, less accurate meters; and Whereas, to ensure compatibility between water meters and existing electronic equipment and software used by the Water Division, staff recommends the purchase of Neptune water meters; and Whereas, Ferguson Waterworks is the only authorized distributor of Neptune water meters in this area; and Whereas, staff recommends award of a purchase contract with Ferguson Waterworks; and Whereas, the budgeted fiscal year 2018 amount for the purchase of water meters is $194,500; and Whereas, this amount exceeds the City Manager's spending authority of $150,000, thus requiring City Council approval; and Whereas, funds for this purchase are available in account # 73730140 474330; and Whereas, approval of this procurement is in the public interest. Now, therefore, be it resolved, by the City Council of the City of Iowa City, Iowa, that: 1. The proposed procurement as described above is approved. 2. The City Manager is authorized to take the steps necessary to make the purchase. Passed and approved this 1st day of August 2017 yor Approved by Attest,2L p2 S/1 City Clerk City ttorney's Office Resolution No. 17-254 Page 2 It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton r ' CITY OF IOWA CITY COUNCIL ACTION REPORT August 1, 2017 2d Resolution authorizing the purchase of Neptune water meters for the City's Water Division Prepared By: Kevin Slutts, Water Superintendent Reviewed By: Ron Knoche, Director of Public Works Geoff Fruin, City Manager Fiscal Impact: $194,500 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: The City purchases new water meters, which are required for utility billing, on an ongoing basis. The new meters are used to replace old meters and for new water accounts. The purchase price for the water meters for fiscal year 2018 is $194,500. Background / Analysis: The City purchases new water meters on an ongoing basis for new water accounts and to upgrade old meters. The meters must be compatible with the City's meter reading equipment. Neptune Technology is the City's supplier for meter reading equipment. Neptune water meters are compatible with Neptune meter reading equipment. Other meters have been tried and are not compatible. Therefore, to maintain compatibility, Neptune meters are required. Ferguson Waterworks is the only authorized distributor for the sale of Neptune water meters in this area. Prepared by: Susan Dulek, Asst. City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 17-255 Resolution authorizing the City Manager to submit a Resource Enhancement and Protection (REAP) grant application for Hickory Hill Park and to sign a grant agreement if awarded. Whereas, the Iowa Dept. of Natural Resources administers Resource Enhancement and Protection grants for acquisition and/or development/enhancement of land for outdoor recreation; Whereas, the grant process requires the City Council approval of a grant submissions; Whereas, City staff would like to apply for a $200,000 grant for the following activities as part of the 2017-18 Hickory Hill Trail, Bridge and Signage project and in concert with the 2016 Hickory Hill Park Master Plan: clearing of invasive species, removal of select diseased trees, and pruning of the tree canopy in select areas, and stream bank stabilization and restoration of prairie areas; and Whereas, there is no local match. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa that 1. The City Manager is authorized to apply for the REAP grant for Hickory Hill Park. 2. If the REAP grant is awarded, the City Manager is authorized to sign the grant agreement and amendments as needed. Passed and approved this 1st day of August, 2017. M or Attes• City Clerk City Attorney's Office Resolution No. 17-255 Page It was moved by Taylor and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: x x x ABSENT: ABSTAIN: Botchway Cole Dickens x Mims x Taylor Thomas Throgmorton I k 1 ft no - CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (319)356-5000 (319)356-5009 FAX www.icgov.org Information submitted between distribution of packet on Thursday and close of business on Monday. - ----- Consent Calendar Item 2d. Resolution and Motions: Item 2d(14) REAP Grant -Hickory Hill Park - Resolution authorizing the City Manager to submit a Resource Enhancement and Protection (REAP) grant application for Hickory Hill Park and to sign a grant agreement if awarded. Comment: This resolution authorizes the City Manager to apply for a Resource Enhancement and Protection (REAP) grant from the Iowa Dept. of Natural Resources for $200,000 for ecological habitat, forest, and stream bank restoration for Hickory Hill Park. No local match is required. The grant process requires the City Council to authorize the submission. If awarded, this resolution also authorizes the City Manager to sign the grant agreement. Late Handouts: Consent Calendar Item 2d. Resolutions and Motions: Item 2d(7) Space Sharing Agreement with Johnson County Ambulance Service — Page 2 of Indemnification Agreement was omitted in original packet and is being distributed now. Item 2f. Correspondence Item 2f(7) Mary Kirkpatrick: Good Neighbor Gardens Info Packet of 7127: Memo from Council Member Cole: Upcoming Budget Work Session i t C I T Y O F 1 0 Woliandmots DisTOVed COUNCIL ACTION REPORT"') August 1, 2017 (Date) Resolution authorizing the City Manager to submit a Resource Enhancement and Protection (REAP) grant application for Hickory Hill Park and to sign a grant agreement if awarded. Prepared By: Juli Seydell Johnson, Director of Parks & Recreation Reviewed By: Sue Dulek, Assistant City Attorney Geoff Fruin, City Manager Fiscal Impact: The restoration work anticipated with this grant is estimated at $200,000 which is the amount of the request. There is no City match required. Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: The Resource Enhancement and Protection (REAP) grant program through the Iowa Department of Natural Resources provides State assistance for the purpose of acquisition and/or development/enhancement of land for outdoor recreation. Grant does not required a match from the City. Grants are awarded through a competitive application process. Applications are due August 15, 2017. Background / Analysis: The environmental enhancement activities for Hickory Hill Park applied for with this grant include clearing of invasive species, removal of select diseased trees, and pruning of the tree canopy in select areas, stream bank stabilization and restoration of prairie areas. These areas were identified and restoration activities proscribed as part of the Natural Areas Plan. The restoration efforts support the work planned as part of the 2017-18 Hickory Hill Trail, Bridge and Signage project and are in concert with the 2016 Hickory Hill Park Master Plan. Prepared by: Daniel Scott, Public Works, 410 E. Washington St., Iowa City, IA 52240, (319)3565140 Resolution No. 17-256 Resolution setting a public hearing on August 15, 2017 on plans, specifications, form of contract, and estimate of cost for the construction of the 2017 Sewer Rehabilitation Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said plans on file for public inspection. Whereas, funds for this project are available in the Annual Sewer Repair account #V3101. Now, therefore, be it resolved by the Council of The City of Iowa City, Iowa, that: 1. A public hearing on the plans, specifications, form of contract, and estimate of cost for the construction of the above-mentioned project is to be held on the 15th day of August, 2017, at 7:00 p.m. in the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, or if said meeting is cancelled, at the next meeting of the City Council thereafter as posted by the City Clerk. 2. The City Clerk is hereby authorized and directed to publish notice of the public hearing for the above-named project in a newspaper published at least once weekly and having a general circulation in the City, not less than four (4) nor more than twenty (20) days before said hearing. 3. A copy of the plans, specifications, form of contract, and estimate of cost for the construction of the above-named project is hereby ordered placed on file by the City Engineer in the office of the City Clerk for public inspection. Passed and approved this 1st day of August 2017 Ma)6r Approved by Attes "L L /r� �.ti rrv�! Ak-low-... City Clerk City Attorney's Office 71) N /1-7 It was moved by Taylor and seconded by aotchway the Resolution be adopted, and upon roll call there were: Ayes: Nays: Absent: Botchway Cole Dickens Mims Taylor Thomas Throgmorton Tq CITY OF IOWA CITY COUNCIL ACTION REPORT August 1, 2017 Resolution setting a public hearing on August 15, 2017 on plans, specifications, form of contract, and estimate of cost for the construction of the 2017 Sewer Rehabilitation Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said plans on file for public inspection Prepared By: Daniel Scott - Senior Civil Engineer Reviewed By: Jason Havel - City Engineer, Ron Knoche - Public Works Director Geoff Fruin - City Manager Fiscal Impact: The estimated cost for this project is $335,000 and will be funded with sewer revenues available in the Annual Sewer Repair account #V3101. Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: This is a recurring maintenance project that includes lining sanitary sewers and manholes at various locations throughout the city. Work on this project also includes repair of sanitary sewer manhole castings and lids as needed. Background / Analysis: The 2017 Sewer Rehabilitation Project will include work at the following locations: Governor Street at Davenport Street Rocky Shore Drive/Park Road from River Street to Lee Street Muscatine Avenue at Woodlawn Avenue Westminster Street from Washington Street to Bowling Green Place Alley South of H Street from 6t' Avenue to 5`" Avenue Alley South of Market Street from Clinton Street to Dubuque Street Tower Court from George Street to the east end Washington Street at Van Buren Street Maple Street from Clark Street to Oakland Avenue Davenport Street at Pleasant Street Normandy Drive at Manor Drive Prepared by: Eric Goers, Asst. City Attorney, 410 E. Washington Street, Iowa City, IA 52240; 319-356-5030 Resolution No 17-257 Resolution conveying a utility easement on and over portions of the Iowa City Municipal Airport to accommodate construction of additional hangars. Whereas, MidAmerican Energy Company has requested that the City grant to it a utility easement across a portion of the Iowa City Municipal Airport grounds; and Whereas, the Iowa City Airport Commission has passed a resolution requesting that Council approve this easement, as only Council has the authority to convey permanent property rights on Airport property; and Whereas, the City wishes to convey an easement for use by other utilities within the same space, should other utilities at some later point wish to access the same structures; and Whereas, it is in the best interests of the Airport, and the City, to grant the utility easement. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: The attached Underground Utility Easement is hereby approved, and the Mayor is hereby authorized to execute and the City Clerk to attest same on behalf of the City of Iowa City. 2. Upon execution of the attached Underground Utility Easement, the City Clerk shall record the easement with the Johnson County Recorder. Passed and approved this let day of August 2017. Ma or ' App ed by n Atte qeity-Aley-rk City Attorney's Office It was moved by Mims Resolution be adopted, and upon roll Ayes: Nays: and seconded by Taylor the I there were: Absent: x Botchway x Cole x Dickens x Mims x Taylor x Thomas x Throgmorton Prepared by and Remm to: Eric Goers, lona City Attomey's Office, 410 E. Washington, Iom City, W 52240; (319) 3565030 UNDERGROUND UTILITY EASEMENT 1. In consideration of One and no/100 Dollar ($1.00), and other valuable consideration, Grantor, the City of Iowa City, a municipal corporation, hereby grants to MidAmerican Energy Company, Centurylink, Inc., Mediacom Iowa LLC, ImOn Communications, L.L.C., and their successors and assigns (collectively referred to as "Grantees"), a perpetual, non-exclusive easement ("Utility Easement") to construct, attach, reconstruct, operate, maintain, replace or remove line(s) and underground conduits, wires and cables for the transmission and distribution of electric energy and for communication and electrical controls, and for the transportation of natural gas, including but not limited to, meters, valves, support brackets, piping, line markers and other reasonably necessary equipment incident thereto (collectively "Facilities") under, upon and on the surface of the ground, through and across the easement area described on the attached Exhibit "A", located on the real estate described below, together with the right of ingress and egress to and from the same, and all the rights and privileges incident and necessary to the enjoyment of this easement ("Easement Area"). DESCRIPTION OF PROPERTY CONTAINING EASEMENT AREA: Beginning at a point in the center of the Harris Road (now known as the Red Ball Route), said point being 777.6 feet South and 2823.7 feet East of the Southwest comer of the NW 1/4 SEI /4 of Sec 16, Twp. 79 N., R 6 West of the 51h P.M.; running thence in a Northwesterly direction along the center of said road 135.3 feet; thence West 261.3 feet to a stake; thence South 132 feet; thence East 290.7 feet to the place of beginning. AND Beginning at a point which is 290.7 feet West and 132 feet North of a point in the center of the Harris Road known a U.S. Highway #218, said reference point being 772.6 feet South and 2823.7 feet East of the Southwest corner of the NW 1/4 SEIA of Sec.16 Twp.79 N., R. 6 West of the 5'h P.M.; thence North 75 feet; thence due East to the center of said Harris Road; thence southeasterly along the center of said road to a point 261.3 feet due East of the place of beginning; thence due West to the place of beginning. Excepting therefrom that portion condemned for highway purpose by proceedings recorded in Book 381, Page 24, Records of Johnson County, Iowa, subject to easements and restrictions of record. 2. Additionally, Grantees shall have the right to remove from the Easement Area described above, any obstructions, including but not limited to, trees, plants, undergrowth, buildings, fences, and structures that interfere with the proper operation and maintenance of said Facilities and equipment. 3. Grantor, its successors in interest and assigns, reserve the right to use said easement areas for purposes which will not interfere with the Grantees' full enjoyment of the rights hereby granted; provided that Grantor shall not erect or construct any reservoir or other obstruction on said areas, or diminish or substantially add to the ground cover over said easement areas. Sidewalks and driveways may be constructed on the easement areas. No permanent dwellings or trees or fences shall be placed on the areas so designated for the Utility Easement, but the same may be used for gardens, shrubs, minor landscaping and other purposes that do not then or later interfere with the aforesaid uses or the rights herein granted. Grantees shall repair any damage caused by Grantees within the easement areas. Dated this 1st day of August ,2017. GRANTOR CITY OF IOWA CITY, IOWA By: � /—;?7 James AVThrogmorton, Mayor ATTEST: Approved by By: Kellie K. Frue g, City Clerk City Attorney's Office STATE OF IOWA ) ) SS: COUNTY OF JOHNSON ) On this "ahJ, day of (L , 2017, before me a Notary Public in and for said State, personally appeare James A. Throgmorton and Kellie K. Fruehling, to me personally known, who being duly sworn, did say that they are the Mayor and City Clerk, respectively, of the City of Iowa City, Iowa, a Municipality created and existing under the laws of the State of Iowa, and that the seal affixed to the foregoing instrument is the seal of said Municipality, and that said instrument was signed and sealed on behalf of said Municipality by authority and resolution of its City Council, and said Mayor and City Clerk acknowledged said instrument to be the free act and deed of said Municipality by it voluntarily executed. tar Public i ann d of r e State of Iowa '7131) o EXHIBIT "A" Page 1 Parcel Legal Description: Beginning at a point in the center of the Harris Road (now known as the Red Ball Route), said point being 777.6 feet South and 2823.7 feet East of the Southwest corner of the NWl/4 SEI/4 of Sec 16, Twp. 79 N., R 6 West of the 5th P.M.; running thence in a Northwesterly direction along the center of said road 135.3 feet; thence West 261.3 feet to a stake; thence South 132 feet; thence East 290.7 feet to the place of beginning. And Beginning at a point which is 290.7 feet West and 132 feet North of a point in the center of the Harris Road known a U.S. Highway #218, said reference point being 772.6 feet South and 2823.7 feet East of the Southwest corner of the NWI/4 SEI/4 of Sec.16 Twp.79 N., R. 6 West of the 51h P.M.; thence North 75 feet; thence due East to the center of said Harris Road; thence southeasterly along the center of said road to a point 261.3 feet due East of the place of beginning; thence due West to the place of beginning. Excepting therefrom that portion condemned for highway purpose by proceedings recorded in Book 381, Page 24, Records of Johnson County, Iowa, subject to easements and restrictions of record. Easement Area: A ten (10') feet wide easement commencing at the northeast property corner thence south along the east property line One Thousand Seven Hundred Thirty -Nine (1739') feet, more or less, to the point of beginning #1 (POB #1); thence west One Hundred Forty -Five (150') feet, more or less, thence north Thirty (30') feet, more or less, thence west One Hundred Sixteen (111') feet, more or less, to a point of terminus. AND A ten (10') feet wide easement commencing at the northeast property corner thence south along the east property line One Thousand Three Hundred Eighty-four (1384') feet, more or less, thence straight south Three Hundred Thirty -Five (335') feet, more or less, to the point of beginning #2 (POB #2); thence south Two Hundred Ninety -Five (280') feet, more or less, thence southwesterly Two Hundred Five (205') feet, more or less, thence southwesterly Seventy-five (75') feet, more or less, thence west Eighty (80') feet, more less, thence southwesterly Seventy-one (71') feet, more or less, thence west Fifty -Five (50') feet, more or less, to and including a pad mount and transformer. MidAmerlcan Customer: Cit of Iowa City, Iowa DR # 2545900 Nit ■q�110T -- Address: 1801 S. Riverside Dr. Scale: Not to Scale Date: Ma 17 , 2017 City: Iowa City State: Iowa Folder: 002-16 ISec 21, T 79 N, R 6 W Job Desc: Underground Utility Easement EXHIBIT "A" Page 2 Northeast Property Comer Legend - Subject Property Line & ROW 1T1T - Easement Area v ❑ Air ort Entr Parcel: Mw "' o 1021126004 111' W CZ 150' ----- POB #1 o m POB #2 N � .N d jos IY s ^iy 3 so, to �1 50' MidAmencan I Customer: City of Iowa City, Iowa DR # 2545900 N� Address: 1801 S. Riverside Dr. Scale: Not to Scale Date: May 17, 2017 City: Iowa City State: Iowa Folder: 002-16 ISec 21, T 79 N, R 6 W Job Desc: Underground Utility Easement CITY OF IOWA CI COUNCIL ACTION REPO 5 July 18, 2017 Resolution of intent to consider the proposed conveyance of a utility easement on and over portions of the Iowa City Municipal Airport to accommodate construction of additional hangars and setting a public hearing on said proposal for August 1, 2017 Prepared By: Michael Tharp, Airport Operations Specialist Reviewed By: Eric Goers, Assistant City Attorney Simon Andrew, Assistant to the City Manager Fiscal Impact: None Recommendations: Staff: Approval Commission: Airport Commission recommends approval Attachments: Resolution Underground Utility Easement Executive Summary: MidAmerican Energy has requested an easement for utility lines owned by MidAmerican at the Iowa City Municipal Airport. Airport Commission has recommended Council grant the requested easements. Background / Analysis: As one of their strategic goals, the Iowa City Airport Commission desires to increase the utilization of private hangar construction for further development of the Iowa City Airport. The Airport Commission has now entered into three long-term ground lease agreements which have been utilized to construct three buildings for the purposes of providing additional aircraft storage space. Following the expiration of each of the ground leases, the associated buildings will become property of the Airport. The life expectancy of a hangar building is 50 years or more. The hangars that have been constructed are sized at 80'x 80', 100' x 100', and 56' x 52'. As part of these ground leases, the Airport Commission typically agrees to extend utilities into a development area, if they aren't already nearby. MidAmerican Energy has requested easements for the work done with previous and current hangar construction. Prepared by: Jonathan Durst, Assistant Water Supedntendenl, Public Works, 410 E. Washington St., Iowa City, IA 52240, (319)356-5169 Resolution No. 17-258 Resolution approving plans, specifications, form of agreement, and estimate of cost for the construction of the Water Treatment Plant Supervisory Control and Data Acquisition (SCADA) Upgrade Project, establishing amount of bid security to accompany each bid, directing City Clerk to post notice to bidders, and fixing time and place for receipt of bids. Whereas, notice of public hearing on the plans, specifications, form of contract and estimate of cost for the above-named project was published as required by law, and the hearing thereon held; and Whereas, the City Engineer or designee intends to post notice of the project on the website owned and maintained by the City of Iowa City; and Whereas, funds for this project are available in the Water Plant & Storage Reservoir SCADA Replacement account #W3226. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa that: 1. The plans, specifications, form of contract and estimate of cost for the above-named project are hereby approved. 2. The amount of bid security to accompany each bid for the construction of the above- named project shall be in the amount of 10% (ten percent) of bid payable to Treasurer, City of Iowa City, Iowa. 3. The City Clerk is hereby authorized and directed to post notice as required in Section 26.3, not less than 13 days and not more than 45 days before the date of the bid letting, which may be satisfied by timely posting notice on the Construction Update Network, operated by the Master Builder of Iowa, and the Iowa League of Cities website. 4. Sealed bids for the above-named project are to be received by the City of Iowa City, Iowa, at the Office of the City Clerk, at the City Hall, before 3:00 p.m. on the 23rd day of August, 2017. At that time, the bids will be opened by the City Engineer or his designee, and thereupon referred to the City Council of the City of Iowa City, Iowa, for action upon said bids at its next regular meeting, to be held at the Emma J. Harvat Hall, City Hall, Iowa City, Iowa, at 7:00 p.m. on the 50' day of September, 2017, or at a special meeting called for that purpose. Passed and approved this 1st day of August 2017. Maydr Atte t ity Clerk IMF Ap roved by f // 0 G Cly Attorney's Office Resolution No. 17-258 Page 2 It was moved by Dickens adopted, and upon roll call there were: Ayes: and seconded by Nays: Cole the Resolution be Absent: Botchway Cole Dickens Mims Taylor Thomas Throgmorton I r 1 CITY OF IOWA CI _ �r7� COUNCIL ACTION REP July 18, 2017 Resolution setting a public hearing on August 1, 2017 on plans, specifications, form of contract, and estimate of cost for the construction of the Water Treatment Plant Supervisory Control and Data Acquisition (SCADA) Upgrade Project, directing City Clerk to publish notice of said hearing, and directing the City Engineer to place said plans on file for public inspection Prepared By: Jon Durst —Assistant Water Superintendent Reviewed By: Jason Havel — City Engineer, Ron Knoche — Public Works Director, Geoff Fruin — City Manager Fiscal Impact: Funding will be via the water fund and is available in the Water Plant & Storage Reservoir SCADA Replacement account #W3226 Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: The SCADA Upgrade project will update the hardware and software that comprises the SCADA system, thereby increasing its functionality and reliability. Upgrades to hardware include radios, network topology and switches, controllers, and computers. Software upgrades includes installation of newest control software versions, addition of a historical tracking and trend analysis package, and upgraded security features. Background / Analysis: A SCADA system is a multifunctional computer system that controls equipment, executes processes, and senses and displays system conditions. With the current system being nearly 15 years old, the hardware is no longer serviceable and the software is out-of-date/incompatible. The intent of the project is to upgrade the equipment and software so that system is stable, secure, and robust. The intended upgrades have been designed, specified and reviewed by the retained consultant (Strand Associates, Inc.) and City personnel. The upgrades will provide more reliable control of the City's drinking water production and distribution facilities, as well as an easier to use means of trending historical data to make more data -driven decisions. The plans, specifications, form of contract, and estimate of cost for construction of the Water Treatment Plant SCADA Upgrades Project have been filed in the Office of the City Clerk for public examination. The estimated cost of construction is $800,000, and the project is expected to be completed in the spring of 2018. lP- Prepared by: Kent Ralston, Transportation Planner, 410 E. Washington Street, Iowa City, IA 52240 (319) 356-5253 Resolution No. 17-259 Resolution adopting the 2017 Iowa City Bicycle Master Plan Whereas, the City of Iowa City has a strategic planning goal of achieving a 'Gold' Bicycle Friendly Community status with the League of American Bicyclists; and Whereas, the City Council desires to expand the role that bicycling plays in achieving the City's stated goals for transportation, economic development, neighborhood livability, community identity, safety, environmental preservation, and health and wellness; and Whereas, the City Council desired to develop a comprehensive Bicycle Master Plan; and Whereas, the City Council hired the services of Alta Planning & Design to prepare a City-wide Bicycle Master Plan; and Whereas, at the July 18, 2017 City Council work session the final draft of the Bicycle Master Plan was presented to the City Council; and Whereas, it is in the best interest of the public to adopt said Plan. Now, Therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: 1. The "Let's Get Rolling" Iowa City Bicycle Master Plan dated Summer 2017 is hereby adopted. Passed and approved this 1st day of August , 2017. M OR Approved by CLERK City Attorney's Office Resolution No. Page 2 17-259 It was moved by Mims and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: ABSTAIN: Botchway Cole x Dickens x Mims x Taylor x Thomas x Throgmorton CITY OF IOWA CIT COUNCIL ACTION REPO °a12 August 1, 2017 Resolution adopting the 2017 Iowa City Bicycle Master Plan Prepared By: Kent Ralston, Transportation Planner Reviewed By: Doug Boothroy, Neighborhood & Development Services Director Geoff Fruin, City Manager Fiscal Impact: No impact Recommendations: Staff: Approval Commission: N/A Attachments: Resolution Executive Summary: The proposed resolution will formally adopt the "Let's Get Rolling" 2017 Iowa City Bicycle Master Plan. Background / Analysis: This action will formally adopt the 2017 Iowa City Bicycle Master Plan. The final Draft of the Plan was presented to Council at the July 18, 2017 work session and the entire document has been available for review on the City website. The creation of the Plan was nearly a 6 month process and included several public workshops, online surveys, and was led by a Bicycle Advisory Committee comprised of bicycle advocates, non-profit organizations, and representatives from the University of Iowa and Iowa City Community School District. Adoption of the Bicycle Master Plan, and implementation of its recommendations, will help the City achieve a 'Gold' level Bicycle Friendly Community designation bestowed by the League of American Bicyclists. This achievement is one of the goals outlined in the City Council's Strategic Plan. ti a ' ` A ,IOWA CITY BICYCLE MASTER PLAN� mm All Avow "m 1 a P �� i► .'. tis.. n. A ' V i N LLdp, BICYCLE MASTER PLAN IOWA CITY, IOWA SUMMER 2017 Ili Aa Wfiay. br.. e i � f � CITY of low, Cmc Acknowledgements Iowa City City Council Jim Throgmorton, Mayor Kingsley Botchway II, Mayor Pro Tem Rockne Cole Terry Dickens Susan Mims Pauline Taylor John Thomas Iowa City Staff Kent Ralston, AICP, Transportation Planner Sarah Walz, Associate Planner Technical Advisory Committee Jeff Barnes, Director of Facilities, Iowa City Community School District Jay Geisen, GIS Analyst, University of Iowa Zac Hall, Parks Superintendent, Iowa City Parks and Recreation Jason Havel, City Engineer, Iowa City Darian Nagle-Gamm, Senior Transportation Engineering Planner, MPOJC Jon Resler, Superintendent of Streets and Traffic Engineering, Iowa City David Ricketts, Director of Parking and Transportation, University of Iowa Juli Seydell-Johnson, Director of Parks and Recreation, Iowa City David Schwindt, Officer, Downtown Liaison, Iowa City Police Department Bicycle Advisory Committee Kris Ackerson, Community Development Planner, Iowa City Ben Anderson, Iowa City Bicycling Club Anthony Branch, Neighborhood Centers of Johnson County and Youth Off -Road Riders Wayne Fett, Goosetown/New Pioneer Racing Team Cody Gieselman, Iowa City Bike Library Brian Loring, Blue Zones and Neighborhood Centers of Johnson County Benjamin Nelson, University of Iowa Student Government Susie Poulton, Iowa City Community School District, Safe Routes to School Emily Robnette, University of Iowa Bicycle Advisory Committee Jennifer Selby, Think Bicycles of Johnson County Jacob Simpson, University of Iowa Student Government Consultant Team: Alta Planning + Design, Inc. Cynthia Hoyle, Project Manager Paul Wojciechowski, Principal Kevin Neill RDG Planning & Design RDg.. Marty Shukert, Principal b Cory Scott TABLE OF CONTENTS Executive Summary ................... 6 Process ........................... 6 Vision and Goals ................... 7 The Vision ......................... 7 Existing Conditions ................. 7 Needs Assessment ................. 7 Recommendations ................. 7 Implementation ................... 8 Vision and Goals ..................... 10 The Vision ......................... 11 Goals and Objectives ...............11 109 Existing System ...................... 14 The Six Es Framework ............. 14 The Bike Network ................. 16 Building a Culture of Bicycling....... 35 Existing Plans and Policies.......... 41 Needs Assessment ................... 49 Types of Bicyclists ................. 49 Demand for Bicycling Facilities ...... 50 Community Input ................. 58 Online Mapping Tool Input ......... 64 Conclusion ....................... 67 Recommendations ................... 69 The Iowa City Bikeway Network ..... 69 Programs and Policies ............. 90 Implementation .................... 107 Going for Gold: Immediate Actions . 107 Corridor and Project Prioritization. . 108 Cost Estimate Assumptions........ 109 Project Phasing Strategy ...........111 Funding Sources..................114 Ongoing Maintenance and Operations . . 119 Plan Monitoring and Evaluation .... 121 TABLE OF MOPS Map 1. Existing bike facilities........... 17 Map 2. Bike network gaps ............. 24 Map 3. Barriers to bicycling............ 25 Map 4. Bicycle level of traffic stress for arterial and collector streets in Iowa City 28 Map 5. Bicycle crash clusters .......... 31 Map 6. Bicycle crashes by severity...... 32 Map 7. Bicycle parking and repair stations. . 33 Map 8. Population -based demand...... 51 Map 9. Employment -based demand .... 52 Map 10. Recreation -based demand..... 53 Map 11. School-based demand ........ 54 Map 12. Retail -based demand ......... 55 Map 13. Transit -based demand ........ 56 Map 14. Composite demand........... 57 Map 15. Current bicycling route density. 64 Map 16. Desired bicycling route density. 65 Map 17. Combined bicycling route density (existing and desired) ................. 66 Map 18. Community destination density 67 Map 19. Functional bicycle network..... 72 Map 20. Functional bicycle network .... 73 Map 21. Functional bicycle network..... 74 Map 22. Functional bicycle network .... 75 Map 23. Functional bicycle network .... 76 Map 24. Bicycle network with proposed facilitytypes ........................ 79 Map 25. Bicycle network with proposed facilitytypes by quadrant ............. 80 Map 26. Bicycle network with proposed facilitytypes by quadrant ............. 81 Map 27. Bicycle network with proposed facilitytypes by quadrant ............. 82 Map 28. Bicycle network with proposed facilitytypes by quadrant ............. 83 Map 29. Bikeway project prioritization ..110 Map 30. Project phasing strategy ....... 115 TABLE OF TABLES Table 1. Bicycle Friendly Designations... 15 Table 2. Segment Scoring Matrix for Bicycle Level of Traffic Stress ................. 26 Table 3. Relevant Plans and Policies..... 41 Table 4. Mileage by Bicycle Facility...... 78 Table 5. Characteristics of Short- and Long - Term Bicycle Parking ................. 88 Table 6. Recommended programs and policies .............................90 Table 7. Prioritization Criteria ......... 109 Table 8. Cost estimates by facility type ..111 Table 9. Immediate -term projects (2017- 2018) ...............................112 Table 10. Near-term projects (2019-2022).. . 113 Table 11. Planning -level maintenance costs . 120 Table 12. Implementation performance measures .......................... 122 SECTION Executi 1 Ve Summary , /4& . p :. � in � Executive Summary Bicycling is an integral part of the character and identity of Iowa City. From families traveling on the city's scenic greenways and trails, to children and young adults bicycling to school, to adults trav- eling to work and running errands, people of all ages and backgrounds are traveling throughout the city by bike. In recent years, Iowa City has demon- strated its commitment to making bicycling a safer, easier, and more convenient form of transportation and has earned the League of American Bicyclist's (LAB) Silver Bicycle -Friendly Community (BFC) designation. This Bicycle Master Plan provides the framework and recommendations for the city to become a Gold -Level BFC. The plan is divided into five chapters. The first chapter outlines the plan and states the vision, goals, and objectives to guide the planning process and subsequent implementation. The second chapter describes the current bicycling environ- ment, characteristics of the transportation system, programs and activities to encourage bicycling and raise awareness for all road users, and plans and Community Engagement policies that impact bicycle transportation. The third chapter focuses on bicycling needs and includes an examination of demand for bicycling facilities and a summary of the public engagement activities and community input that shaped the plan recommen- dations. The fourth chapter outlines the physical and programmatic recommendations to achieve the vision of a more bikeable community. The fifth and final chapter provides a framework for imple- menting the plan and includes early implementation actions, cost estimates for bicycle facilities, funding sources, a project phasing strategy, and mainte- nance considerations. Process The planning process, which took place over the course of eight months from December 2016 to July 2017, is grounded in objective analysis and best practices in bicycle network and facility design, and driven by the vision and ideas of the many commu- nity residents and stakeholders who participated in the process. Key engagement events, including technical advisory committee (TAC) meetings, Exisitng Vision [UOft 1U1' cy, Conditions and Goals / Bicycle Programs, & Draft and Analysis High Priority Facility Implemen- Final Plan Areas Plan tation December January February March 2016 2017 2017 2017 6 ®® IOWA CITY BICYCLE MASTER PLAN 2017 20x17 2017 2017 bicycle advisory committee (BAC) meetings, and public open houses, were scheduled to share infor- mation and garner feedback at critical stages during the eight-month planning period. Vision and Goals The plan's vision reflects Iowa City's needs, values, and aspirationsforbicycling by depictingthe commu- nity's desired future for bicycling. Supporting goals and objectives provide clear paths to achieve this vision. The Goals Six goals provide general themes that mirror the LAB's Building Blocks of a BFC. Together, these six goals provide a comprehensive approach to creating social and physical environments that welcome and support bicycling by people of all ages and abilities. Existing Conditions Iowa City's existing bikeway system consists of more than 85 miles of off-street trails and sidepaths and on -street bike lanes, marked and signed routes, and wide shoulders. The city's linear trails and greenways provide excellent recreational oppor- tunities for people of all ages and abilities, but the on -street network, which lacks in both connectivity and coverage, does not support bicycling activity to a similar degree. While many local roads throughout Iowa City offer quiet, comfortable corridors for bicycling, major barriers like difficult intersections, major highways, and the Iowa River limit people's ability to travel by bicycle to everyday destinations like parks, schools, places of employment, shopping, and entertainment. Iowa City is aware of these chal- lenges to bicycling and has been actively addressing them through continued bikeway development and through planning and policy tools to direct munic- ipal resources and support bicycle -friendly private and public development. Needs Assessment An assessment and understanding of community needs for bicycle transportation and recreation is necessary to effectively direct local resources and investments, Iowa City and its community partners. Through an objective analysis of trip origins and destinations and a broad range of feedback gener- ating through various public engagement activities and tools, a clearer picture of bicycle -related needs began to emerge. While the trip origin and desti- nation analysis painted a general picture of high concentrations of land uses that are generating bicycletrips, the public input provided more specific detail about desired routes, barriers to bicycling, corridors in need of improvement, popular destina- tion in need of bicycle parking, and other valuable information to guide the plan recommendations. Recommendations Plan recommendations focus on both building the physical bike network and creating an underlying support system through strategic programs and policies. There are over 100 miles of recommended bikeways in the plan, including 72 miles of on -street facilities—like bike lanes, buffered bike lanes, bicycle boulevards—and 28 miles of off-street facilities, such as trails and sidepaths. When complete, the full bike network will offer residents and visitors oppor- tunities to travel by bicycle and access everyday EXECUTIVE SUMMARY I® 7 destinations safely and comfortably, regardless of age or ability. Recommended programs and poli- cies help to build a culture of bicycling by engaging residents through fun and exciting bicycling events, providing education opportunities for both youth and adults, and creating systems to measure and monitor bicycling activity, safety, and other key variables. Implementation Implementing the plan recommendations begins even before the plan is complete. Seven imme- diate actions provide the foundation for long-term commitment to the plan and set the stage for progressive network growth. 8 ®® IOWA CITY BICYCLE MASTER PLAN Project prioritization assigns value to project recom- mendations based on key metrics established with guidancefrom advisory committees and public feed- back. Prioritization results in turn effect the project phasing schedule, which groups the recommended bikeways into four phasing groups: immediate term (2017-2018), near term (2019-2022), long term (2023-2027), and unscheduled. Cost estimates and potential funding sources support capital improve- ment planning, project financing, and project development. General maintenance considerations reinforce the commitment required to effectively maintain the bikeway network as a valuable asset to Iowa City and its residents. As the plan is implemented, it will be critical to monitor the progress of Iowa City and its community partners and periodically reevaluate the commu- nity needs and update this plan document. The plan concludes with monitoring and evaluation metrics to guide the city towards its goal of becoming a Gold -Level BFC. ddm:w WW 0 > >SECTION 2 Vision, Goals, and Objectives MIC 71;/f CAM Vision and Goals Bicycling is an integral part of the character and identity of Iowa City. From families traveling on the city's scenic greenways and trails, to children and young adults bicycling to school, to adults traveling to work and running errands, people of all ages and backgrounds are traveling throughout the city by bike. In recentyears, Iowa City has demonstrated its commitment to making bicycling a safer, easier, and more convenient form of transportation through the development of trails, bike lanes, designated bicycle routes, bicycle -supportive policy changes, and programs in partnership with local advocacy organizations and community groups. In its 2016- 2017 Strategic Plan, the City Council stated its intent to raise Iowa City's BFC status from Silver to Gold by 2017, and to aspire toward Platinum status in the future. This Bicycle Master Plan provides the frame- work and recommendations for the city to become a Gold -Level BFC. The Iowa City Bicycle Master Plan establishes a strategy to support bicycling as a viable, inclusive mode of transportation. Over the course of the planning process, community residents, businesses, institutions, and other stakeholders have shared their hopes and ideas for bicycling in Iowa City, and these hopes and ideas are encapsulated in the plan vision, goals, and objectives that will guide the city's actions for bicycling for years to come. The plan vision is aspirational and ambitious, representing the desired future for bicycling. The plan goals are broad, value -based expressions of the community's desires that can guide decision-making and bring the plan vision to life. Goals give direction to the plan as a whole and are concerned with the long-term. As a core foundation of the plan, the LAB'sBuilding Blocks of a BFC organizes the goals into a clear and comprehensive"Six Es"framework based on proven elements of great bike plans. Multiple objectives have been identified to add measurable actions to each goal. The plan vision, goals, and objectives are firmly rooted in input from community members, guidance from the bicycle advisory committee and technical advisory committee, and detailed analysis of existing conditions. �g\neer;�� �a�catio� �,�aluatio,�, Equip people with the knowledge, skills and ` confidence to bike and walk x Create safe, connected, Monitor efforts to active and comfortable places transportation and plan for f\ bicycling and walking so the future / 011 o emEquity C; 011 v� Foster a culture that 1i AW AW supports and encourages active transportation Build safe and responsible (including crease access and behaviors on the road and tunity for all residents, build respect among all disadvantaged,\road users rity, and low-income populations 10 ®® IOWA CITY BICYCLE MASTER PLAN Goals and Objectives Goal 1: Engineering. Implement safe, comfort- able, and convenient travel for people of all ages and abilities through an interconnected network of low -stress bicycling facilities. Objective 1.1: Increase total bicycle network miles. Objective 1.2: Increase network connectivity by reducing gaps between existing facilities. Objective 1.3: Increase network connectivity by expanding facilities into underserved areas. Objective 1.4: Increase bicycling safety through improvements to existing bicycle facilities and network expansion. Objective 1.5: Meet or exceed minimum design standards and incorporate best practices in facility design, utilizing national resources including the latest editions of the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities, the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide, and the Federal Highway Administration (FHWA) Small Town and Rural Multimodal Networks Guide. Objective 1.6: Preserve the safety and quality of existing and newly installed bikeways through ongoing facility evaluation and maintenance. Objective 1.7: Coordinate with adjacent munici- palities and other local and state agencies to increase regional connectivity, particularly for projects that extend to the city limits or connect with bicyclefacilities outsidethe city'sjurisdiction. Objective 1.8: Balance bicycle mobility needs with pedestrian, motorist, and transit needs through implementation of the city's Complete Streets policy. Objective 1.9: Maximize bicycle amenities at transit stops and centers to support multimodal transportation. Objective 1.10: Utilize the zoning ordinance, subdivision regulations, and other policy tools to create a bicycle -supportive built environment. Objective 1.11: Provide support facilities to enhance the bicycle network in the form of short - and long-term bicycle parking, bicycle repair stations, bike share stations, and wayfinding signage. Goal 2: Education. Provide educational opportu- nities that teach roadway safety for all roadway users in Iowa City, including practical skills for bicycling, awareness of bicycle facilities and how to use them, and the rules of the road for people driving and bicycling. Objective 2.1: Increase opportunities for adults, college students, teens, and youth to learn basic bicycle skills and traffic safety through regularly offered courses and training. Objective 2.2: Work with private and public schools to increase bicycle skills and traffic instruction as a part of school curricula. VISION AND GOALS I® 11 Objective 2.3: Support community part- ners' bicycle -related education initiatives to reach targeted populations and the broader community. Objective 2.4: Incorporate multi -pronged outreach efforts into bicycle project develop- ment to increase understanding of new bicycle facilities and raise awareness for the diversity of road users in Iowa City. Goal 3: Encouragement. Offer diverse and inclusive programs, events, and activities that encourage all Iowa City residents and visitors to enjoy bicycling. Objective 3.1: Support community partners' bicycle -related encouragement initiatives to reach targeted populations and the broader community. Objective 3.2: Use the City's various social media platforms to promote bicycling. Objective 3.3: Work with local businesses and the chamber of commerce to create incentive programs for bicycling to work, to shop, and to community events. Objective 3.4: Work with the university and local schoolsto create incentive programsfor students and employees to bicycle to and from school. Goal 4: Enforcement. Establish a shared under- standing of and respect for bicycling among all road users through enforcement activities that promote responsible travel behavior and help educate the entire community on roadway safety. Objective 4.1: Support law enforcement with training opportunities to address the needs of bicyclists and other road users. Objective 4.2: Develop law enforcement programs and activities to promote safe and responsible travel behavior. 12 ®® IOWA CITY BICYCLE MASTER PLAN Goal 5: Evaluation. Define measurable mobility targets and provide routine evaluation of the state of bicycling in Iowa City to monitor plan implementation progress, identify opportunities for improvement, and address bicycling -related needs and issues as they arise. Objective 5.1: Create an annual implemen- tation agenda to guide bicycle project and program development and delivery within budgetary constraints established in the Capital Improvement Plan. Objective 5.2: Establish a bicycle or active transportation advisory committee to support evaluation, data collection, and implementation tracking efforts. Objective 5.3: Use evaluation and implementa- tion tracking measures to highlight plan -related accomplishments and communicate the impor- tance of bicycling to the community. Objective 5.4: Encourage community participa- tion and feedback through ongoing engagement activities and open communication channels. Objective 5.5: Achieve Gold -Level BFC status. Goal 6: Equity. Contribute to a more equitable, affordable, and accessible transportation system in Iowa City by ensuring bicycling is a viable choice for all people throughout the entire city, with special focus on underserved popula- tions, including youth, the elderly, people with disabilities, racial and ethnic minorities, immi- grants, and low-income households. Objective 6.1: Increase bicycle network coverage to underserved populations. Objective 6.2: Develop programs and materials that increase access to bicycling and bicycle - related information for underserved populations. SECTION 3 Existing System r' .. 2r. ow a �a V a�' f Existing System Take a ride through Iowa City on any given day, and it quickly becomes clear: Iowa City is a bicycling city. From the scenic trail system to the busy streets and paths in and around Downtown and the University of Iowa, people of all ages and backgrounds are using the bicycle for transportation and recreation. The culture of bicycling in Iowa City is the result of concerted efforts by city and state governments, local bike shops, citizen advocacy groups, bike clubs, schools, and individual residents—all committed to supporting bicycling as a means of connecting to people and places in Iowa City. This chapter exam- ines the current state of bicycling in Iowa City, with a focus on existing bicycle facilities and network characteristics, relevant plans and policies, and supporting programs and initiatives offered by Iowa City and its many community partners. These are features that have helped Iowa City earn Silver -Level BFC (BFC) designation as defined by the LAB. THE BUILDING BLOCKS OF A BICYCLE FRIENDLY COMMUNITY The Six Es Framework Building a culture of bicycling that will take Iowa City to the next level takes more than bike lanes and trails. It will require the addition of low -stress bike- ways that support bicycling by people of all ages and abilities; programs, training, and organized rides to give people the skills and confidence to travel by bike; enforcement programs and laws that create an environment of mutual respect among all road users; and guidelines and policies to guide city staff and elected officials to enable smart, responsible choices. It takes a comprehensive approach, and, above all, it takes ambition, will, and perseverance. Iowa City has many of these assets and character- istics already. In recognition of the city's efforts, the LAB designated Iowa City a Silver -Level BFC in 2013, improving on the bronze -level designation awarded in 2009. The LAB's Bicycle Friendly America program acknowledges the efforts of communities, 8FY OUTCOMES &=1 THE LEAGUE OF ANERIUN aICKLIM Th ie�no urglcea�lt'�ahwmivge&c,r:rY'.-irv.11y Goan.. airy lei frei,[Mb[wlyalNt BiC 1411 1.1 lip I. Figure 1. The building blocks of a BFC 14 ®® IOWA CITY BICYCLE MASTER PLAN universities, and businesses to institutionalize bicy- cling as a viable form of transportation. The program measures success using five key indicators, often referred to as the "Five Es" or the building blocks of a BFC: education, encouragement, engineering, enforcement, and evaluation. LAB is currently working to incorporate equity as a sixth key indi- cator, thereby creating the "Six Es" that were used for this planning process. These six indicators are used throughout this plan as a framework for evalu- ating the current state of bicycling and developing recommendations that can help Iowa City reach its goal of becoming a Gold -Level BFC. BFC Feedback When awarding a BFC designation, the LAB provides applicants with detailed feedback about strengths, weaknesses, and opportunities for improvement. Much of Iowa City's success in achieving Silver -Level BFC was due to the large network of shared -use paths and the thriving bike culture strengthened by community partners like the University of Iowa and Think Bicycles Coalition, and through annual events like Bike to Work Week. One of the major weak- nesses was the lack of dedicated on -street bicycle facilities, particularly on arterial and collector roadways. The LAB provided the following recom- mendations in its feedback report to enhance the bicycling environment: Engineering: Provide bicycle facilities on arte- rial and collector roads to help bicyclists of all skill levels reach their destinations quickly and safely. Consider protected infrastructure like cycle tracks and buffered bike lanes on roads with posted speed limits over 35 miles per hour. Education: Develop public education campaigns to encourage respectful and responsible travel behavior among all road and trail users. Enforcement: Use targeted information and enforcement to encourage all road users to safely and respectfully share the road and provide information about road users' rights and responsibilities. Make information available in both English and Spanish. Encouragement: Continue to coordinate with the University of Iowa to promote cycling in and around the campus and educate students on safe cycling practices. Evaluation & Planning: Have the BAC meet monthly to support plan implementation and build broad public support for bicycle improve- ments. Encourage law enforcementto participate on the BAC. Additional recommendations were divided into the Five Es categories and subdivided into "low -hanging fruit" (short-term actions) and long-term goals. Early action recommendations ranged from offering more training opportunities for engineering and plan- ning staff on accommodating bicyclists, to hosting a "Summer Streets" or "Sunday Parkway" event in which a major corridor is closed to auto traffic and programmed for bicycling, walking, group exercises, and other outdoor fun and games. The full feedback report is included in the appendix of this plan. Area Bicycle Friendly Designations Other municipalities, institutions, and businesses in Iowa City and the surrounding region have also received recognition for their efforts to support bicycling. These community partners are listed in the table below. Table 1. Bicycle Friendly Designations Name Bicycle I'dendly Communities City of Coralville Designation Bronze BFC 12016 City of University Heights Bronze BFC 2016 City of Iowa City Bicycle Feiendly Universities Silver BFC 2013 University of Iowa Bicycle Feiendly Businesses I Silver BFU 12014 World of Bikes I Gold BFB 12010 ACT, Inc. I Bronze BFB 12014 Neumann Monson Architects Bronze BFB 2013 The Broken Spoke I Bronze BFB I2009 EXISTING SYSTEM V\ The Bike Network While people in Iowa City are legally permitted to bicycle on all public roadways except interstate highways, most people bicycling prefer to travel on the trails, designated on -street bikeways, and low -speed local streets. This national preference for separated facilities and calm local streets was echoed by Iowa City residents during the initial open house for the planning process. Together, these trails and on -street bikeways comprise the bike network, which is shown in Map 1 on the following page. To better understand how the existing bike network functions in Iowa City, it is important to understand the different types of bicycle facilities. Facility Types For the purposes of establishing the existing network in Iowa City, bicycle facilities are broken into two categories: off-street trails and paths, and on -street bikeways. Off-street trails and paths are generally located along natural features like rivers and streams or along other transportation infra- structure like arterial roads and railroad corridors. On -street bikeways are located on the roadway pave- ment itself, often in the form of bike lanes, marked shared lanes (also called sharrows), or simply iden- tified as signed bike routes. The following bicycle facility types are present in and around Iowa City. Shared -Use Paths (Trails) A shared -use path, also called a multi -use trail, allows for two-way, off-street bicycle use and may be used by pedestrians, skaters, wheelchair users, joggers and other non -motorized users. These facili- ties are frequently found in parks, along rivers, and in greenbelts or utility corridors where there are few conflicts with motorized vehicles, except at roadway crossings. Because of their separation from motor vehicletraffic, shared -use paths appeal to the widest variety of user types, from families with children to adult recreational riders to everyday commuters. When these linear shared -use paths lead to popular destinations or connect to the on -street bikeway network, their utility expands greatly, offering a 16 ®® IOWA CITY BICYCLE MASTER PLAN comfortable, low -stress bicycling environment for people to use for everyday trips. Currently, there are over 37 miles of shared -use paths in Iowa City and over 35 more throughout Johnson County. The signature Iowa River Trail is the backbone of the Iowa City bike network and draws hundreds of recreational riders and bike commuters every day. Other popular shared -use paths include the Clear Creek Trail, the Willow Creek Trail, the Sycamore Greenway Trail, and the Court Hill Trail. While most of these trails are designed to current standards, there are some sections of the trail system that are sub -standard, mostly due to narrow widths in constrained environments. A prime example of this is along Iowa River Trail between Riverside Drive and the Iowa River from Iowa Avenue south to Burlington Street, where widths as narrow as 6 feet and the presence of utili- ties in the sidewalk create potential obstacles for trail users. Figure 2. Shored -use paths offer people of all ages and abilities o comfortable bicycling experience. m o z J d 0 an nau a Qc Haver m 3 c Q Qy s` ens _ ` d Q °� Q 5 d� yvea a mo NIP miz LL F + IowoaR ve off""' m 1 ..- ` f �o �� FHeHoa m e � b x t • y ti a, .v Y .0 m N Y O 10 N im LL d "00 -OO v v N q "O Yr. o v r �5 U o 1IyK iz d fujjp.. u Jmo W I I I O I 0 I I O 3 o Iq Sj� O N _ LU II� � u w Wide Sidewalks/Sidepaths Wide sidewalks along arterial and collector road- ways in Iowa City combine the design characteristics of a shared -use path with the directness and conve- nience of the roadway system. Also referred to as sidepaths, these wide sidewalks are separated from the road by a curb and a planting strip, providing at least a minimum separation from adjacent motor vehicles. Wide sidewalks (sidepaths) are an integral compo- nent of the bike network in Iowa City. Nearly 52 miles of sidepaths provide a comfortable, low - stress bicycling environment for people of all ages and abilities, and expand the off-street trail system into neighborhoods, schools, and other commu- nity destinations. Examples of wide sidewalks that support bicycle activity can be found on Mormon Trek Boulevard, McCollister Boulevard, Scott Figure 3. Sidepaths like the one shown here on Highway 1 functionlikeanextensionofthetrailsystem,providing low -stress, all -ages connections to important commu- nity destinations. Boulevard, Lower West Branch Road, North Dodge Street, North 1st Avenue, Camp Cardinal Boulevard, and Highway 1 and Highway 6 in south Iowa City. Sidepath widths in Iowa City vary from 6 to 10 feet. Current design guidelines in the Iowa Department of Transportation's Statewide Urban Design and Specifications Manual (SUDAS) manual recommend a minimum width of 10 feet. Greater widths should be considered where large volumes of trail users and/or larger maintenance vehicles are anticipated. Consistent with the American Association of State Highway Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities, 4th Ed., the SUDAS manual does state that path width can be reduced to 8 feet but only where specific conditions prevail, such as minimal expected bicycle traffic, minimal pedestrian use, or the presence of physical constraints for short distances. Paths with widths below 8 feet should be identified and examined for their potential to be widened to minimum standards or greater if they are to remain a part of the bikeway network. Bike Lanes Bicycle lanes designate an exclusive space for bicy- clists with pavement markings and signage. The bicycle lane is located adjacent to motor vehicle travel lanes, and bicyclists ride in the same direction as motor vehicle traffic. Bicycle lanes are typically on the right side of the street (on a two-way street) between the adjacent travel lane and curb, road edge, or parking lane. Standard bicycle lanes can be found on Sycamore Street south of Highway 6, Rohret Road from Mormon Trek Boulevard to the western city limits, and on Melrose Avenue from the University of Iowa Campus westward into University Heights. On one-way streets, bicycle lanes may be located on either the right or left side of the street. Left -side bicycle lanes are present on both Market and Jefferson Streets. In total, there are approxi- mately 6 miles of bicycle lanes in Iowa City. Bike lanes can also include travel -way or parking -side buffers to add a level of comfort for people bicy- cling. There are no buffered bike lanes in Iowa City. EXISTING SYSTEM I® 18 Figure 4. The left side bike lanes on Market and Jefferson Streets provide a convenient connection between Central and East Iowa City. Signed Routes Shared streets in Iowa City are where bicyclists and motor vehicles use the same roadway space. Most signed shared roadways use warning signs to provide to alert people driving motor vehicles to be aware and respectful of other road users. Signed routes can also include wayfinding signage to guide bicyclists to important community destinations. Typical wayfinding signage in Iowa City includes route destinations, as well as distances and travel times. Signed shared roadways are often installed on streets that have constraints prohibiting a more separated bikeway type, but are essential for addressing a gap in the bikeway network or serving as the final leg of a bicycle route on a low-volume, low -speed roadway. In Iowa City, signed routes comprise a significant portion of the on -street bike network. While many of these signed routes are located on low -speed, low-volume local roadways, they would benefit from additional traffic calming and diversion measures to increase bicycle comfort and prioritize bicycle traffic. 19 ®® IOWA CITY BICYCLE MASTER PLAN Figure 5. Warning signage on Prairie du Chien Road raise the street's visibility as a popular bicycling corridor. Figure 6. College Street combines shared lane markings and warning signage to alert motorists and reinforce the street's designation as a cycling route. Marked and Signed Routes A marked and signed shared roadway builds on the basic signed shared roadway described above by incorporating shared lane markings (sharrows). Sharrows are road markings used to indicate a shared lane environment for bicycles and automo- biles. Sharrows remind drivers of bicycle traffic on the street and recommend proper bicyclist posi- tioning within the travel lane. Shared lane markings are often accompanied by wayfinding signage to direct people bicycling to both local and cross-town destinations. In Iowa City, shared lane markings are located on a number of streets, mostly in and around the Central District. Key streets with shared lane markings include Gilbert Street, Dodge Street, College Street, Market Street, and Jefferson Street (west of Dubuque Street). While shared lane mark- ings provide a degree of awareness to motor vehicle Figure 7. Cyclists ridingon one of many paved shoulders in the region (Source: Iowa City Womens Cycling Club) drivers and other road users, they do not offer an added degree of safety or separation and there- fore are limited in their impact on bicycle networks beyond assisting in wayfinding. Paved Shoulders Paved shoulders on rural roadways can accommo- date bicycle travel. Paved shoulders are generally used by commuter and long-distance recreational riders, rather than families with children or less experienced riders. Paved shoulders can incorpo- rate bicycle lane markings and signage to increase visibility and support safe and responsible roadway use by people on bicycles and people driving motor vehicles. In Iowa City, paved shoulders on Prairie Du Chien Road, Highway 1, Sand Road, and Oak Crest Hill Road increase access to numerous regional rural cycling routes that are well used by recreational riders and area cycling clubs. EXISTING SYSTEM I® 20 Network Characteristics Together, the trails, wide sidewalks, and on -street bicycle facilities described above make up the Iowa City bike network. To better understand how the network currently functions, the plan examines the key network characteristics of quality, connectivity, comfort, safety, wayfinding, and support facilities. Quality The quality of roadway and trail surfaces, pavement markings, wayfinding signage, and bicycle parking facilities is critical to the safety of people bicycling and the functionality of the bicycle transportation system. Network quality varies throughout Iowa City. Shared -use path and wide sidewalk surfaces are in generally good condition and offer smooth, accessible surfaces for bicycling, walking, skate- boarding, inline skating, and other trail activity. Pavement quality on the road network and asso- ciated on -street bikeways is more variable. Road surfaces in poor condition can deter bicycle activity and create safety hazards. Notable wear on existing shared lane markings and bike lane striping points to the importance of durable marking and striping products and the need for routine scheduled maintenance to extend the life cycle for on -street bikeways. Connectivity Strong network connectivity is critical to the success of anybikenetwork. Intersecting trails and low -stress bikeways can extend the distance that people feel comfortable bicycling and can better help people reach nearby destinations. While still growing, the Iowa City bike network has notable linear and area gaps that limit opportunities for bicycling. For Figure 8. Crocks, debris and potholes like the one seen here on College Street represent significant hazards to bicyclists. 21 ®® IOWA CITY BICYCLE MASTER PLAN example, there are bike lanes present on seven different streets in Iowa City, yet none of these bike lanes intersect. In addition, major barriers like the Iowa River, Highway 6, and the Iowa Interstate Railroad create challenges to bicycle mobility. Major gaps and barriers are described below. Network Gaps Bikeway gaps exist in various forms, ranging from short "missing links" on a specific street or path corridor, to larger geographic areas with few or no facilities at all. Gaps are organized based on length and other characteristics and may be classified into five main categories: Spot gaps: Spot gaps refer to point -specific locations lacking dedicated facilities or other treatments to accommodate safe and comfort- able bicycle travel. Spot gaps primarily include intersections and other areas with potential conflicts with motor vehicles. Examples include bicycle lanes on a major street "dropping" to make way for right turn lanes at an intersection without guidance for the bicyclists on how to travel through the intersection. Connection gaps: Connection gaps are missing segments (1/4 mile or less) on a clearly defined and otherwise well-connected bikeway. Major barriers standing between destinations and clearly defined routes also represent connection gaps. Examples include bicycle lanes on a major street "dropping" for several blocks to make way for on -street parking, or a freeway standing between a major bicycle route and a school. Linear gaps: Similar to connection gaps, linear gaps are 1/4 to 1/2 mile long missing link segments on a clearly defined and otherwise well-connected bikeway. Corridor gaps: On clearly defined and other- wise well-connected bikeways, corridor gaps are missing links longerthan 1/2 mile. These gaps will sometimes encompass an entire street corridor where bicycle facilities are desired but do not currently exist. System gaps: Larger geographic areas (e.g., a neighborhood or business district) where few or no bikeways exist are identified as system gaps. System gaps exist in areas where a minimum of two intersecting bikeways would be required to achieve the target network density. Gaps typically exist where physical or other constraints impede bikeway network development. Example constraints may include bike lanes "drop- ping" at an intersection to provide space for vehicle turn lanes, narrow bridges on existing roadways, severe cross -slopes, or limitations of pavement width due to environmental impacts associated with the roadway. Traffic mobility standards and other policy decisions may also lead to gaps in a network. For instance, a community's strong desire for on -street parking or increased vehicle capacity may hinder efforts to install continuous bicycle lanes along a major street. Map 2 highlights gaps in the Iowa City bike network. In some cases, a formalized bikeway itself may represent a gap despite its status as part of a desig- nated network. This condition typically occurs when a corridor (often a major street) lacks the type of bicycle facilities to comfortably accommodate a broader usage by a range of bicyclist skill levels, including infrequent or less confident cyclists. Some signed routes that lack dedicated bicycle facilities represent gaps in the bike network, especially for less experienced riders. Other examples include roadway corridors lacking formalized facilities (e.g., bike lanes) where conditions such as higher vehicle speeds and volumes would otherwisejustify greater separation between motorists and cyclists. A network in early stages of development is likely to have more system and linear gaps, indicative of a lack of bikeways. Gaps in a more mature bike network are likely to be spot and linear in nature, a reflection of a more complete network with short EXISTING SYSTEM I® 22 segment gaps, difficult intersections along existing bikeways, and difficult transitions between facility types. Most identified gaps in the Iowa City bike network are linear in nature—segment, linear, and corridor—reflecting the current state of network growth and development. Many segment and linear gaps represent missing links in the trail and wide sidewalk/sidepath system. Addressing these gaps can increase connectivity for less skilled and less confident system users. Many system gaps that cover larger areas are in well-established neighbor- hoods and industrial developments. In the absence of additional right-of-way for sidepaths or off-street trails, on -street bikeways like dedicated bike lanes, separated bike lanes, and bike boulevards can serve most bicyclist types. Figure 9. Despite the presence of shared lane markings, many people in Iowa City find Gilbert to be a barrier to bicycling and choose to alternative, lower -stress routes. Barriers Natural barriers, major land uses, and even trans- portation corridors like interstates and railroads present challenges to bicycling activity in Iowa City. Through input provided at the first open house and online via the online mapping tool, commu- nity members shared their concerns about specific barriers theyfacewhile bicycling in and around Iowa City. Barriers identified through the online mapping tool are presented in Map 3. Many of these barriers are located close to the center of the city and along major highways, and point to the challenges to 23 ®® IOWA CITY BICYCLE MASTER PLAN cross -city bicycling. Spot barriers are location -specific impediments that deter bicycling activity or create additional hard- shipsforpeoplewho bicycle. Thefollowing examples of spot barriers were identified by community members through the online mapping tool: • Difficult to traverse intersections, including: • Benton Street at Riverside Drive • Grand Avenue and Burlington Street at Riverside Drive • Newton Road and Iowa Avenue at Riverside Drive • Gilbert Street and Benton Street • Burlington Street and Muscatine Avenue • Pinch points and narrow facilities like the Burlington Street Bridge • Wide sidewalks that terminate abruptly Linear barriers like the Iowa River and Highway 6 divide the community and isolate residents from even the closest destinations by increasing real and perceived distance. These barriers can also present safety challenges by funneling bicycle travel onto higher -stress roadways like major collector and arterial roads in order to cross from one side to the other. In most cases, these intersecting roads lack dedicated bicycle facilities that support a wide range of bicycling skill and confidence levels. The Iowa Interstate Railroad functions in much the same way as the major highways, bisecting the street grid as it travels east to west through the heart of the city. Most local roads do not cross the railroad, and, as a result, all traffic—including motor vehicles, bicy- cles, and pedestrians—are funneled onto larger and busier roads in order to cross. Bicycle Network Gaps Legend Bike Network Gaps Spot Gap Segment, Linear & Corridor Gap - Area Gap Existing Bicycle Facilities Shared -Use Path (Trail) — Sidepath (Wide Sidewalk) Bike Lane Paved Shoulder/ Shoulder Bikeway Marked Shared Lane Mountain Bike Trail Other Map Elements — Interstate — Principal Arterial Minor Arterial Collector Local Road — Railroad O K-12 School Park Iowa City Boundary 0 1inch =0.75 miles 0 0.5 1 2 Miles RD • ar�7 3�•l�lll .i,wNo g• CITY OF OW 4 CITY Map 2, Bike Network Gaps Le, r ..' .,,y v so.P.rk EXISTING SYSTEM ),> 24 Barriers to Bicycling Legend Community Identified Barriers to Bicycling Existing Bicycle Facilities — Shared -Use Path (frail) — Sidepath (Wide Sidewalk) Bike Lane Paved Shoulder / Shoulder Bikeway — Marked Shared Mountain Bike Trail Other Map Elements — Interstate — Principal Arterial Minor Arterial Collector Local Road — Railroad Q K-12 School Park Iowa City Boundary 0 1inch =0.75 miles 0 0.5 1 2 Miles } e. RD CITY arm w i CITY OF IOWA CITU' PLANNING I DESIGN Map 3. Barriers to Bicycling .0 0-'A.... • • • 11 s n7�aean --�an¢ • Firkwaad ¢ o �il\de ��af�f� Xlg°land Q YYYQ 46/ e.... .. O� Nery dmkr wem aa.k°y o ea�de [z] re ja aza I a e,a rueb °on Ar Q a A aye,— rry Source ESA, oIgRnlclobe ceoEye, I cubed cUSDAk USCS, AEx, ceMappmg, mgnd, ICN, ICP, swlsstopo, and he GIS Usercommunity EXISTING SYSTEM ),> 25 a� at. a. f x. r, Q Ter, I Duy a z van � • xaa..r i _. I °.rz° • QrehIS Q �e5 V �kton 6D Pan aJ�,�e �M16 �S .. Lawes Wae • t. Q }<` + aawf4nz } ��_— 0 K Wa5°II1,I0¢ Q o marase "� ine rIE .0 0-'A.... • • • 11 s n7�aean --�an¢ • Firkwaad ¢ o �il\de ��af�f� Xlg°land Q YYYQ 46/ e.... .. O� Nery dmkr wem aa.k°y o ea�de [z] re ja aza I a e,a rueb °on Ar Q a A aye,— rry Source ESA, oIgRnlclobe ceoEye, I cubed cUSDAk USCS, AEx, ceMappmg, mgnd, ICN, ICP, swlsstopo, and he GIS Usercommunity EXISTING SYSTEM ),> 25 While the linear barriers mentioned above create crossing difficulties for people bicycling, other linear barriers present challenges for those bicycling along the barrier itself. These linear barriers are primarily busy roadways that lack dedicated bicycle facilities to support safe and comfortable travel. Specific corridors identified by community residents include 2nd Avenue from Coralville to the Iowa River Trail, Gilbert Street from downtown south to Highway 6, Benton Street west of Riverside Drive, and Burlington Street, which has been noted as one of the most direct east -west routes, yet one of the most difficult and uncomfortable to ride. Major land uses like the Iowa City Municipal Airport can create long, circuitous routes for bicyclists, which are unavoidable. The University of Iowa, on the other hand, has multiple routes by which riders can travel through campus, yet the lack knowledge of these routes or wayfinding signs to guide people across campus limit east -west bicycle traffic. Comfort An analysis of Bicycle Level of Traffic Stress (BLTS) on arterial and collector roadways in the study area reveals the extentto which the current bike network is limited in its accessibility for a wide variety of bicyclist types. Using the BLTS methodology estab- lished by the Mineta Transportation Institute's (MTI) Report 11-19: Low -Stress Bicycling and Network Connectivity published in 2012, the plan analyzes levels of bicycle traffic stress on arterial and collector roads in Iowa City. While many routes on the existing bike network are located on local road- ways, sidepaths, and off-street trails, most people bicycling in Iowa City must travel on or across these major roadways to reach their destinations. The analysis combines individual roadway characteris- tics, like the presence of dedicated bicycle facilities, number of travel lanes, presence of parking, and posted speed limit, to assign a level of traffic stress to the roadway. Definitions for each of the four levels of traffic stress, as defined in the MTI Report 11-19, are as follows: BLTS 1: Presenting little traffic stress and demanding little attention from cyclists, and attractive enough for a relaxing bike ride. Suitable for almost all cyclists, including children trained to safely cross intersections. On links, cyclists are either physically separated from traffic, or are in an exclusive bicycling zone next to a slow traffic stream with no more than one lane per direction, or are on a shared road where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with a low speed differential. Where cyclists ride alongside a parking lane, they have ample operating space outside the zone into which car doors are opened. Intersections are easy to approach and cross. Table 2. Segment Scoring Matrix for Bicycle Level of Traffic Stress Number aF Traffic Lanes Volume Mixed <= 30 mph Traffic >= 35 mph Street <= 30 mph with Bike 35 mph Lane >= 40 mph 2-3 lanes <=3k 1.5 2.5 1 2 2.5 3k - 10k 2 3 1.5 2.5 3 10k - 20k 3 3.5 2 3 3.5 >20k 3.5 4 2.5 3.5 4 4lanes <=3k 2.5 3.5 1.5 2.5 3 3k - 10k 3 4 2 3 3.5 10k - 20k 3.5 4 2.5 3.5 4 >20k 4 4 3 4 6+ lanes All volumes 4 EXISTING SYSTEM I® 26 BLTS 2: Presenting little traffic stress and there- fore suitableto most adult cyclists but demanding more attention than might be expected from children. On links, cyclists are either physically separated from traffic, or are in an exclusive bicy- cling zone next to a well -confined traffic stream with adequate clearance from a parking lane, or are on a shared roadway where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with a low speed differen- tial. Where a bike lane lies between a through lane and a right -turn lane, it is configured to give cyclists unambiguous priority where cars cross the bike lane and to keep car speed in the right -turn lane comparable to bicycling speeds. Crossings are not difficult for most adults. BLTS 3: More traffic stress than BLTS 2, yet mark- edly less than the stress of integrating with multilane traffic, and therefore welcome many people currently riding bikes in American cities. Offering cyclists either an exclusive riding zone (lane) next to moderate -speed traffic or shared lanes on streets that are not multilane and have moderately low speed. Crossings may be longer or across higher -speed roads than allowed by BLTS 2, but are still considered acceptably safe to most adult pedestrians. BLTS 4: A level of stress beyond BLTS 3 At its core, the BLTS scoring decreases in comfort (1 is the highest comfort level) as the number of lanes, posted speed limit, and traffic volumes increase. Scoring in BLTS is based off of the four basic cate- gories defined in the MTI report. This scoring methodology is summarized in Table 2. The BLTS scoring decreases comfort (1 is the highest comfort level) as the number of lanes, posted speed limit, and traffic volumes increase. Traffic volumes reduce comfort more where bicyclists share the road with motorized vehicles, but comfort also decreases in bicycle lanes as traffic volumes next to those bicycle lanes increase. It is important to note 27 ®® IOWA CITY BICYCLE MASTER PLAN that the presence of wide sidewalks along arterial and collector roadways was not factored into this analysis in order to represent on -road level of traffic stress for bicycling. Wide sidewalks and shared -use paths along roadways generally earn higher scores than adjacent on -street facilities, but those higher scores are often reduced when the path crosses a busier roadway with a lower BLTS score, reflecting the impact of major roadway crossings on a facility's safety and comfort. Map 4 displays the level of travel stress scores for arterial and collector roadways in Iowa City. Lowest levels of traffic stress are shown in yellow, while highest levels of traffic stress are shown in dark brown. The highest levels of traffic stress are located along major highways that bisect the city. Highway 1 and Highway 6 bisect the city north and south, and Riverside Drive bisects the city east and west. Other major arterials and collectors outside the core of the city—like Mormon Trek Boulevard, Melrose Avenue, and North Dubuque Street—present significant chal- lenges for bicycling as well. These roads carry larger volumes of motor vehicle traffic at higher speeds than most roadways in Iowa City. Most arterials and collectors in the core of the city and to the east have lower posted speed limits and fewer travel lanes, and carry fewer motor vehicles. However, at a BLTS 3, many of these roads provide a level of comfort only accessible to more confident adults. Numerous BLTS 3 roadways function as signed roadways within the bike network. Roadways characterized by low levels of traffic stress for bicyclists include streets like Market and Jefferson Street, both with dedicated bike lanes, and roadways on the perim- eter of the city with relatively low traffic volumes. By addressing level of traffic stress along key corridors and at major intersections, the city can enhance network connectivity and increase bicycling acces- sibility to a larger, more diverse segment of the population. Bicycle Level of Traffic Stress Legend Bicycle Level of Traffic BLTS 1.5 (Lowest Traffic BLTS — BLTS — BLTS — BLTS BLTS 4 (Highest Traffic Other Map Principle Arterial Minor Arterial Local Road Railroad O K-12 School Park Iowa City Boundary 0 1 incl 0J5 miles 0 0.5 1 2 Th _ no6—Park Miles eRD z kory xo altar,u,n.. g HIII VaK pl l6k CITY OF IOWA CITY vwvwry Map 4, Bicycle Level of Traffic Stress for Arterial and Collector Streets in Iowa City EXISTING SYSTEM ),> 28 Th _ no6—Park rene, 0 oa Park z kory xo HIII VaK pl l6k 0 ^Pe ^ 61aa In6 an JpGL.,w ^f n k iA9arker O , asAing,o^ +` ge 0 Irr, x v Szoa Park lr \ es 0 O Pa,k0 .�11a .. 00 ` &e ark 0 O laae 6= 0 0 rk rrr 1 d�a.r rvapo o e,ey Or 6 Park k e a ea. a I Alzp—, '.... Wetlantlz Irr 0 18 �za6e — 6 o,y spume Esn, oi0rtaiciooe, ce eye, wuneo �usoq uscs,nex, ceo-nappvN,n mono, icm, icv, smnsmp ,and me ci s user communIts Map 4, Bicycle Level of Traffic Stress for Arterial and Collector Streets in Iowa City EXISTING SYSTEM ),> 28 Safety The analysis of reported bicycle and pedestrian related collisions can reveal patterns and potential sources of safety issues, both design and behavior - related. These findings can provide Iowa Citywith a basis for infrastructure and program improvements to enhance bicycle and pedestrian safety. Bicycle and pedestrian related collisions and colli- sion locations in Iowa City were analyzed over the most recent five-year period of available data, 2011 through 2015. It is important to note that the number of collisions reported is likely an underes- timate of the actual number of collisions that take place because some parties do not report colli- sions to law enforcement, particularly collisions not resulting in injury or property damage. Although under -reporting and omissions of "near -misses" are limitations, analyzing the collisions can reveal spatial and behavioral trends or design factors that may contributeto collisions in Iowa City. Number of Crashes During the five-year period from 2011 to 2015, there were a total of 138 bicycle -related collisions in within the Iowa City limits. The data shows a significant increase in the number of crashes during this period, growing by 187 percent from fifteen crashes in 2011 to forty-three crashes in 2015. It is important to note that this increase in crashes corresponds with an estimated 21 percent increase in bicycle commute mode share in the metro area from 2010 to 2015, as well as a 12 percent increase in population for the entire metro area from 2010 to 2014. While the lack of reliable exposure and bicycling activity data limits the ability to draw a direct relationship between the corresponding rises in bicycle commute mode share and bicycle crashes, these corresponding increases highlight the importance of bicycle facili- ties and bicycle crash countermeasures to support the growing number of bicyclists in Iowa City. qd� awi 40 L w U 30 0 v 20: E z 10 43 0 2011 2012 2013 2014 2015 Year Figure 10. Bicycle crashes byyear, 2011-2015 Time of Day Much like motor vehicle crashes, bicycle crashes generally occur during peak travel periods. However, it is important to note that many people bicycling in Iowa City are children, whose afternoon "peak period" corresponds with school dismissal and late afternoon play. The figure below shows crashes by time of day. The greatest number of crashes per hour occurred in the 6 p.m. evening rush hour (20), followed by the 3 p.m. school dismissal hour (16), andthe4 p.m. afternoon hour(1O). The evening rush hours (5 p.m. to 8 p.m.) accounted for 28 percent of all crashes, while the school dismissal hours (2 p.m. to 5 p.m.) accounted for 23 percent. n 20 �s is 0 22 >i u E 6 6 S Zgla000�3ll'I�II I II■� 0P b5 f� g2P oar mF Qo QP QP QA gpF yep Sed 1Qg aQR qQP og@ �a timF tii� ro9s Nourof Day Figure 11. Bicycle crashes by time of day EXISTING SYSTEM I® 29 Time of Year Bicycle crash data during this five-year period also highlights seasonal variations in bicycling activity corresponding to daylight, presence of college population, and temperature. Months with the highest volumes of crashes generally correspond to favorable weather conditions, average to above average daylight, and spring and fall semesters for college students who represent a significant portion of the city's population and are more likely to travel by bicycle. Forty-six percent of all crashes occurred in the months of April, September, and October, and an additional 40 percent occurred during the late spring and summer months of May, June, July, and August. Conversely, colder winter months experi- enced the lowest number of bicycle crashes, with only one crash in February and zero crashes in January. Figure 12 displays crashes for each month bytime of day, as well as sunrise and sunset times for the first day of each month. According to crash report data, 77 percent of all crashes occurred during daylight conditions, while 15 percent occurred under dark conditions. An additional 8 percent occurred during dusk, and 1 percent at dawn. 12:00 AM 1 7 Crash Location Bicycle collisions were clustered along major thor- oughfares and popular bicycling routes, including Gilbert Street, Burlington Street, Madison Street, College Street, Clinton Street, and Highway 6/2nd Street leading into Coralville. As displayed in Map 5, which groups collisions that occurred within 100 feet of one another, most clusters are located in Downtown and the Central District where a signifi- cant portion of the city's bicycling activity takes place. Crash Severity While none of the reported crashes involving people bicycling were fatal, 67 percent resulted in injury, and an additional 32 percent resulted in possible injury. Of the 102 crashes resulting in injury, only seven were incapacitating. The locations of bicycle crashes by severity type are displayed in Map 6. It is impor- tant to note six of the seven the crashes resulting in incapacitating injury occurred at intersections along or across major thoroughfares, including Burlington Street (2), 2nd Avenue (2), Highway 6, and Mormon Trek Boulevard. This fact highlights both the existing level of bicycling activity along and across arterial and collector roadways, and the need for dedicated bicycle facilities and intersection treatments to reduce bicycle crashes. Time of Day 3:00 AM 6:00 AM 9:00 AM 12:00 PM 3:00 PM 6:00 PM 9:00 PM 12:00 AM 12 •N�••ww • • • crashes —Sunrise —Sunset Figure 12. Bicycle crashes by month and time of day 30 ®® IOWA CITY BICYCLE MASTER PLAN Bicycle Crash Clusters Legend Bicycle Crash Clusters . 1 • 2 • 3 • 4-5 • 6-] Existing Bicycle Facilities SharedUsePath (Trail) — Sidepalh (Wide Sidewalk) Bike Lane Paved Shoulder/ Shoulder Bikeway >— Marked Shared Lane — Mountain Bike Trail Other Map Elements — Interstate — Principal Arterial — Minor Arterial — Collector Local Road — Railroad U K-12School Park Iowa City Boundary 0 1 inch =OJS miles 0 0.5 1 2 Miles 3i..-,--==�� .. -RDg•• arm CITY OF IOWA CITY PLANNING Map 5, Bicycle Crash Clusters, 2011 2015 a,A �—� Xali„ e'Pe s i r . P IP,rk\ ?� �a IPa,i a, - xa •..Wlefi�' O 4� wy g i ars" s }•C__Y • Myas •�•i 96kf^�L K O0I1 ~p� f ..Ila Park Y _ • • j� 1 • p Curt OO n, N r,A Q ^ enroy • • • • Xi,kwooe l� •if6 M �o�aea �C ! hand 18 S �i OWathloy 01.Y—IN,Win— 'Ale w1till- rnoyn,.a e O il ay.,. F— o,y souse esn, olgitalaohe, Call, I cul usoA�usW Aex `- hecis Usercommuniry EXISTING SYSTEM ),> 31 Bicycle Crash Severity Legend Bicycle Crashes by Severity • Incapacitating Injury • Non -Incapacitating Injury 0 Possible Injury 0 No Injury Existing Bicycle Facilities SharedUsePath (Trail) Sidepalh (Wide Sidewalk) Bike Lane Paved Shoulder / Shoulder Bikeway Marked Shared Lane Mountain Bike Trail Other Map Elements — Interstate Principal Arterial — Minor Arterial Collector — Local Road , Railroad O K-12School Park Iowa Qty Boundary 0 l inch =0 %$ miles 0 0.5 1 2 Miles ei RD arm g.. CITY OF IOWA CITY zN " PLANNING Map 6, Bicycle Crashes by Severity, 20112015 EXISTING SYSTEM ),> 32 � a"A a �- 1Ln B.R 0Ok 0 l ? x as i 00 h"0 s e IsP O Q Hawyi z O O— O OI 0 00 �8 o O � fl 0 0 0 x, ."aa Court O o� W 0� I� J oa ^rte 0 CX;6 0 xi�a"e 0 y e'�� O TIP Ni o 8 j 0 0 0 t Trion I O 21R dil Rye,.uon pry Loccerr Esh, OlgRnlclohe, GDYEy ubed,USDA �Uscs,AEx, ceMapping, -he cls User Community A mghd, ICN, IGP, swlssml EXISTING SYSTEM ),> 32 Support Facilities End -of -trip facilities like short-term bike racks, bike lockers, and long-term secure bike parking areas are essential to the success of the bike network. A lack of secure parking can deter people from bicycling to destinations, even for short trips. Iowa City and major institutions like the University of Iowa and the Iowa City Community School District (ICCSD) provide bicycle parking at popular destinations like the university campus, Downtown Iowa City, and public schools. The city has made a concerted effort in recent years to incorporate additional bicycle parking into streetscape projects and new develop- ments in and around downtown. In addition, the city maintains ten bike lockers for secure bike storage at the Court Street Transportation Center. Locker rooms and showers are located at many sites across the city as well, but many are located in University buildings and open only to staff, faculty, and students. Bicycle repair stations, or "fix -it" stations, have become an important part of the bicycle landscape in recent years. Each station provides a bike stand, tools, and in most cases tire pumps for people to fix a flat or make other basic adjustments to their bikes. Many bicyclists have noted ineffec- tive pumps at numerous stations, likely a result of Figure 13. Public bike repair locations provide tools for minor bicycle maintenance. IN Figure 14. The University of Iowa has multiple bicycle parking and fixit stations on campus. water damage from rain and snow. There are nine bicycle repair stations in Iowa City, eight of which are located on University of Iowa campus. Map 7 displays bike parking and repair station loca- tions throughout Iowa City. While the data for bike parking locations (not repair stations) dates from 2011, the relative concentrations of bike parking reveal the extent to which investments in bike parking have focused on high-density destinations, including the university, downtown, schools, and commercial nodes. Despite these efforts, many people biking in Iowa City have pointed to a lack of secure parking options throughout the community as a deterrent to bicy- cling. Bicycle parking ordinances, which are already in place in the city code, and incentive programs can increase the bicycle parking supply and reduce this perceived barrier to bicycling. Wayfinding Landmarks, destinations, neighborhood business districts, natural features and other visual cues help bicyclists navigate through Iowa City and reach their destination. However, many of the recommended bicycle routes rely on lower -volume roadways that may not be as familiar to many people, who may typically use an alternate route when traveling by bus or car. Iowa City has installed wayfinding signs along most on -street bikeways and shared -use paths. EXISTING SYSTEM I® 33 Bicycle Support Facilities Legend Bicycle Support Facilities Bike Rack Bike Repair Station Existing Bicycle Facilities SharedUsePath (Trail) Sidepath (Wide Sidewalk) Bike Lane Paved Shoulder / Shoulder Bikeway Marked Shared Lane — Mountain Bike Trail Other Map Elements — Interstate — Principal Arterial Minor Arterial — Collector — Local Road — Railroad O K-12School Park Iowa City Boundary 0 11ruch =0 %$ miles 0 0.5 1 2 Miles ei RD arm g.. CITY OF IOWA CITY zN a PLANNING Map Z Bicycle Parking and Repair Stations m � z pe O s we,X°,y `' ��al O e°,°� •K "a,gy, O m n6.°n 0. w r WeS 0�0o va-sv �e j V e eoo°°° bs J o°1 °°eodea, &'. c,0 160 v O o JSa6e gMerl�n[�o„ MO X16FIana y'�.p 0 0 O o� Hcq ease o w G3° t' On rz 1 — ; i° nAr 8 218 dil aye,.a n o.y T, Loccer '. spume: Esh, OlgRnlclohe, GarEye i -cubed, USDAkUscs, AEx, ceMapping,A roghd, ICN, IGP, swlssto User Communlry EXISTING SYSTEM ),> 34 These signs provide critical information to people bicycling, including directional guidance to key desti- nations and districts, as well as distance and time to reach these locations by traveling the designated route. The addition of travel times to wayfinding signage is more common in cities across the country for its ability to counter the perception of travel times as a significant barrier to bicycling, especially for utilitarian and commuter purposes. Figure 15. Wayfinding confirms locations of bicycle infrastructure and provides directions to local destinations. 35 ®® IOWA CITY BICYCLE MASTER PLAN Building a Culture of Bicycling Creating a bicycle friendly community does not happen overnight. The strong bicycling culture in Iowa City is the result of decades of determina- tion, perseverance, and hard work by community businesses, non-profit organizations, advocates, institutions, civic leaders, and public agencies. That bicycling culture continues each day with every single person who walks out their door, hops on her or his bike, and rides. Whether large or small, the contributions of those who have made bicy- cling safer, easier, more enjoyable, accessible, and more liberating are meaningful and important. The community partners listed below have been instru- mental in building a culture of bicycling and will continue to be so in the years to come. Community Partners University of Iowa The University of Iowa is a Silver -Level BFU, as awarded by the LAB. The University has a strong online presence for bicycling and organizes a wide array of bicycle -related education and encourage- ment programming, including the Winter Warrior Bike Challenge and spring and fall bike tune-ups. As the name suggests, the challenge aims to inspire university faculty and students to use bicycles as year-round transportation options. The university's online transportation cost calculator helps students understand the financial costs associated with driving alone by car. Students, faculty, staff, and local bicycle advocates make up the University's BAC. The group advocates for improved bicycling on campus, in the city, and throughout the county. In May 2016, university students from the College of Public Health led a demonstration project to test temporary bicycle facilities on College Street. The route included a painted bike lane, a protected bike lane, a bike boulevard, and shared lane markings. More Information: University of Iowa Bicycle Transportation: https://sustainability.uiowa.edu/initiatives/ transportation/biking/ Figure 16. The annual spring and fall bike tune-ups help university students keep their bikes in good working order. (Source: University of Iowa) University of Iowa Drive Alone Cost Calculator: https://transportation.uiowa.edu/cost-calculator Iowa City Bike Boulevard Project: https://sustainability.uiowa.edu/news/ student-group-tests-iowa-city-b ike-boulevard/ Think Bicycles of Johnson County Think Bicycles is a non-profit organization that brings bicycle shops and other community organi- zations together to advocate for improved bicycling in Johnson County. Think Bicycles helps organize Bike Month, held in May, with events throughout the county. The website also offers resources such as links to other organizations' group bicycle rides. More Information: Think Bicycles: http://www.thinkbicycles.org/ Iowa City Bike Library The Iowa City Bike Library began in 2004 by a group of local volunteers. The group continues its mission of encouraging more people to ride bicycles by repairing donated bikes and offering them for six month checkout periods. Community members receive their initial deposit once the bike is returned in good condition within the checkout period. System patrons may choose instead to keep the bicycle for themselves in lieu of obtaining the deposit. Children's bicycles are available for sale. The Iowa City Bike Library offers a Rent -a -Bench (RAB) program for members of the public to repair their bicycles by gaining access to the shop's tools and repair stands. RAB operates according to a low hourlyfee. Patrons who check-out a bicycle from the EXISTING SYSTEM I® 36 Figure I Stoff of the Bike Library help instill area residents with basic bike maintenance skills and provide tools. (Source: Iowa City Bike Library) library have access to repairs during their checkout More information: period. The Iowa City Bike Library covers the cost of https://www.facebook.com/ minor repairs and adjustments. ICORR-105507021120/ More Information: Iowa City Bike Library: http://www.bikelibrary. org/ Iowa Coalition of Off -Road Riders Mountain bicycling is an important element of Iowa City's bicycling culture, and the Iowa Coalition of Off -Road Riders is leading the charge to promote, preserve and improve mountain bike trail access. The volunteer -based non-profit organization focuses on maintaining and activating the Sugar Bottom Trails and other mountain biking facilities in the Iowa City area and also hosts numerous rides and events throughout the year in partnership with local bike shops, clubs, and other organizations. 37 ®® IOWA CITY BICYCLE MASTER PLAN Bicyclists of Iowa City With over 450 members from the Iowa City area, Bicyclists of Iowa City (BIC), organizes multiple group recreational bicycle rides per week. Group rides are available at multiple speeds and distances. Shorter, slower rides help people who are new to bicycling gain confidence. Longer rides are available for those training for RAGBRAI (Register's Annual Great Bicycle Ride Across Iowa), the renowned long- distance bicycle event. The group's weekly rides foster camaraderie by ending with a social event, such as dinner or ice cream. BIC also works with organizes bike rodeos each spring at local elemen- tary schools to teach children basic bicycling skills and safety tips. More information: http://bicyclistsofiowacity.org/ Iowa City Cycling Club The Iowa City Cycling Club works to advance the sport of cycling in the region through race promotions, team sponsorship, training, mentoring programs, and women -only rides, clinics, and race series. The organization also promotes cycling through advo- cacy, safety, and community involvement efforts. More information: http://iowacitycyclingclub.com Goosetown Racing Club Goosetown Racing is an Iowa City race team that participates and encourages others to enjoy cycling, running, skiing, and triathlons. More information: https://www.facebook.com/ Goosetown-Racing-204841488525/ Iowa City Womens Cycling Developed as an initiative of the Iowa City Bicycling Club in 2009, Iowa City Womens Cycling provides a positive environment to encourage women to ride and race. The group hosts numerous events throughout the year, including weekly rides and the popular Chamois Time race series. Other regular activities include social events and racing and main- tenance clinics. More information: https://www.facebook.com/ i owacitywomenscycling/ Iowa City Women on Wheels Iowa City Women on Wheels (ICA -WOW) was founded by a group of women who work at the local bicycle shop, World of Bikes. ICA -WOW offers no -drop, social rides twice a week during the summer. Women -only bicycle maintenance clinics and social gatherings offer women a chance to learn about basic repairs in hopes that participants are empowered and excited to ride more often. Events and rides use World of Bikes as starting locations and bicycle rentals are available. More information: https://www.meetup.com/ ICA -WOW -Iowa -City -Area -Women -On -Wheels/ BIKEIOWA BIKEIOWA has connected community members with resources about bicycling for sixteen years. BIKEIOWA is an online compendium designed to help residents stay knowledgeable about upcoming rides and events including bicycle -friendly city designations, organized rides, new infrastructure updates, advocacy and legislative news, and more. An online user can create a membership to add or update event information and interact with other users' online content. The website was created in 2001 and now has over 70,000 unique visitors per month. Over 4,500 opt -in e-mail addresses receive biweekly ride reminder e-mails. More information: http://www.bikeiowa.com/ Iowa Bicycle Coalition The Iowa Bicycle Coalition (IBC) provides statewide advocacy, events, rides, and online resources to further its mission to "build partnerships, educate Iowans, and help to establish safe and enjoyable bicycle transportation and recreation networks throughout Iowa" The organization supports community design, facility design and maintenance, and public policy goals to help make Iowa the most bicycle -friendly state in the country. The IBC also works to increase youth bicycling by offering bike trainingto area children through the school district's physical education program and by providing Safe Routes to School assistance. Other events and activities led by the IBC include the annual Iowa Bike Summit, Bike Expo, the RAGBRAI ride announce- ment party, and numerous group rides throughout EXISTING SYSTEM I® 38 the year to encourage all skill levels to get out and ride a bike. More information: http://iowabicyclecoalition.org/ Iowa City Community School District The ICCSD supports active transportation and encourages children and families to walk and bike to school. The school district has a Safe Routes to School Coordinator who provides support to indi- vidual schools and their PTOs to organize local programs and events. The ICCSD also partners with organizations like the IBC and BIC to offer bicycle safety and skills training to children. Safety Village Located at Grant Wood Elementary School, Safety Village is a child -size town that uses pedal -driven cars to teach children about real-life traffic situa- tions and safety measures. Annual camps hosted by Mercy Hospital are available to children who have finished kindergarten. The program regularly attracts over 200 children a year. More information: Safety Village: http://www.mercyiowacity.org/ safety -village Neighborhood Centers of Johnson County The human services agency called Neighborhood Centers of Johnson County serves local schools and neighborhoods including Broadway, Pheasant Ridge, and Breckenridge. The agency is community based and focuses on bringing resources to under- served families by offering programs and activities. The two community centers are located in Iowa City and act as common space for neighbors to gather. In addition the other services, Neighborhood Centers of Johnson County operates Youth Off -Road Riders Cycling Program (YORR). The program intro- duces youth to recreational cycling for competition 39 ®® IOWA CITY BICYCLE MASTER PLAN Figure 18. Children learn about the basics of traffic safety while pedaling through Safety Village. (Source: Iowa City Safety Village) or leisure. Youth receive coaching and meet new friends as they learn newskills. YellowVelo Bikes and Food is part of Neighborhood Centers of Johnson County's youth employment program. Youth sell healthy food and operate hourly, daily, and weekly bicycle rentals. More information: • Yellow Velo Bikes and Food: http://www.ncjc. org/yellow-velo.htmi • Youth Off -Road Riders: http://www.ncjc.org/ youth-off-road-riders.html • Neighborhood Centers of Johnson County: http://www.ncjc.org/ Figure 19. The 2016 Telenet UCI Cyclo -Cross World Cup drew thousands of visitors and contributed to the local economy. Iowa City Blue Zones Project Sponsored by Wellmark Blue Cross and Blue Shield, the Iowa City Blue Zones Project began in 2011 as a catalyst for healthy and active living through direct interventions and policy changes that support physical activity and healthy eating. The project has impacted more than 67,000 individuals and has helped lowerthe city's obesity ratefrom 18.7 percent in 2014 to 15.8 percent in 2015. The project has been supportive of Safe Routes to School programs, complete streets projects, and other initiatives that encourage residents to make physical activity a part of their daily routines. More information: Iowa City Blue Zones Project: https://www.face- book.com/pg/lowaCityBlueZonesProject Iowa City Blue Zones Project: http://explore. bluezonesproject.com/iowa-city/ Press: http://www.press-citizen.com/story/ n ews/2016/02/03/i owa-city-earns-blue-zo n es - c ertifi cati o n/79765076/ Iowa City/Coralville Area Convention & Visitors Bureau (CVB) The Iowa City/Coralville Area Convention & Visitors Bureau (CVB) works to increase visitor volume and spending to the region by attracting and operating conventions and events, supporting many of the area's signature events, and providing comprehen- sive information to visitors. The CVB has been a major proponent of bicycling in Iowa City through both the promotion of bicycling activities, bicycle facilities, local bike shops, and events. The bureau's support of regional events like the granGABLE and international events like Jingle Cross and the 2016 Telenet UCI Cyclo -Cross World Cup have helped to establish Iowa City's reputation as a bicycling desti- nation. The 2016 UCI World Cup event, which was estimated to have brought 10,000 visitors, including professional and amateur racers from across the globe, was so successful that the UCI has announced that Iowa City will open the 2017 UCI World Cup series, and local organizers are expecting more than 15,000 visitors and $1.2M in local revenue' More information: http://www.iowacitycoralville.org/ Local Bicycle Shops Local bicycle shops are essential to bicycling in Iowa City, not just for the products they sell, but for their classes and events that instill confidence in new riders and build relationships around bicy- cling. Programs offered by Iowa City bicycle shops offer basic bicycle skills and safe maneuvering courses, bicycle repair courses, regularly -scheduled group rides, bicycle rodeos in partnership with local schools and organizations, and bike races. 1 Davis, Andy. "Iowa City selected to host another cyclo - cross World Cup race" Iowa City Press Citizen, January 27, 2017. http://www. press-citize n.com/story/news/2017/01 /27/iowa- city-uci-cyclo-cross-world-cup-jingle-cross/97141576/ (accessed March 13, 2017). EXISTING SYSTEM I® 40 Existing Plans and Policies From long-range plans to statewide facility design standards, Iowa City staff and elected leaders rely on many existing plans, policies, and regulations to inform their decisions relating to bicycling infra- structure planning, funding, design, construction, and maintenance. The following list of existing documents and resources were reviewed early in the planning process to better understand the regulatory and policy environments and to identify common themes and goals on which the Bicycle Master Plan can expand or improve. A brief over- view of key findings from these documents are described below. Table 3. Relevant Plans and Policies Plans Local Plans Iowa City and other local agencies in the metro- politan area have developed comprehensive plans, sub -area plans, and bicycle and trail plans that have impacted and will continue to impact bicycle facility development and supporting programs. Transportation -focused plans like the Metropolitan Bicycle Master Plan (2009), the Future Forward 2045 Long Range Transportation Plan (2017 draft), and the Johnson County Bicycling & Multi -Use Trails Plan (2012) include recommendations for the installation of bicycle facilities on local roadways, the devel- opment of additional trail corridors along riparian Plan/Policy/Regulation IC2030: Iowa City Comprehensive Plan Update Agency - moll Iowa City 2013 2016-2017 Strategic Plan Update Iowa City 2016 South District Plan Iowa City 2015 Central District Plan Iowa City 2012 Downtown and Riverfront Crossings Master Plan Iowa City 2013 City Code (including bicycle regulations, parking standards, subdivision design standards, and Iowa City Updated 2016 Complete Streets Policy Iowa City Updated 2015 Metropolitan Bicycle Master Plan MPOJC 2009 Future Forward 2045 (Long -Range Transportation Plan) MPOJC 2017 (D .^ Complete Streets Policy MPOJC 2015 Coralville Community Plan Coralville 2014 Bicycling & Multi -Use Trails Plan Johnson County 2012 Statewide Urban Design and Specifications (SUDAS) Iowa DOT 2017 Edition Iowa in Motion 2040, Iowa In Motion 2045 (Draft) Iowa DOT 2012, 2017 (Draft) Iowa Trails 200 Iowa DOT 2000 41 ®® IOWA CITY BICYCLE MASTER PLAN and other undeveloped corridors, the evaluation of some roadways for travel lane conversions or road diets, maintenance and sweeping of trails and high- priority bike corridors, bicycle parking ordinances for commercial and multi -family properties, and additional bicycle parking in downtown and other popular destinations. The Metropolitan Bicycle Master Plan provides the most detailed history, analysis, and recommendations pertaining to bicy- cling in Iowa City and applicable to this bicycle master planning process. Recommendations for on -street bikeways, trails, supporting programs and policies, and plan evaluation create a compre- hensive and robust strategy to increase bicycling activity and enhance bicycling safety in Iowa City and surrounding communities. Like this current bicycle master planning process, the Metropolitan Bicycle Master Plan also utilizes the LAB's building blocks of a BFC to frame existing conditions inven- tory and plan recommendations. Comprehensive and sub -area plans like IC2030: Iowa City Comprehensive Plan Update (2013), the South District Plan (2015), and the Downtown and Riverfront Crossings Master Plan (2013) also stress the importance of bicycling as a desired transporta- tion mode for transportation and recreation and an integral component of future growth and redevel- opment. The city's 2016-2017 strategic plan update points to the importance of bicycling as a means of promoting environmental sustainability. The city set an ambitious goal of earning a Gold -Level BFC desig- nation in 2017. State Plans At the state level, bicycle transportation and recreation are addressed in both the statewide transportation plan, Iowa in Motion 2040, and in the statewide trails plan, Iowa Trails 2000. The state also commissioned a statewide bicycle and pedes- trian plan which included multiple public meetings across the state in 2013 and an anticipated release of the draft report in 2015. However, no documents are made available on the project website as of February 2017. Iowa in Motion 2040's broad scope encompasses active transportation and includes considerable focus on the state's growing trail system. The plan's three broad-based and far-reaching goals of safety, efficiency, and quality of life provide significant latitude for Iowa Department of Transportation to address unique statewide, regional and local chal- lenges and opportunities. With regard to bicycling, key findings include the need for bicycle system funding, complete streets policies, increased coor- dination to connect local and regional trail systems, and more education and encouragement programs. An update to the plan is currently underway and is expected to be completed in 2017. Draft documents released so far build on these same keyfindings and include greater focus on the prevalence of bicycle and pedestrian injuries and fatalities. Iowa Trails 2000 is a resource document devel- oped to assist local governments, non -profits, and other trail developers in achieving a shared vision of an interconnected, multi -modal, easily accessible statewide trails system. The plan provides the over- arching vision fora statewide trails system, guidance for facility planning and design, and enunciates the benefits of trails as valuable recreation, transpor- tation, and quality of life assets. The plan stresses the importance of local agencies as "the primary developers and owners of specific trail projects at the local level.... They are responsible for local coor- dination, public involvement, and final trail design, including alignment determination. They are also usually responsible for seeking funding through federal, state, local, and private sources; contracting with appropriate consultants; and operation and maintenance of the completed trail." The diversity of planning documents that address bicycling is a reflection of local, regional, and even state interest to diversify transportation choices, increase safety for road users, utilize bicycling and bicycle infrastructure as a catalytic tool for economic development, support community health and physical activity, and enhance quality of life. The following recommendations emergefrom these EXISTING SYSTEM I® 42 planning documents for consideration in this plan- ning effort: Acknowledge that the needs and abilities of all people bicycling differ and that different strate- gies and facility types are necessary to support this wide target audience. Develop cross -city routes that combine wayfinding, off-street trails, and on -street bike- ways to guide people bicycling to key community destinations and adjacent municipalities. Raise Iowa City's BFC status from Silver to Goldin 2017 and aspire for Platinum in the future. Construct additional wide sidewalks along key arterial corridors to extend the off-street network, connect the trail system to nearby destinations, and provide facilities appropriate for younger and less experienced people bicycling. Expand bicycle parking in high -demand areas and create policies and ordinances to standardize bicycle parking in future commercial and multi- family residential developments. Expand the trail network with extensions to the Iowa River and Willow Creek Trails and additional trails along other riparian corridors, including Ralston Creek from the future Riverfront Park northeast through downtown. Apply complete streets principles to all roadway projects to ensure the needs of bicyclists are considered and multi -modal infrastructure is included in roadway improvement projects and development projects. Incorporate bicycle facilities into district and area development and infrastructure projects to better link neighborhoods to key community destinations. Encouragement and education programs are crit- ical to the success of bicycling as a viable mode of transportation. 43 ®® IOWA CITY BICYCLE MASTER PLAN The Metropolitan Planning Organization of Johnson County (MPOJC) maintains a GIS data layer of existing and planned bikeways that includes many (but not alp of the recommendations included in the plans referenced above. These recommended facili- ties, as well as all recommended facilities referenced in these planning documents, will be screened and analyzed in this planning process for their potential to contribute to the future Iowa City bike network. Policies and Legislation Existing policies and legislation have a significant impact on the development of trails and bikeways in Iowa City. State and local regulations determine the design, construction specifications, and safe use of trails, sidewalks and on -street bicycle facilities. The current regulatory environment in Iowa City is similar to other municipalities of similar character in Iowa. Local Policies and Regulations Local regulations and policies impact the presence and character of bicycling facilities in new develop- ment, provide procedures and design guidance for roadway design and traffic calming additions, and support safe and responsible use and enjoyment of public roadways by all road users. The City Code includes bicycle parking ordinances to integrate bicycle parking into new commercial and multi- family residential developments; subdivision design standards to incorporate trails, bikeways, and traffic calming into new subdivisions; and traffic -related regulations to encourage safe bicycling and restrict motor vehicle use of dedicated bicycle lanes. A summary of some of these regulations and policies is provided on the following page. Complete Streets Policy Iowa City has adopted a complete streets ordinance that establishes the city's commitment to designing, building, operating, and maintaining public streets that accommodate people of all ages and abili- ties, regardless of their mode of travel. The city's complete streets policy stresses the importance of context within the street network and requires that capital projects incorporate complete street facilities like sidewalks and bicycle facilities set forth in City Council -adopted plans like the comprehen- sive plan, district plans, and bicycle and pedestrian plans. The ordinance references a number of design manuals to be used for design guidance, ranging from traditional sources like the AASHTO Green Book and the SUDAS manual, to more innovative publications like the NACTO Urban Street Design Guide and the NACTO Urban Bikeway Design Guide. The ordinance includes exceptions to the use of complete streets principles and performance measures to evaluate its effectiveness and impact. The MPOJC adopted a complete streets policy in 2015 to ensure that projects receiving federal funds through the MPO -administered Surface Transportation Block Grant Program (STBG) and Transportation Alternatives Program (TAP) adhere to complete streets principles and apply context sensitive design. Subdivision Regulations The layout of the street network exerts the most profound influence upon how the commu- nity develops and the opportunity for safe and active transportation between neighborhoods and to various parts of town. Streets are also the most unalterable element in development. Once constructed, for better or worse, the street system, which includes block lengths and intersections, will remain unchanged for decades if not centu- ries. Except for arterial streets, most roadways are designed and constructed by private developers to meet city standards. The goal of Iowa City's current subdivision regula- tions (updated in 2008) is for each new subdivision to contribute to the larger interconnected street pattern to ensure: Street connectivity between neighborhoods • Multiple travel routes resulting in the diffusion and distribution of traffic • Efficient routesfor public and emergency services • Provide direct and continuous vehicular and pedestrian travel routes to neighborhood destinations It is a requirement that "all streets, sidewalks, and trails should connect to other streets, sidewalks, and trails within the development, and to the prop- erty line to provide for their extension to adjacent properties" Iowa City's subdivision regulations restrict the use of cul-de-sacs and other roadways with a single point of access and, when unavoidable due to topography or other constraints, limit their length. Along local and collector streets block lengths are to be between 300 and 600 feet in length. Blocks longer than six hundred feet (600') must have midblock pedestrian connections between adjacent streets. Zoning Code Iowa City plans for and encourages commercial nodes located at key intersections throughout the community to provide opportunities for basic retail uses and services close to where people live. All commercial zones require pedestrian access routes from the public sidewalk/street to the building entrance. All multi -family uses must have facades and entrances oriented to the street with vehicle parking to rear of the building or underground. All commercial and multi -family residential uses have minimum bicycle parking requirements. EXISTING SYSTEM I® 44 The Comprehensive Plan and Zoning Code also encourage mixed use development in the Downtown and Riverfront crossings but also in the Neighborhood Commercial and Mixed Use zones dispersed throughout the community. Olde Towne Village at the intersection of Rochester Avenue and Scott Boulevard is an example of this sort of mixed use in a more suburban context. The form -based code that is now in place for the Riverfront Crossings and Downtown focus on the pedestrian aspects of the street: Building facades and entrances are oriented toward the street. Building placement is located close to the sidewalk. Sidewalks are wider with space for landscaping (trees). Driveways/curb cuts are minimized with alley access or cross access/coordinated access preferred. Pedestrian streets, especially on existing long blocks are encouraged. Parking is located behind buildings or underground. Traffic Calming Policy To address the need for traffic calming for streets not programmed for improvements in the near future, the city developed a policy and procedures for traffic calming driven by neighborhood request. The policy, which applies to local and collector streets, establishes a process for neighborhood engagement, corridor study, design considerations, and final approval of the installation. The traffic calming program has resulted in a variety of improvements on local and collector roadways, Figure 20. The raised cross walk and speed humps along Shannon Drive calm traffic and increase safety for bicyclists. 45 ®® IOWA CITY BICYCLE MASTER PLAN including Morningside Drive, College and Summit Streets, Shannon Drive, and Kimball Road. These installations create a safer environment for all road users, especially people bicycling and walking. Bicycle Parking Policy Bicycle parking codified in the city's zoning ordi- nance as part of the off street parking and loading standards. Like motor vehicle parking require- ments, minimum bicycle parking requirements vary for different land uses. Bicycle parking minimums are calculated as a percentage of motor vehicle parking spaces, usually between five and twenty- five percent, or as a fixed number per dwelling unit. In all cases in which bicycle parking is required, a minimum of four spaces shall be provided. The ordi- nance also includes general design standards that focus on parking area surface type, rack design, and rack placement. Parking may also be provided in the form of bicycle lockers or secure indoor storage facilities, but does not define conditions under which these parking facilities should be used, nor does it require their use. State Policies and Regulations The Iowa State Code acknowledges and supports trail development as a catalyst for economic development and improved community health. The adoption of sections of the Iowa State Code pertaining to pedestrian, bicycle and motorist movement and operation on public roadways also promotes behavior in conformance with statewide regulations. The SUDAS manual provides detailed design guidelines and standards for the development of consistent non -motorized transportation facili- ties. Design guidance is heavily dependent on the AASHTO Guide for the Development of Bicycle Facilities (2012 draft) and discusses traditional facility types such as shared -use paths, shared roadways, paved shoulders, bike lanes, and bicycle boulevards. The document does not include design guidance for newer, more innovative bicycle facili- ties such as separated bike lanes or cycle tracks. The recent inclusion of an entire chapter for complete streets (Chapter 5) expands bicycling -related infor- mation beyond design details and establishes a more comprehensive context for the inclusion of bicycling facilities and impact of general geometric design principles on non -motorized transportation. Key themes and considerations from this review of existing policies and legislation include the following: Through numerous ordinances, regulations and policies, Iowa City has established a layered system of safeguards to ensure that bicycle transportation is considered in all transporta- tion investments, land subdivisions, and future developments. The city code requires people to park their bicy- cles at bike racks if they are within 300 feet of the intended destination. While this encourages bike rack usage, it can be difficult to abide by this law when bike racks in dense, high -traffic areas are full and no other bike parking is available, which indicates the need to expand the presence of bike parking. Bicycle parking regulations lack the level of design detail necessary to ensure that private developers provide secure and functional bike racks. Additional language regarding design spec- ifications in accordance with the Association of Pedestrian and Bicycle Professionals' Essentials of Bike Parking (2015)should be referenced and provided to developers at the initiation of the site planning process. Design guidance for bicycle facility development relies heavily on AASHTO design manuals that do not incorporate recent developments and inno- vations in facility design, such as buffered bike lanes, separated bike lanes, and cycle tracks. This is especially apparent at the state level. EXISTING SYSTEM I® 46 This page left blank intentionally. 47 ®® IOWA CITY BICYCLE MASTER PLAN q _ -!wM w � LMIS 11 u, SECTION A Needs Assessment Needs Assessment There is no single formula for building a bicycle - friendly community. Each community has unique values and needs with respect to bicycling. The needs and values of Iowa Citians shape the content and character of this plan, from the overarching vision and goals to the detailed facility and program recommendations. This chapter assesses the needs of the community with regard to bicycling and includes the following key elements: A description of bicyclist types Demand for bicycling facilities based on land use, population, and destination densities Public engagement processes and feedback, which consisted of an online survey, open house events, an online mapping tool, and a survey distributed to junior high school students Types of Bicyclists Similar to motor vehicles, bicyclists and their bicy- cles come in a variety of sizes and configurations. This variation ranges from the type of bicycle a bicyclist chooses to ride to the behavioral charac- teristics and comfort level of the bicyclist. Bicyclists by nature are much more sensitive to poor facility design, construction, and maintenance than motor vehicle drivers. Bicyclist skill level also leads to a dramatic variance in expected speeds, traffic tolerance, and behavior. Several methodologies for classifying bicyclists are currently in use within the bicycle planning and engineering professions. These classifications can be helpful in understanding the characteristics and preferences of different bicyclists. Historically, the most conventional framework classified the "design bicyclist" as advanced, basic, or child. In 2012, the AASHTO Guide for the Development of Bicycle Facilities consolidated these three catego- ries to into two: "Experienced and Confident;' and "Casual and Less Confident." Both of these meth- odologies at the federal level consider only existing 49 ®® IOWA CITY BICYCLE MASTER PLAN bicyclists and do not examine the American popu- lation as a whole, particularly those who do not currently bicycle but have interest. A third methodology has been developed by planners in the City of Portland, Oregon and is supported by data collected nationally since 2005. This methodology identifies four types of bicyclists and describes their preferences and needs: Strong and Fearless: These users will typically ride anywhere regardless of roadway conditions or weather. These bicyclists can ride faster than other user types, prefer direct routes, and will typically choose roadway connections. Enthused and Confident: This user group encom- passes "intermediate" bicyclists who are fairly comfortable riding on all types of bicycle facilities, but usually choose lower -volume streets or shared - use paths when available. These users may choose a longer route to ride on a preferred facility. Interested but Concerned: This user type comprises the bulk of the cycling population and represents bicyclists who typically only ride a bicycle on low traffic streets or shared -use paths under favorable weather conditions. These bicy- clists perceive significant barriers to their increased use of cycling. No Way, No How: (approximately 30-35 percent of population): Persons in this category do not bicycle, either because of general lack of interest or percep- tion of severe safety issues with riding in traffic. Bicyclist type within a city varies widely based on residents' previous bicycle facility exposure and experience and city population makeup. University cities, such as Iowa City, offer a special environ- ment that varies significantly from the rest of the nation and even the general population within the same city. Students, faculty, and staff on university campuses typically walk and bicycle in much higher numbers than their counterparts elsewhere. 1f4ii STRONG 5A FEARLESS 5-10% ENTHUSED to CONFIDENT INTERESTED BUT CONCERNED 30 °% O O NO WAY, NO HOW Demand for Bicycling Facilities Determining geographic demand for bicycle facili- ties requires a layering and analysis of diverse inputs, from population and employment density to schools and parks to input gathered through the public engagement process. This memorandum compiles and synthesizes these diverse inputs to create a comprehensive picture of demand for bicycle facilities in Iowa City. The Live/Work/Play Demand Model provides a general understanding of expected bicycling activity by combining individual spatial analyses represen- tative of where people live, work, play, shop, access public transit, and go to school into a composite sketch of demand for bicycle facilities throughout Iowa City. Methodology Categorical data representing each demand factor (e.g., live, work, play) are processed individually. The resulting values for each category are spatially joined to a uniform point grid that is used to develop a visual representation of category density using GIS -based kernel density tools. The result is a model of demand for bicycle facilities accounting for the impacts of destination proximity and density. Scores increase for areas that have a high density of destinations that are close together, like a down- town. Scores decrease in areas with lower densities of destinations that are further apart such as fringe strip commercial. On the maps shown in this section of the plan, the highest density/usage/activity loca- tions (shown in brown) do not represent specific physical facilities, but rather represent relative higher use zones as calculated. Categories are scored on a scale of 1 to 5 based on densityand proximityand then combined with equal weighting to develop a composite Live/Work/Play score. This composite representation of demand for bicycling facilities is an important factor that will inform bikeway network development. NEEDS ANALYSIS AND METHODS I® 50 Population -Based Demand Lower Demand Higher Demand Map 8. Population -Based Demand Results Live Population density is based on 2010 decennial census block level population information. Population distribution and density represent potential trip origin locations. More trips can be made in areas with higher population density. Student housing, multi -family housing complexes, and compact single family subdivisions are concentrated close to Downtown and the University of Iowa. The Central District, Southwest District, the South District, and the eastern end of the Northwest District have some of the greatest concentrations of residential popula- tions in the city. Newer residential developments in 51 ®® IOWA CITY BICYCLE MASTER PLAN E 1 '..,.0 0.5 1 2 e iiiiiiiiiiiiA�imiles the Northeast and Southeast will drive demand for quality of life amenities, including bicycle facilities to increase access to nearby destinations. It is also important to note the many residential communi- ties immediately adjacent to Iowa City that rely on the local transportation network, as well as goods and services within the city. While not reflected in the population -based demand assessment, connec- tions to the adjacent municipalities of University Heights and Coralville, as well as residential neigh- borhoods in unincorporated Johnson County, such as Sunrise Village and Lake Ridge, will increase regional access to destinations throughout Iowa City. "I Employment -Based Demand Lower Demand Higher Demand 0 0.5 1 2 e Miles Map 9. Employment -Based Demand Work Employment density mainly represents trip destina- tions for people working in Iowa City, regardless of their place of residency. This data layer is based on 2014 total employment by census block. Depending on the type of job, this category can represent both trip attractors, like retail stores and cafes, and trip generators, like office parks and office build- ings. Hot spots for the "work" analysis include the University of Iowa, Downtown Iowa City, the Iowa City commercial developments along Highway 1 and Highway 6, the industrial corridor north of Highway 6 from Sycamore Street to the eastern city limits, and various employment sectors along North Dodge Street surrounding Interstate 80. As shown in the map below, the density of employ- ment in Downtown and at the University of Iowa far outweigh all other employment concentrations in Iowa City. Their importance as two of the greatest trip generators in the city will be critical to future network development. NEEDS ANALYSIS AND METHODS I® 52 qb Recreation -Based Demand Lower Demand Higher Demand 0005 1 2 e Miles Map 10. Recreation -Based Demand Play Recreation -based demand represents a combi- nation of parks and linear trails that support recreational activities in Iowa City. Much like schools and other neighborhood amenities, many of the "play" hotspots are scattered throughout the community. As Map 10 illustrates, much of the demand generated by trails and parks is located adjacent to the Iowa River, from the Waterworks Prairie Park north of Interstate 80 south along the Iowa River Trail to the Terry Trueblood Recreation Area, with numerous parks in between. Future 53 ®® IOWA CITY BICYCLE MASTER PLAN development of a regional riverfront park, as iden- tified in the Downtown and Riverfront Crossings Master Plan, will further strengthen the Iowa River as the primary recreation corridor in Iowa City and will increase recreation opportunities in the core of the city. Other high -demand areas include Hickory Hill Park, Sycamore Greenway, Iowa City Kickers Soccer Park, Scott Park, Court Hill Trail, Mormon Handcart Park, and the Willow Creek Trail. The map illustrates the importance of trails and greenways as links between city parks and other major land uses. • A School -Based Demand Lower Demand '.✓'�;? e Higher Demand 0 0.5 1 2 iiiiiiiiiiiiA�imiles Map 11. School -Based Demand Learn School-based demand represents where students K-12, at community college, or at university go to school. K-12 schools are distributed across the entire city and generally reflect residential popu- lation distribution. Iowa City High School, West High School, and Regina Catholic Education Center generate a large number of trips, but their atten- dance zones are much larger than most middle and elementary schools. An increased focus on bicycle infrastructure surrounding elementary and middle schools, which have smaller attendance zones and shorter average distances from home to school, may yield a greater increase in youth bicycle trips. A new ICCSD elementary school, Hoover Elementary, is slated to open in the fall of 2017. While not reflected on this map, the new elementary school, which will be located at the intersection of American Legion and Barrington Roads, will impact student atten- dance zones, travel routes, and mode choices. University and community college demand is concentrated at the University of Iowa Campus. This overlaps with other demand factors like employ- ment, residential, and retail, all of which stress the importance of the urban core as the area with highest demand for infrastructure supporting bicycle mobility. NEEDS ANALYSIS AND METHODS I® 54 • Retail -Based Demand Lower Demand '.✓'�;? e Higher Demand 0 0.5 1 2 Miles Map 12. Retail -Based Demand Shop Retail -based demand is calculated using a combi- nation of retail, arts, entertainment, food services, and accommodation employment sectors from the North American Industry Classification System (NAICS). Together, these sectors provide a rough sense of shopping and entertainment destinations in Iowa City. In addition to a high density of retail employment in the Downtown, smaller nodes of retail and shopping destinations are located along Gilbert Street south of Downtown, along Highway 1 and Highway 6, at First Avenue and Muscatine Avenue, at First Avenue and Lower Muscatine Road, and at North Dodge Streetand North Summit Street. 55 ®® IOWA CITY BICYCLE MASTER PLAN Transit -Based Demand Lower Demand Higher Demand Map 13. Transit -Based Demand Transit Transit -based demand is assessed by the location of bus stops in Iowa City operated by the region's three transit providers: Iowa City Transit, Coralville Transit System, and Cambus (University of Iowa). The city as a whole is generally well served by public transit. The high density of transit stops in Downtown and through the University of Iowa campus reflect the high number of routes that service the urban core. Additional corridors like Muscatine Avenue and Melrose Avenue are served by multiple routes as well. By improving bicycle access to these transit hotspots, the city can effectively increase bicyclists' ability to travel longer distances and access destina- tions outside comfortable bicycling range. i e (Miles NEEDS ANALYSIS AND METHODS I® 56 Map 14. Composite Demand Composite Demand The composite is determined by overlaying the indi- vidual density maps and applying standard weights to each factor. This composite demand analysis shows that the areas of Iowa City with the highest potential for bicycle travel demand are dispersed in clusters throughout the city, often surrounding land uses that generate high volumes of trips, bicycle or otherwise. Downtown and the University of Iowa campus generate the most demand for bicycle facil- ities, followed by major commercial corridors and nodes, trails and recreation areas, and clusters of schools. 57 ®® IOWA CITY BICYCLE MASTER PLAN Community Input Iowa City residents have played an active role in shaping the character and content of this plan through multiple on-line and in-person engagement activities and events. The following section of this chapter summarizes the process and input received through these engagement opportunities, including two open houses, an online survey, and an online mapping tool. Junior High Survey Iowa City reached out to students at South East Junior High to learn more about their experiences bicycling in the community. Nearly three hundred students shared information about their riding preferences, helmet usage, interest in earn -a -bike classes or mountain biking classes, and what they like and do not like about riding a bike. Over three hundred students completed the survey, providing valuable information about the bicycling habits, preferences, and desires of Iowa City's junior high students. The input is incorporated into recommen- dations for programs and network improvements to support bicycling by people of all ages, especially children and young adults. The results of this survey are shown in the figures below. Do your parents think it is safe for you to ride your bike without adult supervision? (285 responses) z% = Yes Do you have a bike of your own? (285 responses) Yes _ No Which of these words describes your typical biking experience? (check all that apply)? (279 responses) Fun Free / independent Safe Challenged/ struggle Nervous or 3.6% unsure Inconvenience' 3.6% Do you know where the nearest bicycle trail is? (283 responses) = Yes =No Where do you feel comfortable / safe riding a bike? =NO (Check all that apply) (285 responses) Not sure Sidewalks Trails On Streets — Other NEEDS ANALYSIS AND METHODS ®VL ® 58 Open House Events The community engagement process included two open houses. The first of these, held at the begin- ning of the planning process on January 26, 2017, provided the more than 120 attendees with an overview of the planning process and focused on collecting information, ideas, and inspiration to guide plan development. On display were boards illustrating different bicycle facility types and maps and displays of specific geographic sectors, asking participants to identify key issues for each area as well as more general citywide issues. Their comments proved very important in the planning of the overall network. Frequently mentioned issues by sector follow: East of the Iowa River Gilbert Street, include the possibility of a road diet with bike lanes • Highway 6 corridor, including both paths along the corridor and better accesses across it • Kirkwood Avenue • An east -west quiet street route incorporating an improved Sheridan Avenue • Downtown commuter routes usingthe Muscatine and Lower Muscatine corridors Figure 22. Community members discuss existing barriers and desired routes during the first open house. 59 ®® IOWA CITY BICYCLE MASTER PLAN commented on key issues related to biking in Iowa City. East -west route using Glendale Boulevard, and improvements of transition to the Market/ Jefferson pair Rochester Road Downtown/Campus Burlington Street (Highway 1) Bridge and connec- tion to Downtown campus River crossings in general, with connections to rest of a system Continuity and safety of Melrose More direct routes to Coralville Figure 23. Community members review potential facility types at the first open house. Facility improvement of the Market/Jefferson/ Glendale corridor Bicycle boulevard on College Avenue West of the River • Improved facilities on Benton Street • Melrose continuity as principal east -west route • River crossings • Completion and connectedness to Clear Creek Trail General Issues • Wayfinding • Bicycle boulevards and commuter routes radi- ating from Downtown • Good north -south bicycle arterial • Protected bike lanes on bridges • More effective pavement markings than sharrows Better law enforcement and education Protected lanes downtown Better maintenance of streets and bike lanes The second open house was held on May 25th, 2017 to share initial plan concepts and recom- mended bikeways and solicit input from community residents. Residents viewed project boards that displayed results of previous engagement activities, illustrated different facility types, outlined the plan vision and goals, and described different supporting programs to help build a culture of bicycling in Iowa City. More than 40 residents attended the open house. The comments and themes presented below highlight the diversity of input and ideas shared by attendees: Willow Creek Trail extension to Hunters Run Park Bike lane markings on outer lanes/shoulders of Highway 6/Riverside Drive during the second open house. • Links to schools, especially West High • Hawkins and Melrose are hilly, need traffic calming • Myrtle -Riverside intersection is dangerous • Improved connection from Hwy 1 to Iowa River Trail Jefferson problem crossing 2 lanes from left side bike lane; variety of other comments about speeds on Jefferson and Market Figure 25. Community members reviewed potential supporting programs during the second open house. NEEDS ANALYSIS AND METHODS I® 60 .., •m s Figure 25. Community members reviewed potential supporting programs during the second open house. NEEDS ANALYSIS AND METHODS I® 60 Online Survey The Bicycle and Pedestrian Survey helps define the preferences and opinions of these prospective cyclists and pedestrians, and provides important guidance for designing the network. Who are Iowa City's Cyclists? While the Bikeway Survey was nota scientific survey, the number and diversity of responses suggested that it represented a fairly representative sample of citizens with interest in urban bicycling. The first questions explored the characteristics of these responses, and found that: Survey respondents represent all parts of the city but were most concentrated in the central part of the city. While residents in all parts of the city are clearly interested in active transportation, about 40% of survey respondents live in the central part of the east bank between the river and 1st Avenue. Almost 60% were from areas east of the river, although central west bank neighborhoods also were well represented. Central Iowa City destinations - Downtown and University of Iowa campuses and facilities -are dominant. Over 3/4 of respondents reported that their most frequent destination was in the central part of the city on both banks of the river. Of the two, the east bank (Downtown Iowa City and the downtown campus) represented the greatest share of destinations. Most survey respondents are frequent bicyclists. A large majority (about 77%) of participants reported riding at least once or twice weekly, with 53% riding several times per week to daily. By way of contrast, 65% report walking for enjoy- ment or transportation on at least a weekly basis; and 17% report at least weekly use of public transportation. Exercise and commuting are the most frequent reasons mentioned for bicycling. Notably, 72% of respondents commute by bicycle, suggesting a 61 ®® IOWA CITY BICYCLE MASTER PLAN highly committed survey sample. But people bike for a variety of reasons - over half of respondents reported biking for routine errands, social visits, and trips to parks and recreational facilities. The largest group of respondents are cyclists most interested in improved infrastructure. The largest group, over 60%, were committed urban cyclists comfortable in streets, but recognizing and supporting new facilities to expand ridership and improve safety. The next largest group at over 31% of respondents characterized themselves as inter- ested cyclists who are capable of using low-volume streets, but concerned about riding in mixed traffic. Very small groups were at the edge of the interest spectrum. Only 2% viewed themselves as comfort- able in every situation and seeing no reason for infrastructure development, and less than 1% were unlikely to ride under any circumstances. Exercise Commuting Parks Social visits Errands Touring Library Family outings Shopping Business Other Do not ride or 0 100 200 300 400 500 Number of responses Figure 26. Bicycle activity by type. Destinations A bicycle transportation network should get people where they want to go. The survey listed a number of different community destinations or destina- tion types, and asked respondents to rank them based on the importance of good bicycle access to them. Figure 27 describes the results, indicating the percentage of participants who considered good access important or very important. These in turn suggest the places that the network should serve. The top five destinations reported as "important" or ,'very important" by respondents were: • The University of Iowa Downtown campus • Downtown Iowa City • The University of Iowa West Campus • Trails • Iowa City Public Library Next in this ranking were parks (notably Terry Trueblood, City Park, and neighborhood parks) and schools at all levels. The lowest ranking destinations in terms of importance were shopping centers or office parks on the periphery of the city. Central Central -West West Coralville North East Southeast North Liberty Rural Northeast Outside Boundaries Rural Southwest Tiffin Figure 27. Destinations. Number of responses Trail Use The survey showed that trails, a key part of a bicycle transportation network, are also a top destination. To go deeper, the questionnaire asked respondents to rate the frequency of their use of individual principal trails. The most frequently used trails (measured by largest percentage of respondents using the facility at least weekly) were: • Iowa River Trail (36% of respondents) • Dubuque Street (29%) • Clear Creek (21%) • North Liberty (19%) • Highway 6/Highway 1 (18%) Infrastructure Types Much of the survey was designed to assess the comfort of current and prospective bicyclists with different types of bicycle environments. The survey asked participants to respond to a gallery of photo- graphs of streets and facilities. Most of the images for evaluating streets were local to Iowa City, while infrastructure solutions typically came from other cities. Favorable ratingsforthese examples included: This presents a very safe route that can be used by all people. (2X weighting factor) This is a comfortable cycling route for most users. (1.5X weighting factor) I am comfortable using this street myself, but do not advise it for inexperienced cyclists oryounger riders. (1X weighting factor) Thefacilities were grouped on the basis of a weighted score, calculated by multiplying the percentage of favorable participant responses by each weighting factor for individual responses and adding the results. The top-rated settings include completely sepa- rated paths, both along roads and on exclusive NEEDS ANALYSIS AND METHODS I® 62 right-of-way), or a bike route with a physical sepa- ration from travel lanes. Given the importance of sidepaths in Iowa City's existing system, the high rating for an enhanced sidepath with clearly marked crossings may be of special interest. Iowa City's Court Hill Trail was placed in this top group. • The next highest-rated group included buffered bike lanes, high quality sidepaths with bike lanes, and quiet local streets. Iowa City's 7th Avenue was included in this group. • The third highest rated group included conven- tional bike lanes and bicycle boulevards, as well as the very unconventional median cycle track on Pennsylvania Avenue in Washington DC. Three local settings (Camp Cardinal, Highland Avenue, and the Jefferson Street bike lane) were included in this group. • Next in preference order were conventional bike lanes on arterial streets and collectors with no markings or shared lane markings. • The lowest rated settings were arterial streets with no markings shared lane markings. Importance of Various Actions Responses to a list of possible actions to improve Iowa City's bicycle environment indicated a strong Trail development Protected bike lanes Safe routes to schools Bicycle parking Bicycle access design Bike lanes Strong bicycle advocacy Wayfinding Designated bicycle routes Bike safety for kids Showers/changing facilities clubs, events, programs 0 100 priority for infrastructure programs. Initiatives that ranked highest (over 2/3 of respondents rating the initiative as either effective or very effective) included: • Buffered bike lanes (rated effective or very effec- tive by 94% of respondents) • Trail development (88%) • Bike lanes (85%) • Safe routes to schools (86%) • Better project design for bicycle access (80%) • Strong bicycle advocacy organization (75%) • System of destination -based on -street routes (73% • Law enforcement (71%) • Bike safety activities designed for kids (69%) • Showers and changing facilities at workplaces (69%) • Widened sidewalks or sidepaths along major streets (68%) Better crossings/intersection controls at major streets (68%) 200 300 400 500 600 ■Very effective ■ Effective Neutral ■ Relatively ineffective ■ Completely ineffective Figure 28. Community preference for actions to improve bicycling 63 ®® IOWA CITY BICYCLE MASTER PLAN Map 15. Current bicycling route density Online Mapping Tool Input More than seventy individuals shared their ideas for bicycling in Iowa City using the online mapping tool developed specifically for this planning process. The feedback provided using this online mapping tool included current bicycling routes, desired bicycling routes, and community destinations, among others. These three categories of input expand the analysis for high demand areas by supplementing the Live Work Play Analysis with community -driven data that combines route selection with trip destination information. Current Bicycling Routes Map 15 depicts the density of current bicycling routes identified via the online mapping tool. Blue lines indicate more heavily traveled trail and street segments. Yellow lines also indicate the presence of bicycling activity, but to a lesser extent. The results show that people are bicycling on roads of all sizes from state highways and country roads to local and neighborhood streets. Many people also travel on the city's extensive trail system. High concentra- tions of bicycling activity are present in the Central District, most notably on east -west corridors such as College Street, Washington Street, Market Street, Jefferson Street, Rochester Avenue, Glendale Road, and Bowery Street. This concentrated activity in the Central District stresses the need for quality facili- ties to support travel to Downtown Iowa City and the University of Iowa campus, as well as cross -city routes that connect to west Iowa City and neigh- boring Coralville. NEEDS ANALYSIS AND METHODS I® 64 46 ■ ` EV. N. "051 ::V r jjr J. j i ..�. Wd a\Ifs V7 �■ t w I= � V.1 I 11. �_ 1 `I Map 16. Desired bicycling route density Desired Bicycling Routes Desired bicycling routes provide critical information regarding trip destinations, existing corridors in need of physical improvements to support bicycle activity (corridors that peoplewould use if not forthe current lack of bicycle infrastructure), and new trail corridors in undeveloped areas and along riparian or other corridors. Iowa City residents identified 121 desired routes using the online mapping tool. Map 16 displays the density of these desired routes. The majority of desired routes are shown in yellow on the map, indicating lower density. Road segments and trails shown in blue indicatea higher densityand 65 "- IOWA CITY BICYCLE MASTER PLAN a corresponding need for improvements to facilitate safe and convenient bicycle travel. Higher density routes include Muscatine Avenue, Burlington Street, Second Street (Highway 6) leading into Coralville, North Dodge Street, Prairie Du Chien Road, and Highway 1 West / Highway 6 across the Iowa River from Hudson Avenue to Gilbert Street. The higher density corridors east to west, as indicated by Second Street, Burlington Street, and Muscatine Avenue, point to the need for a cross -city route to support longer distance trips and supporting access to high demand areas like Downtown Iowa City and the University of Iowa. Map 17. Combined bicycling route density (existing and desired) Combined Route Density When existing and desired route densities are combined, a more complete picture emerges that combines commonly traveled, lower -stress corri- dors and trails with busier thoroughfares that provide more direct routes to cross-town destina- tions. Map 17 highlights a two -fold need to both improve existing bicycle routes and develop new bicycle routes. NEEDS ANALYSIS AND METHODS I® 66 MER . wm; RouteSity Lower DersityHigher Route Densityd111 t — N Map 17. Combined bicycling route density (existing and desired) Combined Route Density When existing and desired route densities are combined, a more complete picture emerges that combines commonly traveled, lower -stress corri- dors and trails with busier thoroughfares that provide more direct routes to cross-town destina- tions. Map 17 highlights a two -fold need to both improve existing bicycle routes and develop new bicycle routes. NEEDS ANALYSIS AND METHODS I® 66 Map 18. Community destination density Community Destinations Eighty-nine individual destination points were added to the online mapping tool during the plan- ning process. Map 18 displays high-density areas of Iowa City destinations using a similar technique to the Live Work Play analysis. The blue areas repre- sent either concentrations of adjacent destinations, or a single destination identified by more than one map user. The results of this spatial analysis overlap with many high -demand areas identified in the Live Work Play analysis. Major destinations and desti- nation areas include Downtown, the University of Iowa, the University of Iowa Hospital and Clinics, the Sycamore Mall, Mercer Park and Southeast Junior High School, Iowa City High School, West High School, and Terry Trueblood Recreation Area. 67 ®® IOWA CITY BICYCLE MASTER PLAN Conclusion The combination of data -driven analysis with community input creates a compelling case for a complete bicycle network that serves all of Iowa City, notjust the urban core surrounding Downtown and the University of Iowa. While these two destina- tions generate the highest demand for facilities to support bicycling activity, the series of maps in this chapter highlight the need to serve other significant destinations as well. The diversity of destinations for bicycling trips reflects the diversity of bicyclists themselves. People shopping, running errands, going to school, commuting to work, catching the bus, cruising along the trails and to the parks— everyone can and does travel by bicycle. By creating a complete, interconnected, and comfortable bike network, more and more Iowa Citians can enjoy the benefits of bicycle travel. > SECTION 5 > Recommendations In Recommendations Iowa City's target of becoming a Gold -Level BFC will be achieved in large part due to expansion of and improvements to the bikeway network. This memo- randum outlines the principles, attributes, and structure for bicycle network development, followed by recommendations for specific infrastructure improvements. At full build -out, the envisioned bikeway network will support bicycle transportation and recreation for people of all ages and abilities. The memorandum concludes with recommenda- tions for support systems that enhance the bicycle network, including wayfinding systems, bicycle parking facilities, bike share, and integration with transit. The Iowa City Bikeway Network Network Principles An effective bicycle network for Iowa City should followspecific principlesand performance measure- ments. Some of the world's best work in identifying design principles was done by the Netherlands Centre for Research and Contract Standardization in Civil and Traffic Engineering. This plan adapts the Netherlands concepts to medium-sized American cities like Iowa City, identifying six guiding elements for an effective active transportation network: Integrity. The ability of a system to link starting points continuously to destinations, and to be easily and clearly understood by users. • Directness. The capacity to provide direct routes with minimum misdirection or unnecessary distance. • Safety. The ability to minimize hazards and improve safety for users of all transportation modes. • Comfort. Consistency with the capacities of users and avoidance of mental or physical stress. • Experience. The quality of offering users a pleasant and positive experience. Feasibility. The ability to maximize benefits and 69 ®® IOWA CITY BICYCLE MASTER PLAN minimize costs, including financial cost, inconve- nience, and potential political opposition. These six elements express the general attributes of a good system, but must have specific criteria and measurements that both guide the system's design and evaluate how well it works. More information about these network principles can be found in the plan appendix. Attributes of the Network Based on this development of the six elements presented above, the Iowa City network design follows the following major attributes: Tailored to User Groups. Planninga bicycle network for Iowa City, with a geography that includes signifi- cant grades, the meandering Iowa River that creates some relatively isolated areas, and the University of Iowa campus on both sides of that river, requires an understanding of the specific user groups for the system. In addition, Iowa City's street and trail system is integrated into the networks of Coralville, North Liberty, and University Heights. These user groups include: Commuters traveling to the city's (and metro- politan area's) core destinations - Downtown Iowa City and the University of Iowa campuses. The central location of these districts keeps most trip distances within very manageable ranges, although community expansion to the west and east also increase their length. Cyclists making utilitarian trips to other desti- nations outside of the two core districts. In Iowa City, where an unusual number of people use bicycles for basic urban transportation, the ultimate system must serve a variety of desti- nations, including schools, commercial clusters and corridors, and employment centers. From a framework point of view, this requires a grid of routes that complement a radial approach to Downtown and campuses. Travelers to parks and trails. Iowa City's bicycle network should be integrated with its park system, which also went through a master planning process in 2017. Additionally, trails themselves are both facilities and popular desti- nations, so on -street routes from neighborhoods to trails are important. Recreational users. The Iowa River, Clear Creek, North Liberty, Court Hill, and Dubuque/Mehaffey Bridge Trails are major elements of the regional trail system, and receive heavy use. These facili- ties serve both recreational users and cyclists bound forspecific destinations. Anumber of Iowa City residents also travel by bike or on foot within the city for recreational purposes, from serious road cycling to comfortable in -city workouts. Users out of necessity. Many people in Iowa City depend on active transportation for basic travel. This is especially true of individuals or families with limited incomes who may not have regular access to cars. For these residents, the bicycle offers an invaluable tool, connecting them to economic opportunities and commu- nity resources that might otherwise be difficult to reach. A transportation system that serves the interest of social equity must also expand options and access to these areas of affordable housing. Iowa City youth. Children, teens, and young adults in Iowa City can be grouped into most of the categories described above; however, these younger residents are unique in both their lack of experience with motor vehicle traffic and ability to anticipate and negotiate interactions with other road users. In addition, this group represents the future of Iowa City, and their potential to influence transportation behavior and patterns is tremendous. Building a bicycle network that supports Iowa City youth, including safe routes to school and parks, will help to build an appreciation for and commitment to active transportation for future generations. Destination -Based. A key market for the Iowa City network is people headed for specific destinations. Destinations that the community and both existing and potential users identify as important contribute powerfully to the structure of the network. The proposed network is more than a system of bicycle - friendly streets. It is instead a transportation system that takes people to specific places. Function Model. Several reasonable models for network planning exist, with choices dependent on the nature of the city. The Iowa City system identifies principal routes that offer long-distance continuity along destination -rich corridors, some- what analogous to transit lines. Other types of facilities such as bicycle boulevards and connecting links serve specific functions, such as neighborhood connectivity or short links to specific destinations. Incremental Integrity. Incremental integrity - the ability of the network to provide a system of value at each step of completion - is an important attribute. The first step in completion should be valuable and increase bicycle access even if nothing else is done. Each subsequent phase of completion follows the same principle of leaving something of clear value and integrity, even if it were the ultimate stage of completion. Evolution. As part of the concept of incremental integrity, the system is designed to evolve and improve over time. For example, a relatively low- cost project or design element can establish a pattern of use that supports something better in the future. Independent segments should connect with other segments by means of an interim signing or marking strategy so it is not isolated. Conflict Avoidance. Projects should demon- strate the multiple benefits of street adaptations. On many streets, traffic calming and signage can provide satisfactory facilities that focus on the positive and minimize divisive conflicts. On others, upgraded facilities can be provided with minimum impact on traffic operations. For example, bikeway RECOMMENDATIONS I® 70 design elements such as speed tables and traffic diverters can slow motorists and keep unwanted through traffic out of neighborhoods, benefiting both cyclists and neighbors. Use of Existing Facilities. Existing features like the Court Hill and Iowa River Trails, major sidepaths, and existing bike lanes are integral to the bikeway system. Of special importance is the emergence of the Outer Loop, combining facilities along Mormon Trek Boulevard, McCollister Boulevard, and Scott Boulevard to provide a multi -modal peripheral route. "Found" but underused features such as the Longfellow Tunnel, the Ridgewood alley, and short existing walkway links can also be very useful. Fill Gaps. In many cases, the most important parts of a network are small projects that complete connections. These short links can knit street or trail segments together into longer routes or provide access to important destinations. These gaps may include a short trail segment that connects two continuous streets together, or an intersection improvement that bridges a barrier. The devel- opment of the overall network is strategic, using manageable initiatives to create a comprehensive system. Low -Stress Facilities. The Iowa City Bikeways Survey showed that much of the city's potential urban cycling market is comfortable in on -street situations, but understandably prefers separa- tion from moving motor vehicles, through physical buffers or using quiet streets or corridors separated from heavy traffic. For example, bicycle boule- vards—lower volume streets that parallel major arterials —satisfythe comfort requirement success- fully. However, some important destinations, including major employers and shopping facilities are served by major arterials. Here, Iowa City policy incorporates bicycle and pedestrian accommoda- tions in new major street projects. Along Mormon Trek Boulevard, First Avenue, and Clinton Street, the City is also implementing road diet programs that both accommodate bike traffic and manage traffic 71 ®® IOWA CITY BICYCLE MASTER PLAN speeds. Many of these complete street treatments provide users with the choice of on- and off-street facilities within the same corridor. This provides choices to cyclists with different capabilities and levels of comfort with on -street riding. Regional Connectivity. The Iowa City network must also connect to regional facilities, including trail and on -street routes in Coralville, North Liberty, University Heights, Tiffin, and rural Johnson County. Network Structure Map 19 illustrates the proposed functional bicycle network for Iowa City, consistent with information gathered through the citizen engagement process, analysis of existing conditions and demands, and the guidelines and criteria described previously in this chapter. The functional network map displays the ultimate build -out by component type. Maps 20 through 23 displaythis functional network in greater detail. The components of the system include the facilities details below. On -Street Facilities Principal Bikeways These corridors are the spines of the system, and are generally oriented in ordinal east -west and north -south directions. They often follow arterial and collector corridors and have good crosstown continuity. They form the bike "arterials" that lead to the core destinations and many other key locations around the city and have the capability of connecting to on- and off-street systems in other metropolitan area communities. The principal bikeways also direct users to crossings of major potential barriers: the Iowa River, Highways 1 and 6, and other major arterial intersections. Infrastructure for these routes typically use more separated types of bicycle facilities, including existing and proposed bike lanes, buffered bike lanes, cycle tracks, enhanced sidepaths, and short segments of multi -use trail. However, in some cases, they may include segments of relatively low-volume local streets. These facility types are described Functional Bikeway Network 'We, Legend On -Street Bikeways — Principal Bikeway ,% 4 i � y — Secondary Bikeway O O Neighborhood Connector rlAk b-1 —Under Study/Further Study Needed O ,^e C c Off -Street Bikeways eIrl I Irk Principal Multi -Use Trail O - Secondary Multi -Use Trail "- .. Sidepath The Functional Bikeways Network Map illustrates ` - ,� O the complete future network of on -street and off-P, se' street bikeways as envisioned in this plan. ThisO a .� °,^ ° �.~ bikeway network provides Iowa City residents a'a`k e ` O and visitors with a comprehensive, in," as a.^�° -ac interconnected, and all -ages system for bicycle s'� transportation and recreation. Ron Pa * O O no^e °k o O The on -street and off-street bikeways ler J complement each other by expanding network coverage, increasing access to destinations not E; psi served by off-street paths, and offering dual O facilities along many artenal and collector roadways in order to provide a safe and I f , s, B enjoyable travel for a diverse range of skill, experience, and comfort levels. .3 0 11n11=0.75 miles I \O @ 0 0.5 1 2 LR — �u Miles I ! Rw°°a. 1 tl1 r 3`==_ RDg.. ar�� j �y okers ry � CITYOF IOWACITY PPgxx / - c Pak Source OgtlGlot,e,G Ey b0,U90A, USGS,AEX, cd mapping, A mgo IGN,iGP,swiss,op.— IGls u c wJty - Map 19. Functional Bicycle Network RECOMMENDATIONS >> 72 Functional Bikeway NetworkEE Legend On -Street Bikeways— Principal Bikeway Secondary Bikeway Neighborhood Connector Under Study/Further Study Needed ooi O m P°a,w�w Off -Street Bikeways Principal Multi -Use Trail O e m1 bra Secondary Multi -Use Trail r nsvaaajfd'' Sidepath 171 rk The Functional Bikeways Network Map illustrates O v°, Fa"°Y the complete future network of on -street and off- rlryP street bikeways as envisioned in this plan. This bikeway network provides Iowa City residentsb°^r and visitors with a comprehensive, �\ - interconnected, and all -ages system for bicycle "a transportation and recreation. �OPa a° The on -street and off-street bikeways complement each other by expanding network �Qc" coverage, increasing access to destinations not + e served by off-street paths, and offering dual wke ye Perk facilities along many arterial and collector° a roadways in order to provide a safe and ,1 "�a;"""° 411' enjoyable travel for a diverse range of skill, experience, and comfort levels. 8 e x V 3 F E 0 0.27$ 0.55 1.1 -� "' M HeM o Miles o 8 0 0Shl."e 8 O - s e M. -t. - .0 ..RDg.. ar�� ay.,k `� Gcr OF lawn CiTv y`)wtw °od`Ore 116 mr cls r a�, be Gboeve, l -cubed U .o LOSS, ApYp4ryppme, Secono,l J swF opo,a Map 20. Functional Bicycle Network. Northwest Quadrant RECOMMENDATIONS>> 73 Map 21. Functional Bicycle Network. Northeast Quadrant RECOMMENDATIONS >> 74 A°,Ai, Functional Bikeway Network Legend `e e5u ev �` On-Street Bikeways MassQ'�� Principal Bikeway O` Secondary Bikeway m Neighborhood Connector ria aao Under Study/Further Study Needed Off -Street Bikeways mw o^Bes m Principal Multi-Use Trail F^efd, Secondary Multi-Use Trail TaF50eeaWdY Vah lubg Sidepath F, P., The Functional Bikeways Network Map illustrates Q the complete future network of on-street and off- Try street bikeways as envisioned in this plan. This bikeway network provides Iowa City residents Hi=nory and visitors with a comprehensive, P^'^ rn^ry m interconnected, and all-ages system for bicycle -,---. a'°w^ rare S,Y'rr" Unbridled transportation and recreation. -- %m1d° ^2n f The on-street and off-street bikeways hlO complement each other by expanding network '; coverage, increasing access to destinations not BI mU sA r W Br^^°n served by off-street paths, and offering dual g o11 T ,d facilities along many artenal and collector awe�.ey _ ',� r Q ^^e s` ry roadways in order to provide a safe and ^ m a w enjoyable travel for a diverse range of skill, e ® mo,^m r S s experience, and comfort levels. _ D Q - r9' m B^a at., ° v c 9 en.,,b aP �` O 0.275 0.55 1.1 �M g B"bi,rdm Mimi Miles O Bn nu alta x as rurvuivc CITY OF IOWA CITY O omrer Jyy9e SourceiY Digi ICI GeoEye,Fcubed USDA , USGS, AEX, Gdmapping, AS GN IS swlsstopo, and tbli Uaei Cut DN° Map 21. Functional Bicycle Network. Northeast Quadrant RECOMMENDATIONS >> 74 Functional Bikeway Network Legend On -Street Bikeways Principal Bikeway Secondary Bikeway Neighborhood Connector Under Study/Further Study Needed Off -Street Bikeways Principal MultFUse Trail Secondary Multi -Use Trail Sidepath The Functional Bikeways Network Map illustrates the complete future network of on -street and off- street bikeways as envisioned in this plan. This bikeway network provides Iowa City residents and visitors with a comprehensive, interconnected, and all -ages system for bicycle transportation and recreation. The on -street and off-street bikeways complement each other by expanding network coverage, increasing access to destinations not served by off-street paths, and offering dual facilities along many artenal and collector roadways in order to provide a safe and enjoyable travel for a diverse range of skill, experience, and comfort levels. 0 0 0.275 0.55 1.1 Miles eRDg.. altaCITY OF IOWA CITY Map 22. Functional Bicycle Network. Southwest Quadrant Duck c Mh rt !; oO Y Wsryo fly W� Oc V� Fed� e �./ eo oo ylzuuR H1 ee�e, Rueee� e "s, 1 i 3 Y / �aenV IT \ Rre,s 1..1s i peek source 6lso, OlgRnlclotbe,ceoEye, I cubed USOA, uses AEx, Gd/napping, mgo0,ICN, to rce Ura Cuuiuiuulty PowasM1lek RECOMMENDATIONS>> 75 Functional Bikeway Network Legend >eN °°.tet m�ao O o �, _ p On-Street Bikeways f m am°,Pod,°,a,� s Principal Bikeway Secondary Bikeway Neighborhood Connector cI Under Study/Further Study Needed BI— O °° w dn8 Off -Street Bikeways _ I. " Principal Multi-Use Trail {� Irk9�enuy� —� s• w¢an s LJ z ® I If Secondary Multi-Use Traila s =P k °kk Wh"°°"^�'�^° ° a Sidepath /J/ L.^g°oo°m Paamw azo _ The Functional Bikeways Network Map illustrates the complete future network of on street and off- street bikeways as envisioned in this plan This .. ,,yn—bl °d bikeway network provides Iowa City residents a and visitors with a comprehensive,' interconnected, and all-ages system for bicycle transportation and recreation. "I""-"" ."691e The on-street and off-street bikeways Awo�d. w complement each other by expanding network i coverage, increasing access to destinations not o served by off-street paths, and offering dual o s O„ ^ TTT facilities along many artenal and collector roadways in order to provide a safe and enjoyable travel for a diverse range of skill, experience, and comfort levels. d ry s°.arPare 0 0.275 0.55 1.1 Miles 5 altaCITY 3`== .u..RDg.. of IOWA CITY PPgxxi� _Bourne-ESA-6lg t�'el(`iIIOIIL'ZoeoEsF�� U AUSCS,AEX G etrapping, Aer,nd ICN,I GPiswlsstdpo, and meGIS UeG CUnunwtlty Map 23. Functional Bicycle Network. Southeast Quadrant RECOM MENDATIONS >> 76 below in the recommended bicycle facilities section of this memorandum. Secondary Bikeways Secondary bikeways are the primary routes for local bicycle travel around town, and serve most of the city's key destinations and attractions. They are typically local or collector streets with relatively low volumes that have good continuity and in many cases parallel higher order streets. In some cases, secondary bikeways are long segments of single streets; in others, they are logical assemblages of local streets to create an easy -to -follow, continuous route. These facilities are more comfortable for many cyclists than the busy corridors they parallel. Common infrastructure types for secondary bike- ways can include bicycle boulevards, signed and marked routes, short segments of multi -use trails that connect on -street bikeways or provide segment connecting to an important destination like a park or school. In some cases, secondary bikeways on wider streets can also take the form of bike lanes, which can have a calming effect on motor vehicle traffic and create an environment supportive of bicycle travel by people with less comfort or experi- ence bicycling in traffic. Neighborhood Connectors These are short, primarily on -street routes, usually on low-volume local streets, that connect through routes with neighborhoods and local destinations like parks and schools. In some cases, they provide important connections between higher -order components, but are too shortto function as bicycle boulevards. Most require minimal infrastructure investment beyond wayfinding signage. Off -Street Corridors Principal Multi -Use Trails These major off-street trails are the strength of Iowa City's current active transportation network. They are long-distance facilities located on their own rights-of-wayand corridors, primarilythe Iowa River and area creeks or on defined corridors within the campus environs or developments. Major existing principal trails include the Iowa River, Clear Creek, and Court Hill Trails and the Sycamore Greenway. New principal trails include future corridors that should be phased with adjacent development and short but critical links to increase connections. Because of their length and strategic locations, these trails serve both transportation and recre- ation functions. Connector and Park Trails Multi -Use Trails These multi -use trails are usually internal to neigh- borhoods and new developments or make short connections from neighborhoods or principal trails to specific destinations. They also include trails that are internal to parks. Sidepaths (or widened sidewalks) These are wide paths, typically built to trail stan- dards, located within a street right-of-way but fully separated by curbs from travel lanes. They provide a level of separation from traffic that many users find comfortable, but require a great deal of design attention when they intersect driveways and streets because of potential traffic conflicts. They are a very important part of Iowa City's network, and city policy includes sidepaths in all major arterial roadway projects. Sidepaths work best along streets with controlled access and relatively few driveway interruptions. Some corridors offer both a sidepath and on -street bike lanes, providing users with a choice of facilities. Recommended Bicycle Facilities As described above, bicycle facilities vary greatly in character, context, and intended user. These facility types are based on national standards and best practices in bikeway design using state-of- the-art resources like the AASHTO Guide for the Development of Bicycle Facilities, the NACTO Urban Bikeway Design Guide, and the FHWA Small Town and Rural Multimodal Networks Guide. RECOMMENDATIONS I® 77 Transitioning from the conceptual level map to more detailed infrastructure recommendations, Map 24 displays the proposed bicycle network by individual facility type. Maps 25 through 28 display the same content at a greater level of detail for each quadrant of the city. It is important to note that some recom- mended bicycle facilities shown on this map replace existing bicycle facilities, and that those existing bicycle facilities are not shown to increase map legi- Table 4. Mileage by Bicycle Facility Facility Type Recommencill On -Street Facilities Miles 72.5 Bike Lanes (including climbing29.7 lanes) E: Buffered Bike Lanes 4.0 Protected Bike Lanes/Cycle Tracks 3.0 Bicycle Boulevards 22.7 Marked and Signed Routes 9.5 Corridor Study Off -Street Facilities 3.5 28.04 Multi -Use Trail/Shared-Use Path 10.6 Sidepath (Wide Sidewalk) 17.8 Total 100.9 bility. An example of this is the recommendation for buffered bike lanes on Jefferson and Market that will replace the existing left -side bike lanes. Table 1 lists recommended bicycle network mileage by facility type, each of which are described below. On -Street Facilities Conventional Bike Lanes Conventional bike lanes, or simply bike lanes, desig- nate an exclusive space for bicyclists with pavement markings and signage. The bicycle lane is located adjacent to motor vehicle travel lanes, and bicyclists ride in the same direction as motor vehicle traffic. Bicycle lanes vary in width, but are typically five to 78 ®® IOWA CITY BICYCLE MASTER PLAN six feet. Most bike lanes are on the right side of the street (on a two-way street), between the adjacent travel lane and curb, road edge or parking lane. Some bike lanes are located on the left side of the street, particularly on one-way streets. While bicycle lanes can be added to new arterial and collector streets as they are built, bike lanes can also be added to existing roadways through a number of modifications, including reallocation of excess width, lane narrowing, 4 -lane to 3 -lane road diets, modifications to parking, and roadway widening. Climbing Lane Climbing lanes (also known as "uphill bike lanes") enable motorists to safely pass slower -speed bicyclists by providing a bicycle lane in the uphill direction of travel, and shared lane markings in the downhill direction, thereby improving conditions for both travel modes. This treatment is typically found Bicycle Network With Proposed Facility Types Legend On -Street Bicycle Facilities Existing Proposed Bike LonesNVide Shoulders � Climbing Lane/Uphill Bike Lane Buffered Bike Lanes Protected Bike LaneDCycle Tacks � Bicycle Boulevards Marked and Signed Routes Corridor Study Off -Street Bicycle Facilities Existing Proposed Mut UseTaIs/Shared JsePaths • .. Stlepaths Project Actions for Dedicated On Street Facilities —BkaLane ii, ColdBl — Bke Lo,os vith L B pN i g — Bke L,,os vith N C 1 t /R 1 t n —BkeLane thN Sipiga,it t only —BufferetlBkL thk—Sipng it ingsOnly m Bufferetl Bbo L thRood Ron —ClimbngL /Uphu eika Lana vithL DinuNarrnwing Pmletletl Bike Lane/Cytle Ta W with New ConAruct onReconAmtlion 0 1 1rt -0.75 miles 0 0.5 1 2 Miles 3�_== 1-on,RDg.. alta C11F OF lOwn CITY rrnnew Map 24, Bicycle Network with Proposed Facility Types O O a pill. C.rk `o For, C,rk M 18 R., on j m i 0 ksk 1-1 Hill C.rk9 lair�. h c O 'A 0 N L b O — u a d. t 0 1� L /tty ory .r CInk.rR %Dlglblbed`USDA,Uscs, AEx, cdmappmg, A mghd,I CN,I CPUsercomm RECOMMENDATIONS>> 79 Bicycle Network With Proposed Facility Types Legend On -Street Bicycle Facilities Existing Proposed Bike LanesMide Shoulders � Climbing Lane/Uphill Bike Lane Buffered Bike Lanes Protected Bike Lanes Cyde Tacks Bicycle Boulevards Marked and Signed Routes Corridor Study Off -Street Bicycle Facilities Existing Proposed � Mul&UseTaIs/Shared JsePaths Sidepams Project Actions for Dedicated On -Street Facilities m Bke Lanes wtb Rook Ben — Bke Laneswth Lane BeUNarmwing — Bke Laneswth New ConArodnn/Reconstruction m Bke Laneswth New SGping ,it Matings Only m Bufferetl Bke Lanes with New Strong ,it Markings Only m Bufferetl Bbo L th Rook Ben —ClmbingL /UphdI abo L with Lane Bier/Narrowing Pmretletl Bk L /Cy T W wih New Constructonficeconstruction 0 0 0.25 0.5 Mile =-41t ru n nRDg.. alta CITY OF Wi Carr lsn rlo Map 25. Bicycle Network with Proposed Facility Types: Northwest Quadrant oO g M m OekneY ct�o� N Amn°2 w}O O ll Crra=oa ee_ _ �,gnd Dr.koro rw, surae. AL'lobe, Coots, Fmbed,u 9n, USCS, AE� pp g,n mand IGP merle oncenmr so RECOMMENDATIONS >> 80 _.. 1 n tr^ st O Fo rest view 1 r e �e °hon O an Foster P Taft5pea4WM B/a ratrk pcityP aa"On ,n ornb,rry Pa rko ,tike,, P,U goal a T �a� m ti a'/eeewr E pPrei�a b 1 oO g M m OekneY ct�o� N Amn°2 w}O O ll Crra=oa ee_ _ �,gnd Dr.koro rw, surae. AL'lobe, Coots, Fmbed,u 9n, USCS, AE� pp g,n mand IGP merle oncenmr so RECOMMENDATIONS >> 80 Bicycle Network With Proposed Facility Types Legend On -Street Bicycle Facilities Existing Proposed Bike LanesMide Shoulders � Climbing Lane/Uphill Bike Lane Buffered Bike Lanes Protected Bike LaneDCyde Tacks Bicycle Boulevards Marked and Signed Routes Corridor Study Off -Street Bicycle Facilities Existing Proposed � Mkill Use Ta Is/Shared JsePaths Sidepaths Project Actions for Dedicated On -Street Facilities m Bike Laneswirb Rook Ron — Bike Lanaswirh Lane DIeUNarmwing — Bike Lanaswirh New ConArotlinn/RasonArotlion m Bike Lanaswirh New Striping a,it t ings Only m Bufferetl Bike Lanaswirh New Strong ,it Markings Only —BufferodBk L thRook Rar —ClmbingL /Uphdl abo L with Lane Dian/Narmwing Pmratlatl Bk L /Cy T W wih Naw Con Aructonficeconstruction 0 0 0.25 0.5 Mile It Pu eRDg.. alta CITY OF Wi Carr rrAnxw m 3 I so ��k<c eek I 'd P 7 Speed" 'ee o, wnmg ArkAkIt own Map 26, Bicycle Network with Proposed Facility Types: Northeast Quadrant Ranalaa C Ile9a y „ Caun � lol J Harrwn re ks Bwrery to is in walno eo RECOMMENDATIONS >> $ p Lt HickoryUnbridle ¢ tee: x 9 a > 3 E £ e He 0 w wdn Anna ° �X C Wac"'outn- m w s Mom oPN 11� 11 s`. is O Fs" 1 y -'o d p C N O B kWh, 3w O Frlend,h,p Fory�sn can i� m "Fit, I anrb ' cvo be� B � � � B 9a glnrar the CoeffGlbe, GeoBye, cubetl, USDA ,uscs,nex, camappmg, ne me cle user cowmum d, - -Ra .o srvlsanded and 81 ��k<c eek o, Oak eo RECOMMENDATIONS >> $ p Lt HickoryUnbridle ¢ tee: x 9 a > 3 E £ e He 0 w wdn Anna ° �X C Wac"'outn- m w s Mom oPN 11� 11 s`. is O Fs" 1 y -'o d p C N O B kWh, 3w O Frlend,h,p Fory�sn can i� m "Fit, I anrb ' cvo be� B � � � B 9a glnrar the CoeffGlbe, GeoBye, cubetl, USDA ,uscs,nex, camappmg, ne me cle user cowmum d, - -Ra .o srvlsanded and 81 Bicycle Network With Proposed Facility Types Legend On -Street Bicycle Facilities Existing Proposed Bike LanesMide Shoulders � Climbing Lane/Uphill Bike Lane Buffered Bike Lanes Protected Bike LaneH'Cyde Tacks Bicycle Boulevards Marked and Signed Routes Corridor Study Off -Street Bicycle Facilities Existing Proposed Mult-UseTaIs/Shared Use Paths Stlepatts Project Actions for Dedicated On Street Facilities —BkeLane ii, CookBi — Bke Lo,os vith L BUN rmw ng — Bke L,,os vith N C 1 t /R 1 tin —BkeLane thN sipiga,it t kg only m Bufferetl Bke Lanes with New Strong ,it Markings Only m Bufferetl Bke Laneswth Rook Bei m Climbing Lane/Uphill Blke Lane with Lane D lei/Narmwing Pmietletl Bike Lane/Cycle Ta W wiih New Con truce onReconAmtlion 0 0 0.25 0.5 Mile =-41t mon"o.Do- alta CITY OF IOwn CITY Prnnxw Map 27, Bicycle Network with Proposed Facility Types: Southwest Quadrant � ooG. �cv —1✓ an an Hila _ �ple k Be t 1i9'+'k R\tl o @ O o> �i Pen (r m m P a asc 4 Run Park $ 3 6 ranbch Ruppen o s 0 a. mar e p 1R �H i I �Hend a t on 9aRvI f _. LSlinyei . T� sib. ,ten I � t R; l Lv B -fi Jwanm� �j source. h, DII toGobe, GeoEe, the IS U er community RECOMMENDATIONS>> 82 Bicycle Network With Proposed Facility Types Rsecen Legend On -Street Bicycle Facilities Existing Proposed Bike LanesNV de Shoulders � Climbing Lane/Uphill Bike Lane Buffered Bike Lanes Protected Bike Lanes/Cyde Tacks �Bicycle Boulevards .� Marked and Signed Routes Corridor Study Off -Street Bicycle Facilities Existing Proposed � Mul&UseTaIs/Shared JsePaths Y Sidepams L Project Actions for Dedicated On -Street Facilities Biko Lanoswim Rook Dior Biko Lonos with Lano DiouNoroveng aye'sn — Bike Lanes with New ConArutlinn/ReconArutlion - m Bike Lanes wiN New striping ,it Ma Mings Only m Bufferetl Bike Lanes with New Strong ,it Markings Only m Bufferetl Bike Laneswith Rook Ron m Climbing Lane/Uphill Blke Lane with Lane D let/Narmwmg Pmtetletl Bike Lane/Cycle Ta W with New Con truce onReconAmtlion 0 0 0.25 0.5 Mile = mon"oRDg.. alta CITY OF IOWA CITY PLANNING Map 28, Bicycle Network with Proposed Facility Types: Southeast Quadrant a wsvno �Y dry. BSLrmL �� ghI . 4. �w w a"'Oan_ — lo, Se - 0mine, 8 > P6m oemr,1 M0w 5 - P,rk B.. ..d N � olsig n o e S So o or T.w Sol cI � E Burns ID7 —.,per_ .OS—S, WR pen sy y@ `&•, sent, 'P woman e swn pS,y r`, ow s '� o VyvJ& 6� Wil. 2. Lang-Soyho _ _ g P.Ccl 1 low"Ity NnrSSy So @ source Esd-DlglMP"83ne ceoEye, meds Usercommunity In AEx, cdmappmg, Remand, ICN, ICF, seascape and RECOMMENDATIONS>> 83 1r,rrym, lo it low"Ity NnrSSy So @ source Esd-DlglMP"83ne ceoEye, meds Usercommunity In AEx, cdmappmg, Remand, ICN, ICF, seascape and RECOMMENDATIONS>> 83 on retrofit projects as newly constructed roads should provide adequate space for bicycle lanes in both directions of travel. Accommodating an uphill bicycle lane often includes delineating on -street parking (if provided), narrowing travel lanes and/or shifting the centerline if necessary. Buffered Bike Lanes Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. Buffered bike lanes are designed to increase the space between the bike lane and the travel lane or parked cars. This treat- ment is appropriate for bike lanes on roadways with high motor vehicle traffic volumes and speed, adja- cent to parking lanes, or a high volume of truck or oversized vehicle traffic. Protected Bike Lanes/Cycle Tracks Protected bike lanes, also commonly referred to as separated bike lanes or cycle tracks, are designed for exclusive use by bicyclists and are located within or directly adjacent to the street and is physically separated from motor vehicle traffic by parking and/or a three-dimensional element. Protected bike lanes have different forms but all share common elements—they provide space that is intended to be exclusively or primarily used by bicycles, and are separated from motor vehicle travel lanes, parking lanes, and sidewalks. In situations where on -street parking is allowed, protected bike lanes are located to the curb -side of the parking (in contrast to conventional bike lanes). be one-way or and may be at street level, sidewalk level or at an interme- diate level. If at sidewalk level, a curb or median separates them from motor traffic, while different pavement color/texture separates the cycle track from the sidewalk. If at street level, they can be separated from motor traffic by raised medians, on -street parking or bollards. Advisory Bike Lanes Advisory bike lanes provide a unique design option for low-volume streets that lack the width neces- sary to install conventional bike lanes, but require a greater treatment than shared lane markings or signage. Advisory bike lanes are bicycle priority areas delineated by dotted white lines. The auto- mobile zone should be configured narrowly enough so that two cars cannot pass each other in both directions without crossing the advisory lane line. RECOMMENDATIONS I® 84 Motorists may enter the bicycle zone when no bicycles are present. Motorists must overtake with caution due to potential oncoming traffic. This treat- ment is not currently present in any state or federal design standards though it is being implemented in the US and is common in many European countries. MM Il While not recommended in this plan, the design option has been considered during this planning process and may be viable option for project devel- opment moving forward. Bicycle Boulevards Bicycle boulevards are a special class of shared roadways designed for a broad spectrum of bicy- clists. They are low-volume local streets where motorists and bicyclists share the same travel lane. Treatments for bicycle boulevards are selected as necessary to create appropriate automobile 85 ®® IOWA CITY BICYCLE MASTER PLAN volumes and speeds, and to provide safe crossing opportunities of busy streets. Bicycle boulevards incorporate treatments such as signage, pavement markings, traffic calming and/or traffic reduction, and intersection modifications to support through movements of bicyclists while discouraging similar through -trips by non -local motorized traffic. The appropriate level of treatment to apply is depen- dent on roadway conditions, particularly motor vehicle speeds and volumes, and on community- based support and design processes. Marked and Signed Routes A marked and signed shared roadway is a general purpose travel lane marked with shared lane mark- ings ("sharrows") and signed with Bikes May Use Full Lane and/or wayfinding signs to encourage bicycle travel and proper positioning within the lane. In constrained conditions, the shared lane markings are placed in the middle of the lane to discourage unsafe passing by motor vehicles. On a wide outside lane, the shared lane markings can be used to promote bicycle travel to the right of motor vehicles. In all conditions, shared lane markings should be placed outside of the door zone of parked cars. Placing shared lane markings between vehicle tire tracks will increase the life of the markings and minimize the long-term cost of the treatment. The marked and shared routes are most appli- cable on low-volume, low -speed roadways linking destinations and endpoints to principal bikeways, bicycle boulevards, and multi -use trails. Corridor Study Some roadways identified for bikeway development have been designated as corridors for future study, a reflection of geometric, operational, or juris- dictional challenges inherent along the roadway. Gilbert Street is currently under study to examine the safety and operational performance of road diet, and Newton Road is identified for future study to develop bikeway treatments that meet the safety and internal circulation needs of the University of Iowa while also addressing city-wide network considerations. Off -Street Facilities Shared -Use Paths/Multi-Use Trails These facilities are frequently found in parks, along rivers, beaches, and in greenbelts or utility corri- dors where there are few conflicts with motorized vehicles. Eight feet is the minimum allowed for a shared -use path and is only recommended in low traffic or physically constrained situations. Ten feet is recommended in most situations and is adequate for moderate to heavy use. Twelve feet is recommended for heavy use situations with high concentrations of multiple users such as runners, bicyclists, rollerbladers and pedestrians. A separate track (5' minimum) can be provided for pedestrian use. Sidepaths Sidepaths (also referred to as wide or widened sidewalks) are located adjacent to a roadway and provide for two-way, off-street bicycle use. Sidepaths may also be used by pedestrians, skaters, wheelchair users, runners and other non -motorized users. These facilities are frequently found in parks, along rivers, beaches, and in greenbelts or utility corridors where there are few conflicts with motor- ized vehicles. Eight feet is the minimum allowed for a shared -use path and is only recommended in low traffic or physically constrained situations. Ten feet is recommended in most situations and is adequate for moderate to heavy use. Twelve feet is recommended for heavy use situations with high concentrations of multiple users such as runners, bicyclists, rollerbladers and pedestrians. A separate track (5' minimum) can be provided for pedestrian use. RECOMMENDATIONS I® 86 When designing a bikeway network, the presence of a nearby or parallel path should not be used as a reason to not provide adequate shoulder or bicycle lane width on the roadway, as the on -street bicycle facility is preferred overthe sidepath by experienced bicyclists and those who are cycling for transporta- tion purposes. Bikeways Network Support Systems Bicycle Wayfinding Landmarks, destinations, neighborhood business districts, natural features and other visual cues help residents and visitors travel through Iowa City. However, many of the recommended bicycle routes utilize less familiar, lower -volume roadways that may not be as familiar to many people, who may typically use an alternate route when traveling by bus or car. The placement of wayfinding signs throughout Iowa City will indicate to bicyclists their direction of travel, the location of popular desti- nations, and the distance (and travel time by bike) to those destinations. This will in turn increase the comfort, convenience and utility of the bicycle network. Wayfinding signs also provide a branding element to raise the visibility of Iowa City's growing active transportation network. Figure 29. Wayfinding directs users to areas of interest and con alert users to active transportation opportunities. 87 ®® IOWA CITY BICYCLE MASTER PLAN Signage can serve both wayfinding and safety purposes, including: • Helping to familiarize users with the bikeway system • Helping users identify the best routes to destinations • Helping to address commonly -held perceptions about travel time and distance • Creating seamless transitions between on -street and off-street bikeways • Helping overcome a "barrier to entry" for people who do not bicycle often and who fear becoming lost • Alerting motorists that they are driving along a bicycle route and should use caution Signs are typically placed at key locations leading to and along bicycle routes, including the intersec- tion of multiple routes. Iowa City should develop a community -wide Bicycle Wayfinding Signage Plan that identifies: • Sign locations along existing and planned bicycle routes • Sign type—what information should be included and what is the sign design • Destinations to be highlighted on each sign—key destinations for bicyclists • Approximate distance and riding time to each destination General cost estimates for wayfinding signage range from standard Manual of Uniform Traffic Control Devices (MUTCD) signage to customized signage with branded elements and posts. Costs of wayfinding signage will depend on the type of signing and materials chosen for fabrication of the signs. End -of -Trip Facilities End -of -trip facilities are an integral component of a successful, functional bicycle network. Without secure, accessible, and convenient bicycle parking, people are less likely to choose to ride a bicycle. Iowa City and community partners like the University of Iowa should continue to increase bicycle parking supply with secure, attractive, and highly visible bicycle parking facilities, including short-term bicycle parking solutions like racks and corrals, and long-term solutions like lockers and secure parking areas. Providing context -appropriate facilities to enhance Iowa City's bike network could be as simple as providing short-term bicycle parking outside popular destinations and secure bicycle parking at transit stops. Policies requiring secure long-term bicycle parking in new residential and commer- cial buildings, or the retrofit of older buildings with secure bicycle parking and shower/changing rooms in large employment centers, will make it easier to make bicycling a habit for future building users. Recognizing that the plan focuses on people of all ages and abilities, bicycle parking should be designed to accommodate a wide variety of bicycle types. Table 5 shows the general characteristics of short- and long-term bicycle parking. Bicycle Transit Integration When designed properly, transit and bicycle facili- ties can have mutually beneficial impacts. Transit stops with good access and secure parking for bicy- clists can support multi -modal trips, increase bus ridership, and extend bicyclists' trip distance to reach areas previously inaccessible by bicycle travel alone. Typical integration design elements include improvements to transit stops and transit centers, Table 5. Characteristics of Short- and Long -Term Bicycle Parking Criteria Short -Term Bicycle Parkiing Long -Term Bicycle Parking Parking Less than two hours More than two hours Duration Typical Bicycle racks and on -street corrals Lockers or secure bicycle parking (racks Fixture provided in a secured area) Types Weather Unsheltered or sheltered Sheltered or enclosed Protection Security High reliance on personal locking devices Restricted access and/or active supervision and passive surveillance (e.g., eyes on the Unsupervised: street) . "Individual -secure," e.g., bicycle lockers "Shared -secure," e.g., bicycle room or locked enclosure Supervised: • Valet bicycle parking • Video, closed circuit television, or other surveillance Typical Commercial or retail, medical/ healthcare, Multi -family residential, workplace, transit, Land Uses parks and recreation areas, community schools centers, libraries RECOMMENDATIONS I® 88 Figure 30. Secure bike lockers of transit stops let commuters store their bicycles. on -bus bicycle racks, and roadway improvements that increase safe interactions between buses and bicycles. Transit Stop Planning Determining the appropriate type of bicycling infra- structure for each transit stop is critical to attracting and maintaining transitriders. Recommended provi- sions at transit stops, which will vary depending on the type and use of stops, include: Trip information: essential information that should be provided at every stop includes the route number and the stop number. It is prefer- able to also provide a route map and timetable. Real-time arrival information may be appro- priate where there are frequent bus arrivals and multiple lines at a stop and if the required tech- nology is in place (at the new transit center, for instance). Bicycle parking: In general, minor and local stops can make do with bike racks. As the stop's importance increases, more secure options should be provided. End -of -trip facilities: major transit hubs and stops may offer end -of -trip facilities beyond parking such as showers, washrooms, clothing lockers, etc. 89 ®® IOWA CITY BICYCLE MASTER PLAN The Transit Cooperative Research Program report, Integration of Bicycles and Transit, recommends that bicycle parking receive priority siting near the bus loading zone. Parking should also be located so that bicyclists do not need to carry bicycles through crowds of travelers. The parking facility should be located in the clear view of the general public, vendors or transit staff as security is a particular concern with bicycle parking. Bicycle/Transit Interface In addition to providing safe routes to get to transit, it is important to minimize potential conflicts between bicyclists and transit vehicles as well as people waiting or boarding transit. Where bicycles and transit share lane space, buses frequently stop to pick up or drop off passengers. This can delay bicyclists or require them to pass the transit vehicle creating a potentially unsafe "leapfrog" scenario. Recommendations for improving bicyclists' safety around buses include: Designate dedicated space for bicyclists through use of bike lanes or other pavement markings. Provide infrastructure to increase bicyclists' visi- bility at intersections. Educate transit drivers about areas where bicy- clists may be present and typical bicycle behavior. Bike Share Iowa City and the University of Iowa are in the process of developing the first phase of a bike share system to support short trips in Downtown and on the university campus. Funding has been secured, and vendor selection and station siting are underway for an anticipated launch in 2018. Success of bike share systems are in large part dependent on bicycle network infrastructure to support their use. Iowa City and the University of Iowa should coor- dinate station siting and routing between stations with bikeway development in and around campus and Downtown. Programs and Policies Iowa City's status as a BFC is sign of the community's commitment to bicycling and rests as much on local agencies' and organizations' effective programs and policies as it does the growing network of trails and bikeways. To further support Iowa City and its many community partners (identified in greater detail in the Existing Conditions Chapter) in building a culture of bicycling, this plan identifies a range of new policies and programs that build on and diver- sify current offerings. The programs and policies listed in the table below, and described in greater detail in this chapter, reflect the needs and values of the community residents and address service gaps identified in the LAB'sBFC feedback provided in 2013. Table 6 shows the applicable Six E's of a Bikeable Community for each program, and also identifies if a program addresses a specific recom- mendation in the LAB's BFC feedback. With more than twenty specific programmatic and policy recommendations included in this section, it will be essential for the city to coordinate with its many local partners to identify appropriate program sponsors according to mission, capacity, funding, target audience, and other related factors. Table 6. Recommended programs and policies Bicycle Coordinator Position X X X X c E X X Standing Bicycle Advisory Committee X X X X X X X Annual Implementation Agenda X X X X X X Adopt NACTO Bikeway Design Guide X X Zoning Code and Subdivision Regulations Updates X X Complete Streets Implementation Plan X X X Youth Bicycle Training Classes X X X Earn -A -Bike Program X X X Public Education Campaigns X X X X X Bike Light Campaign X X X X Themed & Targeted Bicycle Rides X X X Create a Commuter Program X X X RECOMMENDATIONS I® 90 Bike Mentor Program X X ca X Bike Month/Bike to Work Events X X Targeted Law Enforcement Activities X X Speed Message Board Deployment X X Specialized Bicycle -Focused Training for Law Enforcement Officers X X Publicize and Enforce"No Bikes on Sidewalks" and Dismount Zones X X Bicycle Facilities Fact Sheets X X Project Outreach X X X X X Pop -Up Demonstration/Pilot Projects X X X X Annual Report Card X X X X X X X Expanded Bicycle Count Program X Crash Monitoring and Evaluation X X X Economic Impact of Bicycling Study X X X X Bicycle Master Plan Updates X X X X X X X Apply for Gold -Level BFC Status X Bicycle Coordinator Position To enhance interdepartmental coordination, support interagency coordination, and streamline communications with community residents, stake- holders, and media, Iowa City should establish a Bicycle Coordinator position responsible for over- seeing the city's diverse range of bicycling activities. This staff person's job responsibilities may include: 91 ®® IOWA CITY BICYCLE MASTER PLAN Monitoring facility planning, design, and construc- tion of bicycle and bicycle -related projects Coordinating the implementation of recom- mended projects and programs in this Plan with city staff and external agencies Provide regular updates to the City Council related to bicycle initiatives and projects • Leading annual evaluation programs like bicycle counts, annual reporting, and crash evaluation • Identifying new projects and programs to improve the bicycling environment • Pursue funding sources for project and program development • Research and oversee policy development Represent the City of Iowa City for matters related to bicycle infrastructure projects and supporting programs It is common for a bicycle coordinator to also oversee matters related to pedestrian mobility or active transportation in general. The title of Active Transportation Coordinator may reflect the broader scope and responsibilities of the position if the city should choose to consolidate bicycle and pedestrian matters under a single person. Standing Bicycle Advisory Committee During the Bicycle Master Planning process, Iowa City convened two committees to provide oversight and guidance for the planning team. The Bicycle Advisory Committee consisted of community part- ners and residents whose knowledge, experience, insight, and involvement were critical to the creation of the Plan. The Technical Advisory Committee consisted of Iowa City department representatives and key staff from other agencies whose technical expertise and understanding of department proce- dures, planned projects, and other information provided a framework for plan recommendations and implementation considerations. As Iowa City transitions from planning into implementation, it will be critical that these partners and department representatives remain involved with implementa- tion decision-making and provide leadership and/or support to carry out projects, programs, and other actions pertinent to their focus areas. Iowa City should continue to have regular Bicycle Advisory Committee meetings and include department staff tojoin meetings on an as -needed basis. Membership should be reevaluated periodically to include repre- sentatives from relevant agencies, organizations, and community groups. Similar to the expansion of responsibilities of a bicycle coordinator to see all active transportation matters, it may be necessary to combine bicycling and pedestrian issues under a single Active Transportation Committee to reduce committee fatigue. The mission of this committee will be to implement this plan, as well as provide information to the City in an advisory capacity regarding pedestrian issues. Annual Implementation Agenda In partnership with the Bicycle Advisory Committee/ Active Transportation Committee and representa- tives of Iowa City departments, Iowa City should develop an annual implementation agenda and budget that identifies specific projects, programs, and targets for executing the Bicycle Master Plan. The annual agenda and budget should be based upon available staff capacity, funding resources, and similar considerations. Adoption of Best Practice Design Guides Design guidelines are critical to the development of a safe, consistent bicycle network. In order to support local agencies in developing bicycle facilities based on sound planning and engineering prin- ciples and best practices from around the country, NACTO created the Urban Bikeway Design Guide. From Seattle, Washington to Washington, D.C. to Des Moines, Iowa, over fifty progressive cities have adopted the guide to inform city staff and consul- tants during project design and development. The guide expands upon basic facility guidance and standards included in the AASHTO Guide for the Development of Bicycle Facilities, 4th Edition (2012) and the FHWA's Manual for Uniform Traffic Control Devices (MUTCD), both ofwhich are regularly used to for local bikeway projects, along with guidance from state design standards in the SUDAS. In 2013, the FHWA signed a memorandum expressing support for the Urban Bikeway Design Guide as a valuable RECOMMENDATIONS I® 92 resource to "help communities plan and design safe and convenient facilities" for bicyclists and actively encourages agencies to use the guide to go beyond minimum requirements and design facilities that "foster increased use by bicyclists... of all ages and abilities" The Federal Highway Administration has devel- oped a number of new resources in recent years to support bikeway planning and development as well. In 2016, the agency released Small Town and Rural Multimodal Networks (STAR guide) to support transportation practitioners by applying national design guidelines to the unique settings found in small towns and rural communities. The guide encourages innovation within the bounds of MUTCD and AASHTO compliance by providing unique engi- neering solutions and design treatments that address small town and rural needs. Iowa City should adopt by resolution the NACTO Bikeway Design Guide and the FHWA STAR guide as a supplemental resources to implement the recom- mendations included in this plan. Figure 31. National standards provide detailed guid- ance for facility design. Resources NACTO Urban Bike Design Guide: http://nacto. org/publication/urban-bikeway-design-guide/ Sample Endorsement Letters: Des Moines, IA: http://nacto.org/wp-content/uploads/2016/05/ Des -M oines-Endoresement-all-Guides.pdf 93 ®® IOWA CITY BICYCLE MASTER PLAN Minneapolis, MN: http://nacto.org/wp-content/ uploads/2015/06/Minneapolis_Urban-Bikeway- D esign-Guid e-endorsement-letter_08.24.11.p df Zoning Code and Land Subdivision Regulations Updates Land use patterns have significant impact on how people travel in and around Iowa City. Bicycling and walking are disproportionally impacted by land use patterns when compared to other travel modes, as travel distances, street connectivity, and other environmental factors can restrict or deter altogether bicycling and walking activity. Zoning ordinances, subdivision regulations, building codes, and other policies create the framework for physical development. Zoning ordinances and subdivision regulations in particular focus on environmental design considerations, including aesthetics and safety, street connectivity, development scale and density, building setbacks, and mixture (or separa- tion) of land uses. As a result, these regulations can change the way individuals relate to the people and places around them by affecting travel distances, streetscape character, presence of sidewalks and bicycling facilities, and even trees and landscaping. An expanding body of scientific research points to the direct link between land use policies like zoning ordinances and subdivision regulations, and active transportation. Zoning regulations can impact the percentage of population making trips on foot or by bicycle instead of car. Zoning regulations and supportive land use policies and infrastructure improvements can increase bicycling trips and the percentage of the population riding bicycles. In recent years, Iowa City has been proactive in updating zoning and development regulations to ensure that new development and redevelopment incorporate bicycling considerations and support active transportation. As bicycling continues to grow as valued transportation mode in Iowa City, it will be important to integrate and codify this value to ensure it is reflected in future developments. The following amendments to Iowa City Zoning Code and Land Subdivision regulations should be consid- ered to increase bicycle safety, connectivity, and accessibility: Increase minimum sidewalk widths. (City Code, Chapter 15 Section 3 Subsection 3 Paragraphs B -D) The 8 -foot wide sidewalks adjacent to many roadways throughout Iowa City function as an extension of the trail system and are intended to serve bicycle traffic. In addition, many local sidewalks are used by children, young adults, and adults less comfortable bicycling on the roadways. Iowa City should consider increasing minimum width for wide arterial sidewalks from 8 feet to 10 feet, and increasing minimum width for sidewalks along collectors from 5 feetto 6 feet to more comfortably accommodate all sidewalk users and increase overtaking and bi-directional passing safety. Incorporate bike lanes into all collectors and arte- rials. (City Code, 15-3-2, Table 15-1) The current standards for street rights-of-way and pavement width differentiate between roads with and without bike lanes. This differentiation increases the difficulty of retroactively adding bike lanes due to pavement width constraints. Iowa City should consider standardizing bike lanes (or separated bike lanes) as a required element of all collectors and arterials. This policy amendment will help fulfill the LAB'smetric examining pres- ence of bike lanes on arterial roads and will also ensure bicycle network growth is commensurate with future land development and surface trans- portation system growth. Differentiate between long-term and short-term parking requirements. (City Code, 14-5A) Bicycle is an important element of the current off-street parking requirements of the city's zoning code, specifying the quantity, type, and site location of bicycle parking facilities for developments. The lack of differentiation between short- term parking and long-term parking does not provide adequate storage for long-term parking, which includes bicycle lockers, indoor secure parking areas, and covered, weather -protected parking areas, and may discourage daily bicycle commuting. The City should consider updating bicycle parking requirements to differentiate between these types of bicycle parking and asso- ciated requirements for each. Resources Zoning Regulations for Land Use Policy, Roadmaps to Health, Robert Wood Johnson Foundation: http://www.countyhealthrankings. org/policies/zoning-regulations-land-use-policy Bicycle Parking Zoning Modifications, City of Cambridge, MAhttp://www.cambridgema.gov/ CDD/Projects/Planning/bicycleparkingzoning Complete Streets Implementation Iowa City has an adopted and very good Complete Streets policy that will contribute to the implemen- tation of facility recommendations included in this plan, as well as the general bikeability of streets and public rights-of-way throughout Iowa City. To ensure implementation of the policy and the bicycle master plan, it is recommended that representa- tives across City departments work together to review existing plans, processes, and procedures related to the transportation system and establish goals and targets for complete streets implemen- tation. Suggestions for how to best proceed with creating such a process and recommendations for key elements are provided below. Create an Implementation Plan Process Objective: Create a Complete Streets Committee that includes representatives from all city departments/divisions and relevant city boards/ committees that will be charged with develop- ment of an implementation plan and schedule that will review and revise all procedures, plans, regulations, and processes of implementation RECOMMENDATIONS I® 94 and will perform an annual review. If there is considerable overlap in duties and responsi- bilities with other existing committees, consider assigning these responsibilities to an existing committee. Objective: secure training for pertinent city staff and decision -makers on the technical aspects of Complete Streets principles and best practices, as well as providing for community engagement and education on Complete Streets. Objective: Identify and recommend land use patterns, parking requirements, and develop- ment policies that increase overall mobility, which improve and support compact, mixed-use, bikeable and walkable development and connec- tions to rural routes and areas, and that support local economic development. Establish Design Criteria Utilizing Up -To -Date Standards, Innovative Design Guidance, and Current Best Practices The City will utilize the latest design guidance, standards, and recommendations available to implement the Complete Streets Policy. Objective: The City will utilize the National Association of City Transportation Officials (NACTO) Street and Bikeway Design guides as the formal guidance for the development of city roadway and development projects. Objective: The City will the current version of the Manual of Uniform Traffic Control Devices (MUTCD), for signal, signing and striping operations. Objective: The City will utilize the current version of the American Association of State Highway and Transportation Officials (AASHTO) Bicycle and Pedestrian guides for the development of bicycle and pedestrian projects. Objective: Use design to enhance and support 95 ®® IOWA CITY BICYCLE MASTER PLAN expansion of services for active modes of trans- portation including, but not limited to transit, walking and bicycling, through increased funding and cooperative regional planning. Objective: Ensure the design of projects promotes the health and enhances the economic benefits of walking and bicycling as practical modes of transportation. Objective: Design projects so that they assure the protection of local and regional investments in transportation and assure proper maintenance and improvements of the facilities over time. Objective: Establish a detailed set of design guidelines for transportation system safety, user comfort, and maintenance. Objective: Include pedestrian lighting, connec- tions through parking lots, short-term and long-term bicycle parking located near building entrances, and consideration of strong aesthetics in core or high -activity areas of town. Objective: In addition to infrastructure recom- mendations, provide programmatic elements such as wayfinding, kiosks, public art, and events such as open streets, and along sidewalks such as walking tours, street festivals, and public markets. Youth Bicycle Safety Classes Instilling a love for bicycling in children and young adults can support long-term gains in cultural accep- tance of and support for bicycling activity. While many children learn bicycling at a young age, it is not a part of physical education curriculums in most schools in Iowa City and across the country, partially due to the lack of access to resources. Some school districts, however, have begun to incorporate basic bicycling safety and skills into physical education curriculums with great success, often partnering with local police departments, non -profits, and certified bicycling instructors to provide bicycles for students and offer effective instructions to encourage safe riding practices and a basic under- standing of rules and responsibilities when riding around motor vehicle traffic. Iowa City should coor- dinate with the ICCSD to explore opportunities to teach basic bicycling skills to younger students. Resources SHAPE America (Society of Health and Physical Educators) Bicycle Safety Curriculum: http:// www.shapeamerica.org/publications/resources/ teachingtools/qualityp e/bicycle_curricul um.cfm LAB Bicycling Skills 123 Youth and Safe Routes to Schools courses: http://www.bikeleague.org/ content/find-take-class Safe Routes to School National Partnership Traffic Safety Training Resources: http://www. saferoutespartnership.org/state/bestpractices/ curriculum Figure 32. A recent bike rodeo of Weber Elementary School taught children safer bicycling skills. Earn -A -Bike and Create -A -Commuter Programs Many children and adults in Iowa City lack access to quality bicycles and bicycle maintenance training and tools. In orderto address this lack of access, the City and its community partners should develop Earn -A -Bike and Create -A -Commuter programs for children and adults, respectively. In March 2017, the Iowa City Police Department announced an Earn -A - Bike pilot program for local youth in collaboration with the City of Iowa City and World of Bikes, one of Iowa City's local bike shops. The program will focus on teaching children basic bike maintenance and bicycling skills and provide each participant with a refurbished bike, helmet, and bike lights. The initial program is limited to 15 children. If successful, the City should determine capacity and resources needed and available to expand the program to a wider audience. Similar in concept to the Earn -A -Bike program, Create -A -Commuter programs provide low-income adults with limited access to transportation choices a function bicycle, as well as bicycle maintenance and skills training. The program was first developed in Portland Oregon bythe Community Cycling Center using federal Job Access and Reserve Commute (JARC) funding. Bicycles are outfitted with fenders, cargo racks, lights, and other equipment essential to safe bicycle commuting. Resources Earn -A -Bike Program, St Louis Bicycle Works (St Louis, MO): http://www.bworks.org/bikeworks/ earn -a -bike/ Create -A -Commuter Program, Community Cycling Center (Portland, OR): http://webl. ctaa.org/webmodules/webarticies/articieflies/ Portland TriMet.pdf http://www.communitycyclingcenter. org/?s=create+a+commuter RECOMMENDATIONS I® 96 Public Education and Awareness Campaigns A broad public outreach and education campaign can help normalize bicycling as an accepted and welcomed way for people to travel in Iowa City through compelling graphics and messages targeted to motorists, pedestrians and bicyclists. These campaigns utilize a variety of media to share their messages, from billboards, bus, and bus stop shel- ters to websites, online ads, social media outlets. Common topics for media campaigns include safety and awareness; sharing the road and travel etiquette; light and helmet use; and even human- ization of bicyclists as fathers, mothers, sons, and daughters. Iowa City should develop a public educa- tion and awareness campaign to further establish bicycling as a valued mode of travel for all commu- nity residents. Resources We're All Drivers, Bike Cleveland (Cleveland, OH): http://www.bikecieveland.org/our-work/ bike -safety -awareness/ Drive with Care, Bike PGH (Pittsburgh, OH): http://www.bikepgh.org/care/ Every Lane Is a Bike Lane, Los Angeles County Metropolitan Transportation Authority (Los Angeles, CA): http://thesource.metro. n et/2013/04/1 1 /every -Ian e -is -a -b i ke-lane/ Every Day Is a Bike Day, Los Angeles County Metropolitan Transportation Authority (Los Angeles, CA): http://thesource.metro. n et/2014/04/30/1-a-m etro-la u n ch es -n ew- b ike-ad-campaign-in-time-for-bike-week-l- a-may-12-18/ A Metre Matters and It's a Two -Way Street, Cycle Safe Communities, Amy Gillett Foundation (Australia): http://cyclesafe.gofundraise.com.au/ cros/home 97 ®® IOWA CITY BICYCLE MASTER PLAN Figure 33. A public education campaign can include traditional advertisements, maps, and educational brochures. Bike Light Campaign Bicycling at night without proper front and rear bike lights is dangerous, yet many people bicycling in Iowa City lack the proper lighting to stay safe and visible at night. In order to increase bicycling safety and overcome cost barriers that prohibit many indi- viduals from purchasing bike lights, Iowa City should coordinate with community partners to create a bike light giveaway campaign. Community organizations with a public health focus may be effective partners and see a need to sponsor such a program. Similar programs across the country combine catchy names like "Get Lit" or "Light Up" to garner public and media attention. The City should consider scheduling the program to coincide with back to school events for college students or the end of daylight savings. This would differ from the" Light the Night" campaign organized by the Iowa City Police Department and Think Bicycles, in which bicyclists who were issued citations for lack of proper lights could purchase bike lights and have their citation fee waived. In contrast, this new program would reduce or eliminate the cost altogether and therefore have a greater posi- tive impact for low-income individuals. Resources How to Do a Successful Bike Light Giveaway, LAB: http://www.bikeleague.org/content/ how -do -successful -bike -light -giveaway Get Lit, Community Cycling Center (Portland, OR): http://www.communitycyclingcenter.org/ get -lit/ Pop -Up Bike Light Giveaway, BikePGH (Pittsburgh, PA): http://www.bikepgh. org/2013/09/30/pop-up-bike-light-giveaway/ Themed & Targeted Bicycle Rides Organized bicycle rides offer people a comfortable and fun wayto explore Iowa City's bicycle routes and trails in a group setting. For many, these types of events build participants'confidenceand knowledge of the bicycle network, giving them the tools neces- sary to choose bicycling for short daily trips. Target audiences for these organized bicycle rides should reflect the diversity of the community and include children, seniors, low-income residents, minority residents, immigrants, and college students. Smaller group rides with capped attendance can capitalize on cultural assets and amenities like historic monuments and buildings, city parks, busi- ness districts, and other unique locations. In St Louis, Missouri, Trailnet's free weekly Community Rides center around the city's history and culture, with themes ranging from museums, breweries, jazz, prohibition, greenways, and the Underground Railroad. Many of these rides are organized and led by local historians and civic enthusiasts. Larger group rides called cruiser rides that offer family -friendly environment have become main- stays in communities across the country. The Denver Cruiser Ride, the Slow Roll in Detroit, and Freewheel in Memphis attract hundreds to thou- sands of participants, move at a leisurely pace, and welcome people of all ages and abilities. The City should coordinate with local advocacy organizations and other community partners to explore opportunities to diversify and strengthen organized bicycle ride offerings as an essential tool to encourage bicycling activity in Iowa City. Resources Trailnet (St Louis, MO) Community Rides: http:// trailnet.org/tag/community-rides/ Slow Roll (Detroit, MI): http://slowroll.bike/ Denver Cruiser Ride: http://denvercruiserride. com/ People for Bikes, How to Start a Cruiser Ride: http://pfb. peopleforbikes.org/take-a-b rake/ h ow -to -start -a -cruiser -ride/ Figure 34. Iowa City Cycling Club and other partners host numerous rides throughout the year. RECOMMENDATIONS I® 98 Bike Mentor Program For many Iowa City residents, bicycling to work can be a daunting challenge. Timing, route planning, selecting the right clothing for both work and the ride itself, and dozens of other considerations can over- whelm potential commuters, even if it's only a short ride from home to work. A bike mentor program addresses this need by matching new commuters with experienced commuters who can assist with route planning, commute preparation, and other nuances of commuting by bike. The City of Iowa City should coordinate with community partners to establish a network of bike mentors to share their experiences, assist new commuters with helpful tips and resources, and even ride to and from work destinations together. Bike mentor programs can even be established internally by major employers. These opportunities should be explored as well. Resources Hartford County, MD Bike Mentor Program: http://www.harfordcountymd.gov/763/ Bike -Mentor -Program Bike New York's Gear Femmes: http://www.bike. nyc/education/programs/gearfemmes/ National Institute for Health Ride Mentors: http://www.nihbike.com/home/ride-mentors Bike Month and Bike to Work Events Local agencies and organizations have developed a robust slate of Bike Month activities and events in recent years, having grown out of the shorter Bike to Work Week period, usually the third week of May. A full calendar of activities during the month of May is kept up to date on Bike Iowa and Think Bicycles of Johnson Countywebsites, and local partners and residents can submit events to the calendar. This participatory approach to creating a full calendar of events is modeled after the Pedalpalooza in Portland, which compiles over 100 events during the month ofJune to encourage bicycling across the city. 99 ®® IOWA CITY BICYCLE MASTER PLAN In Iowa City and neighboring municipalities in Johnson County, over 30 events were held in Bike Month 2017, including bike rodeos, party rides, slow rolls, farmer's market rides, trail rides, and repair clinics. The City of Iowa City should continue to support its local partners to increase Bike Month's visibility and impact within the community, and also explore opportunities to expand Bike Month's reach to traditionally underserved communities. For bicy- cling to become accepted and enjoyed by all, it must be accessible to all as well. Bike Month presents a prime opportunity to create inclusive events that serve a diverse audience and build shared support for bicycling. Resources Think Bicycles Bike Month: http://www.thinkbi- cycles.org/bike-month.htmi Bike Month Iowa City Facebook Page: https:// www.facebook.com/bikemonthiowacity/ Bike Iowa Events Calendar: http://www. bikeiowa.com/Events Figure 35. Iowa City holds many events for Bike Month in May. Figure 36. Police office training should include riding. Specialized Bicycle -Focused Training for Law Enforcement Officers Law enforcement officers receive considerable training annually to effectively enforce local and state laws, but little of that training focuses specifi- cally on bicycle laws and safety. To address this gap in education, the Iowa City Police Department should invest in training opportunities targeting bicycle (and pedestrian) laws, law enforcement, travel behavior, and education tactics in order to better support active transportation. Funding support from local agencies, state departments of transportation, state highway patrols, and non- profit advocacy organizations have helped to bring valuable training and resources to law enforcement agencies across the country. Resources Bike Cleveland Enforcement Education (Cleveland, OH): http://www.bikecieveland.org/ enforcement/ Continuum of Training. We Bike, etc: http:// www.webike.org/services/enforcement/ continuum -of -training Targeted Law Enforcement Activity Targeted enforcement is an effective way of encour- aging lawful travel behavior and instilling respect for other road users. Enforcement activities may include deployment of speed reader boards, police "sting" operations at high crash intersections, wrong -way riding enforcement, bike light enforce- ment, and even distribution of safety literature along corridors with high volumes of bicycle activity. In the City of Chicago, police officers partner with the City's Bicycling Ambassadors to educate road users. The Iowa City Police Department should explore opportunities for regularly -scheduled enforcement activities at strategic locations around the commu- nity to support bicycling activity and create safer environments for all road users. Resources City of Chicago Targeted Enforcement (Chicago, L): http://chicagocompletestreets.org/safety/ targetedenforcement/ Figure 37. Police can partner with other groups to educate the public during enforcement activities. RECOMMENDATIONS I® 100 Publicize and Enforce "No Bikes on Sidewalks" and Dismount Zones Bicycl ingactivity on busysidewalks can be dangerous and obstructive for bicyclists, pedestrians, and even motor vehicles. Iowa City has a number of sidewalks and pedestrian malls in Downtown and surrounding the University of Iowa campus where bicycling on sidewalks is prohibited. Bicyclists are also required to dismount and walk their bicycles on a numerous pedestrian bridges that lack sufficient width for multi -use activity. In order to create safe spaces for all road users, Iowa City Police Department should combine targeted public messaging and visible enforcement of bicycling prohibitions on sidewalks in these designated areas. The resources below highlight efforts from other cities across North America. Resources Sidewalks are for Pedestrians, City of Toronto, Canada: http://wwwl.toronto.ca/wps/portal/ contenton ly?vgn extoid=94230995bbb cl410VgnV CM10000071d60f89RCRD Iowa City Bicycle Program Web Presence The City of Iowa City's website provides an ideal platform for the distribution of educational mate- rials, project updates, upcoming events, public meetings, and other relevant information to inform, educate, and encourage residents to travel by bicycle. Iowa City should consolidate and organize bicycle -related information on the City's website to provide a single point of entry for website users to access bicycle information. While the primary focus should be on city -driven initiatives, it should also include resources from and/or links to community partners websites and highlight the importance of these community partners in creating a BFC. Resources Honolulu Bicycle Program Webpage (Honolulu, HI): https://www.honolulu.gov/bicycle 101 ®® IOWA CITY BICYCLE MASTER PLAN Bicycling in Minneapolis Webpage (Minneapolis, MN): http://www.ci.minneapolis.mn.us/bicycles/ Seattle DOT Bicycle Program (Seattle, WA): http://www.seattle.gov/transportation/bikepro- gram.htm Figure 38. The Bike Long Beach website provides infor- mation on bicycling in Long Beach, California. Project Outreach Iowa City has used multi -pronged outreach efforts for many capital projects in order to actively engage and educate residents about changes to public infrastructure. As bicycle facility projects are devel- oped and installed, it will be important to continue these outreach efforts and inform residents along project corridors about how to interact with these new bicycle facilities and the likely increase in bicycle activity that will result. By using online videos, door hangers, neighborhood meetings, and other outlets, Iowa City can build awareness and supportforthese new facilities as important elements of the trans- portation system. Examples of project outreach via community meetings and an online presence are listed below. Resources Seattle DOT Bicycle Program Projects (Seattle, WA): http://www.seattle.gov/transportation/ bikeprojects.htm Cincinnati Bicycle Transportation Plan Current Projects (Cincinnati, OH): http://www.cincinnati- oh.gov/bikes/bike-projects/ Denver City and County Current Projects (Denver, CO): https://www.denvergov.org/ content/d envergov/en/b i cyc I i ng -i n -d enver/i nfra- structure.html Pop -Up Demonstration/Pilot Projects Many bicycle facility types recommended in this Plan are new to Iowa City residents. Many bicyclists and motor vehicle drivers will be unfamiliar with how to operate their vehicles on, adjacent to, or across these new bikeways. By developing day -long or weekend -long pop-up demonstration projects, Iowa City can introduce these new bikeways to the community in a low-cost and effective way. Pop-up demonstration and pilot projects have proven effec- tive for their ability to build support for new bicycle facility, gain acceptance among skeptical residents, and generate community interest in the City's efforts to build a more bicycle friendly Iowa City. Public health students at the University of Iowa conducted a bicycle boulevard demonstration project in 2015 in collaboration with more than a dozen local part- ners, generating considerable press and positive feedback from community members. The City should work with community partners and neigh- borhood groups to use pop-up demonstration and pilot projects when introducing new bikeways to the community and building support for safe, comfort- able, low -stress bicycle facilities as an accepted part of the street network. Resources WALC Institute Pop -Up Demonstration Toolkit: http://www.walklive.org/ p opup-demonstrati on -tool -kit/ Iowa City Bike Boulevard Demonstration Project: https:Hsustainability.uiowa.edu/news/ student-group-tests-iowa-city-b ike-boulevard/ https://www.facebook.com/ iowacitybikeboulevard Annual Report Card/Bicycle Account An annual report card that tracks implementation progress is an effective way to communicate the community's efforts to integrate bicycling into the fabric of the community. A report card captures plan successes and highlights the importance of collabo- ration to achieve shared goals and objectives. The document can be posted on the City's website, shared via social media, and printed for dissemi- nation at public facilities and community events. Depending on the volume of actions completed and the capacity of available staff, the report card can range in size and scope from a brief one-page information sheet to a more detailed report, which can include resident surveys, economic impact anal- yses, and other tools to communicate the value and benefits of bicycling. Resources Gateway Bike Plan Report Card, Great Rivers Greenway (St Louis, MO): http://greatriversgre- enway.org/about-us/projects-in-partnership/ gateway -bike -plan/ Bicycle Account Guidelines, LAB: http://www.bikeleague.org/content/ bicycl e -account -guideline -provides -tools - monitor -biking -your -community Auckland, New Zealand Cycling Account: https:Hat.govt.nz/cycling- walking/cycling-walking-monitoring/ aucklan d -cycling -account/ D --.'N I MONTEREY ROAD COMPLETE STREET PROJECT E"LUA71ON M Eniu[ES ©E':i:r:o 06a�eea E.e ©iinriE' 0 -- ... 0 u am Figure 39. An annual report cord helps track progress on bicycling -related initiatives throughout the city. RECOMMENDATIONS I® 102 Expanded Bicycle Count Program Bicycle count programs are valuable mechanisms for tracking bicycle facility usage over time and evaluating the success of infrastructure projects for their ability to increase ridership. MPOJC currently conducts annual counts of trail users using infrared automated counters. Count locations are based on requests from MPO entities and included seven locations in Iowa City in 2015. The City should investigate expansion of the annual bicycle and pedestrian count program of trail users to include on -street locations along key corridors throughout the city. The same locations should be counted in the same manner annually. This will provide the City with information about the growth of bicycle ridership and pedestrian usage of facili- ties, determine where improvements need to be made, assess who is using the facilities, and provide a dataset to accompany grant applications. The City should consider additional counts along corridors slated for future bikeway development, like Clinton Street and Madison Street, to evaluate before and after conditions. The installation of several perma- nent counters can also be used to calibrate annual extrapolations at other count locations to increase data reliability. The National Bicycle and Pedestrian Documentation Project has developed recom- mended methodology, survey and count forms, and reporting forms for local agency count programs. Figure 40. Trail counts can be manual or use automatic systems. 103 ®® IOWA CITY BICYCLE MASTER PLAN Resources National Bicycle & Pedestrian Documentation Project: http://bikepeddocumentation.org/ Innovations in Bicycle and Pedestrian Counts: A Review of Emerging Technologies: http://altaplanning.com/resources/ innovative -counting -technologies/ The National Cooperative Highway Research Program (NCHRP) Guidebook on Pedestrian and Bicycle Volume Data Collection: http://www.trb. org/Publications/Blurbs/171973.aspx Oregon Metro, Portland, OR Count Program: http://www.oregonmetro.gov/ how-metro-works/volunteer-opportunities/ trail -counts Crash Monitoring and Evaluation Crash reports from collisions involving bicyclists can be an invaluable resource for learning about the behavior of motorists, bicyclists, and pedestrians, as well as roadway conditions and characteristics that may lead to collisions. Regular monitoring and evaluation of crash locations can help to identify high-risk areas and develop solutions to minimize crash risk. While total crash volumes each year in Iowa City are relatively low, a 5 -year sample size can help identify trends with regard to crash time, contributing factors, crash type, location, and other key details. Iowa City should look at conducting a more detailed analysis of reported bicycle crashes, including a review of individual crash report narra- tives, every two years. In addition, an online tool on the City's website can allow those biking to report concerns that are not necessarily crashes that can help identify a problem before a crash occurs. Resources Denver Bicycle Crash Analysis: Understanding and Reducing Bicycle & Motor Vehicle Crashes (Denver, CO): https://www.denvergov. org/content/dam/denvergov/Portals/705/ do cuments/d enver-bicycle-moto r-vehicle-crash- analysis_2016.pdf University of North Carolina Highway Safety Research Center Pedestrian and Bicycle Crash Analysis Tool (PBCAT): http://www.pedbikeinfo. org/pbcat_us/ Cambridge Bicycle Crash Fact Sheet (Cambridge, MA): https://www.cambridgema.gov/—/media/ Files/CDD/Transportation/Bike/Bicycle-Safety- Facts F I NAL_20140609. p df Economic Impact of Bicycling Study Bicycling is more than just a way to get around Iowa City; it's an important part of the local economy. Trail and recreational tourism, annual events that draw thousands of visitors to the area, and perma- nent jobs are dependent upon the bicycling activity that the community has cultivated over the years. In addition, bicycling also impacts insurance savings, healthcare cost savings, transportation cost savings, and other economic factors. The City of Iowa City and its regional partners should conduct an economic impact study to quantify the value of bicycling on the local economy and to serve as a catalyst for continued investments in bicycle facili- ties, programs, and events. More than a dozen states have conducted economic analyses of bicy- cling activity or the bicycling industry, and numerous regions and municipalities have done the same, including the Pikes Peak Region, New York City, the Capital Regional District (Victoria, British Columbia), and Portland, Oregon. Resources The Economic Impact of Cycling in the Pikes Peak Region, Pikes Peak Area Council of Governments, Trails and Open Space Coalition (Colorado Springs, CO): http://www.trailsando- penspaces.org/wp-content/uploads/2015/04/ Economic-Impact-of-Cycling.pdf The Economic Impact of the Bicycle Industry in Portland, Portland Bureau of Planning and Sustainability (Portland, OR): https://www.port- land oregon.gov/bps/article/555482 Bikeonomics: A Primer on the Economic Impact of Cycling in the Capital Region, Capital Region District (Victoria, B.C.): https://www.crd.bc.ca/ docs/default-source/regional-planning-p df/ Pedestrian -Cycling- Master- Plan/crd_bikesed- b ooklet-versi on.p df?sfvrsn=2 Apply for Gold -Level BFC Status In its Strategic Plan, the City Council has made clear its commitment to improving bicycling condi- tions in Iowa City and has targeted application for Gold -Level BFC designation from the LAB in 2017. The achievement of this designation in 2017 would be largely dependent on activities conducted and projects completed prior to the adoption of this Bicycle Master Plan. The current Silver -Level BFC Designation is due to expire in 2017, and the City must therefore reapply in August of 2017 regardless. Bicycle Master Plan Updates Like all plans, this Bicycle Master Plan will lose its efficacy and relevance as the bike network grows, physical development occurs, travel patterns change, and community needs and values evolve. Iowa City should revisit the plan every five years for a comprehensive update, at which point implemen- tation progress can be measured, new goals and targets can be established, and bike network and support systems can be evaluated and updated to reflect current conditions and opportunities. The City should also establish a process whereby changes to the bike network itself can be made to reflect newly identified fatal flaws in project recommendations or route changes that capitalize on unforeseen oppor- tunities during initial plan development. RECOMMENDATIONS I® 104 105 ®® IOWA CITY BICYCLE MASTER PLAN > SECTION 6 > Implementation Implementation The Iowa City Bicycle Master Plan provides a comprehensive set of recommendations and phys- ical improvements intended to weave bicycling into the physical and social fabric of the commu- nity. Implementing the Plan will require collective commitment and persistence from Iowa City and its community partners to pursue the opportunities identified in this plan, as well as those that arise in the coming years. This chapter of the plan sets forth a multi -pronged strategy to implement the bicycle network, programs, and policy recommendations to ulti- mately achieve the vision of a bicycle -friendly community in which bicycling is a safe, comfortable, convenient, and preferred mode of travel and recre- ation for people of all ages and abilities. Included in this chapter are immediate actions to transition into plan implementation, capital project prioritization, cost estimates, funding sources, a project phasing strategy, ongoing maintenance recommendations, and evaluation activities. Going for Gold: Immediate Actions The following immediate action steps are designed to initiate plan implementation, sustain momentum built during the planning process, and help Iowa City become a Gold -Level BFC. These action items, which represent a mix of policy, procedures, capital projects, and programs, provide early opportuni- ties expand the bicycle network, engage community partners, and establish strong and lasting relation- ships on which successful implementation efforts will depend. Adopt the Plan Adopting the plan is the first step and represents the City's commitment to bicycling. Adopting the plan will also provide guidance for future capital investments and transportation decisions. Iowa City should pursue a formal adoption process to incorporate this plan as a supplemental document supporting the comprehensive plan. This will add 107 ®® IOWA CITY BICYCLE MASTER PLAN legitimacy to the plan recommendations and open funding opportunities that favor or require poten- tial projects to be part of an adopted plan, as in the case of the State Recreational Trails Program. Establish Bicycle/Active Transportation Advisory Committee Implementing this plan will require cooperation among city departments, local agencies, advocacy organizations, and other community partners. Through the creation of a bicycle or active transpor- tation advisory committee, Iowa City can increase coordination among those responsible for imple- menting the plan and ensure that the needs and values of the community are represented and reflected in decision-making processes, provide for delegation of responsibilities, and ensure collec- tion of key data and evaluation metrics. For more information about this committee, see Programs & Policies Memo. Create Bicycle Coordinator Position Iowa City should establish a Bicycle Coordinator position responsible for overseeing the city's diverse range of bicycling activities to enhance inter- departmental coordination, support interagency coordination, and streamline communications with community residents, stakeholders, and media. For more information about this position, see Programs & Policies Memo. Complete Immediate -Term Bikeway Projects Initial investments in bicycle facilities to target gap closure, safety improvements, and network connections will serve as visible statements to the community that Iowa City is committed to making bicycling a valued form of transportation and recre- ation. Immediate -term bikeway projects to be completed within the first two years of plan adop- tion are identified in the project phasing strategy. The 12.4 miles of immediate -term projects below represent critical additions to the active transporta- tion network and will substantially improve bicycle safety and connectivity, particularly through the provision of new on -street bicycle facilities. Apply for BFC Designation Iowa City's current Silver -Level BFC Designation is due to expire in 2017, and the city must therefore reapply in August of 2017. Failure to do so will result in a revocation of the current Silver -Level desig- nation. The lack of a significant on -street bicycle network, particularly dedicated, protected, or low - stress facilities, may be a limiting factor in the city's search for Gold -Level status; however, adoption of this plan and early plans for implementation of the expanded on -street network will help support the city's application. Regardless of the outcome, Iowa City will receive additional feedback to further refine its bicycle -related projects and programs and identify specific recommendations in this plan that will advance their efforts to achieve Gold. Collect Baseline On -Street Bicycle Counts A bicycle count program is a valuable mechanism for tracking bicycle facility usage over time, evalu- ating the success of infrastructure projects for their ability to increase ridership, and demonstrating impacts on roadway safety. The City should coor- dinate with the MPOJC's to expand their annual bicycle and pedestrian count program to include on -street locations along key corridors throughout the city. The City should consider additional counts along corridors slated for future bikeway develop- ment, like Clinton Street and Madison Street, to evaluate before and after conditions. The instal- lation of several permanent counters can also be used to calibrate annual extrapolations at other count locations to increase data reliability. For more information about this immediate action item, see Programs & Policies Memo. Establish Baseline Performance Measurements and Set Target Benchmarks Evaluating plan performance will require measur- able objectives and benchmarks that define success. The plan identifies specific metrics that relate to one or more goals and objectives to track implementation efforts over time. Iowa City, in collaboration with the Bicycle/Active Transportation Advisory Committee, will collect baseline measure- ments and propose targets for each measurement based on available resources and capacities. When proposing targets, it will be important to maintain the plan's aspirational vision for bicycling while also being cognizant of practical limitations such as time, funding, and capacity. Corridor and Project Prioritization The City of Iowa City is responsible for the effi- cient, effective, and values -driven expenditure of taxpayer dollars. Bicycle -related infrastructure proj- ects and programs must compete with other capital improvements and municipal services, as well as with one another, for limited internal and external resources. In order to maximize investment and provide the greatest benefit, Iowa City should use a prioritized approach to invest in bicycle trans- portation infrastructure and plan implementation. Using the corridor approach to facility development as outlined in the Bicycle Plan chapter, each bicycle corridor and associated project has been assigned a score according to its ability to address speci- fied prioritization criteria. These criteria are based on the plan Goals and Objectives, input from the community, and feedback from the Bicycle Advisory Committee. The prioritization criteria have also been weighted based on their relative importance based on public input at the second plan open house, and on Bicycle Advisory Committee input. The criteria and their relative weights are listed below in Table 7. IMPLEMENTATION I® 108 Table 7. Prioritization Criteria Gap Closure 25 Degree to which the corridor addresses a gap in the existing bikeway network by providing a facility type of equal or greater level of comfort Safety 25 Degree to which the corridor increases safety along streets with bicycle -related crashes from the last five years Demographic Equity 15 Corridor's ability to provide bicycle access to underserved popula- tions, including minorities, low-income households, youth, elderly, and households without access to a vehicle Connections to Existing 15 Number of existing facilities to which the corridor connects Facilities Nearby Parks & Schools 10 Number of parks and schools to which the corridor connects All -Ages Facility 10 Ability of corridor to provide a low -stress, all -ages bicycle facility Corridors are scored with a total of 100 possible points and then grouped into three categories—high, medium, and low—to reflect corridor value based on the criteria above. The prioritization results for each corridor and associated projects are shown in Map 29 on the following page. Prioritization scores for each recommended project are also shown in the appendix of this plan. While these prioritiza- tion scores are a critical factor for project phasing, other important factors like available funding, programmed projects, funding sources, and logical network growth and development inform the phasing schedule for network buildout as well. The phasing plan is described later in this chapter. Cost Estimate Assumptions Cost estimates are an essential planning tool used for programming capital improvements and drafting applications for external funding sources. Cost estimates were developed for each project based on initial planning -level examples of similar constructed projects and industry averages. These costs were then refined with the assistance of local staff based on local experience. All facility designs and associated cost estimates proposed in this plan are conceptual in nature and must undergo final engineering design and review through 109 ®® IOWA CITY BICYCLE MASTER PLAN coordination between all concerned departments in order to arrive at detailed project costs. These costs are provided in 2017 dollars and include a 20 percent contingency. Inflation should be included in costs in future years when bikeway improvements are programmed. The cost estimates do not include costs for corridor planning, public engagement, surveying, engi- neering design, right-of-way acquisition, and other work required to implement a project, since these are planning -level costs. Based on city experiences, these elements can and should be added as these projects are programmed into the CIP. Depending on the type of improvement, these additional costs can generally be estimated at up to 25 percent of the facility construction cost, in the case of a shared use path design or a two-way cycle track. Construction costs will vary based on the ultimate project scope (i.e., combination with other projects) and economic conditions atthetime of construction. When combined with larger roadway projects, the city can achieve economies of scale and maximize the value of every dollar spent on transportation infrastructure. Cost estimates for unfunded recommended projects included in the immediate-, near-, and 0 1iincl =0.75 miles 0 0.5 1 2 Bikeway Project Prioritization y eRD i Legend r g.. CITY OF IOWA CITY "'vrvivo -- PLANNING Bikeway Prioritization — High -Priority Recommendation — Medium -Priority Recommendation Low -Priority Recommendation — Existing Bikeway Other Map Elements Ne, — Interstate — Principle Arterial Minol-Ar erial Collector Local Road - �� Railroad Y n _ Park Iowa City Boundary IT die: 0 1iincl =0.75 miles 0 0.5 1 2 Miles eRD arm g.. CITY OF IOWA CITY "'vrvivo -- PLANNING 29. Bikeway Project Prioritization awkcry 1.me �� ESA, DTIII clobe,G.Eye, Fcubed USDA uses, AEx, ceMappmg,AmgAd, ICN, ICP, cls u,e� III IMPLEMENTATION )f 110 Table 8. Cost estimates by facility type * Majority of these projects are one-way buffered bike lanes, resulting in lower average costs per mile. long-term implementation phases are listed in Table 8. Bikeways to be developed as part of other programmed projects or as integral components of roadway reconstruction projects according to the city's street design standards are not included in the cost estimates table. A complete list of cost estimates for each individual project can be found in the appendix of this document. Project Phasing Strategy Given the limited resources available to implement the plan, it is necessary to phase recommended projects over time in a manner that best supports the vision and the goals of the plan, addresses safety issues and network gaps, and provides for orderly and logical network expansion. The City's Annual Complete Streets Improvements and Traffic Calming line items in the FY2018 Capital Projects Fund identifies $150,000 and $20,000 per year, respectively, from 2018 through 2021. With opportunity to leverage this line item for external funding at a 50/50 or 80/20 matching level, the City can increaseannual investments in bikewayprojects by an additional $150,000 to $600,000. In addition, some recommended projects are already identi- fied as separate projects in the FY2018 five-year CIP, and others can be developed in tandem with programmed roadway construction, reconstruc- tion, repaving, and other improvements included in the five-year CIP. For example, new arterial road- ways like the McCollister extension from Gilbert to Sycamore, a sidepath and bike lanes will be constructed per design standards. Other projects on existing local roadways may be incorporated into resurfacing projects funded through the Annual Pavement Rehabilitation line item. Using a combination of project prioritization, cost estimates, programmed capital improvements, available funding in city budget, and other informa- tion, recommended projects have been grouped into three distinct project phases: immediate term (2017-2018), near term (2019-2022), and long term (2023-2027). It is important to note that project phasing should not restrictthe development of proj- ects outside their identified phasing term should opportunities arise to move a project forward. With over 100 miles of recommended bikeways included IMPLEMENTATION I® 111 $1,132,250 6.0 $6,821,925 Shared Use Path Sidepath $638,040 5.0 $3,205,320 Two -Way Cycle Track $1,493,500 0.5 $724,516 Buffered Bike Lanes* $64,071 3.2 $202,674 Standard Bike Lanes $102,034 15.7 $1,604,888 Climbing Lanes $55,130 0.2 $10,598 Bicycle Boulevards $80,470 22.7 $1,828,675 Marked and Signed Routes $17,110 9.5 $162,506 All Recommended Bikeways 66.4 $14,561,101 * Majority of these projects are one-way buffered bike lanes, resulting in lower average costs per mile. long-term implementation phases are listed in Table 8. Bikeways to be developed as part of other programmed projects or as integral components of roadway reconstruction projects according to the city's street design standards are not included in the cost estimates table. A complete list of cost estimates for each individual project can be found in the appendix of this document. Project Phasing Strategy Given the limited resources available to implement the plan, it is necessary to phase recommended projects over time in a manner that best supports the vision and the goals of the plan, addresses safety issues and network gaps, and provides for orderly and logical network expansion. The City's Annual Complete Streets Improvements and Traffic Calming line items in the FY2018 Capital Projects Fund identifies $150,000 and $20,000 per year, respectively, from 2018 through 2021. With opportunity to leverage this line item for external funding at a 50/50 or 80/20 matching level, the City can increaseannual investments in bikewayprojects by an additional $150,000 to $600,000. In addition, some recommended projects are already identi- fied as separate projects in the FY2018 five-year CIP, and others can be developed in tandem with programmed roadway construction, reconstruc- tion, repaving, and other improvements included in the five-year CIP. For example, new arterial road- ways like the McCollister extension from Gilbert to Sycamore, a sidepath and bike lanes will be constructed per design standards. Other projects on existing local roadways may be incorporated into resurfacing projects funded through the Annual Pavement Rehabilitation line item. Using a combination of project prioritization, cost estimates, programmed capital improvements, available funding in city budget, and other informa- tion, recommended projects have been grouped into three distinct project phases: immediate term (2017-2018), near term (2019-2022), and long term (2023-2027). It is important to note that project phasing should not restrictthe development of proj- ects outside their identified phasing term should opportunities arise to move a project forward. With over 100 miles of recommended bikeways included IMPLEMENTATION I® 111 Table 9. Immediate -term projects (2017-2018) Project Length Phasing Notes Clinton Street 4 -lane to 3 -lane 1.28 Programmed capital improvement scheduled for 2018. conversion with bike lanes College bicycle boulevard 1.02 Incorporate wayfinding signage and pavement markings. Traffic calming already present. Camp Cardinal bike lanes 1.11 Add markings and signage to existing wide striped shoulders. Governor bike lane/protected 1.10 Project 53942 - Scheduled for resurfacing in 2018. bike lane from Bowery to Brown Dewey/Summit/Brown 0.42 Complete in tandem with Governor resurfacing to provide bicycle boulevard complete connection to Dodge sidepath and Prairie Du Chien. Prentiss & Bowery bicycle 0.86 Provide east -west connection extension from Clinton. boulevard Mormon Trek Street 4 -lane 1.72 Programmed for road diet in 2018. to 3 -lane conversion with bike lanes from Melrose to Westside Madison Street 4 -lane to 0.74 Programmed for road diet in 2018. Include signage and marl 3 -lane conversion with bike ings to extend facility north to the Iowa River Trail. lanes from Market to Court Myrtle and Riverside N/A Project 53933 - Programmed for improvements in 2018, intersection and signal including crosswalk improvements and trail access improvements with sidewalk improvements. access to the Iowa River Trail Greenwood & Myrtle bicycle 0.64 Complete in tandem with Myrtle/Riverside intersection boulevard I improvement project 53933. Wetherby bicycle boulevard 2.22 Increase bicycle access to parks and trails south of Hwy 6. (Lakeside, Sandusky, Taylor, May incorporate phased approach beginning with wayfinding Southgate, Wetherby) signage and pavement markings. Keokuk road diet from Hwy 6 0.37 Increases safety and Hwy 6. Completes link in Southside to Sandusky Bicycle Boulevard. Highway 1 Sidepath Trail 0.52 Project R4225 - Programmed for construction in 2018. Willow Creek Rd neighbor- 0.18 Gap closure project should be completed in conjunction with hood connector Hwy 1 sidepath to enhance connectivity to Willow Creek Trail. Total Miles of Immediate- 12.38 Total Cost for Immediate -Phase Projects: $786,177 Term Projects 112 ®® IOWA CITY BICYCLE MASTER PLAN in the plan, full network buildout cannot be accom- plished within ten-year timeframe identified in this phasing plan. As the network expands and the plan is revisited phasing strategies will be adjusted to reflect changing priorities, opportunities, and constraints. Table 10. Near-term projects (2019-2022) The project phasing strategy is shown on Map 30. Immediate and near-term projects are listed below, and all phases are included as an attachment. Project Length Phasing Notes Dodge bike lane/buffered 1.87 Improve Dodge to provide buffered bike lane/bike lane bike lane from Governor to corridor along with Governor. Kirkwood Benton bike lanes from 1.24 Complete following installation of facilities on Greenwood and Greenwood to Mormon Trek Myrtle. Provide direct link between Mormon Trek and Iowa River Trail. Hwy 6 sidepath from Heinz to 1.66 Project R4227 - scheduled for completion in 2021. Addresses Hollywood I gap in sidepath network. Market & Jefferson buffered 1.98 Enhances safety and comfort along high-volume, high-priority bike lanes corridor. Project include Clapp marked and shared route. Jefferson/Glendale bicycle 0.97 Extends critical Central Corridor bikewaywestto 1st Ave. boulevard Washington 1.07 Extends critical Central Corridor bikeway west to Scott. Keokuk bike lanes/marked 0.44 Improves north -south access across Hwy 6. and shared route from Kirkwood to Hwy 6 Kirkwood bike lanes from 1.13 Establishes east -west route south of downtown. Connects to Clinton to Lower Muscatine Clinton near-term project. McCollister bike lanes from 0.85 Project 53934 - Programmed for 2018-2019. Incorporated into Gilbert to Sycamore standard arterial design McCollister sidepath from 0.85 Project 53934 - Programmed for 2018-2019. Incorporated into Gilbert to Sycamore standard arterial design Sunset bike lanes from 0.61 Provide north -south corridor in west Iowa City Benton to Hwy 1 Lower Muscatine bike lanes 1.0 Complete east -west corridor from south of downtown to Hwy 6. Church bicycle boulevard 0.6 East -west connector in north Central District Dover/Westminster bicycle 1.48 North -south route through east Iowa City. Includes trail boulevard segment connecting to Court Hill Trail. Emerald bicycle boulevard 0.42 Provide north -south route through west Iowa City. IMPLEMENTATION I® 113 Project Length Phasing Notes 1st Ave sidepath from 1.02 Critical north -south corridor. Addresses gap in existing side - Rochester to Court Hill Trail path network. Burlington Street Bridge from 0.22 Address critical river crossing. Madison to Riverside Grand/Byington bike lanes 0.44 Increase connectivity between existing bike lanes on Melrose, and marked and shared Iowa River Trail, and downtown Iowa City. routes Evans/Muscatine marked and 1.45 Key arterial corridor. Bike lanes can be striped and signed with shared route and bike lanes no disturbance to pavement. from Market to 1st Ave American Legion sidepath 1.08 Project 53854 - Scheduled for completion in 2021 from Scott to Taft American Legion bike lanes 1.08 Project 53854 - Scheduled for completion in 2021 from Scott to Taft Court Street sidepath 0.39 Sidepath infill projects to address gaps in the corridor segments between Friendship and Taft Capitol Street shared 0.15 Short 2 -block segment connecting Iowa River Trail, U of I connecting route Campus, and Market & Jefferson couplet. Total miles of Near -Term 24.53 Total Cost for Near -Term Projects: $2,388,265 Projects Funding Sources Funding bikeway projects and bicycle -related programs will require a diverse and creative approach. While Iowa City sets aside a certain amount of annual funding for complete streets projects, external funding sources will be necessary to implement plan recommendations in a timely manner. When possible, this set-aside should be leveraged as local match for external funding in order to maximize the city's return on investment. In addition, Iowa City must be flexible and sponta- neous enough to capitalize on partnerships, in-kind matches, and other non-traditional opportuni- ties to implement the plan recommendations. The following section of this chapter provides an over- view of funding sources that can be utilized. 114 ®® IOWA CITY BICYCLE MASTER PLAN Federal and State Funding Sources The federal government has numerous programs and funding mechanisms to support bicycle and pedestrian projects, most of which are allocated by the US DOT to state, regional, and local entities. In many cases, state and regional entities administer these funds to local agencies through competitive grant programs. In order to clearly convey the roles and responsibilities of all agencies in the administra- tion and spending of federal transportation funds, the Iowa DOT has created the Guide toTransportation Funding Programs of Interest to Local Governments and Others (2017, revised edition). This guide is an invaluable resource for funding exploration, project development, and procedural compliance. Project Phasing Strategy Legend' Project Phasing 'F — Immediate (2017-2018) — Near(2019-2022) Long (2023-2027) — Unscheduled Existing Bikeway Other Map Elements Interstate _ Principle Minor — Collector y.. "s• �4 Local Road R1, Railroad Park Iowa City Boundary 0 1iIncl =0.75 miles 0 0.5 Miles ar�� 3� RDg.. ... CITY OF IOWA CITY eLkNNIN 1 Map 30. Project Phasing Strategy Vila P,r, WHIM �P.R D E 030 e,a r� a 21R R nPrra /e Rre, —G \, eke,. spume� Eso, oigrcziciooe, eye,Fc.... �usoAuses, AEx, cetmapping,n mgoo, icN, icP, smisstop?no M1e cls a sercommwRy IMPLEMENTATION )), 115 Fixing America's Surface Transportation (FAST) Act In 2015, the FAST Act was signed into law, autho- rizing $305 billion in transportation infrastructure planning and investment for a five-year period from 2016-2020. Multiple programs have been carried over from the previous transportation bill, Moving Ahead for Progress in the 21st Century, or MAP -21. Funding for FAST Act programs available to Iowa City is allocated to the MPOJC based on apportion- ment formulas determined at the federal and state levels. These programs are described below. Surface Transportation Block Grant (STBG) Program The STBG provides funding that may be used by States and localities for projects to preserve and improve the conditions on any Federal -aid highway, bridge and tunnel projects, public road projects, pedestrian and bicycle infrastructure, and transit capital projects. Bicycle and pedestrian infrastruc- ture projects include ADA sidewalk modification, recreational trails, bicycle transportation, on- and off-road trail facilities for non -motorized transpor- tation, and infrastructure projects and systems that will provide safe routes for non -drivers, including children, older adults and individuals with disabili- ties to access daily needs. Transportation Alternatives Program (TAP) The Transportation Alternatives Program (TAP) was authorized by MAP -21 in 2012 and has been continued by the FAST Act, through federal fiscal year 2020. Eligible project activities for TAP funding include a variety of smaller -scale transportation projects such as pedestrian and bicycle facilities, recreational trails, safe routes to school projects, and community improvements such as historic preservation, vegetation management, and some environmental mitigation related to storm water and habitat connectivity. The TAP program replaced multiple pre -MAP -21 programs, including the Transportation Enhancement Program, the Safe Routes to School Program, and the National Scenic Byways Program. Iowa Clean Air Attainment Program (ICAAP)/ Congestion Mitigation and Air Quality (CMAQ) Program This program funds highway/street, transit, bicycle/ pedestrian, and other projects or programs which help maintain Iowa's clean air quality by reducing transportation -related emissions. Eligible highway/ street projects must be on the federal -aid system, which includes all federal functional class routes except local and rural minor collectors. https://www.fhwa.dot.gov/environment/ air-quality/cmaq/ https:Hiowadot.gov/systems- plan ning/grant-programs/ iowa-clean-air-attainment-program-icaap Highway Safety Improvement Program (HSIP) The Highway Safety Improvement Program (HSI P) is intended to achieve significant reduction in traffic fatalities and serious injuries on all public roads by funding projects, strategies and activities consistent with a state's Strategic Highway Safety Plan (SHSP). https://iowadot.gov/traffic/sections/HSIP Section 402 State and Community Highway Safety Grant Program Section 402 funds can be used to develop educa- tion, enforcement and research programs designed to reduce traffic crashes, deaths, severity of crashes, and property damage. Eligible program areas include reducing impaired driving, reducing speeding, encouraging the use of occupant protec- tion, improving motorcycle safety, and improving bicycle and pedestrian safety. Examples of bicycle and pedestrian safety programs funded by Section 402 are comprehensive school-based pedestrian and bike safety education programs, helmet distri- bution programs, pedestrian safety programs for older adults, and general community information and awareness programs. IMPLEMENTATION I® 116 TIGER Discretionary Grants Program The US Department of Transportation's Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grants Program was created as part of the American Recovery and ReinvestmentActof2009with the purpose off unding road, rail, transit and port projects that achieve crit- ical national objectives, including livability, economic competitiveness, environmental sustainability, and safety. Forty projects were awarded funding in 2016 for a combined total of nearly $500M, and fifteen of the forty projects directly benefit bicycling through the provision of dedicated and often protected bicycle facilities. Examples include a $21M in complete streets projects in Mobile, Alabama, $22M in bridge reconstruction and rehabilitation in Des Moines, Iowa, and $40M in roadway reconstruction and multi -modal improvements in Flint, Michigan that will occur in tandem with water transmission line replacement. https://www.transportation.gov/tiger National Recreational Trails (NRT) Program The Iowa DOT maintains and awards federal funding through the National Recreational Trails (NTP) Program. The program was originally established as part of the Inter -modal Surface Transportation Efficiency Act (ISTEA) in 1991 and has been incorpo- rated into all subsequent transportation bills, even if under different titles. Trail projects can include hiking and walking, bicycling, cross-country skiing, snowmobiling, horseback riding, canoeing, and off- highway vehicles. https:Hiowadot.gov/systems_ plan ning/grant-programs/ federal -and -state -recreational -trails State Recreational Trails Program Similar in scope and purpose to the NRT Program, the State Recreational Trails Program uses funding collected within the State of Iowa to support local 117 ®® IOWA CITY BICYCLE MASTER PLAN trail projects. In addition to land acquisition and actual trail construction, other eligible costs include bridge and culvert repair, intersection and crossing improvements, restrooms, trailheads, storm drainage, trail signs, landscaping, and even trail resurfacing and overlays. https://iowadot.gov/systems- plan ning/grant-programs/ federal -and -state -recreational -trails Land and Water Conservation Fund (LWCF) The goal of the Land and Water Conservation Fund is the creation and maintenance of high quality recreation resources through the acquisition and development of public outdoor recreation areas and facilities. The program, operated by the Iowa Department of Natural Resources, requires a 50 percent match from the project sponsor. After the funding is awarded and the project is completed, the local agency receives a reimbursement of 50 percent of the actual project costs. http://www.iowadnr.gov/ About -D N R/G rants -Other -Fun ding/ Lan d -Water -Conservation -Fund Revitalize Iowa's Sound Economy (RISE) Program The RISE Program promotes economic development through the establishment, construction, improve- ment, and maintenance of roads and streets that inject money into the local and state economies and support economic growth. Bicycle projects associated with roadway resurfacing, rehabilita- tion, modernization, upgrading reconstruction, and initial construction are eligible for funding through the program. Bicycle trails, sidepaths, and wide side- walks are not eligible for RISE funding except when replacing facilities already in service and affected by or as an integral part of a roadway project. https:Hiowadot.gov/systems- plan ning/grant-programs/ revital i ze-iowa-s-sound-economy-rise-program Community Attraction & Tourism (CAT) As part of the IEDA's Enhance Iowa Program, the Community Attraction & Tourism fund assists communities in the development and creation of attraction and tourism facilities, recreational trails, heritage attractions, museums, and recreational centers. Eligible projects include land acquisition, construction, major renovations, site development, and recreational trails. In 2011, Iowa City received $1.6M in CAT funding for the development of Terry Trueblood Recreation Area. https://www.iowaeconomicdevelopment.com/ Enhance Local Funding Sources While external funding sources for bicycle and pedestrian projects and programs continue to be in short supplyand high demand, local funds can often be the most reliable funding source for projects or for development of an encouragement or education program. In addition, local funding is often required as match for external funding sources. With this in mind, it is imperative that Iowa City explore, iden- tify, and pursue one or more of these local funding strategies as a means of implementing the plan. Capital Improvement Plan Set -Aside As with most cities, Iowa City has limited funds with which to implement bicycle projects and programs. The City's current Complete Streets and Traffic Calming set -asides support bicycle -related projects within the larger framework of multi -modal trans- portation enhancements, but will likely not provide the funds needed to expedite the plan in a timely and impactful manner. By creating a dedicated set-aside in the Capital Improvement Program or increasing the Complete Streets line item, the City can focus, prioritize, and plan for capital expen- ditures for trails, on -street bikeways, and other projects that improve conditions for bicycling. This set-aside may also be used as a local match for external funding sources, or as contributory towards bicycle elements of larger projects. The City should also create a dedicated set-aside in the general fund budget for equity -related bicycle programs that target the city's underserved, minority, and low- income residents. Local Option Sales Tax A Local Option Sales Tax is a special-purpose tax implemented and levied at the city or county level. A local option sales tax is often used as a means of raising funds for specific local or area projects, such as improving area streets and roads, or refur- bishing a community's downtown area. Special Improvement Districts are often created to define a sales tax area and administer the collection and expenditures of generated tax. General Obligation Bond General obligation bonds offer local agencies the opportunity to acquire necessary finances for capital improvements and remit payment over time. These general obligation bonds are among the most common form of capital project financing and can cover everything from stormwater and sanitary sewers to streets, sidewalks, and trails. General obli- gation bonds require majority approval of a popular vote for passage. Private Funding Community Foundations Community and corporate foundations can play an important role in funding bicycle and pedes- trian infrastructure and programs. There is growing evidence highlighting the connection between the built environment and community health outcomes, and health foundations throughout the country have joined environmental foundations to support infrastructure projects that increase opportunities for walking, bicycling and physical activity. National foundations like the Surdna Foundation and the Robert Woods Johnson Foundation have funded initiatives to reduce obesity, increase physical activity, and achieve other positive health-related outcomes. Locally, the Community Foundation of Johnson County has awarded grants to Bicyclists of IMPLEMENTATION I® 118 Iowa City (2014-2015) for bike rodeo support and to The Children's Charity (2012-2013) for their Bikes for Kids program. In addition to the well-documented health benefits, investments in bicycle facilities and the bicycling economy can generate a signifi- cant economic return for the community and its investors. People for Bikes Community Grants Program People for Bikes, formerly known as Bikes Belong, is a national organization working to make bicy- cling better throughout the United States through programs and advocacy work. People for Bikes has funded numerous infrastructure projects and education and encouragement programs since it first launched in 1999, including six projects in the State of Iowa. These include the Iowa Bicycle Coalition's economic impact study of bicycling across the state, paving assistance on the Raccoon River Valley Trail, and trail project in the City of Asbury. While these are small steps to improve bicycling, they are steps in the right direction. http://www.peopleforbikes.org/ get- local#state-IA Private and Corporate Donations Private donations and corporate gifts can be accepted by the city to support capital projects and programs. Many individuals and corporations see the value of a bicycle -friendly environment, notjust as an asset to the community as a whole, but as an attractive amenity that can support the quality of life for their employees as well. Ongoing Maintenance and Operations Bicycle facility maintenance is important to the overall quality and condition of the network and supports safe and comfortable travel. Different facility types require different maintenance activi- ties, from trail sweeping and snow clearance to bike lane restriping and sign replacement. Iowa 119 ®® IOWA CITY BICYCLE MASTER PLAN City should develop a maintenance schedule and program to delegate maintenance roles and responsibilities, develop funding projections, and provide the budget for long-term sustainability of the system. Maintenance can be separated into two categories: routine maintenance and remedial maintenance. Routine Maintenance Routine maintenance refers to the regularly - scheduled and day-to-day activities to keep the greenways, trails, sidewalks, and on -street bikeways in a functional and orderly condition. These activi- ties, which can be incorporated in normal routine maintenance by operations staff, include trash and debris removal, landscaping, weed and dust control, trail and street sweeping, snow removal, shoulder mowing, and tree and shrub trimming. Spot main- tenance such as sealing cracks, spot replacement of small sections of sidewalk, filling potholes, and replacing damaged or worn signs also fall under this category. Remedial Maintenance Remedial maintenance refers to the correcting of significant facility defects and the repairing, replacing and restoring ofmajorfacilitycomponents. Remedial maintenance activities include periodic repairs like crack sealing or micro surfacing asphalt pavement; restriping of bike lanes; replacement of wayfinding and other signs; repainting, replace- ment of trail amenities and furnishings (benches, bike racks, lighting, etc.); and more substantial proj- ects like hillside stabilization, bridge replacement, trail or street surface repaving; and trail repairs due to washout and flooding. Pavement markings and striping maintenance will depend on anticipated and actual product lifecycle, which can range from one to ten years, depending on material type. Minor remedial maintenance for trails and greenways can be completed on a five to ten-year cycle, while larger projects should be budgeted on an as -needed or anticipated basis. Maintenance Cost Estimates Maintenance costs vary depending on the quality and durability of materials, expected lifecycle, use and wear, climate, weather, and other external factors. Conservative planning -level maintenance cost estimates are provided below in Table 11 to assist in the development of maintenance budgets and resource allocation. These are conservative esti- mates based upon the best information available at the time of this plan. They should be used as a guide for allocation of resources and should be refined as Iowa City gains more experience with maintaining various types of bicycle facilities. These costs do not include time and staff. As the city's bikeway network continues to expand, Iowa City should plan to devote additional time and staff labor to support maintenance of trails and on -street facilities. Network Stewardship and Enhancement An important element of on-going maintenance activities is stewardship, which refers to the long- term care and oversight of Iowa City's active transportation network as a resource that adds value to the community and enhances the quality of life for citizens of the region. The trail and bicycle network will require active stewardship by those who operate the facilities (and those who benefit from it) to ensure this valuable recreation and trans- portation infrastructure can provide a high level of service and a quality user experience for Iowa City residents and visitors. This will require coordination among all agencies involved in the care and main- tenance of the trails, bikeways, sidewalks, and their surroundings; protection of these resources from external factors that may reduce their value and utility; and encouragement of community participa- tion in the upkeep and enhancement of the network as a valuable community asset. Community partici- pation through Adopt -A -Trail and Adopt -A -Street programs, annual trash cleanup events, and educa- tional programming activities along trails and greenways can heighten community awareness of bicycling facilities as valuable community assets. Bicyclists of Iowa City, Think Bicycles of Johnson County, the Johnson County Public Health, and other local agencies and organizations have over- lapping missions and audiences likely to engage in stewardship activities. Table 11. Planning -level maintenance costs Facility Type Annualized Cost Per Mile Typical Maintenance Tasks Shared -Use Path $10,000 Sweeping, trash removal, mowing, weed abatement, snow removal, crack seal, sign repair. Sidepath $2,500 Sweeping, trash removal, mowing, weed abatement, snow removal, crack seal, sign repair. Separated/Protected Bike Lanes $4,000 Debris removal/sweeping, repainting stripes and stencils, sign replacement, replacing damaged barriers. Bike Lane/Advisory Bike Lane $2,500 Repainting stripes and stencils, debris removal/sweeping, snow removal, signage replacement as needed. Bicycle Boulevard $1,500 Sign and shared lane marking stencil replacement as needed. Shared Connecting Route $1,000 Sign and shared lane marking stencil replacement as needed. IMPLEMENTATION I® 120 Plan Monitoring and Evaluation It will be critical to periodically monitor and eval- uate implementation efforts to document trends and outcomes, identify implementation strengths and weaknesses, and realign annual action plans to maximize the benefit of Iowa City's investment in plan -related projects and programs. Programs like annual bicycle counts, bicycle -related crash anal- yses, and an annual implementation report card, all of which are described in the previous chapter, will highlight efforts in Iowa Cityto support bicycling and shed light on areas in need of improvement. Additional metrics relating to the LAB's Building Blocks of a BFC and to the plan's goals and objec- tives will help Iowa City and its community partners determine the impact of the expanding bicycle network and bicycle -related programming. Baseline data for many ofthese metrics will be collected as the city applied for BFC designation in August 2017. The table below provides a list of performance measures and associated Gold -Level BFC Targets. Reaching all targets identified below is not necessary to achieve Gold; there is flexibility with the rating system, with importance given to key outcomes supported by a diverse and comprehensive approach. Additional performance measures that will be useful for implementation evaluation purposes but not essential to achieving Gold include: 121 ®® IOWA CITY BICYCLE MASTER PLAN Bicycle counts collected through an annual bicycle count program Miles of low -stress bikeways, total and as a percentage of all bikeways Network coverage: land area, population, and underserved populations within 1/2 mile of a bicycle facility • Number of education and encouragement programs, classes, rides, and events • Number of Bicycle Friendly Businesses • Number, type, and distribution of bicycle parking facilities/spaces • Number of bicycle parking facilities/spaces at transit stops and centers • Percentage of bikeway miles annually inspected for maintenance needs Percentage of bikeway miles improved through maintenance activities (striping, pothole filling, etc.) Table 12. Implementation performance measures Performance Measures ii Ridership: people commuting by bicycle LAB Gold -Level Target 5.5% Crashes per 10k daily commuters 100 Fatalities per 10k daily commuters Bike access to public transportation 0.6 Very good Total bicycle network mileage to total road mileage 30% Arterial streets with bike lanes Education 65% Public education outreach Very good Annual offering of adult bicycling skills classes At least two Percent of primary and secondary schools offering bicycle education 50% Active bike clubs & signature events Yes Bike month and bike to work events Very good Active bicycle advisory committee Yes Active advocacy group Yes Recreational facilities like bike parks and velodromes Very likely Enforcement Law enforcement/bicycling liaison yes Bicycle -friendly laws/ordinances in place Evaluation yes Bike program staff per population 1 staff person per 32,000 Bike plan is current and being implemented yes IMPLEMENTATION I® 122 123 ®® IOWA CITY BICYCLE MASTER PLAN ■ I m {i• �IP� � 1 .. Y 5b u�� : �� a as °�� � �• $ a -w Sid Ij w. Ij m mw jj iii"^ �y`,r. wW. YWa W W al yaw CYCLE FRIENDLY COMMUNITY :EDBACK REPORT 'ad ,� 4 fr, i r i �w Iowa City, IA The League of American Bicyclists has designated Iowa City as a Bicycle Friendly Community at the Silverlevel, because Iowa City exhibits a strong commitment to cycling. The reviewers felt that notable steps are being taken to address the needs of current bicyclists and to encourage other residents to become regular cyclists as well. Particular highlights were the Think Bicycles Coalition, the large shared -use path network, the Light the Night Program, the thriving local bicycle culture, and Bike to Work Week. Reviewers were very pleased to see the current efforts and dedication to make Iowa City a great place for cyclists. Below, reviewers provided key recommendations to further promote bicycling in Iowa City and a menu of additional pro -cycling measures that can be implemented in the short and long term. We strongly encourage you to use this feedback to build on your momentum and improve your community for bicyclists. There may also be initiatives, programs, and facilities that are not mentioned here that would benefit your bicycling culture, so please continue to try new things to increase your ridership, safety, and awareness! To learn more about what funds are available for bicycle projects, use Advocacy Advance's interactive Find it. Fund it tool to search for eligible funding programs by bike/ped project type or review the same information as a PDF here. The key measures Iowa City should take to improve cycling: • Have your Bicycle Advisory Committee meet monthly to build public support for bicycle improvements and to support the implementation of the recommendations below. • Since arterial and collector roads are the backbone of every transportation network, it is essential to provide designated bicycle facilities along these roads and calm traffic speeds to allow bicyclists of all skill levels to reach their destinations quickly and safely. Particularly Gilbert Street and Burlington Street are in need of safe and comfortable bicycle facilities, especially the Burlington Street bridge. On roads with posted speed limits of more than 35 mph, it is recommended to provide protected bicycle infrastructure, such as cycle tracks or buffered bike lanes. • It is essential to make both motorists and cyclists aware of their rights and responsibilities on the road. Continue to expand your public education campaign promoting the share the road message. Take advantage of your local bicycle groups for content development and manpower. See the excellent "Look" campaign in New York City or the "Don't be a Road Hog" campaign in Colorado. • Ask police officers to use targeted information and enforcement to encourage motorists and cyclists to Benefits of Further Improving Iowa City for Cycling Further increasing bicycle use can imurove the environment by reducing the impact on residents of pollution and noise, limiting greenhouse gases, and improving the quality of public spaces; Reduce congestion by shifting short trips (the majority of trips in cities) out of cars. This will also make cities more accessible for public transport, walking, essential car travel, emergency services, and deliveries; Save lives by creating safer conditions for bicyclists and as a direct consequence improve the safety of all other road users. Research shows that increasing the number of bicyclists on the street improves bicycle safety; Increase opportunities for residents of all ages to participate socially and economically in the community, regardless of income or ability. Greater choice of travel modes also increases independence, especially among seniors and children; Boost the economv by creating a community that is an attractive destination for new residents, tourists and businesses; Enhance recreational opportunities, especially for children, and further contribute to the quality of life in the community; Save city funds by increasing the efficient use of public space, reducing the need for costly new road infrastructure, preventing crashes, improving the health of the community, and increasing the use of public transport; Enhance public safety and security by increasing the number of "eyes on the street' and providing more options for movement in the event of emergencies, natural disasters, and major public events; Improve the health and well being of the population by promoting routine physical activity. Menu of additional recommendations to further promote bicycling: Engineering Low hanging fruit and fast results • Develop and implement streetscape design guidelines that foster a pleasant and comfortable environment for pedestrians and cyclists. Beautiful streetscaping has also shown to increase community livability and pride, reduce crime and increase property values. • Offer more ongoing training opportunities on accommodating bicyclists for engineering and planning staff. • Consider passing an ordinance or policy that would require larger employers to provide shower facilities and other end -of -trip amenities. • Increase the amount of high quality bicycle parking at popular destinations such as major transit stops. Also consider adding some artistic bike racks to enhance the sense of place of your community. • Paint a center stripe on popular shared -use paths to mitigate conflicts between pedestrians and cyclists. • Join NACTO and participate in the Cities for Cycling project. Cities for Cycling aims to catalog, promote and implement the world's best bicycle transportation practices in American municipalities. Long Term Goals • Consider a form -based code to allow for flexible land uses and to provide a comfortable and convenient built environment for pedestrians and cyclists. • Develop solutions to physical barriers in order to provide convenient bicycle access to all parts of the community. • Continue to expand the bike network and to increase network connectivity through the use of different types of bike lanes cycle tracks and shared lane arrows. On - street improvements coupled with the expansion of the off-street system will encourage more people to cycle and will improve safety. Ensure smooth transitions for bicyclists between the trail network and the street network. These improvements will also increase the effectiveness of encouragement efforts by providing a broader range of facility choices for users of various abilities and comfort levels. • Ensure that all bicycle facilities conform to current best practices and guidelines — such as the NACTO Urban Bikeway Design Guide, 2012 AASHTO Guide for the Development of Bicycle Facilities and your DOT's own guidelines. Develop a system of bicycle boulevards, utilizing quiet neighborhood streets, that creates an attractive, convenient, and comfortable cycling environment welcoming to cyclists of all ages and skill levels. Learn how to do it at http://www.ibl2i.usl2.12dx.edu/guidebook.12hl2. Use the Bicycle Boulevards section of the NACTO Urban Bikeway Design Guide for design guidelines. • Make intersections safer and more comfortable for cyclists. Include elements such as color, signage, medians, signal detection, and pavement markings. The level of treatment required for bicyclists at an intersection will depend on the bicycle facility type used, whether bicycle facilities are intersecting, the adjacent street function and land use. See the NACTO design guidelines and the 2012 AASHTO Guide for the Development of Bicycle Facilities for recommended intersection treatments. Education Low hanging fruit and fast results • Consider creating a Bicycle Ambassador program. Have Ambassadors attend community and private events year-round to talk to residents and visitors of all ages about bicycling and to give bicycle safety demonstrations. They can also offer bike commuting presentations for area businesses. • Offer Cycling Skills classes, Traffic Skills 101 classes and bike commuter classes frequently or encourage a local bicycle advocacy group or shop to do so. Ideally, the instruction should incorporate a classroom portion as well as on -road training. The classroom portion of Traffic Skills 101 is now available online as well. For more information visit: www.bikelea ug e.org/pro rg ams/education/ • Host a Traffic Skills 101 or bike commuter course for engineers and planners to better understand cyclists' needs. For more information visit: www.bikelea ug e.org/pro rg ams/education/ Long Term Goals • Bicycle -safety education should be a routine part of public education, and schools and the surrounding neighborhoods should be particularly safe and convenient for biking. Work with your Bicycle Advisory Committee, local bicycle groups or interested parents to develop and implement a Safe Routes to School or equivalent program that emphasize bicycling for all middle schools, and expand the existing programs to all elementary schools and high schools. For more information, see the National Highway Traffic Safety Administration's Safe Routes To School Toolkit or visit www.saferoutesinfo.org. • Start a bicyclist ticket diversion program. Road users given a citation are offered an opportunity to waive fees for violations by attending a bicycling education course. This course should include a classroom and on -road component. See what Pima County and San Diego Coun1y have done. • Expand the education program for professional drivers to include City staff, taxi cab drivers and school bus operators. See San Francisco's Frequent Driver Education. • Increase your efforts to ensure your bicycle education programs reach traditionally underserved populations, particularly seniors, women, minorities, adult non- English speakers and the disabled. Encouragement Low hanging fruit and fast results Host, sponsor and/or encourage a greater variety of social and family -friendly bicycle -themed community events year-round, such as a bike movie festival, a 4th of July bike parade, an "increase -your -appetite" Thanksgiving community ride, a dress -like -Santa community ride before Christmas, a Halloween bike decoration competition, a bike to the arts event, etc. Work closely with local bicycle groups, bike shops and schools. Provide appropriate safety measures such as road closures or police escorts. • Consider offering a `Summer Streets' type event, closing off a major corridor to auto traffic and offering the space to cyclists, pedestrians and group exercise events. Encourage more local public agencies, businesses and organizations to promote cycling to the workplace and to seek recognition through the free Bicycle Friendly Business program. Businesses will profit from a healthier, happier and more productive workforce while the community would profit from less congestion, better air quality, public bike parking in prime locations provided by businesses, new and powerful partners in advocating for bike infrastructure and programs on the local, state and federal level, and business -sponsored public bike events or classes. Your community's government should be the model employer for the rest of the community. Long Term Goals Recreational bicycling can be promoted through bicycle amenities such as a mountain bike park, a cyclocross course or a pump track. Ensure that the facilities are accessible by bicycle, so that there is no need to drive to ride. • Develop a series of short (2-5 mi.) (themed) loop rides around the community and provide appropriate way - finding signage. Integrate these rides into local bike maps. • Consider launching a bike share system that is open to the public. Bike sharing is a convenient, cost effective, and healthy way of encouraging locals and visitors to make short trips by bike and to bridge the "last mile" between public transit and destinations. See what is being done across the country at http://nacto.org/bikeshare/ Enforcement Low hanging fruit and fast results • Have police officers distribute helmets and bike locks (or coupons to the local bike shop for each item) in addition to lights to encourage all types of cyclists to ride more safely, discourage bike theft and remove the barriers to attaining these essential bike accessories. • Ask police officers to target both motorist and cyclist infractions to ensure that laws are being followed by all road users. Ensure that bicycle/car crashes are investigated thoroughly and that citations are given fairly. • Enforcement practices could also include positive enforcement ticketing. Police officers could team up with local stores to reward safe cycling practices by handing out gift certificates to cyclists who are "caught" following the law. • Increase the number of officers that patrol streets on bikes, as it gives officers a better understanding of the conditions for cyclists. Also ensure that secluded off road paths are regularly patrolled to improve personal safety and encourage more people to take advantage of this amenity. Pass more laws that protect cyclists, e.g., implement penalties for motor vehicle users that `door' cyclists, ban cell phone use while driving, specifically protect all vulnerable road users, and formalize a legal passing distance of 3 feet. Evaluation/Planning Low hanging fruit and fast results • Ensure that there is dedicated funding for the implementation of the bicycle master plan. • Routinely conduct pre/post evaluations of bicycle - related projects that study the change in use, car speed and crash numbers. This data will be valuable to build public and political support for future bicycle -related projects. • Adopt a target level of bicycle use (e.g. percent of trips) to be achieved within a specific timeframe, and ensure data collection necessary to monitor progress. • Expand efforts to evaluate bicycle crash statistics and produce a specific plan to reduce the number of crashes in the community. Available tools include Intersection Magic and the Pedestrian and Bicyclist Crash Analysis Tool. See the report Bicyclist Fatalities and Serious Injuries in New York City 1996-200_IT • Consider measuring the Bicycle Level of Service (BLOS) on community roads and at intersections, to be able to identify the most appropriate routes for inclusion in the community bicycle network, determine weak links and hazards, prioritize sites needing improvement, and evaluate alternate treatments for improving bike - friendliness of a roadway or intersection: hnp://www.bikelib.org/bike-planning/biMele-level-of- service/ (roads) and http://www.bicvclin ing fo.org/library/details.cfm?id=44 2.y (intersections). • Consider individualized marketing to identify and support current and potential bike commuters in your community. See what Bellingham, WA is doing: www.whatcomsmarLtrips.org Consider conducting an economic impact study on bicycling in your community. Read about what Portland, OR has done. • Establish a mechanism that ensures that bicycle facilities and programs are implemented in traditionally underserved neighborhoods. For more ideas and best practices please visit the Bicycle Friendly Community Resource Page. A9 >>OWA CITY BICYCLE MASTER PLAN AAA 11, 5 •� t �vryS i L l 4 APPENDIX D Prioritization and Cost Estimates A•p e Table 1. Corridor Prioritization Corridor Gilbert Corridor High 4) 90 25 25 15 12 8 5 Central Corridor High 89 25 25 12 12 9 6 Campus / Melrose Corridor High 86 17 25 15 15 6 8 Hwy 6 Corridor High 78 25 15 9 12 7 10 Clinton Corridor High 73 17 20 15 12 5 4 College Corridor High 72 25 15 12 6 6 8 Governor Corridor High 66 17 10 15 12 6 6 Iowa River Trail Corridor High 65 0 15 15 15 10 10 Mormon Trek Corridor High 64 8 15 12 15 6 8 1 st Avenue Corridor High 62 25 5 6 9 9 8 Madison Corridor High 61 17 20 6 12 2 4 Hwy 1 Sidepath High 60 25 10 6 6 5 8 Muscatine Corridor High 58 17 15 6 6 10 4 Dodge Corridor High 57 17 0 15 12 7 6 Kirkwood Corridor Medium 57 25 5 6 8 4 Greenwood/Myrtle Corridor Medium 57 17 15 6 6 4 Melrose Sidepath Medium 56 17 10 9 3 8 Hollywood Corridor Medium 55 17 10 9 6 5 8 Benton Corridor Medium 54 17 15 3 9 4 6 South Crosstown Corridor Medium 54 8 10 15 6 7 8 Washington Bikeway Medium 54 17 15 9 6 1 6 McCollister Corridor Medium 52 25 0 3 12 4 8 Westminster/ Dover Corridor Medium 52 17 10 3 9 5 8 Wetherby Corridor Medium 50 8 10 9 9 6 8 PROIRITIZATION AND COST ESTIMATES„ B1 Corridor Willow Creek Trail Corridor Medium 4) 50 8 10 9 9 4 10 Church Corridor Medium 49 17 5 9 6 4 8 Riverside Drive Sidepath Medium 49 17 10 3 6 5 8 East Court Sidepath Medium 48 17 10 3 6 4 8 Davenport Corridor Medium 47 8 10 9 6 6 8 Normandy Sidepath Medium 46 25 0 3 6 4 8 Court Corridor Medium 44 8 10 12 3 3 8 Rochester Corridor Medium 41 17 0 6 6 8 4 Huntington Trail Extension Medium 39 17 0 3 6 3 10 Ridgewood / Friendship Corridor Medium 38 8 5 6 3 8 8 Windsor Ridge Trail Extension Medium 37 17 0 3 6 1 10 Sunset Corridor Medium 36 17 0 6 6 3 4 7th Avenue Corridor Low 35 8 10 3 6 8 Court Hill Trail Low 35 0 5 3 8 10 River to River Corridor Low 35 8 0 6 4 8 Gilbert Sidepath Low 34 17 0 0 6 3 8 Foster Sidepath Low 33 17 0 0 6 2 8 Newton Road Corridor Low 33 8 5 3 ° 3 5 Rohret Corridor Low 33 8 0 12 6 3 4 Iowa River Trail West Extension, Phase 1 Low 31 8 0 3 6 4 10 Clear Creek Trail Low 30 0 0 6 12 2 10 Emerald Corridor Low 30 8 5 3 3 8 Ridge / Broadway Corridor Low 30 8 0 9 3 2 8 Southeast Corridor Low 30 8 0 3 6 5 8 Highland Corridor Low 29 8 5 0 3 5 8 B2 „ IOWA CITY BICYCLE MASTER PLAN Corridor Summit Corridor Low 29 8 1 0 6 3 0. 4 8 Arlington Corridor Low 28 8 0 3 6 3 8 Park Road Corridor Low 28 8 0 3 4 4 Taft Corridor Low 28 8 0 3 6 3 8 Orchard Sidepath Low 27 0 10 3 7 3 8 Foster Corridor Low 26 8 0 6 3 1 8 Hickory Hill Corridor Low 26 8 0 0 6 4 8 Camp Cardinal Corridor Low 25 8 0 6 6 1 4 Sycamore - Sand Connector Low 23 8 0 0 � 1 8 Oakcrest Corridor Low 22 0 0 6 3 5 8 Whispering Meadow / Pinto Connector Route Low 22 8 0 6 6 2 0 Kennedy Neighborhood Connector Low 21 8 0 6 6 1 0 Prairie Du Chien Corridor Corridor Low 21 8 0 6 6 1 0 Keokuk Corridor Low 20 8 0 0 3 5 4 McCollister to Sycamore Greenway Trail Low 19 0 0 0 3 10 Duck Creek Neighborhood Connector Low 18 8 0 6 3 1 0 Iowa River Trail West Extension, Phase 2 Low 18 0 0 0 6 2 10 College -Jefferson Link Low 17 0 0 3 4 10 3rd Avenue Corridor Low 16 0 0 0 3 5 8 Mackinaw/ Manitou Neighborhood Connector Low 15 8 0 0 6 1 0 Union / Fairmeadows Neighborhood Connector Low 15 0 5 6 0 4 0 Windsor Ridge Trail Low 15 0 0 3 0 2 Lower West Branch Corridor Low 15 0 1 0 3 6 2 4 PROIRITIZATION AND COST ESTIMATES „ B3 Corridor Burns Neighborhood Connector Low 14 0 0 9 3 2 0 Wetherby Park Trail Extension Low 14 0 0 0 4 10 Heinz Corridor Low 12 0 0 0 1 8 Capitol Neighborhood Connector Low 10 0 0 6 1 0 Longfellow Neighborhood Connector Low 7 0 0 3 4 0 Sandusky Neighborhood Connector Low 7 0 0 0 3 4 Covered Wagon Neighborhood Connector Low 6 0 0 0 3 0 Ferson Neighborhood Connector Low 5 0 0 3 2 0 Deforest Neighborhood Connector Low 3 0 0 0 3 0 B4„ IOWA CITY BICYCLE MASTER PLAN Table 2. Principal Bikeway Cost Estimates and Phasing Corridor & Project Benton Corridor Project Limits Notes Project Length Cost Estimate Project Phasing Myrtle Bicycle Boulevard Riverside to 0.25 $20,180 Imm. Greenwood Greenwood Bicycle Boulevard Myrtle to Benton 0.39 $31,225 Imm. Benton Bike Lanes Greenwood to Sunset 0.47 $44,019 Near Benton Bike Lanes Benton Crossing Corridor Sunset to Mormon Trek 0.77 $71,858 Near Benton Bike Lanes Orchard to Greenwood Widen road with 0.46 Unsch. new construction to meet city street standards Benton Bike Lane (One Way) Gilbert to Dubuque 0.08 $4,386 Long Benton Bike Lane (One Way) Dubuque to Clinton 0.08 $8,333 Long Benton Bike Lanes Clinton to Capitol 0.08 $12,212 Long Benton Bike Lanes Capitol to Riverside 0.21 $22,229 Long Benton Bike Lane (One Way) Riverside to Orchard Widen road with 0.07 Unsch. new construction to meet city street Camp Cardinal Corridor standards Camp Cardinal Bike Lanes Melrose to Kennedy Wide shoulders in 1.11 $19,036 Imm. place. Add mark- Campus / Melrose Corridor ings and signs. Burlington Cycle Track Madison to Iowa River 0.10 $142,026 Near Bridge Burlington St Bridge Buffered East end of bridge to Road diet, remove 0.12 $18,329 Near Bike Lanes Riverside Drive outermost lanes Grand Climbing Lane Riverside to Lane diet for WB 0.19 $10,598 Near Roundabout climbing lane Byington Bike Lane (One Way) Grand to Melrose Lane diet on 0.12 $6,445 Near one-way road Grand Shared Connecting Melrose to Roundabout 0.13 $2,163 Near Route Melrose Bike Lanes Olive to Sunset 1037 $34,805 Long Melrose Bike Lanes Sunset to Emerald 10.26 $24,014 Long B5 „ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Project Limits Notes Project Length Cost Estimate Project Phasing Melrose Bike Lanes Emerald to Hawkeye Lane diet 0.99 $149,839 Long Park Rd Melrose Bike Lanes Hawkeye Park Rd to 0.56 $52,431 Long Central Corridor Camp Cardinal Market Bike Lanes Clapp to Union 10.11 1 $9,789 1 Near Clapp Shared Connecting Rochester to Jefferson 0.13 $2,162 Near Route Jefferson Buffered Bike Lane Clinton to Madison 0.16 $9,673 Near (One Way) Jefferson Buffered Bike Lane Clapp to Madison 0.75 $45,300 Near (One Way) Market Buffered Bike Lane Clapp to Governor 0.07 $4,247 Near (One Way) Market Buffered Bike Lane Governor to Gilbert 0.38 $23,008 Near (One Way) Market Buffered Bike Lane Gilbert to Madison 0.39 $23,572 Near (One Way) Jefferson / Glendale / Heather Hwy 1 to Clapp Right-of-way 0.97 $77,897 Near path Bicycle Boulevard likely required for Heather path Washington Bicycle Boulevard Clinton Corridor 11.07 1 $86,112 Near Clinton Bike Lanes Benton to Kirkwood Programmed with 0.11 Imm. road diet Clinton Bike Lanes Church to Jefferson Programmed with 0.39 Imm. road diet Clinton Bike Lanes Jefferson to Burlington Programmed with 0.32 Imm. road diet Clinton Bike Lanes Burlington to Court Programmed with 0.09 Imm. road diet Clinton Bike Lanes Church to Harrison Programmed with 0.08 Imm. road diet Clinton Bike Lanes Harrison to RR S/O Programmed with 0.15 Imm. Wright road diet Clinton Bike Lanes RR to Benton Programmed with 0.15 Imm. road diet, parking removal required PROIRITIZATION AND COST ESTIMATES c, Corridor & Project Dodge Project Limits Notes Project Length Cost Estimate Project Phasing Dodge Buffered Bike Lane Summit to Burlington 1.30 $78,546 Near (One Way) Dodge Bike Lanes Burlington to Bowery oval 0.26 $27,067 Near =equired Dodge Bike Lanes Foster Corridor Bowery to Kirkwood Road diet 0.32 $48,993 Near Foster Bike Lanes Prairie Du Chien to New road to city 0.67 Unsch. Governor Corridor Dubuque standards Governor Bike Lanes Burlington to Bowery Programmed 0.26 Imm. project, parking removal required Governor Buffered Bike Lane Brown to Burlington Programmed 0.85 Imm. (One Way) project Dewey / Summit/ Brown Dodge to Dodge 0.42 $33,716 Imm. Bicycle Boulevard Keokuk Corridor Keokuk Bike Lanes Kirkwood to Highland Parking removal 0.24 $22,742 Near required Keokuk Shared Connecting Highland to Hwy 6 0.20 $3,408 Near Route Keokuk Bike Lanes Kirkwood / Lower Muscatine Hwy 6 to Sandusky Corridor 0.37 $56,730 Imm. Dubuque Shared Connecting Benton to Kirkwood 0.14 $2,475 Near Route Lower Muscatine Shared Fairmeadowsto1st Ave 0.31 $5,363 Near Connecting Route Kirkwood Bike Lanes Dubuque to Clinton I Road diet 10.08 1 $11,424 1 Near�j Kirkwood Bike Lanes Lower Muscatine to 0.91 $84,302 Near Clinton Lower Muscatine Bike Lanes Sycamore to Kirkwood 1 10.26 1 $24,180 1 Near Lower Muscatine Bike Lanes Longfellow Underpass 1st Ave to Friendly I Lane diet 10.45 1 $47,172 1 Near Court / Grant / Longfellow Ridgewood to Railroad 0.52 $8,918 Long Shared Connecting Route Underpass Trail B7 „ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Project Limits Notes Project Length Cost Estimate Project Phasing Longfellow Tunnel Trail Longfellow to Lower rovements 0.10 $113,240 Long Shared Use Path Muscatine silibilty and Fwavyfi Madison Corridor nding Madison Bike Lanes Iowa River Trail to 0.11 $34,074 Imm. Market Madison Bike Lanes Market to Court Programmed 0.48 Imm. project Madison Bike Lanes McCollister Corridor Courtto Prentiss 10.15 1 $14,114 1mm. McCollister Protected Bike Gilbert to Sycamore New road to city 0.85 Near Lanes standards McCollister Protected Bike Hwy 6 to Gilbert New road to city 1.68 Unsch. Lanes I standards McCollister Bike Lanes Gilbert to Old Highway Lane diet 0.85 $90,390 Long Mormon Trek Corridor 218 Mormon Trek Bike Lanes Melrose to Hwy 1 1 Road diet 11.72 1 Imm. Mormon Trek Bike Lanes Hwy 1 to Old Highway Lane diet 1.31 $139,070 Long 218 Mormon Trek Bike Lanes Muscatine Corridor Hwy 6 to Melrose I Lane diet 11.02 1 $155,496 1Long Evans Shared Connecting Iowa to Market 0.16 $2,668 Near Route Muscatine Bike Lanes 1st Ave to Iowa 1.29 $120,413 Near Muscatine Bike Lanes Scott to 1st Ave 0.58 $53,637 Unsch. Muscatine Bike Lanes Scott to 1st Ave Widen road with 0.41 Unsch. new construction to meet city street standards American Legion Bike Lanes Taft to Scott Widen road with 1.07 Near new construction to meet city street standards PROIRITIZATION AND COST ESTIMATES „ B8 Corridor & Project Park Road Corridor Project Limits Notes Project Length Cost Estimate Project Phasing Park Road Bike Lanes Rocky Short to Widen road with 0.61 Long Riverside new construction to meet city street standards Iowa River Trail Bridge Shared Park / Rocky Shore to 0.10 $110,229 L Use Path Rochester Corridor Peninsula Park M Prairie Du Chien Shared Linder to Dodge 1.02 $17,387 Long Connecting Route Rochester Corridor Rochester Bike Lanes 1st Ave to Mt Vernon Widen road with 0.39 Long new construction to meet city street standards Rochester Bike Lanes Mt Vernon to Scott 0.65 $60,532.10 Long Rochester Bike Lanes Rochester Ctto Market Widen road with 0.56 Long new construction to meet city street standards Rochester Bike Lanes 1st Ave to Rochester Ct Widen road with 0.51 Long new construction to meet city street standards Herbert Hoover Bike Lanes Scott to Taft Widen road with 1.10 Long new construction to meet city street Rohret Road Corridor standards Rohret Bike Lanes Lake Shore to Kansas Widen road with 2.10 Unsch. new construction to meet city street Taft Corridor standards Taft Bike Lanes Herbert Hoover to 420 Widen road with 3.00 Unsch. new construction to meet city street standards B9 „ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Project Limits Notes Project Cost Project Length Estimate Phasing Washington Corridor Washington Cycle Track Gilbert to Madison 10.39 1 $582,490 1 Long Wetherby Bicycle Boulevard Corridor Southgate- Iowa River Trail Connector Shared Use Path Gilbert to Iowa River Trail 0.21 $241,562 Imm. Southgate Bike Lanes Keokuk to Gilbert 10.44 1 $41,413 1 Imm. Sandusky / Taylor Bicycle Boulevard Burns to Keokuk 0.52 $42,100 Imm. Wetherby Bicycle Boulevard Hwy 6 to Wetherby Park Trail 0.24 $19,457 Imm. Lakeside Bicycle Boulevard Hwy 6 to Wetherby Park Trail 0.80 $64,122 Imm. Table 3. Secondary Bikeway Cost Estimates and Phasing Corridor & Project 3rd Avenue Bicycle Boulevard Project Limits Notes Project Length Cost Estimate Project Phasing 3rd Bicycle Boulevard I G to J 10.22 1 $17,854 Long 3rd Bicycle Boulevard I A to G 10.40 1 $31,935 1 Long A St Bicycle Boulevard 3rd to 4th 10.07 1 $5,990 1 Long 4th Ave Bicycle Boulevard 7th Avenue Bicycle Boulevard City High to A 0.18 $14,389 Long 7th Bicycle Boulevard Arlington Bicycle Boulevard Rochester to F 10.92 1 $74,036 1 Long Chadwick Bicycle Boulevard Lower West Branch to American Legion 0.20 $16,128 Long Arlington Bicycle Boulevard Lower West Branch to Court 0.29 $23,624 Long Arlington Bike Lanes Church Bicycle Boulevard Court to American Legion 0.71 $66,592 Long Church Bicycle Boulevard College Bicycle Boulevard Governor to Clinton 10.60 $48,398 Near College Bicycle Boulevard Court Bicycle Boulevard Morningside to Linn 1 11.20 1 $96,221 Imm. PROIRITIZATION AND COST ESTIMATES „B10 Corridor & Project Project Limits Notes Project Length Cost Estimate Project Phasing Court Bicycle Boulevard Davenport Bicycle Boulevard Gilbert to Madison J 0.39 $31,379 Long Bicycle Boulevard Emerald Bicycle Boulevard I Bloomington to Capitol 1.16 $93,648 Long Emerald Bicycle Boulevard Highland Bicycle Boulevard Melrose to Benton 1 10.42 1 $33,554 1 Near Highland Bicycle Boulevard Keokuk to Gilbert 1 10.45 1 $35,833 Long Highland Bicycle Boulevard Hollywood Bicycle Boulevard Sycamore/Lower Muscatine to Keokuk 0.63 $50,841 Long Hollywood Bicycle Boulevard Lower Branch Bike Lanes Hwy 6 to W/O Taylor 1 11.12 1 $90,355 Long Lower West Branch Bike Lanes Ookcrest Bicycle Boulevard Taft to Scott 1.12 $104,202 Long / Oakcrest / Koser Bicycle Boulevard Greenwood to Emerald Connector Trail 0.90 $72,769 Long Koser-Emerald Connector Shared Use Path Ridge/Broadway Bicycle Boulevard Koser to Emerald 0.05 $54,079 Long Ridge Road Bicycle Boulevard Highland to Brookwood 10.27 1 $21,378 1 Long Ridge -Hwy 6 Connector Shared Use Path Ridge to Hwy 6 0.07 $80,794 Long Broadway Bicycle Boulevard Ridgewood/Friendship Bicycle Hwy 6 to Sandusky Boulevard 0.32 $25,621 Long Friendship/ Ridgewood Bicycle Boulevard Court to Court 1.71 $137,678 Long Court St Sidepath River to River Bicycle Boulevard Ridgewood to Muscatine 0.05 $30,019 Long 'River Bicycle Boulevard I Riverside to Woolf 10.52 1 $41,888 Near Woolf Ave Bicycle Boulevard JRivertoNewton 10.30 1 $24,425 1 Near�j Rider / Dill / Black Springs Bicycle Boulevard Sandusky Secondary Bikeway Woolf to Rocky Shore 0.41 $32,934 Near B11„ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Project Limits Notes Project Length Cost Estimate Project Phasing Sandusky Bikeway South Crosstown Bicycle Boulevard Keokuk to Future Wetherby Park Trail Connector 0.28 $4,842 Long Prentiss Bicycle Boulevard Gilbert to Madison 10.39 1 $31,319 Imm. Bowery Bicycle Boulevard Summit to Gilbert 10.47 1 $37,773 1 Imm. Sheridan Bicycle Boulevard 7th Ave to Summit 1 10.49 1 $39,664 1 Long F / 5th / G Bicycle Boulevard Southeast Bicycle Boulevard 7th Ave to 3rd Ave 1 10.42 1 $33,903 1 Long J St Bicycle Boulevard 3rd Ave to 1st Ave 1 10.15 1 $11,909 Long Bradford Bicycle Boulevard 1st Ave to Dover 10.42 1 $33,664 1 Long Wayne / Village /Wellington Bicycle Boulevard Wellington to Dover 0.33 $26,257 Long Wellington Bicycle Boulevard Summit Bicycle Boulevard Summit Bicycle Boulevard Sunset Bike Lanes Westminster/Dover Westminster / Teton Bicycle Boulevard Scott to Dover J College to Kirkwood Benton to Hwy 1 1 Rochester to Court Hill Trail 0.40___L$32,463 0.65 10.61 0.79 $52,386 1 557,119 $63,604 Long Long Near Near Court Hill Trail Extension Shared Use Path Westminster to Friendship 0.12 $134,342 Near Dover / Meadow Bicycle Boulevard Friendship to Bradford 0.57 $45,574 Ne.: PROIRITIZATION AND COST ESTIMATES „1312 Table 4. Neighborhood Connector Bikeway Cost Estimates and Phasing 7th / Winston Neighborhood Connector 7th / Winston Neighborhood I Woodridge to 0.36 $6,229 Long Connector Burns Neighborhood Connector Rochester Burns Neighborhood Sycamore to Taylor 0.34$5,889 Long Connector Capitol Neighborhood Connector Capitol Neighborhood Davenport to Market 0.15 $2,605 Near Connector Covered Wagon Neighborhood Connector Covered Wagon Future Wetherby Park 0.24 $4,133 Long Neighborhood Connector]McCollister Trail Connector to Deforest Neighborhood Connector NeighborhoodSycamore to Ridge 0.37 $6,370 Long Connector Duck Creek Neighborhood Connector Duck Creek Neighborhood Hunter's Run Park Trail 0.41 $7,069 Long Connector I Ferson Shared Neighborhood to Rohret Connector Ferson Shared Neighborhood Park to Hwy 6 0.52 $8,891 Long Connector Hickory Neighborhood Connector Hickory Neighborhood Tamarack to1st Ave 0.46 $7,951 Long Connector Kennedy Neighborhood Connector Kennedy Neighborhood Camp Cardinal to 1.65 $28,299 Long Connector I Mackinaw Manitou Neighborhood Melrose Connector Mackinaw / Manitou Existing Trail to Foster 0.39 $6,635 Long Neighborhood Connector Union / Fairmeadows Neighborhood Connector Union / Fairmeadows Hwy 6 to Fairmeadows 0.31 $5,346 Long Neighborhood Connector Park B13„ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Project Limits Notes Project Cost Project Length Estimate Phasing Whispering Meadow / Pinto / Paddock Neighborhood Connector MeadowWhispering . Heinz to Sycamore / Paddock Neighborhood Greenway Trail Connector Willow Creek Dr Neighborhood Connector Willow Creek Dr Hwy 1 to Willow Creek Neighborhood Connector Park PROIRITIZATION AND COST ESTIMATES „B14 Table 5. Multi -Use Trail Project Cost Estimates and Phasing Corridor & Project Hickory Hill Corridor Project Limits Notes Project Length Cost Estimate Project Phasing Hickory Hill Park Trail Shared 1st Ave to Bloomington 0.94 $1,069,250 Long Use Path Hickory Trail Connector Scott to Hickory 0.34 $387,068 Long Shared Use Path Iowa River Trail Corridor Kirkwood - River Trail Link 1 to 0.07 $84,505 Unsch. Shared Use Path Kirkwood - River Trail Link 2 to 0.09 $103,491 Unsch. Shared Use Path Iowa River Trail West bdension, Phase 1 Iowa River Trail West Benton to McCollister 1.62$1,833,670 Unsch. Extension, Phase 1 Shared Use Path Iowa River Trail West bdension, Phase 2 Iowa River Trail West McCollister to Izaak 1.26 $1,427,710 Unsch. Extension, Phase 2 Shared Walton Use Path Wilaw Creek Trail Corridor Willow Creek Trail Extension West Terminus of 0.30 $2,900,000 Unsch. Shared Use Path Willow Creek Trail to Hunter's Run Park trail Willow Creek Trail Extension South Willow Creek 0.16 $184,512 Unsch. Shared Use Path Windsor Ridge Trail Corridor Trail Terminus to Hwy 1 Windsor Ridge Trail Extension American Legion to 1.94 $2,201,320 Long Shared Use Path College - Jefferson Link Hwy 6 College -Jefferson Link Jefferson to College 0.37 $416,586 Unsch. Shared Use Path Huntington Trail Corridor Huntington Trail Extension Lower West Branch to 0.34 $389,924 Long Shared Use Path Huntington Trail B15„ IOWA CITY BICYCLE MASTER PLAN Table 6. Sidepath Project Cost Estimates and Phasing Corridor & Project 1st Avenue Sidepoth Project Limits Notes Project Length Cost Project Estimate Phasing 1st Sidepath S/O Bradford to Hwy 6 10.53 1 1 Long 1st Sidepath Rochester to Court Hill 1.02 $648,752 Near Court Sidepath Trail Court Sidepath Lindemann to Scott 1 10.16 1 Near Court Sidepath Lindenmann to 0.09 Near Peterson Court Sidepath Foster Sidepath Taft to Huntington Trail 10.13 1Near Foster Sidepath Laura to Calibria Incorporated into 0.27 Long future design project Foster / Bjaysville Sidepath Prairie Du Chien to 0.67 Unsch. Gilbert Sidepath Dubuque Gilbert Sidepath Existing Sidepath @ 0.83 $530,422 Long Napoleon Park to Trueblood Trail PROIRITIZATION AND COST ESTIMATES „B16 Corridor & Project Heinz Sidepath Project Limits Notes Project Length Cost Estimate Project Phasing Heinz Sidepath Paddock to McCollister New construction 0.32 Long Extension to meet city street Hwy 1 Sidepath standards Hwy 1 Sidepath Sunset to Mormon Trek Programmed 0.52 Imm. project Hwy 1 Sidepath Iowa River Trail to 0.29 $183,483 Long Hwy 6 Sidepath Orchard Hwy 6 Bridge Sidepath Iowa River Trail to 0.06 $39,873 Long Orchard Hwy 6 Sidepath Heinz to Hollywood Programmed 1.66 Near project Hwy 6 Sidepath lCirkwood Sidepath Sioux to Heinz 0.50 $319,217 Long Lower Muscatine / 1st Ave to Hwy 6 0.31 $199,122 Near Fairmeadows Sidepath McCollister Corridor McCollister Extension Gilbert to Sycamore New construction 0.84 Near Sidepath to meet city street standards McCollister Extension Gilbert to Hwy 6 New construction 1.68 Unsch. Sidepath to meet city street Melrose Sidepoth standards Melrose Sidepath Emerald to Hawkeye New construction 1.00 Near Park to meet city street American Legion Sidepath standards American Legion Sidepath Taft to Scott New construction 1.08 Near F I to meet city street standards Riverside Drive Sidepath Riverside/ Old Highway 218 Benton to McCollister 1.44 $916,735 Long Sidepath B17„ IOWA CITY BICYCLE MASTER PLAN Corridor & Project Rochester Sidepoth Project Limits Notes Project Cost Length Estimate Project Phasing Rochester SidepathMt Vernon to 1 st Ave New construction 0.42 Long to meet city street Rohret Sidepath standards Rohret Sidepath Lake Shore to Kansas New construction 2.02 Unsch. to meet city street Sycamore Sidepath standards Sycamore Sidepath Sycamore Greenway construction 0.48 LongExtension to Sand [New meet city strtndards Taft Sidepath Taft Sidepath Herbert Hoover to 420 New construction 3.00 Unsch. to meet city street Normandy Sidepoth standards Normandy Sidepath Pa rk Trail to Park Trail 10.49 1 1 Unsch PROIRITIZATION AND COST ESTIMATES „B18 Julie Voparil Subject: FW: Iowa City Bicycle Master Plan Some First Comments Attached Attachments: Master-Plan-Comments-2017-07.doc From: Feather Lacy (Personal) [mailto:flacy@pobox.com] Sent: Wednesday, July 26, 2017 8:09 PM To: Sarah Walz; Council; thinkbicycles@gmail.com Subject: Iowa City Bicycle Master Plan Some First Comments Attached "Iowa City Bicycle Master Plan Some First Comments" is attached. Feather Lacy flacy@pobox.com Iowa City Bicycle Master Plan - First Comments - July 26, 2017 I have been a bicycle commuter in Iowa City for the last 37 years. I commute daily, winter, spring, summer and fall. I do not have a car. To Encourage Bicycle Riding in Iowa City The best thing the city could do is enforce the speed limit on cars and make them come to a full stop at stop signs, red lights and cross walks. Stop Signs Specialized Bicycle -Focused Training for Law Enforcement Offers, page 100: Ahnost every bicycle plan includes making bicycles stop at stop signs, but ignores the fact that most cars do not stop at stop signs - at the best cars treat stop signs as yield signs. In the state of Idaho stop signs for bicycles are treated as yield signs. California and Colorado are considering similar laws. b=://www.denverpost.com/2017/01 /26/senate-bill-bicvclists-stop-signs/ http://www.latimes.com/local/lanow/la-me-bike-stop-20170303-sto! y.html • Most cars do a rolling "stop" (do not actually come to a complete stop). • Better than cracking down on bicyclists, how about cracking down on cars! o Almost daily, I get off of my bicycle and try to walk across Jefferson and Market Streets on Linn St. The sign says "Florida Law - Yield to Pedestrians." But apparently most car drivers cannot read. This is a daily game of chicken that as a pedestrian, I am forced to play with fast coming cars. PLEASE put Stop signs on the intersections of Linn St with Jefferson and Market and N sto si s for cars! otice - this si is backward and crooked (7/23/2017). o Again daily or several times a day I am forced to go on the sidewalk when heading west on Jefferson, near Clapp because Jefferson is a one-way going east. I stop at Evans. At least 1/3 of the cars heading north on Evans Street accelerate to cross Jefferson with no pretense of attempting to stop at the stop sign. The cars look to the west for oncoming cars, but rarely look to the east for bicycles or pedestrians crossing from the sidewalk. o Coming east on Iowa Ave. I when I come to a complete stop at the intersection with Governor, start to cross because it is clear, and then see a car coming over the crest of the hill, there is not enough time for me to cross, but it is too late. If I do not come to a full stop, but look carefully, I can get across before the car speeds down the hill. "The longer it takes for a bicyclist to pass through an intersection, the greater likelihood that they'll get hit by an oncoming vehicle, he said" -htti)://www.latimes.com/localAanow/la-me-bike-stop-20170303-story.html The Bike Network Make the plan include pedestrians. There is no bike/walking path from the east side to actually get downtown. (System Gap) William White Blvd is listed in yellow, low priority. Apparently no consideration is taken about the number of pedestrians that already use this blvd. This is a primary route for exercise walkers (remember the Blue Zone) and dog walkers. This is also a walking route for students to go to Longfellow Elementary and City High Schools. This land is already owned by the city, so for a minimum of cost William White Blvd could be paved and made into a full -season path for both bicyclists and pedestrians. • (Corridor Gap) The east end of Washington Street is also city property, but is currently being used as a private garden. Tum this into a bike/pedestrian path, put a simple walking bridge across Ralston Creek and connect it to William White Blvd as mentioned above. Roundabouts on College St: These may slow down traffic, but are too narrow. There is NOT enough room for both a bicycle and a car, so when a car and a bike enter the roundabout, the car just continues around with no allowance for the bicycle. Also, bike pavement markings in the past have routed the bicycles right next to parked cars, so they could get "doored." • Bike Lanes: The bike lanes on Market and Jefferson not only are on the wrong side of the street, they are not maintained, so when a bicyclist needs to swerve into the street to avoid some hazard, like an illegally parked truck, they are swerving into the "fast" traffic lane. The lanes start and end in nowhere AND on Sunday, the Church folk are allowed to park in the lanes. Better to have no lanes than these lanes. Support Facilities • Previous Report: I have submitted a report about bicycle racks previously to the City Council and the consulting group for the Bicycle Master Plan. (Can be furnished upon request.) In summary: the racks are spaced incorrectly for optimum bicycle parking and often times abut to the street or planters. 2. need accessible and clean bicycle parking in all of the city ramps. • Iowa City Library: I have submitted requests more than once for more bicycle parking near the Iowa City Public Library at the entrance to the Ped Mall. Instead of increasing the bicycle parking, Iowa City recently installed fancy looking bicycle racks (Rotary -sponsored) that allow for fewer bicycles then into the air.) • The Parklet: The Parklet would hold many fewer bicycles then specified and must be stored in the winter. Recently, when I took a fellow bicycle rider to Prairie Lights Bookstore (which also needs more bicycle parking) he looked across the street to the Bike Parklet and said "What is that ugly thing?" • Location: Please locate bicycle parking near the entrance to the building. Recently the Iowa City Hall moved the bicycle racks father away from the doors and put planters between the bicycle racks and the sidewalk. This is especially obnoxious during the Saturday morning Farmers Market when someone has a loud generator almost blocking the bicycle racks. • Covered Parking: All parking ramps should provide accessible and clean bicycle parking facilities. • Repair Stations when not maintained are worse than having none. (The only time I tried to use the bike pump next to the Johnson County Administration Building I almost deflated my tire before I realized that the pump did not work.) • Wayfnding would be better if it could be done in a timely manner instead of waiting years for a large project. One small sign should not take years for a ` wayfinding project." • Bicyclists of Iowa City: Maybe I missed it, but around page 38 where the bike clubs are listed, I did not see the Bicyclists of Iowa City hnp://www.bicyclistsofiowacity.ore/ Conclusion: I finally got to page 112, the Immediate -term projects (2017-2018). None of what I listed above is addressed. Julie Voparil Subject: FW: Bicycle Master Plan comments From: Diana Harris [mailto:cwcrrr@gmail.com] Sent: Wednesday, July 26, 2017 8:19 PM To: Council; Sarah Walz; thinkbicycles@gmail.com Subject: Bicycle Master Plan comments General comments: Many of the issues that bicycle riders in Iowa City face are caused automobiles being given priority over all other forms of transportation. If we could all start with the assumption that an individual who is walking or riding a bicycle should be accorded more weight in any consideration, bicycling would be safer and more enjoyable. A current example of how the automobile has priority is the Press -Citizen headline "New Hoover on track but sidewalks will lag behind" 24 July 2017 Because autos are give priority, many places in this plan the recommendation is to educate bicyclists about ..... What about educating automobile drivers and additionally enforcing the existing laws about stopping at stop signs and obeying the speed limit? Most of the near mishaps I have had on my bicycle have been the fault of the auto, not the bicycle. My background: I was a daily bicycle commuter for more than 30 years when I worked at the Uofl. I rode in all seasons and walked only when there was ice on the streets. My commute was less than 2 miles each way. Additionally I then and now ride my bicycle to go shopping, attend events, and for exercise. Page 11. Objective 1.4 : "Increase bicycling safety through improvements to existing bicycle facilities and network expansion." Here a two other suggestions for increasing bicycling safety: 1) enforce speed limits for cars, ticket rolling stops, and ticket violations of pedestrian crossings as marked on Jefferson and Market Streets. 2) Change the definition of a vehicle to exclude bicycles and create a new definition for bicycles that allows for rolling stops. (See the Idaho law shown here 49-720. STOPPING — TURN AND STOP SIGNALS. 1. A person operating a bicycle or human -powered vehicle approaching a stop sign shall slowdown and, if required for safety, stop before entering the intersection. After slowing to a reasonable speed or stopping, the person shall yield the right-of-way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard during the time the person is moving across or within the intersection or junction of highways, except that a person after slowing to a reasonable speed and yielding the right-of-way if required, may cautiously make a turn or proceed through the intersection without stopping. 2. A person operating a bicycle or human -powered vehicle approaching a steady red traffic control light shall stop before entering the intersection and shall yield to all other traffic. Once the person has yielded, he may proceed through the steady red light with caution. Provided however, that a person after slowing to a reasonable speed and yielding the right- of-way if required, may cautiously make a right-hand turn. A left -band tum onto a one-way highway may be made on a red light after stopping and yielding to other traffic. Because bicycles are a vehicle, as is an auto, a bike rider should have access to an entire lane. Actually using an entire lane often results in anger- or frustration -inspired behaviors by the automobile drivers trying to use the same lanes. Those behaviors are usually threatening to the bicyclist, in my experience. Objective 1.11: "Provide support facilities to enhance the bicycle network in the form of short and long-term bicycle parking." The City of Iowa City does not provide enough bicycle parking. The count of available spaces is highly inaccurate. For example, the recent bicycle park -let is shown as having 60 parking spots. In fact the number is less than % that because the side of the structure on the street is unusable and bicycles with wide handlebars, baskets, or mirrors, usually take more than 1 space. The new bicycle racks (Rotary -sponsored) installed outside the Iowa City public library are more visually pleasing than their predecessors, but hold fewer bicycles. Recently when I went to park my bicycle in front of the Senior Center, I could not park in that rack because the 3 bikes already parked there had baskets, wide handlebars, and mirrors. More covered parking for bicycles would be appreciated. See End of Trip Facilities in Recommendations, page 88. Objective 2 emphasizes education for bicyclists. I suggest that more important is education for automobile drivers about how to be courteous and safe when driving where there are bicycles. Objective 4 does not emphasize enough how automobiles are more dangerous than a bicycle when they violate traffic rules. Pg. 18 Bicycle Lanes On Market and Jefferson the bicycle lanes are not maintained and are on the wrong side of the street if you want to tum south (Jefferson) or north (Market). I rarely ride in these lanes because of the accumulation of twigs, sand, and other debris, which make them less safe than the relatively cleaner surface that are the automobile -dominant lanes. Many autos on those streets, possibly because the drivers have never ridden a bicycle in town, have no idea how dangerous a sand and debris -littered bike lane is for the bike rider, and are discourteous to a bike rider who uses the auto -dominant lane. Pg. 29 Crashes "Results show that the average risk of severe injury for a pedestrian struck by a vehicle reaches 10% at an impact speed of 16 mph, 25% at 23 mph, 50% at 31 mph, 75% at 39 mph, and 90% at 46 mph. The average risk of death for a pedestrian reaches 10% at an impact speed of 23 mph, 25% at 32 mph, 50% at 42 mph, 75% at 50 mph, and 90% at 58 mph." From Impact Speed and a Pedestrian's Risk of Severe Injury or Death September 2011 Pg 100. "Specialized Bicycle -Focused Training for Law Enforcement Officers" Focus on automobile enforcement, not bike enforcement. "Targeted Law Enforcement Activity" Again, target the cars not the bicycles. Respectfully submitted, Diana Harris, 523 Brown Street, 52245 Prepared by: Susan Dulek, Assistant City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5030 RESOLUTION NO. 17-260 Resolution authorizing the City Manager to sign a memorandum of understanding with the Housing Trust Fund of Johnson County for the contribution and use of $325,000 for affordable housing. Whereas, the City Council desires to fulfill its goal to increase the units of affordable housing in Iowa City, in part, by contributing $325,000 to the Housing Trust Fund of Johnson County, Inc.; Whereas, the funds should be used to serve households under 80% of median income, the units should be located within the corporate limits of Iowa City, and the site should comply with the Affordable Housing Location Model, as amended annually; and Whereas, the attached Memorandum of Understanding sets forth the parameters of how the funds are to be used. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: The City Manager is authorized to sign the attached Memorandum of Understanding. Passed and approved this 1st day of August 2017. Ma r 'City Clerk Approved by �W�N 4--a v-i� City Attorney's Office Resolution No. 17-260 Page 2 It was moved by Mims and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton Prepared by: Susnn Dulck, Ass't. City Aaorncy, 410 E. Washington St., Iowa City, IA 52240,319/356-5030 MEMORANDUM OF UNDERSTANDING Re: CITY'S CONTRIBUTION TOWARD AFFORDABLE HOUSING This Memorandum of Understanding is entered into by and between the City of Iowa City, a muriicipal corporation ("City"), and Housing Trust Fund of Johnson Comity, Inc. ("Trust Fund") in Iowa City, Iowa. WHEREAS, the City desires to contribute $325,000.00 to the Trust Fund to support affordable housing; and THE PARTIES THEREFORE AGREE AS FOLLOWS: 1. The City will contribute $325,000.00 ("funds") to the Trust Fund to support affordable housing by November 15, 2017. 2. The Trust Funds will use the fiords for affordable housing projects as follows: a. All units assisted must serve households under 80% area median income. Tile project itself may have units designated for higher incomes, but the units assisted by the finds must be serve households under 80% area median income. b. The projects must be located within the corporate limits of Iowa City. c. The sites must be in compliance with the City's Affordable Housing Location Model, as amended annually. d. Quarterly reports must be provided to the City Neighborhood Services Coordinator beginning January 1, 2018 and continuing thereafter until all funds have been allocated and all units are occupied by eligible households. The reports must include the following information on each project: 1) Address and developer; 2) Amount of funds allocated; 3) Description of development, such as 12-plex or 20 -unit tax project for seniors; and 4) Status of construction. e. No fluids may be used for project delivery or administrative expenses. Dated, this 1st day of August, 2017. CITY OF IOWA CITY, IOWA By: Ge6ff Fruin City Manager HOUSING TRUST FUND OF JOHNSON COUNTY, [ !C./ B Tracey(Achenbach Executive Director r CITY OF IOWA CI COUNCIL ACTION REPO 13 August 1, 2017 Resolution authorizing the City Manager to sign a memorandum of understanding with the Housing Trust Fund of Johnson County for the contribution and use of $325,000 for affordable housing Prepared By: Tracy Hightshoe, Neighborhood Services Coordinator Reviewed By: Doug Boothroy, NDS Director Geoff Fruin, City Manager Fiscal Impact: The expenditure of $325,000 is being funded from General Fund proceeds through the City's Affordable Housing Fund Recommendations: Staff: Approval Commission: NA Attachments: Memorandum of Understanding, Resolution Executive Summary: City Council will consider adoption Memorandum of Understanding with for affordable housing at their August Background / Analysis: of a resolution to authorize the City Manager to enter a the Housing Trust Fund of Johnson County for $325,000 1, 2017 City Council meeting. At the September 20, 2016 City Council work session, the Council approved a prescribed distribution of funds from the Affordable Housing Fund. Under the approved distribution plan, 50% of funds available will go to the Housing Trust Fund of Johnson County (HTFJC) for affordable housing projects in Iowa City. The budgeted FY18 contribution to the Affordable Housing Fund is $650,000. Upon signing the memorandum of understanding (see attached), the HTFJC will be issued payment of $325,000. Affordable housing is defined as housing, either owner -occupied or rental, that assists households under 80% of area median income. In general, the HTFJC prioritizes rental projects that assist households under 60% of area median income. A memorandum of understanding for these funds will be entered between the City and the HTFJC. As directed by the City Council, the location of the project awarded funds must be in compliance with the City's Affordable Housing Location Model, as amended annually. The memorandum of understanding will also require quarterly reporting to Neighborhood Services. The report shall identify projects awarded funding, project updates until the project is owned/leased by eligible households and fund balance. No administrative funds are eligible with this award. lq Prepared by: Tracy Hightshoe, Neighborhood Services, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5244 RESOLUTION NO. 17-261 Resolution Adopting Land Banking Guidelines Whereas, the City Council desires to fulfill its goal to increase the units of affordable housing in Iowa City; and Whereas, the City Council approved fifteen action steps to increase the supply of affordable housing for households under 80% of median income on June 21, 2016; Whereas, one of the action steps was to annually fund a set-aside to acquire land for the development or acquisition of affordable housing; and Whereas, the Housing and Community Development Commission met on June 15, 2017 and recommended approval of a set of guidelines to be used to assist the City in identifying and considering properties to acquire for affordable housing. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF IOWA CITY, IOWA, THAT: The City of Iowa City Affordable Housing Land Bank Guidelines attached hereto as Exhibit A are hereby approved and adopted. Passed and approved this 1st day of August, 2017. �L• Ma or Attest: e l 'c;� 4 - a(� - 1-�- City Clerk C Attorney's Office Resolution No. 17-261 Page 2 It was moved by Botchway and seconded by Thomas the Resolution be adopted, and upon roll call there were: AYES: NAYS: ABSENT: ABSTAIN: % Botchway x Cole X Dickens % Mims % Taylor % Thomas % Throgmorton Exhibit A City of Iowa City Affordable Housing Land Bank Guidelines The City of Iowa City s operating budget contains an Affordable Housing Fund that provides financial resources for land banking. The following guidelines were approved by the City's Housing and Community Development Commission on June 15, 2017 and adopted by City Council on Aug 1 . 2017. Program Objective The purpose of this program is to enable the City to acquire land/property for the purpose of increasing the supply of affordable housing for households earning up to eighty (80) percent of annual median income (AMI). All purchases must be approved by the City Council. The Neighborhood and Development Services Department will administer this program. Property Acquisition Considerations The following criteria will immediately disqualify a property from consideration: • More than an incidental portion of the site is in the 100 -year floodplain • The site cannot be serviced by utilities • The site is not in the City's designated Growth Area. • There is environmental contamination on the site that prohibits residential development • The site is not in compliance with the Affordable Housing Location Model Answers to the following questions will help the City determine whether or not to purchase a property with land banking funds. 1. Comprehensive Plan: Is the site designated for future residential development in the Comprehensive Plan? Yes or No. If yes, what type: Plan shows rural residential or non-residential development Plan shows single family/duplex development Plan shows low to medium mixed residential Plan shows mixed-use development Plan shows multifamily development 2. Zoning: Is the site zoned for residential development? Yes or No. If yes, what type: Zoning allows for up to 8 units per acre Zoning allows for up to 9-15 units per acre Affordable Housing Land Bank Guidelines I I P a g e Zoning allows for 16-24 units per acre Zoning allows for more than 24 units per acre If no: What zoning classification would likely be determined to be consistent with the Comprehensive Plan? Please explain. 3. Proximity to planned or existing transit: Is it likely the site will be or is anticipated to be served by public transit? Within ''/a mile Within'/ mile Over '% mile 4. Proximity to neighborhood services: Will the site be within safe walking distance to existing or planned schools, parks, bike paths, or neighborhood services? Please explain. 5. Pre -Development Costs: Is the site currently served by utilities? Yes or No. If no: Utility installation programmed in the 5 -year Capital Improvement Plan (CIP) or anticipated through private redevelopment in next 5 years Utility installation expected in 6-10 years Are the costs to bring utilities to the site reasonable? Please explain Are there other barriers to redevelopment/development (holding costs, remediation, demolition, etc.)? If yes, please explain. 6. Floodplain: Is there more than an incidental portion of parcel in the 500 -year floodplain? Yes or No. If yes, please explain. 7. Acquisition of blighted structure/nuisance: Is the property blighted? Yes or No. If yes, is the site suitable for an affordable housing project? Please explain. 8. Project leverage: Is the site well suited to leverage federal, state or other funding? Yes or No. If yes, please describe. 9. Are there other considerations? Please identify. After careful analysis of the above factors and upon the opinion of the City Attorney, staff will discuss property acquisition with the City Council in closed session pursuant to Section 21.56) of the Iowa Code. The City Council will formally authorize any acquisition by resolution in open session with public comment welcomed. Affordable Housing Land Bank Guidelines 21 Page 'r CITY OF IOWA CIT COUNCIL ACTION REM 14 August 1, 2017 Resolution Adopting Iowa City's Land Banking Guidelines Prepared By: Tracy Hightshoe, Neighborhood Services Coordinator Reviewed By: Doug Boothroy, NDS Director Geoff Fruin, City Manager Fiscal Impact: N/A Recommendations: Staff: Approval Commission: Housing and Community Development Commission (HCDC) recommended approval, 8-0 Attachments: Resolution Exhibit A — Land Bank Guidelines HCDC 6/15/17 Preliminary Minutes Executive Summary: In 2007, the City Council approved the Affordable Housing Action Plan. This Plan included 15 action steps to encourage additional affordable housing in Iowa City. One of the action plan steps was to approve a line item in the budget for affordable housing. Of the amounts deposited in the City's Affordable Housing Fund, 25% is to be held for land banking. The Housing and Community Development Commission approved guidelines to assist the City when considering properties to acquire for affordable housing. Background / Analysis: The purpose of the land banking set-aside from the Affordable Housing Fund is to enable the City to acquire property for the purpose of increasing the supply of affordable housing for households earning up to 80% of median income. The attached guidelines identify when a property will be disqualified from consideration, but also include what nine factors will be considered to determine if the property would be a good site for affordable housing. These factors include conformance to the Comprehensive Plan, zoning, proximity to transit and neighborhood amenities, pre -development costs, floodplain, blight or nuisance issues, project leverage and other considerations. Once a property is identified and the various factors analyzed, staff will discuss property acquisition with the City Council in closed session pursuant to Section 21.50) of the Iowa Code. The City Council will formally authorize any acquisition by resolution in open session with public comment welcomed. Housing & Community Development Commission Preliminary Minutes June 15, 2017 RECOMMENDATION TO CITY COUNCIL REGARDING AFFORDABLE HOUSING LAND BANK GUIDELINES: Byler noted that land banking was part of the Affordable Housing Action Plan and $150,000 was allocated for land banking. Staff has created general guidelines, included in the Commissioner's packets. Byler's general question regarding the document is if anything is binding or if it is all just suggestions. Hightshoe stated they are guidelines, but there are certain criteria that automatically will remove a property from consideration. Byler then asked about the yes/no questions and it seems as if neither answer would disqualify an applicant and Hightshoe confirmed he was correct. Lamkins asked about the disqualifiers, it cannot be easily serviced by utilities or not in the City's designated Growth Area, and it seems to make if very hard to find reasonable priced land. Ackerson stated the Growth Area is based on what can be sewered based on topography so beyond that it would be too expensive to build. Byler agreed with Lamkins and doesn't want to make these guidelines too restrictive for fear of losing a great potential project. Some of the words could be construed in different ways. Whether the site cannot be "easily" serviced by utilities is a judgment call. The section on pre -development costs covers the utility questions. Additionally, stating "incidental portion" of the site within the 100 -year floodplain. What is the definition of incidental? Hightshoe stated there is a HUD definition for incidental portion. There is an environmental review, basically none of the building can be in the floodplain. Persson said that at the time they were looking to build the Shelter House they looked at property and the building was not going to be in the floodplain but a parking lot would be and therefore the site was rejected. Hightshoe believes it means that the building and access to the building can't be in the floodplain. People must be able to get out of the building safely during a flood event. Vaughn stated the Johnson County Affordable Housing Coalition looked at this and it wasn't clear to them how the form would actually identify a purchase. Is there any weighing of the questions, or anything quantifying on the application. Hightshoe said Staff didn't want there to be a points basis because it is so hard to acquire land for affordable housing. Persson questioned the validity of planned transit, noting that when she bought her property on the southwest edge of town they were told there would be transit within a couple years and it was more like 15 years before it happened. Hightshoe agreed that with land on the outskirts of town it is hard to know how soon transit will get to those locations. Byler suggested removing the first bullet from the disqualifiers and including that information regarding floodplains to question 6. Additionally the second bullet could be removed because question 5 discusses utilities, as well as the fourth bullet could be included in question 5 or question 7. Lamkins suggested leaving the fourth bullet but removing the wording "severely limits" and therefore if environmental contamination prohibits residential development then the property is disqualified. Persson doesn't think it is in anyone's benefit to approve anything that was in the 100 -year floodplain. McKinstry likes the use of the incidental portion language, there are often situations where a backyard will flood but not the house or the access to the house and would hate to disqualify low income housing just because a backyard floods. Conger doesn't feel the bullet points are unreasonable Lamkins agrees with Conger, but the first priority has to be getting people a place to live and, yes, maybe deal with rare inconveniences of flooding but at least have options of where to live. Byler noted the bottom line is fear of disqualifying a project because of certain words that can be seen as different meanings from two different people. If the Commission wants to keep all five bullets, perhaps they can just be reworded to be more specific (removing "easily' or "severely limits," etc.). The Commission discussed language changes and agreed to keep all five bullets but remove the language from "easily" from bullet two and "severely limits" from bullet four. Lamkins moved to recommend City Council approval of the draft Affordable Housing Land Bank Guidelines with the following language to replace the criteria that would disqualify a property from consideration: • More than an incidental portion of the site is in the 100 -year floodplain. • The site cannot be serviced by utilities. • The site is not in the City's designated Growth Area. • There is environmental contamination on the site that prohibits residential development. • The site is not in compliance with the Affordable Housing Location Model. Persson seconded the motion. A vote was taken and the motion passed 8-0. Prepared by: Eleanor Dilkes, City Attorney, 410 E Washington St Iowa City IA 52240 356-5030 RESOLUTION NO. 17-262 Resolution Approving Changes to the Design of Augusta Place Whereas, by Resolution No. 17-157, the Iowa City City Council approved and the Mayor signed a Development Agreement ("Agreement") between the City of Iowa City and Augusta Place, LLC for the development of the north half of the block bordered by Gilbert Street, Iowa Avenue and Van Buren Street (Project); and Whereas, Exhibit "D" to the Agreement sets forth the Minimum Improvements and Uses for the Project and requires, among other things, that the Project be developed in accordance with the Concept Plans attached to the Agreement as Exhibit "E"; and Whereas, the Agreement requires that the final designs for the Project be approved by the City's Design Review Committee and further requires that if the final design substantially deviates from the Concept Plans attached as Exhibit "E" the City Council must approve the changes; and Whereas, as the design of the Project has progressed, changes have been made by the Developer and approved by the Design Review Committee that require Council approval; and, Whereas, staff recommends that the Council approve the revised Concept Plans (Exhibit "E") attached hereto as well as the revisions reflected on the attached Minimum Improvements and Uses (Exhibit "D"). Now therefore be it resolved by the City Council of the City of Iowa City, Iowa that: The changes to the design of Augusta Place reflected on the attached Concept Plans (Exhibit "E") and Minimum Improvements and Uses (Exhibit "D°) are hereby approved. Passed and approved this 1st day of August , 2017. M or ved by ATTES Ity Clerk City Attorney's Office Resolution No. 17-262 Page 2 It was moved by Mims and seconded by Resolution be adopted, and upon roll call there were: AYES: NAYS: x x x ABSENT: ABSTAIN: Bot Botchway Cole Dickens x Mims x Taylor x Thomas x Throgmorton the The provisions of this Section relating to approval, rejection, and resubmission of corrected Construction Plans herein above provided with respect to the Construction Plans shall continue to apply until the Construction Plans have been approved by the City: Provid that in any event the Developer shall submit Construction Plans which are in conformity with the requirements of the Urban Renewal Plan for the Project, this Agreement and all applicable codes, as determined by the City, no later than the time specified therefore in Section 6.2 hereof. All work with respect to the Minimum Improvements to be constructed or provided by the Developer on the Property shall be in conformity with the Construction Plans as approved by the City. Approval of the Construction Plans by the City shall not relieve Developer of any obligation to comply with the terms and provisions of this Agreement, or the provision of applicable federal, State and local laws, ordinances and regulations, nor shall approval of the Construction Plans by the City be deemed to constitute a waiver of any Event of Default. Approval of Construction Plans hereunder is solely for purposes of this Agreement, and shall not constitute approval for any other City purpose nor subject the City to any liability for the Minimum Improvements as constructed. Section 6.2. Time for Submissi (a) Progress Reports and Time for Submission of Construction Plans. Developer will keep the City informed regarding the status of the project by responding to inquiries from representatives of the City and furnishing progress reports as reasonably requested, but not less than quarterly during construction. Developer shall submit the following to City on or before the identified date: 1) a Site Plan Application identifying how the building sits on the site and identifying all existing and proposed utilities (adhering to site plan submittal requirements) and an application and plans for Staff Design Review including schematic design development drawings, showing preliminary floor plans, elevations identifying materials and colors and related information by June 1, 2017; 2) Site preparation con ctio drawings by July 1, 2017; 3) Building Permit Application and plans for a founds ' b be�S , 2017; 4) a Building Permit Application and plans for the structure shell by 1, 2017; 5) a Building Permit Application and plans for the finish construction by Jaauaty 1, 2018. February and make recommendations for corrections to said Construction Plans. The City's review of said Construction Plans shall be based on the Urban Renewal Plan, all applicable codes and any additional requirements imposed on the Developer under this Agreement. (b) Time for Submission of Corrected Construction Plans. Except as provided in Paragraph (c) of this Section, the time within which the Developer shall submit any new or corrected Construction Plans as provided for in Section 6.2(a) hereof shall be not later than fifteen (15) calendar days after the date the Developer receives written notice from the City of the City s rejection and recommendations for corrections to the Construction Plans referred to in the latest such notice. (c) Maximum Time for Approved Construction Plans. In any event, the time within which the Developer shall submit Construction Plans which conform to the requirements of this Execution Version Page 17 Exhibit D. Minimum Improvements and Uses Developer shall complete the following minimum improvements and uses on the Development Property in accordance with the Development Agreement to which this Exhibit D is attached and as detailed in Exhibit E — Concept Plan dated July 18. 2017917 attached hereto and incorporated herein. The project will consist of a building with a height of seven (7) stories and four (4) stories as shown on Exhibit E with the following components: 1. Parking structure. A two level parking structure will provide covered parking for the City's use on the ground level (approximately 60 spaces) and one level of parking above for residential parking (approximately 57 spaces). The structured parking will berp e-casteakin-plaee concrete and have adequate exterior openings so as to not require mechanical ventilation of this space. All parking areas will be well lit with LED fixtures. Stair and elevator access will be provided at both the east and west side of the parking structure. a. On -Grade Parkins: The City Parking Condominium Unit shall consist of 6033 non - compact sized spaces on the ground level of the parking structure_ and S spases along the e*4 drive to Gilbert StFeet for- a total of 60 spaees. The entry and exit to the ground level parking facility will be from the alley on Van Buren Street. The main covered parking area measures approximately 187.5' x 116.25'. An additional vehicular access to Gilbert Street will be provided for use by City vehicles only, except as otherwise authorized by the City Manager or designee. Any changes to the number and location of spaces must be approved by the City Manager or designee prior to construction. It is anticipated that this aspect of the Project will include the work detailed as "On Grade Parking" in Exhibit D-1. Specifications of improvements, including but not limited to LED lighting, shall be consistent with other City parking facilities and must be approved by the City Manager or designee. 2. Fire station entry and modifications to City Hall. Developer will modify the City Hall northern entrances, loading dock, enclosed dumpster area, and the 2"d floor Fire Station outdoor balcony in general conformance with the Conceptual Renderings attached to the Agreement as Exhibit E. It is anticipated that this aspect of the Project will include the work detailed as "FS Entry & Loading Dock" in Exhibit D-1. The new balcony will have as much useable space (space available for persons not occupied by equipment) as that existing on the current balcony (288 square feet (12' by 24')), and will serve as a covered walk to the new northwest entrance to City Hall. Developer will install signage indicating the Fire Station entrance over the walk which will be visible from Gilbert Street. Access to the City generator, and any similar equipment that is located on the balcony, must be approved by the City Manager or designee. The final plan for the Fire Station entrance, including signage, and balcony must be approved by the City's staff design review committee. 3. Townhomes. A total of 26 Townhome-style residential units will provide a visual screen to the parking structure from the Iowa Avenue and Van Buren Street frontages. Townhomes will be two stories each, stacked upon each other for a four story building height lining the parking structure. Each townhome will have its own front door access from the street,—,&xid4mek-deef 40 4. Apartments. A total of 400104 apartment units will be built on levels 3 through 7 above the parking structure. There will be 6 5 studios, 8one-bedroom, 81067 two-bedroom and 101-8 three-bedroom units. The 6 one -bedroom units to be purchased by the City (On-site Affordable Housing Units) shall be approximately 550 square feet. Changes to the unit mix may be approved by the City Manager or designee. 5. Terrace. An outdoor terrace, of an area approximately 170' by 30' ' o'er,' will be constructed above the parking garage on the same level as the lowest floor of apartments and the third level of townhomes. The outdoor terrace will be accessible to all residents of the building and include a well-maintained mix of plant material and patio amenities such as seating. 6. Preservation of Church. Developer shall seek the rezoning of the former Unitarian Universalist Church to a historic designation under the City Code and shall perform certain repairs, upgrades and maintenance obligations. Repair and upgrades to the church shall include: 1) repair of damage done when the connection between the church and the education building was removed; repair shall be of similar building materials and blend seamlessly with the historic building; 2) replacement of the heating, ventilation and air-conditioning systems for entire building; and, 3) making the building accessible by installing an elevator serving each floor and adding accessible restrooms. The Developer will remodel the Church for reuse by one or more commercial endeavors. 7. Utility connections. The Developer will be responsible for relocating any utilities or infrastructure in the project area that are impacted by the project. This includes, but is not limited to, water, sanitary and storm sewer, electric, communication and fiber optic lines. 8. Streetscape enhancements. Sidewalks will be relocated slightly northward along the Iowa Avenue frontage to provide more area for planting and to enhance green space in front of each townhome unit. This realignment will require the Developer to replace street trees between the sidewalk and the curb and provide additional tree plantings near the townhome entries. The species, location and number of new street trees on Gilbert, Iowa and Van Buren shall be approved by the City Manager or designee. Such trees shall be a minimum 2.5" caliper. Any use of the City right-of-way for planting or otherwise by the residents of the townhomes requires the approval of the City in accordance with City Code. 9. Solar Power. The Developer is exploring the feasibility of the use of solar energy on site and will incorporate solar into the Project if feasible as determined by the Developer and as approved by the City Manager or designee. 10 Police Department Communications. Developer will provide needed communications infrastructure in the parking area for City cameras and related public safety technologies. Such communication needs include a 36"H x 24"W x 241)" double hinge cabinet with 2" galvanized rigid conduit stubbed through concrete 3/4" galvanized rigid conduit to City determined equipment locations and 2" HDPE SDR 11 Orange duct to a City determined handhole outside of parking ramp The City retains right of final approval for all related plans and specifications for communications infrastructure. 41 Exhibit E. Concept Plan July 18, 2017 Conceptual Renderings View facing southeast from the intersection of Gilbert Street and Iowa Avenue Allen Development 110 S Gilbert I July 18, 2017 Page 6 of 16 Conceptual Renderings q%. W� View facing city hall from parking garage — New entrance vestibule to fire station dock Allen Development 110 S Gilbert I July 18, 2017 Page 7 of 16 View facing Southwest from intersection of Iowa Avenue and Van Buren Street. View facing East from Gilbert Street looking at Fire Department Entrance. Allen Development 110 S Gilbert I July 18, 2017 Page 8 of 16 Conceptual Plans Overview Level 7 Apartments Level 6 Apartments Level 5 Apartments Level 4 Townhomes & Apartments Level 3 Townhomes & Apartments Level 2 Townhomes & Parking Level 1 Townhomes & Parking 11111881-1 1111111 LEVEL 01 - PARKING & T'OWNNOMES 1" = SO, -O, Allen Development 110 S Gilbert I July 18, 2017 Page 9 of 15 LEVEL 02 - PARKING 8 TOWNHOMES 1"= 50'-0" LEVEL 03 -APARTMENTS & TOWNHOMES V = 50'-0" Allen Development 110 S Gilbert I July 18, 2017 Page 10 of 15 LEVEL 04 -APARTMENTS & TOWNHOMES 1" = 50'-0" LEVEL 5 - APARTMENTS 1 - 50'-0" Allen Development 110 S Gilbert I July 18, 2017 Page 11 of 15 L--- .EVEL 6 - APARTMENTS 1. = 50'-0" LEVEL 7 -APARTMENTS 1" = 50'•0" Allen Development 110 S Gilbert I July 18, 2017 Page 12 of 15 I I I I CITY OF IOWA CIT COUNCIL ACTION REPO, 15 August 1, 2017 Resolution Approving Changes to the Design of Augusta Place Prepared By: Geoff Fruin, City Manager Reviewed By: Sue Dulek, Assistant City Attorney Fiscal Impact: No Impact Recommendations: Staff: Approval Commission: NIA Attachments: Revised Exhibits D and E, Resolution Executive Summary: Earlier this year, the City Council entered into a development agreement with Augusta Place, LLC for the development of the north half of the block bordered by Gilbert Street, Iowa Avenue and Van Buren Street. The development agreement requires that the City Council approve any design changes that substantially deviate from the concept plans that were incorporated into the agreement. This resolution expresses the City Council's support for design changes that have been made in the time after the development agreement was executed. Background / Analysis: At the time the development agreement was executed, staff had not completed a full design review on the concept plans that were submitted. During subsequent design review meetings with the developer it was noted that a stepback of upper floors was needed to ensure an appropriate transition from the seven story multi -family building to the residential neighborhood to the east. For security purposes the City also requested that access to the residential parking be separated from the public safety parking area. This led the creation of a separate entry to the parking ramp on Van Buren Street. The separate entry ramp has led to slightly more parking area being available for public safety vehicles within the deck structure itself, approximately 60 spaces. Previously, the deck accommodated 55 vehicles and 5 other spaces were provided near the Gilbert Street access point. The revised concept plans can be seen in the proposed Exhibit E attached to this report. The impact of these changes to the number of units is minimal, although the location of the units has shifted within the development. In total, there is a net increase of 2 bedrooms. In order to accommodate units lost due to the required stepback and separated parking entrance, the courtyard area above the parking facility is reduced to a size of 170' x 30' (was previously 187' x 62'). Details of the new unit mix are provided in the revised Exhibit D, which is also attached to the report. Staff believes the proposed changes enhance the project and provide additional desired security for our future public safety parking area. If Council concurs with the design changes, the team will move forward with final plans in hopes that site work can begin in September or October. IOW, FVENOE 1pRopERTM LINE) _ T.HOM1E A T.HOM1E A T.H.E A TO CME A T.HOME A TO HOME A TO HOME A T.HOM1E A n n 6125, 985F 5985F 985F 985F 985E SBI IF 5995F TRA N$F OIiM FSR O$VR FO RM ER CHURCH iONN0 IF A NEW ELEVATOR AND STAIR 4 PAIU(IN6 BIKE PARKING 21 530 IF 608 PACBB �II III II I T.HCMEA'NATEPNMECH. 458 IF 1 C I TRABHILOA01N0 _DOCK COVERED NEW FIRE STATION ACCESSIBLE VESTIBULE ENTRY VP U � I R iON61 IF TONNHOFM1E A TRAFH EMRYIEXIT FROM ALLEY ON VAN BVREN BT. NEUMANN MONSON ARCHITECTS PLAN - LEVEL 1 PR -001 AUGUSTA PLACE 006 07/18/17 7 o$n am FHOM1 B IO OM1 B IO CMEB TQ HOM1 B T.H MEB T.H MEB T.HOWB T. CMM 125E IF SF F SF SF F i5F T.HOMEB 2B 2BR 2BR IBR 9 8185E 10I 10I 8185E 8185E 865E 605E — 20R 160 SF mBio 96BIIF 0g5RF 085RF 085RF 085RF 085RF 085RF \ \yin IF \ \ \ \ IF_ 919 B5RF 8085RF 08 IRF 08 IRF 08 IRF �\ 08 IRF 08 IRF 08 IF 9R F I l i HOME B. 563 IF 641 I J.R OMH MEB 711 NEUMANN MONSON ARCHITECTS PR -004 AUGUSTA PLACE 7 n am 0 18/ da if FT I 1IT �ar FAIL a : i lo .a AL 4 t �: <�, :;fl ;. ,,�� d;' I(� Prepared by: Susan Dulek, Ass't. City Attorney, 410 E. Washington St., Iowa City, IA 52240 (319) 356-5230 Resolution No. 17-263 Resolution approving the purchase agreement for 881 Park Place. Whereas, staff has negotiated a purchase agreement with David M. Finley for 881 Park Place for $220,438, contingent on Council approval; Whereas, the home will be demolished for flood mitigation purposes; Whereas, funding is available from the Emergency Reserve; and Whereas, the purchase agreement should be approved. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa that: 1. The purchase agreement with David M. Finley is approved. 2. Upon the direction of the City Attorney, the City Manager is authorized to execute all documents necessary actions to acquire 881 Park Place in accordance with said purchase agreement. Passed and approved this 1st day of August, 2017. Mayor10, Appr� PZ�b Attes z ZZ ,. ity Clerk City Attorney's Office Resolution No. 17-263 Page 2 It was moved by Mims and seconded by Botchway the Resolution be adopted, and upon roll call there were: AYES: NAYS: x x x x x x x ABSENT: ABSTAIN: Botchway Cole Dickens Mims Taylor Thomas Throgmorton 'r 1 CITY OF IOWA CITY -^� COUNCIL ACTION REPO �_ 16 August 1, 2017 Resolution approving a purchase agreement for 881 Park Place Prepared By: Geoff Fruin, City Manager Sue Dulek, Assistant City Attorney Reviewed By: Geoff Fruin, City Manager Fiscal Impact: Cost of the acquisition is $220,438 with an estimated additional $25,000 needed for demolition. Funds are available in the City's Emergency Reserve Fund. Recommendations: Staff: Approval Commission: N/A Attachments: Map, Resolution Executive Summary: Staff has negotiated a purchase agreement for 881 Park Place, contingent on Council approval. This house is located in the Park View Terrace neighborhood, and the house will be demolished as part of the City's commitment to buying out homes in the flood plain. Background / Analysis: Following the 2008 flood, the City initiated a voluntary flood buyout program. To date the City has acquired and demolished, or is in the process of acquiring, 100 homes that were previously located in the flood plain. The vast majority of these homes have been located in the Park View Terrace Neighborhood. All of the acquisitions have utilized state and/or federal funds available for hazard mitigation purposes. The City has routinely paid property owners 112% of the assessed value for the flood buyout acquisitions. The owner of 881 Park Place did not participate in the initial voluntary buyout offer from the City after the 2008 flood. The City did purchase neighboring properties including the property to the north across the entrance to City Park (887 Manor Drive), directly across the street (732 Manor Drive), and the adjacent property to the south (901 Park Place) as part of the buyout. Although there are currently no federal or state funds available for this purpose, staff is recommending the purchase because the property borders City Park. Of the twelve properties with rear yards adjacent to City Park, the City has acquired nine of them. With this acquisition, there will be only two remaining homes whose rear yards are directly adjacent to City Park. Staff views the properties directly adjacent to the park as uniquely important. If acquisition is not pursued at this time, the property may remain privately held for several decades and limit flexibility with future park needs. It is not anticipated that staff will recommend using all local funds for other eligible properties without similar unique attributes. The proposed purchase price of $220,438 is 112% of the current assessment. Additional costs will be approximately $25,000 for asbestos sampling/abatement and the demolition. Funding is proposed to come from the Emergency Reserve Fund. The City's stated policy for the Emergency Reserve Fund includes disaster mitigation as an intended use of dollars. The balance in this fund is approximately $5.2 million for FY18. 881 Park PI Location Map and Street View 881 Park PI Location Map and Street View ,...........e, n 4` „,„- , J l I r-—m--� ` rte, o 0 „,„- , J l I r-—m--� ` rte, o 11 Prepared by Eric R. Goers, Assistant City Attorney, 410 E. Washington, Iowa City, IA 52240, (319) 356-5030 Resolution number. 17-264 Resolution ratifying the settlement of impending litigation. Whereas, on August 9"', 2013, the City suffered a water main break in the 100 block of E. Washington Street; and Whereas, following the water main break, Zephyr Copies made a claim against the City for damages they suffered; and Whereas, all parties in this matter have arrived at a settlement agreement and wish to resolve the claim without the need for litigation; and Whereas, it is appropriate to ratify said settlement, as provided by law, with payment to Zephyr Copies in the amount of $50,000 in full satisfaction of any and all claims which the claimant and/or related parties may have against the City in the above matter, in consideration of the claimant's full release and indemnification against subrogation claims. Now, therefore, be it resolved by the City Council of the City of Iowa City, Iowa, that: That the claim filed against the City by Zephyr Copies should be and is hereby settled, and said settlement, as previously discussed in executive session earlier this day, August 1", 2017, is hereby ratified for the sum of $50,000 payable to the Leff Law Firm Client Trust Account, in full satisfaction of any and all claims. 2. City Council for the City of Iowa City hereby approves said settlement as being in the best interest of the City of Iowa City and the parties involved, ratifies said settlement as provided by law, and confirms that said settlement is hereby ratified, contingent upon execution of appropriate releases. Passed and approved this 1st day of August 20 17 . Ma"Mr 01 Ap ved by n AttestIs e ity Clerk City Attorney's Office Resolution No 17-264 Page 2 It was moved by sotchway and seconded by adopted, and upon roll call there were: Ayes: Nays: Absent: Dickens Botchway Cole Dickens Mims Taylor Thomas Throgmorton the Resolution be