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HomeMy WebLinkAbout2018-05-24 Info Packet pd+ City Council Information Packet May 24, 2018 CITY OF IOWA CITY www.icgov.org IP1 Council Tentative Meeting Schedule May 29 Work Session IP2 Work Session Agenda IP3 Memorandum from Transportation Planner: Gilbert Street Transportation Study IP4 Pending Work Session Topics Information from Council member Cole: Road Diet Informational Guide [Distributed as late handout 5/29/18.] Miscellaneous IP5 Memorandum from City Manager: Transit Study Consultant Selection IP6 Memorandum from Assistant City Manager; Interim Senior Center Coordinator Overview of Iowa City/Johnson County Senior Center Membership and Participation IP7 Invitation: 2018 State of Downtown /Annual Meeting —June 13 IP8 Invitation: June Mental Health First Aid Class — Iowa Senior Center — June 7 and 14 IP9 Invitation: Johnson County Affordable Housing Coalition — May 25 IP10 Civil Service Entrance Examination: Application Specialist IP11 Civil Service Entrance Examination: Maintenance Worker I —Athletic Fields IP12 Civil Service Entrance Examination: Mass Transit Operator IP13 Civil Service Entrance Examination: Internal Auditor/Budget Analyst IP14 Civil Service Entrance Examination: Community Service Officer/Station Master Draft Minutes IP15 Human Rights Commission: May 15 r =_=Ar k.. City Council Information Packet Cm'airing ma r&Fr F low' CITY May 24, 2018 www.icgov.o IP1 Council Te 'tative Meeting Schedule May 29 Work Session IP2 Work Session Age da IP3 Memorandum from Tra •sportation Planner: Gilbert Street Tran portation Study IP4 Pending Work Session o pics iscellaneous IP5 Memorandum from City Manager: Transit Study Cons Itant Selection IP6 Memorandum from Assistant City Manager; Inte im Senior Center Coordinator: Overview of Iowa City/Johnson County S nior Center Membership and Participation IP7 Invitation: 2018 State of Downtown /Ann al eeting — June 13 IP8 Invitation: June Mental Health First Aid r a s — Iowa Senior Center — June 7 and 14 IP9 Invitation: Johnson County Afforda• e Housing \oalition — May 25 IP10 Civil Service Entrance Examinatio : Application Sp\ cialist IP11 Civil Service Entrance Examin.tion: Maintenance Worker I —Athletic Fields IP12 Civil Service Entrance Exa ination: Mass Transit Operat rr IP13 Civil Service Entrance amination: Internal Auditor/Budget Analyst IP14 Civil Service Entran - Examination: Community Service Officer/Station Master Draft Minutes 1P15 Human Rig is Commission: May 15 City Council Tentative Meeting Schedule iP1 `w n� Subject to change airmir CITY IOWA CITY May 24,2018 Date Time Meeting Location Tuesday, May 29, 2018 5:00 PM Special formal/Executive Session Emma J. Harvat Hall Work Session 7:00 PM Special Formal Meeting Tuesday,July 3, 2018 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Monday,July 16, 2018 4:00 PM Reception North Liberty 4:30 PM Joint Meeting TBA Tuesday,July 17, 2018 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday,August 7, 2018 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting Tuesday,August 21,2018 5:00 PM Work Session Emma J. Harvat Hall 7:00 PM Formal Meeting -6524-a IP2 11 �ANP.Nzla not CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (319) 356-5000 (319) 356-5009 FAX www.icgov.org City Council Work Session Agenda Tuesday, May 29, 2018 Emma J. Harvat Hall - City Hall 5:00 p.m. • Review Gilbert Street concepts for bicycle accommodation [IP3 of Info Packet of 5/24] • Discuss SUDAS standards for road design Clarification of Agenda Items • Information Packet Discussion [May 17, May 24] • Council updates on assigned boards, commissions and committees r,r ®�mat CITY OF IOWA CITY MEMORANDUM Date: May 23, 2018 To: Mayor and City Council From: Kent Ralston; Transportation Planner Re: Gilbert Street Transportation Study As recommended in the Iowa City Bike Master Plan adopted in the summer of 2017, Council directed staff to work with a consultant to investigate whether a 43 lane conversion (or "road - diet") could be implemented on Gilbert Street between McCollister Boulevard and Market Street. The goals of a 43 lane conversion would be to reduce vehicle collisions, provide better bicycle accommodations, and provide a more comfortable walking environment for pedestrians. Alta Planning + Design was hired to conduct the analysis and has provided the attached memos outlining their findings. I will be available at your May 29th City Council Work Session to present the findings of Alta's study and to answer any questions you may have. -zs�2rfg- IP3 142 W. Monroe Avenue Kirkwood, MO 63122 (314) 403-7460 ZATEVA•IDENO To: Kent Ralston, Metropolitan Planning Organization of Johnson County From: Paul Wojciechowski, AICP, PE Principal —Alta Planning+Design Date: June 29, 2017 Re: Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis Introduction Gilbert Street, between Market Street and McCollister Boulevard, is a four (4) lane minor arterial, which operates as a major north -south route through the heart of Iowa City, along the east side of the Iowa River. Annual Average Daily Traffic (ADT) on Gilbert Street varies widely along the different roadway segments, from 5,800 vehicles per day (vpd) near the northern limit of the study area, to 17,300 vpd near Highway 6. Based on the Federal Highway Administration (FHWA) Road Diet Informational Guide, roadways carrying 20,000 vpd or less are considered good candidates for a four (4)- to three (3)- lane road diet (travel lane conversion), and should be further evaluated for feasibility and vehicular impacts. This memorandum summarizes the results of the first part of a feasibility study for implementing a road diet or similarly termed a travel lane conversion along the Gilbert Street study corridor. As part of this first step, Alta has performed an existing conditions operational analysis to identify any areas of concern for considering a travel lane conversion. This memorandum will indicate that no critical issues were identified as part of this existing conditions analysis. Therefore, it is anticipated that the next step will include an analysis of the proposed conditions incorporating the elements of a travel lane conversion and any mitigation strategies necessary to maintain acceptable operations on the corridor. Existing Conditions Gilbert Street, within the study area is surrounded by residential areas, industrial and commercial parks, and historical buildings and land use. The University of Iowa is also located just west of the study area, spanning across the Iowa River, with university -owned buildings reaching as far east as Gilbert Street. Within the project limits, Gilbert Street spans three (3) planning districts within the City of Iowa boundaries: Central, Downtown and South. The study area can be divided into three (3) roadway segments based on the surrounding land uses and the general roadway characteristics: Market Street to Highway 1 (Burlington Street), Burlington Street to Highway 6, and Highway 6 to McCollister Boulevard. City of Iowa City 11 Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis Land Use There are many land uses surrounding the Gilbert Street corridor within the project extents. North of Market Street, the land use is primarily residential, consisting of single-family homes and student housing. From Market Street to Burlington Street, the land use is largely institutional, commercial, and mixed-use. South of Burlington Street, Gilbert Street transitions from mixed-use to a suburban setting with commercial land uses. South of Highway 6, the surrounding area is more industrial and commercial that transitions to open space and park land with few residential access points along the corridor. Roadway Conditions Within the project study extents, Gilbert Street carries two (2) travel lanes in each direction with exclusive turn lanes at some larger intersections to provide additional capacity. Travel lanes are typically 11-12' wide, except where they widen to about 14' between Southgate Avenue and McCollister Boulevard. The posted speed limit along Gilbert Street is 25 mph through the downtown and campus areas, from Market Street to Prentiss Street/Bowery Street. The speed limit increases to 30 mph from Bowery Street to Southgate Avenue. South of Southgate Avenue, the speed limit is 35 mph. There is one (1) railroad underpass located just south of Prentiss Street/Bowery Street, one (1) at -grade railroad crossing north of Benton Street, and one (1) at -grade railroad crossing located south of Southgate Avenue. Intersection lane configurations can be seen in the attached project map. Pedestrian and Bicycle Facilities Shared -lane bicycle markings are provided along both directions of Gilbert Street on the outside travel lane from Market Street to Highway 6. South of Southgate Averiue, there is one (1) "Share the Road" sign placed in the northbound direction, however, bicyclists and pedestrians generally use the 10' trail on the west side of Gilbert Street. In general, sidewalks exist on either side of Gilbert Street from Market Street to the north side of Napoleon Park, and are typically separated by grass or brick buffers. Specifically, sidewalks along the west side of Gilbert Street, north of Highway 6, vary in width from four (4) feet to six (6) feet. The 8-10' trail that runs along the west side of Gilbert Street extends from Highway 6, where it connects to the Iowa River Trail, to McCollister Blvd, where it connects to the Terry Trueblood Recreation Area trail system. On the east side of Gilbert Street, the four (4) foot sidewalk is provided from Highway 6 to the north side of Napoleon Park. Pedestrian crossing phases and striped crosswalks are provided at all signalized intersections along the corridor. Unsignalized intersections, however, typically do not have striped crosswalk treatments on major approaches, despite the high pedestrian volume in the downtown and campus areas. Of particular interest, the turning movement counts for Court Street indicated a high volume of pedestrians crossing the south leg of the intersection without a crosswalk. This is most likely attributed to the student housing complexes located on the east side of this intersection. The Gilbert Street corridor has frequent residential and commercial access points between intersections. Many accesses have extremely wide driveway aprons, sometimes combining two driveways with no 2 1 City of Iowa City, IA Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis designated separation. In these instances, the sidewalk crossing of the drive is either nonexistent or difficult to discern from the actual driveway. There are many sections of the sidewalks, especially between Kirkwood Avenue and Highway 6, where sidewalks do not comply with ADA requirements. Futher, there are segments of Gilbert Street that lack sidewalks, such as the east side of Gilbert Street between Kirkwood Avenue and Highway 6, and south of Napoleon Park. Transit Corridor Gilbert Street is part of an expansive transit network that serves Iowa City, the University of Iowa (Cambus), and the City of Coralville. Within the project extents, seven (7) bus lines run along various segments of Gilbert Street in each direction: • 7th Avenue - NB between College & Market • 7th Avenue - SB between Washington & College • Broadway - SB between Benton & Kirkwood • Broadway Night & Saturday - NB between Bowery & Court • Broadway Night & Saturday - SB between Kirkwood & Southgate • Court Hill - NB between Burlington & Washington • Cross Park - NB between Highland & Kirkwood • Cross Park - SB between Kirkwood & Southgate • Lakeside - NB & SB between Court & Highway 6 • Mall - NB & SB between Bowery & Kirkwood • Towncrest - NB & SB between Washington & Burlington These bus routes utilize six (6) bus stops along southbound Gilbert Street and five (5) bus stops along northbound Gilbert Street. Bus pull -off areas are not provided along this corridor, therefore buses use the outside lane to pick up and drop off passengers. Traffic Analysis Data collection Recent AM and PM peak turning movement counts were obtained for nine (9) signalized intersections and six (6) unsignalized intersections along the corridor, from Market Street to McCollister Boulevard. Signal timing and phasing information was also provided for the signalized intersections within the project corridor extents, as well as Average Daily Traffic (ADT) volumes from 2014 from the Metropolitan Planning Organization (MPO) of Johnson County. In addition to the data provided to us, a field visit was conducted to verify signal timing, queuing patterns, roadway width, travel times, and overall corridor operation. These observations were used to calibrate the Synchro model to most accurately represent the operation of the project corridor. Analysis Capacity analyses were performed for the existing AM and PM peak hour periods along Gilbert Street using Synchro software, version 9 to determine the Levels of Service (LOS) and delay for each of the study City of Iowa City 13 Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis intersections. LOS analysis is a means of determining the ability of an intersection to accommodate vehicular traffic volume demand. The analysis uses Highway Capacity Manual (HCM) 2000 methodology, and accounts for roadway characteristics such as intersection geometry, traffic control devices, and traffic (vehicle, pedestrian, and bicycle) volumes. LOS is defined by letter characters that range from A to F, with A representing the best traffic operating conditions that have little or no delay to vehicles utilizing the intersection and F characterizing poor conditions that have significant delay. LOS A through D are typically considered acceptable operations, while LOS E is representative of conditions where improvements could be needed if traffic volumes are expected to significantly increase in the future. LOS F is considered failing operations indicating the demand exceeds the capacity of the intersection as it is currently designed, and significant delays can be expected. Under these circumstances, improvements are needed, in the form of traffic control modification, geometric changes, or a combination of both, for the purpose of reducing vehicle delay. The delay limits for each LOS category, based on the HCM, are shown in Table 1 below. Table 1: Level of Service Delay Limits Level of Service (LOS) Signalized Delay Intersection Unsignalized per Vehicle (sec/veh) Delay Intersection per Vehicle (sec/veh) 0.0 i i 55.1-80.0 35.1-50.0 The existing conditions Synchro model incorporated all available traffic data including turning movement counts for all road users, heavy vehicle percentages, signal timing, and lane configuration data. SimTraffic runs were also performed for each peak in order to provide queuing and travel time data for the corridor. Field data, including travel time runs and queue observations for each intersection were compared to the SimTraffic output to ensure the models were accurately reflecting existing field conditions. The resulting overall intersection LOS for the signalized intersections are summarized in Table 2. A detailed LOS summary can be seen in the attached reports. 41 City of Iowa City, IA Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis Table 2: Gilbert Street Existing Signalized Intersection Conditions Synchro LOS Results Location Analysis Type Approach LOS Delay(sec/veh) AM I PM AM I PM Gilbert St at Market St B B 16.1 14.0 Gilbert5t NB B A 10.3 7.3 SB Signalized A A 10.0 6.4 Market St EB WB B C 19.8 23.1 Gilbert St at Jefferson St B B 10.6 13.4 GilbertSt NB A A 2.8 6.3 SB Signalized A A 2.8 8.1 Jefferson St EB C C 24.8 20.5 WB - -- -- iGilbertStatIowa Ave A B 8.6 14.3 Gi lbert St NB A A 3.4 4.0 SB Signalized A A 4.4 6.8 EB D D 21.7 36.5 Iowa Ave WB C C 27.2 23.7 Gilbert St at Washington St A A 7.5 9.3 Gil bert St NB A A 2.3 4.2 SB Signalized A A 2.7 2.1 Washington St ES C C 27.3 26.6 WB C C 28.3 23.2 GilbertSt at College Ave A A 7.9 9.1 Gilbert St NB A A 4.7 4.6 SB Signalized A A 2.4 3.6 EB C C 22.7 30.1 College Ave WB C C 26.9 26.8 GilbertSt at Burlington St C D 27.3 35.7 Gilbert St NB C D 25.8 38.2 SB C C 28.4 31.4 Signalized Burlington St EB C C 23.3 34.6 WB C D 29.3 37.1 GilbertStat Prentiss/BowerySt C D 24.2 48.6 NB C D 22.9 45.7 Gilbert St SB Signalized C D 20.8 43.0 Prentiss/Bowery St EB C D 30.2 79.7 WB C E 27.3 47.1 Gilbert St at Kirkwood Ave D D 37.3 45.9 NB D D 47.6 51.1 Gilbert St SB Signalized C D 28.9 54.3 EB C D 33.6 40.6 Kirkwood Ave WB C C 29.2 32.5 Gilbert St at Highway6 C D 314 SL6 NB D D 42.6 52.3 Gilbert St SB D D 43.2 46.5 Signalized EB C D 22.7 42.3 Highway 6 WB C E 32.7 66.8 City of Iowa City 15 Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis Based on HCM LOS methodology for unsignalized intersections, the LOS assigned to the overall intersection is limited to the LOS for the worst approach. As a result, many of the unsignalized intersections along Gilbert Street have poor levels of service, as noted in the Synchro reports. However, it was noted in the field that vehicles at these intersections have no significant issues finding gaps in traffic to turn onto Gilbert Street. This was also confirmed in the SimTraffic simulations, as vehicles were not denied entry onto the Gilbert Street corridor, and did not experience excessive delays waiting for a gap. It should also be noted that under proposed conditions, a travel lane conversion could have a positive impact on the minor street delay for the unsignalized LOS, as it would reduce the number of lanes to cross to join Gilbert Street traffic. As indicated in Table 2, all of the signalized intersections currently operate at an acceptable LOS D or better during both peaks under existing conditions. Only one (1) intersection is operating at LOS D during the AM (Kirkwood Avenue) and four (4) in the PM peak (Burlington, Prentiss/Bowery, Kirkwood, and Highway 6). Additionally, all approaches and movements operate at LOS D or better during both peak periods with the exception of the following two movements during the PM peak only: westbound Hwy 6 at Gilbert Street and westbound Prentiss Street. Conclusions As previously mentioned, the FHWA guidelines indicate roadways with AADT less than 20,000 vpd may be good candidates for a four (4)- to three (3)- lane road diet conversion. The maximum AADT on Gilbert Street within the study limits is 17,300 vpd just north of Hwy 6. However, the FHWA recommends a traffic analysis to determine the feasibility of a road diet. Accordingly, an existing conditions evaluation was performed to set base line conditions for later comparison to future proposed conditions. The existing conditions operational analysis indicated that all signalized intersections currently operate acceptably (LOS D or better). The following signalized intersections operate at LOS D during the PM peak, which corresponds to the segment of Gilbert Street with the highest AADT values on the corridor. • Burlington Street • Prentiss Street/Bowery Street • Kirkwood Avenue • Highway 6 Furthermore, two of these intersections have a single movement operating at LOS E during the PM peak, though they are both on westbound approaches as opposed to on Gilbert Street itself. Therefore, these intersections should be closely evaluated in the next steps, and may need additional mitigation strategy consideration. Considering no critical issues were identified in the existing conditions analysis, this corridor should remain a good candidate for a travel way conversion, and should be further analyzed to determine the impacts of the conversion. The analysis will also identify segments or intersections that may require mitigation measures such as signal modifications or coordination, maintaining or adding exclusive turn lanes, and driveway consolidation. Additionally, if desired, the corridor can be analyzed for future year 2045 no -build and build scenarios based on the 2045 ADT projections provided by the Johnson County MPO. 6 1 City of Iowa City, IA Gilbert Street Active Transportation Study Existing Conditions Traffic Analysis Further Road Diet Considerations The FHWA documents various benefits of and reasons to consider a road diet, including improved safety, reduced speeds, reduced side -street delay, pedestrian and bicyclist facility enhancements, and livability benefits. A road diet along the Gilbert Street corridor would naturally reduce travel speed and would provide opportunities for installing additional traffic calming measures. Reduced travel speeds are desirable along the north segment of the corridor where the downtown area is inviting to high volumes of pedestrians, and in the south segment of the corridor where vehicles do not encounter any traffic control between Hwy 6 and McCollister Blvd. This particular corridor could also experience operational benefits from a road diet conversion due to the high number of driveways which require vehicles to stop in one of the through lanes to wait for a gap in opposing traffic. A two-way left -turn lane would instead provide separation between through traffic and left-tuming traffic. Additionally, the side -street delay could improve by reducing the number of lanes to cross in order to enter the mainline. Kirkwood Street is currently split phased on the northbound and southbound approaches. It is anticipated that a road diet would improve continuity through this section of Gilbert Street by providing exclusive left - turn lanes with a protected phase, and coordinating the northbound and southbound phases with the adjacent intersections. Lastly, Gilbert Street is a good candidate for a road diet due to the consequential complete streets design features that will be implemented and would benefit the large bicycle and pedestrian population from the University and the City. Specifically, Iowa City has approximately 1,250 bicycle commuters and a population of approximately 70,000 people according to the 2008-2012 American Community Survey. Additionally, the University of Iowa has been recognized by the League of American Bicyclists with a silver -level, bike -friendly rating and the City aspires to achieve a Gold -Level rating. As the City and University continue to encourage sustainability, connectivity throughout the downtown area will become increasingly necessary to ensure safety and comfort for all roadway users. City of Iowa City 17 142 W. Monroe Avenue Kirkwood, MO 63122 (314)403-7460 MEMORANDUM To: Kent Ralston, Metropolitan Planning Organization of Johnson County From: Paul Wojciechowski, AICP, PE Principal — Alta Planning + Design Date: February 27, 2018 Re: Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection Introduction Gilbert Street represents a key corridor in the planned bicycle network, providing a vital north -south connection between Downtown Iowa City and neighborhoods to the east and south. Unlike most corridors identified for specific bicycle facilities in the Iowa City Bicycle Master Plan, Gilbert Street was identified as being in need of further study to best determine the appropriate bikeway type. The added challenges requiring this further study include right-of-way constraints, frequent signalized intersections, off -set intersections, and substantial volumes of bicycle and pedestrian traffic along and across the corridor, as well as pedestrian crossings at mid -block locations and service deliveries. In other words, the corridor issues vary per segment and location along the corridor. In the southernmost section, south of Highway 6, the section is more open and there is park space to the west and new development on the east, whereas the area north of Highway 6 the corridor takes on a more urban feel. Considerations for concept development began with preliminary analysis of the corridor from a traffic perspective with current lane configurations, as well as a travel lane conversion scenario that looked at future motor vehicle level of service in a 2035 design year. Intersections south of Burlington on Gilbert Street have a reduction in level of service with a travel lane conversion, and the impact is greater as traffic gets closer to Highway 6, then lessens as you move away from the intersection of Highway 6. The City of Iowa City hosted stakeholder meetings and a public open house to gather input from community residents and stakeholders regarding desired improvements along the corridor. Attendees noted the current lack of safe pedestrian crossings, the importance of bicycling and walking to the growth and success of the city, the lack of consistency and quality of existing bicycle and pedestrian infrastructure, the need for dedicated bicycle facilities, and the need for better management of loading on Gilbert Street. The full summary of input collected during the stakeholder meetings and open house is provided in the memorandum titled "Gilbert Corridor Complete Street Study Public Input" dated October 16, 2017. Based on traffic analysis and public input, three distinct alternatives have been developed over the existing conditions. These alternatives are described in the following sections. City of Iowa City 11 Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection Complete Street Corridor Alternatives In addition to the no build scenario, three complete street alternative concepts have been developed and evaluated for their potential to address factors critical to project success. Each of these three alternatives are described in the paragraphs below. These alternatives are also shown in the corridor map, cross section illustrations, and concept plans included at the end of this memorandum. No Build As its name implies, the no build option does not include any geometric or operational changes to the Gilbert Street Corridor. The four -lane roadway would retain shared lane markings for the length of the corridor to reinforce the outside travel lane as a shared lane for bicyclists and motorists. This option is included for consideration as the baseline against which other design options can be compared. Alternative 1 The first complete street option presented for Gilbert Street consists of a 4 -lane to 3 -lane road diet with conventional bike lanes (or buffered bike lanes where width permits, as noted below) from Market Street to Kirkwood Avenue and from McCollister Boulevard to Highway 6. On the approaches to Burlington Street (Highway 1), right turn lanes are maintained for the north and southbound approaches to facilitate traffic flow. In the segment between Kirkwood Avenue and Highway 6, the proposed bikeway that is envisioned by the travel lane conversion can take two directions. The first approach is to add the bike lanes from Kirkwood Road to south of Highway 6 with the road diet, although as development occurs and additional right-of-way is obtained by the City, the bike lane will need to be upgraded to a more separated bikeway. The other option, knowing that development is taking place, is to provide a bidirectional separated bikeway to travel west on Kirkwood Avenue to the Iowa River Trail, then utilize the Iowa River Trail to travel south under Highway 6 and reconnect with Gilbert Street by way of the Highway 6 side path, then add the bike lanes with a travel lane conversion south of Highway 6. When Gilbert Street improvements take place, a bidirectional separated bikeway or shared -use path can be implemented on the west side of Gilbert Street between Kirkwood Avenue and south of Highway 6, then transition to a buffered bike lane south of Highway 6 as the base approach includes. This second approach acknowledges the need for Gilbert Street to become a five - lane roadway accommodate future land use changes that will impact travel on Gilbert Street. In some areas along the corridor, there is width to offer loading zones to support adjacent businesses. These loading zones should be located in the southbound direction south of Burlington Street (Highway 1), and in the northbound direction approaching Market Street. In addition, the center turn lane can be used for loading and unloading. Pedestrian crossings will be added at Court Street, as well as north of Highway 6 to address pedestrian paths of travel that were related to the study team by stakeholders. Alternative 2 The second complete street design option consists of a build option of a bidirectional raised and separated bikeway on the west side of Gilbert Street. This option would also require a 4 -lane to 3 -lane road diet, removing a single motor vehicle travel lane from each direction and providing a two-way center turn lane. In instances with right-of-way and width constraints, such as the railroad underpass south of Bowery Street the bidirectional separated bikeway would transition to a shared -use path. As with Alternative 1, right turn lanes 2 1 City of Iowa City, IA Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection would be added in the north and southbound directions of Gilbert Street at the Burlington Street (Highway 1) intersection to provide added operational benefit. As with Alternative 1, the issue is apparent that south of Kirkwood Avenue to Highway 6 will be changing in the future, and this alternative should be included in roadway redevelopment plans as a raised and separated bikeway. In the interim, the protected bikeway can be along Gilbert Street from Market Street to Kirkwood Avenue, then travel west for a connection to the Iowa River Trail as an on -street protected bikeway. The bidirectional protected bikeway would resume on Gilbert Street south of Highway 6 and continue south to McCollister Boulevard. In the areas adjacent to businesses south of Burlington Street, there is width to break the separation between the bikeway and the adjacent motor vehicle travel lanes and mark a loading zone with the cycle track in the southbound direction. In addition, the center tum lane can be used for loading and unloading. Pedestrian crossings will be added at Court Street, as well as north of Highway 6 to address pedestrian paths of travel that were related to the study team by stakeholders. The cycle track option does not extend south of Highway 6. A sidepath already exists and should be completed to connect to the sidepath along the south side of Highway 6, as opposed to a cycle track. This combined with bike lanes south of Highway 6 on Gilbert Street provide a complete network for bicyclists and pedestrians when combined with bike lanes on Gilbert Street. Alternative 3 The third complete street design option consists of a build option of a 14' shared -use path on the west side of Gilbert Street. This option would also require a 4 -lane to 3 -lane road diet in much of the corridor by removing a single motor vehicle travel lane from each direction and providing a two-way center turn lane. In many segments, though, where right-of-way and width is available, we can provide travel lanes for addressing traffic operations, yet maintain a wide shared -use facility. As with Alternatives 1 and 2, right turn lanes would be added in the north and southbound directions of Gilbert Street at Burlington Street (Highway 1) to provide added operational benefit. Also, as with Alternatives 1 and 2, the issue is apparent that south of Kirkwood Avenue to Highway 6 will be changing in the future, and this alternative of a wide shared -use path should be included in roadway redevelopment plans as a raised and separated multi -use facility. The shared -use path will continue south of Highway 6 to McCollister Boulevard, connecting to the existing side path. In the areas in from to businesses north and south of Burlington, there is width to offer loading zones with the side path in the southbound direction, or the center turn lane can be used for loading and unloading. Pedestrian crossings will be added at Court Street, as well as north of highway 6 to address pedestrian paths of travel that were related to the study team by stakeholders. Evaluation The evaluation of each alternative is based on criteria developed through input from the public during the open house event, during which attendees expressed their preference for desired outcomes and criteria to measure project success. The evaluation of each option is shown in the matrix on the following page, as well as discussed in detail in the commentary on the following pages. City of Iowa City 13 Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection Gilbert Street Complete Street Project: Corridor Option Evaluation Legend Substantial Positive Impact Moderate Positive ImpactNo Build No Impactnimal Impact Option 0 Moderate Negative ImpactBike Substantial Negative Impact • • • Road Diet with Lanes Option Option Road Diet Road Diet with Separated CycleTrack Emergency Response Time Q Q Q Motor Vehicle Speed O 0 Collisions - Auto Q 0 Collisions -Pedestrian Q 0 Collisions -Bicycle 0 0 0 0 Additional Pedestrian Lighting Q Q 0 0 VehicularTravel Time Delays Q ® Q Q - Pedestrian Crossing Times Q 0 Number of Pedestrian Trips Q 0 0 0 • Bicycle Comfort • Q 0 0 Transit Ridership Q Q 0 0 Vehicular Diversions Q ® Q h Community Connectivity O 0 0 0 Retain Street Trees Q Q Q Q • Stormwater 0 O 0 0 Motor Vehicle Noise Q 0 0 0 • Potential to Enhance Pedestrian Lighting O O • • Embrace/Highlight History, Cul- ture and Architecture ' Quality of Pedestrian Environment Q 0 0 0 • Quality of Bicycle Environment Q 0 Quality of Transit Environment 0 0 • Public Art Q O TBD TBD • Property/Land Value Q 0 0 0 4 1 City of Iowa City, IA Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection No Build Conditions under the no build option are likely to remain the same. These include high level of traffic stress for bicycle traffic and continued pedestrian crossing issues at both controlled and uncontrolled locations along the corridor. Alternative 1 Of the three design alternatives that include a road diet option, the conventional bike lane option offers an attractive combination of low cost and easy implementation. Unlike the bidirectional separated bikeway and shared -use path options, the bike lane option requires no physical changes to the existing roadway width and can be implemented entirely through restriping. It also has the benefit of establishing the road diet concept and allowing the City to implement one of the other two design options in the future as the corridor continues to redevelop and additional right-of-way is obtained. Safety benefits for all road users are likely to result from the road diet, which will reduce travel speeds, increase bicyclist visibility through the provision of a dedicated travel space, and reduce the number of intersection conflict points between motorists, bicyclists, and pedestrians. Bicyclists will benefit from increased connectivity to existing bikeways and local destinations, as well as a greater level of comfort along Gilbert Street (but not to the same degree as the other design options). However, the conventional bike lane option is not an all -ages, all -abilities bikeway, and its use will likely be limited to more confident and experienced adult bicyclists. Pedestrians will benefit from the greater distance between the sidewalk and the single lane of motor vehicle traffic, as well as the reduced travel speeds, both of which create a calmer pedestrian experience. This will be particularly noticeable at pinch points along the roadway in which the sidewalk is immediately adjacent to the roadway. While motor vehicle traffic will likely benefit from a decrease in motor vehicle crashes, particularly crashes resulting in severe injury, there will likely be some travel time delays for motorists, which could also result in some motorists rerouting to adjacent corridors. Traffic operations will improve with the three -lane section verses the existing four -lane section but with added delay to through movements from the current conditions at traffic signals. Overall travel time through the corridor will increase minimally. In the 2035 condition conditions, traffic operations will degrade due to the additional demand placed on this section of south of Kirkwood Avenue to Highway 6 in the future conditions. Widening to a five -lane section between Kirkwood and Gilbert will be necessary to maintain an acceptable level of service, along with transition of the bike lanes to a parking protected two-way bikeway on the west side of Gilbert Street. We have included a parking protected bike lane cross section (Figure 11), that can be constructed with widening of Gilbert Street in the future. Transition to the 5 -lane section and from the 5 -lane section will be critical for safe interaction between bikes and cars. A two-way street level cycle track option is provided in Figure 9, for a connection to the Iowa River Trail as an alternative to the road diet south of Kirkwood to Highway 6. South of Highway 6, a road diet to a three -lane section, plus buffered bike lanes, are included in this option as Figure 12 which is the same for Alternative 2. City of Iowa City 15 Gilbert Street Active Transportation Study Alternatives Concept Development, Evaluation & Selection Alternative 1 has a planning level cost estimate of $236,246.45 and is the least costly of the three alternatives. Alternative 2 While considerably higher in cost than the conventional bike lane option, the bidirectional separated bikeway option results in benefits for all road users thatjustify its higher cost. Unlike the conventional bike lane option described above, the bidirectional separated bikeway option will require substantial modifications to the existing roadway and adjacent tree lawn on the west side of the street. The benefits realized from this option are substantial, particularly for bicyclists and pedestrians. Bicyclists benefit from the greatest level of comfort of all the design options through the provision of a physically separated space solely for bicycle traffic. The separation will also increase safety and reduce the number of conflict points between bicyclists and motor vehicles. As a result, bicyclists of all ages and abilities will find this bikeway both accessible and enjoyable. As the first separated bikeway project in Iowa City, the transformative power of this design option could build public support for additional separated bikeway projects throughout the City and result in a network of low -stress, high-quality bikeways for all people choosing to bicycle. Pedestrians will benefit from decreased crossing distances at signalized intersections and reduced exposure to motor vehicles. The separated bikeway will increase the distance between the west sidewalk and motor vehicle travel lanes, increasing pedestrian comfort. The relocation of the tree lawn may also provide opportunities to relocate or install new pedestrian -scale lighting. Impacts to motor vehicle traffic will be similar to those described for the conventional bike lane option, including moderate travel delays, some vehicular diversions to adjacent corridors, a reduction in motor vehicle crashes, and reduced travel speeds that are more respectful of the surrounding land uses, particularly in the denser Downtown area and neighborhoods immediately to the south. South of Highway 6 a road diet to a three- lane section plus buffered bike lanes are included in this option as shown in Figure 12. Alternative 2 has a planning level cost estimate of $1,050,124.80 and is the second most expensive of the three alternatives. Alternative 3 The shared -use path design option is the most expensive of the three with an estimated price more than double the next most expensive option, the bidirectional separated bikeway. This high cost is due in great part for the need to relate utilities to accommodate the shared -use path and relocate the tree lawn towards the center of the right-of-way. The shared -use path option will result in nearly identical positive and negative impacts as those described above for the bidirectional separated bikeway, with the primary difference being a slightly reduced level of comfort for both bicyclists and pedestrians, particularly along heavily traveled segments in Downtown and adjacent to the University of Iowa campus. 6 1 City of Iowa City, IA Gilbert Street Active Transportation Study Alternatives Concept Development. Evaluation & Selection South of Highway 6 a road diet to a three -lane section, plus buffered bike lanes are included in this option as shown for Alternative 1 and Alternative 2, but the widening of the side path to a shared use path 10' wide is shown as Alternative 3 in Figure 13. Alternative 3 has a planning level cost estimate of $2,873,945.63 and is the most expensive of the three altematives. Conclusion Each of the concept alternatives described above has considerable potential to positively impact multimodal transportation along the Gilbert Street corridor. While each alternative has its distinct advantages and disadvantages, Alternative 1, the conventional bike lane option, is recommended for near-term implementation. This lower-cost alternative introduces the road diet concept and conventional bike lanes to Gilbert Street, thereby calming traffic, providing a dedicated space for bicyclists, and increasing safety for all road users. As part of a long-term strategy for the evolution of Gilbert Street into a place that fully embodies the principles of a complete street, the City of Iowa City should build on the initial road diet and bike lane alternative by pursuing the cycle track alternative, which will provide a greater level of quality, comfort, and safety for bicyclists and other road users. As traffic volumes increase and development takes place south of Kirkwood Road, depending on the amount of right of way secured by the city, the two-way cycle track option (Figure 12), or the parking protected bike lane option (Figure 11), can be constructed with roadway improvements on Gilbert Street from Kirkwood to Highway 6 and the bike lanes removed. Connections between the bike lanes north of Kirkwood and the cycle track south of Kirkwood should be by way of a protected intersection treatment or raised plaza spaces. City of Iowa City 17 4Ylen 1wr� Amv� irvngrnmwn SwJy .VrerNmvr Cxnel� 0.vaep�vn�, FvWvunn 4 SelerWn Figure 1: Concept Alternatives Map [n4mwtmmrtiHa+ro WATERFRONT JrmNwpaYra�xrrye V 9R` _ Gilbert Street Complete Street Corridor Study Concept Alternatives Map --- r. crow.rNawaruom aa� nro,ruimxgz.. �.� ���� ___ �e�N.r T-aNmtNnNcrxn.m � r�x.�aana.w.rww�y �� 8 lta w.awnswn ___ u..r�.e..r s-Nawna..s,ua na.w,narra. V.vNdIRFN y "62� Cbb�SeslNe lan I.wErrw:w. WwNpp Nnm 99 o iboMdwglh:7 xwoEN 4£ q m 'tEE: Es3 R m a � p � I u �__ CI INiIIN __ Arwmuw.un9 �nPumOenrten Rnvmi n�wrye v� __ [n4mwtmmrtiHa+ro WATERFRONT JrmNwpaYra�xrrye V 9R` _ Gilbert Street Complete Street Corridor Study Concept Alternatives Map --- r. crow.rNawaruom aa� nro,ruimxgz.. �.� ���� ___ �e�N.r T-aNmtNnNcrxn.m � r�x.�aana.w.rww�y �� 8 lta w.awnswn ___ u..r�.e..r s-Nawna..s,ua na.w,narra. Figure 2: Alternative 1 - Conventional Bike Lane Section at Market Street (facing south) �o.e.wzm.r wt..,wm. Dmel�ne ca.,� sx sx rn�wLan�� arN OF ox sx sx sa..„n f]M1 .M1.ra... I.—." O. v:b:..M1 N1i.._.� Op Mle�tla')f Figure 3: Alternative 1 - Conventional Bike Lane Section between Market Street and Burlington Street and Prentis to Kirkwood (facing south) B"r lw.l�n WOy 91r 6n r ISIr IrM1 6a fli Y74 rvrvryorwwim.ri. Figure 4: Alternative 2 - Cycle Track Section between Market Street and Burlington Street (facing North) sex 1Y.mm..<m<�p 0.vbpmmt F.lueenY Lw<!on patwwpl+s I Nf9 P^NIS NM9 tlY MY tlY eryM1 MN t;.] wvlwe y1eY r11wN4 M'qJ ev.°IM Np�il (4W -s 6upel) IaagS uoi6uipng pue laagS iayieW uaaialaq u0ll aS 41ed asp pae45 - ( ayieuialltl :s ain6id +va.r+s wa..e.•s i.. Way..,Y.a. ..w.•..Na Ons wan<n..,e �.ws vwn Figure 6: Alternative 1 I I Conventional Bike Lane Section South of Burlington Street (facing south) rMwlw tunl�x PMIw N11� rW iwpl�n OY9 ve.aN• ax \N NMN \N MN aN saN \Ywla a M1�� r baN4 W1�MN'3T IN .n S—Yam rr,-1� M--C—pr 0.�— Fd,vticn Y y4a agaN.arplu ., -T....- Figure T: Alternative 2 - Cycle Track Cross Section South of Burlington Street (facing south) FnNq i—'k LIlt aA.6 r�n� O alk s lao ft TMat, fM9 sxso T• ax •x wx rx o rx wx arr ax M - aaxpVSYm�M'IST - 1 O HiCNy olMwory m fl�M�9ie9 Ns aS-.nwdlvnew.a YY T^+xs Nw 4H N[ 4Y tlM NY ME 4t Tw•TY Wvl we+vi w.vs �+n>wa �N^s6 +n.r0 +ten w.i �nwa AIRY �.n +w syree (43nos 6upei) iaagS uoi6u4ing 10 yinoS uOlPaS 44ed asp paee45 - E anpewaiiV :8 aAn61d wu>.1+5 9 �P.MH lruregrq>C >w�>sMw.y� >P>5 ucewawn I w+� ��n5>��Tl GiMn Smn Arvw irvgeuuen Swtly Ahertiwe, [om�pr Cew4gm,nt Fv�uvm 6 Yk<ean Figure 9: Alternative 1 - Cycle Track Cross Section on Kirkwood Avenue between Gilbert Street and Riverfront Crossings Park/Iowa River Trail (facing east) 0 iasy irs it CWrtI s t arlrMR « Ion « , 91�pA fR l0a )Il ql1 1011 m0 Oh rO�aMaiw SM.0 m Figure 10: Alternative 1 - Bike lane Section between Kirkwood and Highway 6 with no widening (Facing South) sa...n sv.rw ssh nx nx •x sse sa...n sn uox PaY r. rn eer �rwe • mnSVJy ,hern,everCmrpr nevebpmrnt f�,lmwn H Ykrem 11,�rN5tivn [a�uep, R�.lepmen,, FJu.non x Lk�non Figure 11: Alternative 1 - Protected Bikeway Cross Section between Kirkwood and Highway 6 through the future Riverfront Crossing Development (facing north) t t flb.n Sbrr MMe ir�upwmn Setlr Mem.er.<m.yt Yer.lopn.nl Fr�..m Y YYreon Figure 12: Alternative 2 - Cycle Track Cross Section between Kirkwood and Highway 6 through the future Riverfront Crossing Development (facing north) WMIr Uylta bn SHn taeve ir�ysreeon Snvle Yrerneevee [onrept Avekpnenl Eve Ween 4 Ykreen Figure 13: Alternative 3 - Shared Use path Cross Section between Kirkwood and Highway 1 through the future Aiverfronl Crossings Development (facing north) 1 Y _ Mjcw .,, Figure 14: Alternative t and 2 - Existing Sidepath with Buffered Bike Lane Cross Se"ion South of Highway 6 (facing south) yYwi 'Oft 6R IIR IlR IIR 6R IOh M �X ah aX.m. W..[ p 0.r.bpnm EMuoanb XkNan nq*IR Ck,ill il T n ku •wl�^oolzi us ar vxs •.n v+ us uu uxi uu xs aoi nn w•s�s +n .n+w .yo .•nwa +��i ++•i+•,a �mx ...irn +�>u� e�+�.� (41nos 6unep 9 Aees46!M )o 44no5 uo!pag sso,D auel a%!8 Pa'aNn9 4&m 41.E asp pwe41 - £ an!leuuatjv :91 ain6!l „o...>,z q..00..ry+,..Wnw.w.a,.w>.•w•.••ur sws •=n•.•+�•u �wr n•.s �•wr 100 Webster Street, Suite 300 Oakland, CA 94607 (510)540-5008 www.altaplanning.com MEMORANDUM To: Kent Ralston, Metropolitan Planning Organization of Johnson County From: Paul Wojciechowski. AICP, P.E. — Principal, Alta Planning + Design Joseph Paull, Err — Engineer I (E17), Alta Planning + Design Date: April 6, 2018 Re: Iowa City Bicycle Master Plan - Gilbert Street Road Diet Sensitivity Analysis Introduction This memorandum is intended to discuss the results of a concept level sensitivity analysis of the road diet on Gilbert Street in Iowa City, IA. The road diet consists of reconfiguring the 4 -lane cross-section of the corridor into a three- lane corridor with bicycle facilities. Concerns were identified by the City of Iowa City about the long-term feasibility of the concept, especially between the corridors of Kirkwood Avenue, and Highway 6, and determine when widening would be necessary to accommodate retaining the bike lanes in an enhance parking protected configuration. This memorandum, using standard vehicular volume growth rates, identifies at what points in time the corridor becomes impacted negatively by growing vehicular volumes, and at what point the intersections begin to exceed their capacity. Should development in the area occur at an accelerated rate, the widening may be necessary earlier than noted in the results. Volume and Growth Data ADT volumes were provided for the Gilbert Street corridor and several key cross -streets for the year 2014 and predicted ADT volumes for the year 2045. Through these volumes, the growth rates below were established and approved by the MPO: • 1% growth rate on Gilbert Street north of Highway 6 • 2.5% growth on Gilbert Street south of Highway 6 • 0.5% growth on Highway 6 and Highway 1 • 1%growth on all other cross -streets • Average of intersecting growth rates for all turning movements These growth rates were then applied to the volumes from the vehicular counts that were provided by the City to generate predicted turning movement volumes for the 2035 design year. The predicted turning movement volumes were then introduced into the traffic model for the road diet conditions, which has been previously assessed for existing volumes (see Gilbert Street Existing and Future No -Build Analysis Memo). Analysis Process The LOS analyses were conducted in the traffic analysis program, Synchro. Volumes used during the traffic analysis were the predicted volumes based upon the calculated growth rates. Base signal timings were based Iowa City, IA 11 Iowa City, IA Bicycle Master Plan upon data provided by the City. The only modifications that were made to the future -year models' timings were to optimize the signal cycle split times (not the cycle lengths offsets) if doing so resulted in preserving an acceptable LOS for an approach or corridor. It is identified in Table 1 (Page 3) and in Table 2 (Page 4) for each year that this occurs. As traffic volumes increase at different growth rates as documented above, different movements and approaches will require more or less time each cycle to accommodate the demand. However, it may take a build condition along Gilbert Street for the City to reevaluate the existing cycle lengths and network offsets for the coordinated system, therefore the existing cycle lengths and offsets were maintained. A queueing analysis was conducted for the future year conditions as well. This was done using Synchro, as well as the traffic simulation software, SimTraffic. For each set of results, the 951h percentile queue length was used to assess the conditions impacts on queueing. This value is accepted as an industry standard for'worst- case' scenario of what queueing may result. These queue lengths were then measured against roadway link lengths (distance to next intersection) to assess vehicular spill-over to other corridors. A corridor LOS assessment was also conducted based upon predicted AADTs using the same growth method for the turning movements and comparing them to Table 4-1 of the 2012 FDOT Quality/Level of Service Handbook, which has been used throughout the nation as a standard for comparing AADT values to capacity. Using the table, the AADT that would need to be surpassed to lead the corridor to exceed capacity would be 18,795 vehicles. Disclaimer: Future volumes represent predicted traffic volumes and should not be viewed as exact values. The growth rates are based upon observed trends in the past and are applied to the future. However, many variables can affect future traffic volumes and not all of them can be accounted for or predicted. Political, economic, cultural, and natural events or decisions can unpredictably affect traffic and vehicular trips. These volumes and the resulting traffic conditions should be viewed as general guidelines of what can be expected for the corridor in question. This memorandum represents a conceptual level, low -intensity assessment and does not represent a full traffic analysis report. 2 1 Iowa City, IA Gilbert Street Road Diet Traffic Analysis Analysis The following section identifies the results of the Level of Service (LOS) analyses and Queue Length analyses conducted for this memorandum. The section of the corridor that was of greatest concern, as it was the section with the highest traffic volumes according to the traffic volume growth for year 2045 provided by the MPO, was the section of the corridor between Kirkwood and Highway 6. As such, those two intersections are addressed in detail below. The results of the LOS analyses for the intersection of Highway 6 and Gilbert Street can be seen in Table 1, below. The letters represent the LOS on a scale of A -F, and the numbers in the parenthesis represent the average vehicle delay in seconds. The assessment was conducted for years 2017 through 2045, and the results from years 2023 through 2040 are shown for their relevance. Table I - LOS Sensitivity Results (Highway 6) Year Intersection Level of Service Approaches EB WB NB SB 2023 D (53) D (41) E (65) E (64) D (51) 2024 D (54) D (41) E (66) E (67) D (52) 2025 E (56) D (42) E (67) E (70) D (53) 2026 E (57) D (43) E (68) E (74) D (54) 2027 E (59) D (47) E (68) E (75) D (54) 2028 E (60) D (47) E (68) E (79) D (55) 2029" E (62) D (51) E (80) E (72) D (55) 2030 E (65) D (52) F (81) E (77) E (56) 2031 E (67) D (53) F (82) F (81) E (57) 2032 E (69) D (54) F (84) F (85) E (59) 2033 E (71) D (55) F (85) F (91) E (61) 2034 E (73) E (55) F (87) F (97) E (63) 2035 E (75) E (56) F (89) F (102) E (65) 2036 E (77) E (57) F (90) F (108) E (67) 2037 E (79) E (58) F (92) F (114) E (70) 2038 F (82) E (59) F (93) F (120) E (72) 2039 F (85) E (59) F (95)F (127) E (74) 2040 F (88) E (60) F (97) F (134) E (77) *In Year 2029, cycle splits were maximized to ensure that the LOS of the westbound approach did not /ail (LOS F) The results of this analysis show that first approach to receive a failing LOS of F is the Westbound approach on Highway 6, in Year 2030. After that approach fails, the northbound approach receives a failing LOS of F in the year 2031, with the entire intersection receiving a LOS of F in year 2038, with an intersection average vehicle delay of 82 seconds. Iowa City, IA 13 Iowa City, IA Bicycle Master Plan The results of the LOS analyses for the intersection of Kirkwood and Gilbert Street can be seen in Table 2, below. The letters represent the LOS on a scale of A -F, and the numbers in the parenthesis represent the average vehicle delay in seconds. The assessment was conducted for years 2017 through 2045, and the results from years 2020 through 2035 are shown for their relevance. Table 2 — LOS Sensitivity Results (Kirkwood) The results of this analysis show that first approach to receive a failing LOS of F is the southbound approach on Gilbert Street, in Year 2022. After that approach fails, the intersection fails in year 2035 with an intersection average vehicle delay of 82 seconds. Queueing analyses were conducted for both of these intersections and queue lengths did not create any concerns prior to the failing of the intersections. It is likely, based upon the provided data and resulting analyses, that the intersections will fail and vehicle delay will become a problem before any spill-over of vehicles occurs onto adjacent corridors. A corridor sensitivity analysis was conducted as well. Using the FDOT table, the AADT that would need to be surpassed to lead the corridor to exceed capacity would be 18,795 vehicles. According to the growth models, the corridor will exceed this volume in 2022. This would be exceeded in the stretch of the corridor from Highway 6 to Kirkwood. The remainder of the corridor should remain well within capacity according to the predicted volumes. 4 1 Iowa City, IA Level of Service Intersection Year EB Approaches WB NB SB 2020 E(58) D (53) D (50) D (49) E (77) 2021 E (59) D (53) D (50) D (50) E (77) 2022 E (61) D (54) D (51) D (53) F (82) 2023 E(62) D (54) D (51) D (53) F (85) 2024 E(63) D (54) D (51) D (54) F (87) 2025 E (64) D (54) D (51) E (56) F (90) 2026 E (66) D (55) D (52) E (57) F (93) 2027 E (68) D (55) D (52) E (59) F (97) 2028 E (69) D (55) D (53) E (60) F (100) 2029 E (71) E (55) D (53) E (63) F (103) 2030 E (73) E (55) D (53) E (65) F (107) 2031 E (74) E (55) D (53) E (66) F (110) 2032 E (76) E (56) D (53) E (68) F (114) 2033 E (78) E (56) D (54) E (70) F (118) 2034 E (79) E (56) D (54) E (72) F (122) 2035 F (82) E (56) D (54) E (75) F (125) The results of this analysis show that first approach to receive a failing LOS of F is the southbound approach on Gilbert Street, in Year 2022. After that approach fails, the intersection fails in year 2035 with an intersection average vehicle delay of 82 seconds. Queueing analyses were conducted for both of these intersections and queue lengths did not create any concerns prior to the failing of the intersections. It is likely, based upon the provided data and resulting analyses, that the intersections will fail and vehicle delay will become a problem before any spill-over of vehicles occurs onto adjacent corridors. A corridor sensitivity analysis was conducted as well. Using the FDOT table, the AADT that would need to be surpassed to lead the corridor to exceed capacity would be 18,795 vehicles. According to the growth models, the corridor will exceed this volume in 2022. This would be exceeded in the stretch of the corridor from Highway 6 to Kirkwood. The remainder of the corridor should remain well within capacity according to the predicted volumes. 4 1 Iowa City, IA Gilbert Street Road Diet Traffic Analysis Conclusions According to the sensitivity analysis, the intersection of Gilbert and Highway 6 will start to develop concerns of intersection capacity in year 2030 and the intersection of Gilbert and Kirkwood will start to develop those same issues in year 2022. The corridor itself will exceed capacity in year 2022 according to the FDOT tables. As such, this stretch of the corridor should be reassessed in year 2022 using new traffic volume counts. If the reassessment finds the corridor exceeds capacity, then a new design for the corridor should be considered and the two intersections should also be assessed and improved at that time. Iowa City, IA 15 d t -Eo CITY OF IOWA CITY UNESCO CITY OF LITEMW RE _T1372448 IP4 PENDING CITY COUNCIL WORK SESSION TOPICS May 23, 2018 Strategic Plan Actions Requiring Initial City Council Direction: 1. Undertake a comprehensive assessment of the current public transit system and implement changes to assure that the service best meets the needs of the entire community 2. Through cooperation with the Iowa City School District, Iowa Workforce Development, Kirkwood Community College, Iowa Works, and others, increase opportunities for marginalized populations and low- income individuals to obtain access to skills training and good jobs 3. Improve collaborative problem -solving with governmental entities in the region on topics of shared interest 4. Explore expanded use of a racial equity toolkit within City government, embedding it within city department and Council levels 5. Consider elevating hourly staff wages to $15/hour or more within two years Other Topics: 1. Joint meeting with the Telecommunications Commission 2. Review 2016 and 2017 Police Department traffic stop data with Dr. Chris Barnum of St. Ambrose University 3. Discuss Council Member appointments to committees (term limits) 4. Review alternative revenue sources 5. Consider increasing the salary and benefits for Council members effective January 1, 2020 6. Consider a plan for rubberized surfacing at park playgrounds and develop strategies to address equity gaps noted in the Parks Master Plan and plan for the equitable distribution of destination parks within an easy and safe distance of all residents. (request Parks Commission to discuss first) 7. Joint meeting the Johnson County Board of Supervisors (Scheduled for September 18a', 2018) 8. Review of RFC Form Based Code, including density bonus provisions and height allowances From Council member Cole 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration U.S. Department of Transportation Federal Highway Administration Late Handouts Distributed 1200 New Jersey Avenue, SE Washington, DC 20590 _ 202-366-4000 g Safety. Road Diet Informational Guide Table of Contents 2. Why Consider a Road Diet? Road Diets have the potential to improve safety, convenience, and quality of life for all road users. Road Diets can be relatively low cost if planned in conjunction with reconstruction or simple overlay projects since applying Road Diets consists primarily of restriping.ii 2.1 Benefits of Road Diets For roads with appropriate traffic volumes, there is strong research support for achieving safety benefits through converting four-lane undivided roads to three-lane cross sections with TWLTLs. Operational and design changes associated with Road Diets that promote safety include reduced vehicle speeds, reduced vehicle-pedestrian, - bicycle, and -vehicle conflicts. For detailed information about the research behind the safety impacts of Road Diets, see Appendix A. 2.1.1 Improved Safety As noted previously, Road Diets reduce vehicle-to-vehicle conflicts that contribute to rear-end, left-turn, and sideswipe crashes by removing the four-lane undivided inside lanes serving both through and turning traffic. Studies indicate a 19 to 47 percent reduction in overall crashes when a Road Diet is installed on a previously four-lane undivided facility as well as a decrease in crashes involving drivers under 35 years of age and over 65 years of age.1—' L' Road Diets improve safety by reducing the speed differential. On a four-lane undivided road, vehicle speeds can vary between travel lanes, and drivers frequently slow or change lanes due to slower or stopped vehicles (e.g., vehicles stopped in the left lane waiting to turn left). Drivers may also weave in and out of the traffic lanes at high speeds. In contrast, on three-lane roads with TWLTLs the vehicle speed differential is limited by the speed of the lead vehicle in the through lane, and through vehicles are separated from left-turning vehicles. Thus, Road Diets can reduce the vehicle speed differential and vehicle interactions, which can reduce the number and severity of vehicle-to-vehicle crashes. Reducing operating speed decreases crash severity when crashes do occur. The figures below illustrate conflict points and safety issues related to turning movements for four-lane undivided roadways and three-lane cross sections. https:l/safety.fhwa.dot.gov/road_dietslguidance/info_guide/ch2.cfm#s211 1/7 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration Figure 4. Mid-Block Conflict Points for Four-Lane Undivided Roadway and Three-Lane Cross Section Four-Lane Undivided Three-Lane , y II t i 1 f , i 0 1 * r t t ' 1 I ' : , ♦1 t 1 t 1 iglib i i ; (Adapted from Welch, 1999) Figure 5. Crossing and Through Traffic Conflict Points at Intersections for a Four-Lane Undivided Roadway and a Three-Lane Cross Section Four-Lane Undivided Three-Lane I 1 4 11 h • , • • , • . • I • , . • , • • • 4 1 4., IT (Adapted from Welch, 1999) Figure 6. Major-Street Left-Turn Sight Distance for Four-Lane Undivided Roadway and Three-Lane Cross Section httpsi/safety.thwa.dot.gov/road_diets/guidance/info guide/ch2.cfm#s211 2/7 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration Four-Lane Undivided Three-Lane (Outside Lane Traffic Hidden by (No Hidden Vehicles) Inside Lane Vehicle) 1 1 1 1 • 11111G1--- . c 1 1 1 1 I 1 1 (Adapted from Welch, 1999 2.1.2 Operational Benefits Additionally, a Road Diet can provide the following operational benefits: Lessons Learned • Separating Left Turns. Separating left- turning traffic has been shown to reduce In one case in Grand Rapids, Michigan,the transit delays at signalized intersections. agency moved a bus route that had become too • Side-street Traffic Crossing. Side-street slow and unpredictable after a Road Diet. traffic can more comfortably enter the mainline roadway because there are fewer lanes to cross. This can reduce side-street delay. • Speed Differential Reductions. The reduction of speed differential due to a Road Diet provides more consistent traffic flow and less "accordion-style" slow-and-go operations along the corridor. On some corridors the number and spacing of driveways and intersections leads to a high number of turning movements. In these cases, four-lane undivided roads can operate as de facto three-lane roadways. The majority of the through traffic uses the outside lanes due to the high number of left-turning traffic in the inside shared through and left-turn lane. In these cases a conversion to a three-lane cross section may not have much effect on operations. 2.1.3 Pedestrian and Bicyclist Benefits Road Diets can be of particular benefit to nonmotorized road users. They reallocate space Figure 7. Addition of a Bike Lane Creates a Buffer from travel lanes—space that is often converted between Pedestrians and Moving Vehicles to bike lanes or in some cases sidewalks, where these facilities were lacking previously. These new facilities have a tremendous impact on the mobility and safety of bicyclists and pedestrians as they fill in a gap in the existing network. Even the most basic Road Diet has benefits for pedestrians and bicyclists, regardless of whether https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/ch2.cfmi#s211 3/7 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration specific facilities are provided for these modes. tOP As mentioned above, the speed reductions that • -44 •111'w, are associated with Road Diets lead to fewer and less severe crashes. The three-lane cross-section K also makes crossing the roadway easier for pedestrians, as they have one fewer travel lanes to cross and are exposed to moving traffic for a - `fin fi' l . shorter period of time. Igo - .- . - ra - Uncontrolled and midblock pedestrian crossing locations tend to experience higher vehicle + travel speeds, contributing to increased injury f. and fatality rates when pedestrian crashes occur. Midblock crossing locations account for more than 70 percent of pedestrian fatalities.-1-4 4 Zegeer Photo Credit Jennifer Atkinson et al. (2001) found a reduction in pedestrian Figure 8. Mid-block Pedestrian Refuge Island crash risk when crossing two- and three-lane - ---- _ - roads compared to roads with four or more lanes)-5 With the addition of a pedestrian refuge island-a raised island placed on a street to separate crossing edestrians from motor `. vehicles(see Figure 8)-the crossing becomes • { shorter and less complicated. Pedestrians only ` �'. ': ' g have to be concerned with one direction of travel -' • • at a time. Refuge islands have been found to provide important safety benefits for ` pedestrians) Road Diets often include either onaE"street _ __ ��, _,,.•,r- parking or a bike lane,which create a buffer Photo Credit:Jennifer Atkinson between pedestrians and moving vehicles. This is especially beneficial in central business Figure 9. Pedestrian Refuge Island on a Road Diet districts if officials desire to improve the Corridor in Chicago pedestrian experience. For bicyclists,the biggest benefit of Road Diets is through the addition of bicycle facilities. A Road Diet can transform a street that was formerly difficult for a bicyclist to travel along to a comfortable route that attracts many more bicyclists. When bicycle lanes are striped, bicyclists are more visible and motorists know where to look for them, speeds are reduced, and bicycle safety can be improved. In some cases, buffered bicycle lanes are added by providing a visual or even physical barrier between modes of travel (e.g., adding flexible delineators on the lane line between motor vehicles and bicycles.) This further enhances the comfort of the route and may encourage increased usage. Even without a dedicated bicycle lane or buffer, a motorist on a three-lane roadway is able to move over closer to the center lane on a three- httpsl/safety.fhwa.dot.gov/road diets/guidancefinfo_guide/ch2.cfrr s211 4/7 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration lane roadway when approaching a bicycle. A `As: ti a. . W' motorist on a four-lane undivided roadway will ",A'M.. have less opportunity to move over to the left as +4 " ` At '' .� pp Y ,,t�t--�- ,r it is an active travel lane. vv.'� se-N , .. ��i ` 4i - ,. 2.1.4 Livability Benefits ',; .:..1,, , I1, �`-% v `; `.;,` IZ4 . l t� ' • I t,E Added to the direct safety benefits, a Road Diet _' .k„ :, 4_ . , can improve the quality of life in the corridor through a combination of bicycle lanes, —_- _ _ • pedestrian improvements, and reduced speed differential, which can improve the comfort - 7___:,_ - level for all users. Livability is, "about tying the quality and location of transportation facilities to broader opportunities such as access to good r jobs, affordable housing, quality schools, and safer streets and roads."n Road Diets can help • • ,,_ achieve desired livability on certain roadways. - -• i a a: i. --t _ 2.2 Synergies and Trade-offs Photo Credit: Stacey Meekins Interviews with agencies that have implemented Road Diets found many synergies between improvements for one mode and their impacts on Pedestrian Refuge another. The City of Chicago found that the addition of pedestrian refuge islands, as Pedestrian refuge islands can reduce pedestrian- illustrated in Figure 9,was a significant benefit related crashes by up to 46 percent.-11 of their Road Diets. In some cases, improving pedestrian safety was the main objective of the Road Diet, but in other cases, the original intent was to add bicycle lanes or to simply address general traffic safety and/or operations issues. Table 2 summarizes the positive and negative potential impacts of various features of Road Diets based on findings from researcher field visits and agency interviews. Some of the treatments for one mode have obvious synergies with other modes, such as bicycle lanes that not only provide added comfort for bicyclists, but also for pedestrians by increasing their separation from vehicles. Other relationships are not as obvious. For instance, Road Diets in Iowa and Chicago generated increased vehicular traffic on the corridor, indicating an increase in demand after installation. In Pasadena,the unexpected benefit of a Road Diet to a pedestrian crossing(the pedestrians were able to safely cross more easily) eliminated the need for a pedestrian traffic signal, resulting in cost savings and the potential impacts of the traffic signal on traffic flow. Table 2. Practitioner Interview Results Summary: Road Diet Installation Observations Road Diet Primary/Intended Secondary/Unintended Secondary/Unintended Negative Impacts Feature Impacts Positive Impacts Bike lanes • Increased • Increased property • Could reduce parking, depending on mobility and valuesA design safety for bicyclists, httpsJ/safety.ffiwa.dot.gov/road diets/guidance/info guide/ch2.cfrn#s211 5/7 5/25/2018 Road Diet Informational Guide-Safety I Federal Highway Administration and higher bicycle volumes • Increased comfort level for bicyclists due to separation from vehicles Fewer travel lanes • Reallocate • Pedestrian • Mail trucks and transit vehicles can space for crossings are block traffic when stopped other uses easier, less • May reduce capacity. complexA • In some jurisdiction, maintenance • Can make finding funding is tied to the number of lane- a gap easier for miles, so reducing the number of lanes cross-traffic can have a negative impact on • Allows for wider maintenance budgets. travel lanes • Similarly, some Federal funds may be reduced. • If travel lanes are widened, can encourage increased speeds Two-Way Left Turn • Provide • Makes efficient • Could be difficult for drivers to access Lane dedicated left use of limited left turn lane if demand for left turns is turn lane roadway area too highA Pedestrian refuge • Increased • Makes pedestrian • May create issues with snow removal island mobility and crossings safer • Can effectively increase congestion by safety for and easier preventing illegal maneuvers pedestrians • Prevents illegal use of the TWLTL to pass slower traffic or access an upstream turn lane Buffers (grass, • Provide • Increases comfort • Grass and delineator buffers will concrete barriers and level for bicyclists necessitate ongoing maintenance. median, space by increasing plastic between separation from delineators) travel modes vehicles • Barrier can prevent users entering a lane reserved for another mode. https://safety.fhwa.dot.gov/road_dlets/guidanceMfo_guide/ch2.cfm#s211 6/7 5/2512018 Road Diet Informational Guide-Safety I Federal Highway Administration The impacts on transit varied among the Road Diets studied. In some cases,the Road Diet was seen as a positive by the transit agency. In other cases, particularly in less urban areas,the reduction of travel lanes caused congestion as traffic backed up behind buses loading and unloading at the curb. A similar consequence as a result of mail delivery was also found in less urban areas. Prior to the Road Diet, vehicles were able to pass stopped buses or mail carrier vehicles using the inside lane. The back-ups that occurred after the conversion resulted in some vehicles making illegal maneuvers to pass the bus in the two-way left turn lane (TWLTL). Some Road Diets include measures to address this issue, such as shoulders or dedicated pull-outs that allow buses and mail trucks to make their stops outside the travel lane. Road Diets can also introduce some traffic safety concerns. One concern is the use by pedestrians of TWLTLs as a refuge,which could make pedestrians vulnerable to being struck by vehicles traveling in the TWLTL. However, as evidenced in published assessments of Road Diet implementations, pedestrian safety is generally enhanced by this type of roadway reconfiguration, especially if a pedestrian refuge island is included. Some impacts are seen as a positive by some agencies and a negative by others,which may be Benefits for Buses dependent on the context and users of the roadway. In Iowa, a Road Diet along a truck A Road Diet on Ingersoll Avenue in Des Moines, route narrowed lanes from 13 feet to 10 feet; IA provided a benefit to buses: instead of stopping these seemed too narrow to commercial vehicle in a through lane and blocking traffic as they had drivers. Meanwhile, in Chicago and Michigan, done before the reconfiguration,the new design shoulders and buffers between bicycle lanes and accommodated transit buses with a bus turn out. travel lanes were added primarily to keep travel lanes to 12 feet wide or less. In these cases,the wider lanes were undesirable because they encourage faster speeds. In addition, a common concern in implementing Road Diets is that drivers on cross-streets or driveways may have difficulty finding a suitable gap in traffic to enter the main roadway because through traffic is now using a single through lane. However, in Chicago it was found that some side street traffic had an easier time crossing the corridor after the Road Diet was installed because the traffic patterns were simpler and gaps were easier to find. In some States maintenance funding can be affected. Lane-miles are sometimes used as the measurement to calculate budgets for maintenance activities, defined only as those miles used for motor vehicle traffic—not bicycle lanes, parking, or other uses. When a Road Diet is introduced, one-quarter of the motor vehicle lane- miles are removed,which can equate to a similar reduction in maintenance funds. Discussions are underway in affected states to address this situation. previous I next Page last modified on November 24,2014. Safe Roads for a Safer Future MMestment in midway safety saves lives https:l/safety.fhwa.dot.govlroad_diets/guidance/info.guide/ch2.cfm#s211 7/7 I l 1 St A®1,0 Date: May 24, 2018 CITY OF IOWA CITY MEMORANDUM To: Mayor and Council From: Geoff Fruin, City Manager Re: Transit Study Consultant Selection The FY19 budget contains funds to conduct a comprehensive analysis of the Iowa City transit system routes, hours of operation and pass/transfer policies. As previously discussed, staff reached out to the University of Iowa and nearby communities to gauge their interest in partnering on the study. Both the University of Iowa and the City of Coralville have expressed interest in further exploring how they might participate in such a study. In our discussions, there was great enthusiasm about the potential benefits of a study to each individual agency, and more importantly to the public. However, at this time it is very difficult to define a scope of service with enough specificity that firm proposals could be solicited as is typical with a Request for Proposal (RFP) process. In order to keep the project moving forward, I am recommending a slightly modified process for the development of a scope and selection of a consultant. I am recommending that staff begins to develop a Request for Qualifications (RFQ) document that can be used to solicit interest from industry consultants. The RFQ would generally describe the goals of the study and request information related to the firm's experience with similar studies, ideas for approach to our particular project, and a general framework for their cost structure. My hope is that a team of staff from all three participating entities can identify the most qualified and well-suited consultant through this process and utilize their expertise to craft a detailed scope of service that will meet our individual and collective needs. Subsequently, staff would negotiate a price and cost -share agreement for the study. With City Council concurrence, staff will begin drafting the RFQ document. Prior to issuance, we will share the document with the University of Iowa and Coralville and request their feedback. I also hope that we can schedule a work session in July so that you can provide your goals for the study and your ambitions for our transit system in general. This discussion will help staff as we work to select the consultant and develop a scope. Please let me know if you have any hesitations with this process or if you would like to schedule a discussion before staff spends the time working on the RFQ process. -s2T-ra - IP5 Date: May 24, 2018 To: City Council CITY OF IOWA CITY MEMORANDUM From: Ashley Monroe, Assistant City Manager; Interim Senior Center Coordinator Re: Overview of Iowa City/Johnson County Senior Center Membership and Participation Earlier this year, the City Council requested more information about participation levels at the Senior Center. The Center, in operation for over thirty-five years, provides the great majority of its services and programs to participants age 50 and over. A few goals of The Center include creating a positive community image of aging and the Senior Center, promotion of diversity and inclusion, and offering programs and resources that promote optimal health, socialization, and learning at all stages of life. The Center operates with a small staff of City employees, hundreds of volunteers putting in thousands of hours, and several advisory committees consisting of Center members and supporters. Residents are not required to hold a membership for the Senior Center to participate in activities at The Center but several spaces in the building, such as the computer lab, fitness rooms, and some classes, as well as extended building hours, are reserved for members. Non-members are welcome to take classes, attend events and programs, and use the classrooms during standard hours of operation, Monday through Friday. Staff has also made efforts to regularly schedule more intergenerational activities. The Senior Center issued 1,554 memberships in FY2017. Scholarship memberships are available for some community members at a significantly reduced rate. Of the 1,554 Senior Center memberships held, approximately 140 (9%) of these were scholarship memberships. Membership rates have been neither growing nor declining for the last several years. w -G9-1 a IP6 Community Residence Approximate Total Members Membership Percentage Annual Cost (Individual) Additional Household Member Iowa City Memberships 1,289 83% $40 $25 Johnson County Memberships 265 17% $75 1 $45 A total of 120,563 counted visits were made to The Center in 2016-2017. Although it would be very complicated for the Senior Center to compile data based on residency, they do track participation for each activity, service, and event using a combination of head count, registrations, and instructor reports. Some highlights for select activities and resources housed at The Center are as follows: Activity Total Center -sponsored or hosted activities 10,226 classes, special events, performances, volunteer activities and professional services Senior Nutrition Program 5,808 visits to congregate meal program Meetings and other services 3,883 visits with Visiting Nurses Association, AARP tax aide, Honoring Your Wishes, Senior Health Insurance Information Program SHIIP and others Evenin and weekend ro rams 1,565 visits Activities hosted at The Center by outside groups 619 programs Volunteering 26,650 hours by 628 volunteers Many volunteers and community partnerships help The Center provide these services and opportunities. In addition to volunteer hours, 118 partnerships were established with agencies that offered programs, donations of goods or services, or discounts to Center members. More info can be found in the Annual Report located at: https://www.icgov.org/city-government/departments-and-divisions/senior-center. -6s3a=Ti3 IP7 Julie Voparil From: Geoff Fruin Sent: Monday, May 21, 2018 12:52 PM To: Kellie Fruehling; Julie Voparil Subject: FW: You're Invited to the 2018 State of Downtown / Annual Meeting Info Packet please. thanks - Geoff Fruin City Manager From: Iowa City Downtown District [mailto:nancy=downtowniowacity.com@mai14.atl111.rsgsv.netj On Behalf Of Iowa City Downtown District Sent: Monday, May 21, 2018 8:00 AM To: Geoff Fruin <Geoff- Fru in@iowa-city.org> Subject: You're Invited to the 2018 State of Downtown / Annual Meeting YOU'RE INVITED View this email in your browser 2018 STATE OF DOWNTOWN IOWA CITY ' Wednesday June 13, 2018 lr-4�5pm - 7pm I*Wram @ 5:30PM ITP6 and national disrupter, Jon Sewell of CHOMP The Graduate Hotel, Downtown Iowa City I Hors Bar io Join the Iowa City Downtown District for the 2018 State of the Downtown at The Graduate Hotel The Iowa City Downtown District is looking forward to sharing the 2018 Annual Report highlights with the community, civic leaders, business partners, and our Downtown members at the latest new entry of hoteliers to Downtown Iowa City - the Graduate. We will be celebrating the vibrancy of new businesses, great community events, emerging public art, and the City's investment in the pedestrian mall renovation. Look for a brief program at 5:30pm from the ICDD and a thought-provoking discussion on the power of the collective with local disrupter of national disrupters, Jon Sewell of CHOMP. CV f 6? This email was sent to Geoff-fruinCaTiowa-city.oro why did I get this unsubscribe from this list update subscription preferences Iowa City Downtown District 103 E. College Street Suite 200 Iowa City, IA 52240 USA 2 05-24T8— IP8 Kellie Fruehling From: Sarah Cupp <srncupp09O2@grnail.corn> Sent: Monday, May 21, 2018 11:08 PM To: Peggy Loveless Subject: June Mental Health First Aid Class - Iowa City Senior Center Attachments: MHFAflyer_June7and14 2018ICSC (1).doc; MHFAflyer_June7and14_2018ICSC (1).pdf Enrollment is open for an upcoming Mental Health First Aid Class on Thursday, June 7th and Thursday, June 14th from 12:30-5:30pm at the Iowa City Senior Center. Please sign up soon if interested by calling the Iowa City Senior Center at 319-356-5220. Please see attached flyer and help us spread the word. The class is offered at no cost thanks to the Mental Health& Disability Services of the East Central Region. Registration is required, please call the Iowa City Senior Center to register during their business house (M -F Sam-5pm and Sat and Sun 10:30 am —1:30 pm). Continuing Education Credits are available through Kirkwood upon request, please let Peggy (mhedspecialists@gmail.com) know in advance if you would like to receive CEUs. Adult Mental Health First Aid Class Thursday, June 7`h and Thursday, June 14`h 12:30 pm --5:30 pm Iowa City Senior Center — 28 S. Linn Street, Iowa City, Iowa 52240 319-356-5220 Classes are offered at no cost Sponsored by Mental Health & Disability Services of the East Central Region What is Mental Health First Aid? The Mental Health First Aid (MHFA) program is an interactive 8 -hour certification class that introduces participants to risk factors and warning signs of mental health problems, builds understanding of their impact, and overviews common treatments. Specifically, participants learn: The potential risk factors and warning signs for a range of mental health problems, including: depression, anxiety/trauma, psychosis and psychotic disorders, eating disorders, substance use disorders, and self -injury, An understanding of the prevalence of various mental health disorders in the U.S. and the need for reduced stigma in their communities, A 5 -step action plan encompassing the skills, resources and knowledge to assess the situation, to select and implement appropriate interventions, and to help the individual in crisis connect with appropriate professional care, The appropriate professional, peer, social, and self-help resources available to help someone with a mental health problem. Similar to CPR, you will become certified as a Mental Health First Aider. Who should become a Mental Health First Aider? All of the following will probably be in church congregations — so all apply! Rather than list all below, 1 would say — everyone from your church/synagogue/temp)%tc. because they include (use following list) Participants for each training vary, but include hospitals and federally qualified health centers, state policymakers, employers and chambers of commerce, faith communities, school personnel, state police and corrections staff, nursing home staff, mental health authorized support staff, young people, families, and the general public. More Information on this Evidence Based Class https://www.mentalhealthfirstaid.org/cs/ Thank you, Peggy Loveless, Ph.D. Mental Health Education Specialists Mental Health First Aid Trainer mhedspecialists@smail.com Show your support by liking our facebook page MENTAL HEALTH FIRST AID CLASS You are more likely to encounter someone in an emotional or mental crisis than someone having a heart attack. Anyone can take the Mental Health First Aid course — from professionals to caring community members. Sometimes, first aid isn't a bandage, or CPR, or the Heimlich, or calling 911. Sometimes, first aid is YOU! Someone you know could be experiencing a mental illness or crisis. You can help them. Mental Health First Aid teaches a 5 -step action plan to offer initial help to people with the signs and symptoms of a mental illness or in a crisis, and connect them with the appropriate professional, peer, social, or self help care. Anyone can take Mental Health First Aid including primary care professionals, nurses, educators, nurse educators, social workers, state policymakers, volunteers, families, and the general public. Sometimes, the best first aid is you. Take the course, save a life, strengthen your community. MENTAL HEALTH FIRST All) MENTAL HEALTH FIRST AID TRAINING June 7 & 14, 2018; 12:30 to 5:30; Iowa City Senior Center Attendance at all classes are required to be certified and earn CEUs Instructor: Peggy Loveless, Ph.D., Mental Health Education Specialists PRE -ENROLLMENT IS REQUIRED — Please can Iowa City Senior Center to enroll at 319-356-5220 Class Location: Iowa City Senior Center - 28 S. Linn Street, Iowa City, IA 52240 NO COST TO PARTICIPANTS — SPONSORED BY alth/Disabilities Services of the East Central Region Assess for risk of suicide or harm Listen nonjudgmentally Give reassurance and information Encourage appropriate professional help Encourage self-help and other support strategies FULL ATTENDANCE AT BOTH CLASSES IS MANDATORY TO EARN A CERTIFICATE OR CEUS. CEUs/CEHs: Approved for nurses 0.89 CEUS through Kirkwood Community College, IBN Provider #30. Social workerswill receive a certificate of completion for 8.9 contact hours. Other allied health professionals are advised to consult the governing rules of their boards to determine if appropriate subject matter criteria will apply. A course evaluation will be available upon program completion. 0 Kellie Fruehling From: Johnson County Affordable Housing Coalition <jcaffordablehousing=gmai l.com@mai 124.sea3l.mcsv.net> on behalf of Johnson County Affordable Housing Coalition <jcaffordablehousing@gmail.com> Sent: Tuesday, May 22, 2018 12:02 PM To: Council Subject: TWO action items + Learn about Section 8 housing programs at our May community meeting on Friday! News and Updates from the Johnson County Affordable Is this email not displaying correctly? Housing Coalition! View it in Your browser. JOHNSON COUNTY Affordable Housing Coalition Please read below for action items for Iowa City and Coralville residents THIS FRIDAY! Join us for our May community meeting on Friday, May 25 at 12:00 pm at the Health and Human Services building, Rm 203. We'll be hearing from Steve Rackis, Iowa City Housing Authority, about public housing and Section 8 housing assistance in Johnson County. ALL are welcome --it promises to be a very informational session! ACTION ITEMS Coralville: On Thursday, May 24, the City of Coralville will be hosting a community workshop to discuss opportunities for redeveloping its Southeast District, featured here. You're looking at main roads Hwy 6 (east/west) and 1st Ave (north/south). & We want to make sure that residents speak up in support of preserving the availability of affordable housing in this area throughout the eventual redevelopment process. Please join us at 6:30 pm on Thursday, May 24 at Coralville City Hall for this discussion. Here's more info about the event: htto://coralville.orq/CivicAlerts.asox?AID=1581. If you plan to attend and would like to go over some potential talking points for the meeting, please contact Sara Barron at jcaffordablehousing@gmail.com. Iowa City: Forest View is facing new opposition from neighbors who oppose the creation/location of homes for Forest View mobile home residents whose trailers will be removed as part of the area's rezoning and redevelopment. You can read a brief history of the project here: htto://www.kcrg.com/content/news/Public-hearing-set-for-Forest-View- Develooment-in-Iowa-Citv--438213613.html Iowa City Planning & Zoning, a commission of seven IC residents, will consider the rezoning that will allow for these new, GREATLY improved homes on Thursday, June 7 at 7:00 pm at City Hall. We anticipate a significant presence at this meeting from opponents of these new homes for current Forest View residents. To show your support for these residents, please attend the Planning & Zoning meeting on Thursday, June 7. If you are planning to attend and/or speak during the public hearing, and would like to review some talking points before the meeting, please contact Sara Barron at jcaffordablehousing@gmail.com. Any Iowa City resident is encouraged to participate. Thank you for your support of housing that is affordable for all in Johnson County. See you on May 24 in Coralville, May 25 for our community meeting, and or June 7 in Iowa City! Copyright © 2018 Johnson County Affordable Housing Coalition, All rights reserved. Tylad(' 0 :. You are receiving this email because you signed up at an event or meeting. Our mailing address is: Johnson County Affordable Housing Coalition 308 E. Burlington St. PMB 121 Iowa City, IA 52240 Add us to your address book unsubscribe from this list I update subscription preferences 1 view email in browser IP10 I Z®I57 CITY OF IOWA CITY 410 East Washington Street Iowa City, Iowa 52240-1826 (319)356-5000 (319) 356-5009 FAX www. icgov. org May 15, 2018 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Application Specialist Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Application Specialist. Alexander Winter IOWA CITY CIVIL SERVICE COMMISSION k Wy s, Chair N _O C7 n O a --n �C") J bW— �r M -a M a r �D V, -L4-10 r 3 IP11 `m W 1ci" ZIN CITY OF IOWA CITY 410 East Washington $!reel Iowa City, Iowa 52240-1826 (3 t9) 356-5000 (319) 356-5009 FAX WWW.icgov.org May 15, 2018 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Maintenance Worker I — Athletic Fields Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Maintenance Worker I — Athletic Fields. Elijah Elliott IOWA CITY CIVIL SERVICE COMMISSION AL�-� Rick VKss, Chair ry m o �n m q D =- --MsN-T — IP12 • W04 CITY CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (3 19) 35 6-5 000 (319) 356.5009 FAX www.lcgov.org May 15, 2018 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Mass Transit Operator Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Mass Transit Operator. Karen Huebbe Mohamed Katile IOWA CITY CIVIL SERVICE COMMISSION /Y / ♦Iir�— Rick Wy s, Chair N O_ m �n _rn 3 LJ. - N -ar-Tr-rT- 1 r > IP13 N. CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (319) 356-5000 (319) 356-5009 FAX www. icgov. org May 18, 2018 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Internal Auditor/Budget Analyst Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Internal Auditor/Budget Analyst. Donetta Boone IOWA CITY CIVIL SERVICE COMMISSION Fick Wys , Chair N O_ m < C-) N E °� �rn N O —a'-a—f— I r 1 IP14 Mcco" `l 14 CITY OF IOWA CITY 410 East Washington Street Iowa City. Iowa 52240-1826 (3 19) 35 6- 5000 (319) 356-5009 FAX www. icgov. org May 18, 2018 TO: The Honorable Mayor and the City Council RE: Civil Service Entrance Examination — Community Service Officer/Station Master Under the authority of the Civil Service Commission of Iowa City, Iowa, I do hereby certify the following named person(s) as eligible for the position of Community Service Officer/Station Master. Rachel Schaapveld IOWA CITY CIVIL SERVICE COMMISSION ick W ss, Chair N _ >-i m b < t7 -C N _ r =gym _ rn a�C r 0 Minutes Human Rights Commission May 15, 2018 Helling Conference Room Preliminary IP15 Members Present: Jeff Falk, Joe Coulter, Adil Adams, Cathy McGinnis, Eliza Willis. Members Absent: Jonathon Munoz, Barbara Kutzko, Tahuanty Pena. Staff Present: Stefanie Bowers. Call to Order: Willis called the meeting to order at 5:34 PM Approval of April 17, 2018 Meeting Minutes: Coulter moved to approve the minutes; the motion was seconded by McGinnis. A vote was taken and the motion passed 5-0. Funding Request from Refugee and Immigrant Association: Funding in the amount of $400 is requested for an event to celebrate the courage, contributions, and resilience of refugees. Coulter moved to approve the funding request for $400; the motion was seconded by Adams. The motion was tabled until the June 19 Commission meeting. Staff is directed to seek more information on the event; including number of performers, the time of the event, and how many participants are anticipated. Strategic Planning Report 2018: Staff will send out a Sign -Up Genius to allow Commissioners to select what subcommittees they wish to,serve on based on the following areas of interest: Coulter (Public Safety and Housing); Kutzko (Community Outreach/Support and Education); McGinnis (Public Safety, Housing, Education); Pena (Education and Housing); Falk (Housing and Education); Adams (Community Outreach/Support and Education); Jonathan (Community Outreach/Support); Willis (Education and Housing). Collaboration/advocacy with the Iowa City Community School District: Willis will set up times for the advocacy group of the Commission to meet to further develop ideas on what Commission members could do to achieve this goal. Staff will send out minutes and information on the Iowa City Community School District's Equity Committee and also for the Board of Directors. Lendine Disparities in Federal Mortgage Data: Falk, the City Manager, Assistant to the City Manager and the Equity Director & Human Rights Coordinator will meet with representatives of Hills Bank and Trust in the next few weeks. In a blog on its website, Hills Bank stated that it erroneously over -reported a significant number of loan denials. This, in turn, led to Hills Bank "being named in the Reveal organization's report and painted an inaccurate picture of our bank's lending practices. We have since corrected these Minutes Human Rights Commission May 15, 2018 Helling Conference Room Preliminary numbers, re -filed them with the federal reporting agency, and shared this information with Reveal. " Falk requested the new information submitted to Reveal and was declined by Hills Bank and Trust until after the joint meeting. He also requested the new information submitted by Hills Bank and Trust from Reveal, but to date, has not received a response. Youth Awards: There were fewer honorees this year than in past years, but the event was well received and enjoyed by the community. Iowa City Pride 2018: Willis, Coulter, McGinnis, and Pena will alternate times to staff a table at this community event being held on June 16. Staff will send out a Sign -Up Genius once the time schedule has been published. Juneteenth: The event this year will continue with the annual Trailblazers Awards on June 22, followed by the community celebration on June 23. The Commission will sponsor an art and essay contest like in past years for youth. Human Rights Breakfast The event will be held on October 24. Possible key -note speakers include: Cecilia Norris (Director of the Free Medical Clinic), Tammy Nyden (Advocate for Children's Mental Health), Maureen McCue (Adjunct Clinical Assistant Professor in The University of Iowa Colleges of Public Health and Liberal Arts and Sciences), and Melissa Shivers (Vice -President of Student Life). Reports of Commissioners: Coulter will be attending a returning citizen re-entry simulation on May 18. Adams spoke on illegal drug use by youth in the immigrant community. Falk has been keeping a running spread sheet with the list of detainers in the Hardin County jail. There have been 23 new detainees since the Mt. Pleasant ICE raid. He also attended the Community Police Review Board's Annual meeting. Willis has asked staff to invite the Police Chief to an upcoming meeting. Adjournment: Motion to adjourn at 6:47 PM. The next Commission meeting will be on Tuesday, June 19,•2018. Member Attendance Sheet Member Term Exp. 1/9 1/23 2/28 3/20 3/29 4/17 5/15 6119 7/17 8/21 9/18 10116 Aron 1/2021 Present Excused Present Excused Resi ned Resigned Resigned McGinnis 1/2021 Present Present Present Present Present Present Present Munoz 1/2021 Present Present Present Present Present Present Excused Kutzko 1/2020 Excused Present Excused Present Present Present Excused Falk 112020 Present Present Present Present Present Present Present Pena 1/2020 Present Present Present Excused Present Present Excused Coulter 1/2019 Present Present Present Present Present Present Present Adams 1/2019 Present Present Present Present Present Present Present Willis1 1/2019 Present Present Present I Excused Present Present Present