Waverly Bicycle, Pedestrian, and Trail Plan

WAVERLY B ICYCLE, PEDESTRIAN, AND TRAIL PLAN

PLAN ADOPTION

This plan was formally adopted by the Waverly City Council on February 20, 2023:

ACKNOWLEDGEMENTS

City Project Manag er

Garret

Riordan, Director, Waverly Leisure Services

Leisure Services Committee

Joel Johnson, Chair

Angela Brunssen

Sonja Bodine

Randy Neuendorf

Shuree Huhman

Derek Solheim

Tara Winter

Brian Birgen, Council Liaison

Consultant Team

MSA

Chris Janson

Shannon Gapp

Jim Holz

Toole Design

Sonia Haeckel

Kevin Luecke

Sarah Davis

Information contained in this document is for planning purposes and should not be used for final design of any project. All results, reco mmendations, concept drawings, and commentary contained herein are based on limited data and information, and on existing conditions that are subject to change. Further analysis and engineering design are necessary prior to implementing any of the recommendations contained herein. Geographic and mapping information presented in this document is for informational purposes only, and is not suitable for legal, engineering, or surveying purposes. Mapping products presented herein are based on information collected at the time of preparation. Toole Design Group, LLC makes no warranties, expressed or implied, concerning the accuracy, completeness, or suitability of the underlying source data used in this analysis, or recommendations and conclusions derived therefrom.

1 . INTRODUCTION

WHY THIS PLAN?

The City of Waverly has a solid track record of building recreational trails and sidewalks throughout the city, and Waverly is a good place to walk and bike currently. The Rail-Trail bridge over the Cedar River is a beloved historical landmark that serves as a popular walking and biking destination, and the Rail Trail itself provides a long connection through Iowa countryside. More recently, the City has built wide sidewalks through the Dry Run Creek Greenway Corridor, and advocated for the Iowa DOT to build the path along the Cedar River Parkway as part of that highway project. Most of the streets in the city include sidewalks, at least on one side. Every day Waverly residents walk and bike for exercise, recreation, and for getting to schools and errands. Despite this, walking and biking in Waverly can be challenging, particularly when crossing or traveling along busy streets. People walking and biking are exposed to high motor vehicle speeds, dangerous and uncomfortable crossings, and drivers that rarely yield to people on foot or bike at crossings. Maj or streets like Bremer Avenue, 4th Street SW, and Cedar River Parkway serve as barriers that separate residents from downtown, Memorial Park, and the soccer complex. Finally, new elementary schools being built on the outskirts of town lack a network of sidewalks, paths, and low-traffic streets that students can safely use to get to and from school.

The Waverly Bicycle, Pedestrian, and Trail Plan (“the Plan”) builds on Waverly’s existing sidewalk, trail, and street network and offers recommendations to improve conditions for people walking and bicycling. The Plan provides a framework of programs, policies, and infrastructure that the City can use to prioritize investments in trails, sidewalks, safer crossings, and connecting on-street bikeways.

WHY INVEST IN BIKING, WALKING AND TRAILS?

Waverly has much to gain by improving its trail network, policies, and programs, and increasing the number of people walking and biking in the city. An improved walking and biking environment can boost safety, quality of life, environment, economic vitality, health, and accessibility for Waverly residents.

Safety

Improved walking and bicycle infrastructure can decrease the number and severity of crashes, while boosting the number of people walking and biking. Greater numbers of walkers and bikers in turn improves safety even further in a “safety in numbers” situation as drivers learn to watch for and anticipate the needs of other street users. 1 Investments in sidewalks and bike facilities can increase safety directly by reducing crashes and indirectly through increased use.

Quality of Life

Quality of life is influenced by physical and mental health, family and other relationships, education and employment, and built and natural environments. Decreasing dependency on automobiles can lead to improved air quality, less traffic noise, and shorter and more pleasant commutes. Bicycling and walking can also strengthen the sense of community by increasing opportunities for spontaneous interactions between residents.

“Walking in the older sections of town is frustrating because a lot of sidewalks just dead end at the end of people’s property as the next property does not have sidewalks. The trail throughout town is great though!”

--Waverly planning survey respondent

1 Jacobsen, P.L. 2003, Safety in numbers: more walkers and bicyclists, safer walking and bicycling, Retrieved from https://injuryprevention.bmj.com/content/9/3/205

Environ ment

Increased walking and biking rates improve air quality by reducing emissions. These modes have the greatest capacity to replace shorter trips (over 40% of all trips nationwide are three miles or less in distance). 2 Substituting even a fraction of these short driving trips with walking and biking trips can reduce air pollution as well as carbon dioxide emissions.

Health

Waverly, like many communities across Iowa and the United States, suffers from high rates of inactivity and obesity. While data are not available for the City of Waverly, in Bremer County the county containing Waverly 34% of adults are obese. 3 Making it easy for people to walk and bike as part of their daily routine can help Waverly residents be more active and achieve the recommended daily amounts of exercise. 4 Even moderate exercise can help reduce the risk of inactivity-related ailments such as hypertension, obesity, Type II diabetes, heart attack and stroke, and certain types of cancer. Additionally, research increasingly supports the link between physical activity and mental health and well-being. 5

Economic Vitality

Making bicycling and walking attractive options for people of all ages can help to attract and retain a robust workforce Encouraging residents and visitors to travel by foot or by bike can also support economic activity downtown. More pr ivate developers are recognizing the economic benefits of active transportation and are designing their projects to encourage bicycling and walking. An Urban Land Institute report states that active transportation infrastructure boosts economic growth by fueling redevelopment, increasing real estate values, making workers healthier and more productive, helping companies score talented workers, and increasing retail visibility and sales volume. 6

Accessibility and Transportation Choice

Whether due to mobility impairments, lack of car ownership, choice, or other reasons, not all Waverly residents drive as their primary mode of transportation. For example, three percent of Bremer County households lack automobiles, compared to two percent of households in the state. 7 Furthermore, Waverly residents who use mobility devices, such as wheelchairs, benefit greatly from well-designed sidewalks, crosswalks, and curb ramps that are safe, comfortable, and intuitive to use. Improved walking and bike infrastructure can improve accessibility to destinations for the most vulnerable portions of Waverly’s population.

47% of participants in the Waverly planning survey say they walk or run for exercise at least three times a week

2 Federal Highway Administration, 2009, National Household Travel Survey, Retrieved from https://nhts.ornl.gov/tables09/fatcat/2009/vt_TRPMILES.html

3 Robert Wood Johnson Foundation, County Health Rankings and Roadmaps: Iowa, 2022, Retrieved from https://www.countyhealthrankings.org/explore-healthrankings/iowa/bremer?year=2022

4 U.S. Department of Health and Human Services, 2019, Physical Activity Guidelines for Americans, 2nd Edition Retrieved from https://health.gov/our-work/nutrition-physical-activity/physicalactivity-guidelines/current-guidelines

5 Krumholz, Harlan M, Krystal, et al., 2018, The Lancet, Association between Physical Exercise and Mental Health in 1.2 Million Individuals in the USA between 2011 and 2015: a Cross Sectional Study, Retrieved from https://www.thelancet.com/journals/lanpsy/article/PIIS2215-0366(18)30227-X/fulltext

6 Urban Land Institute, 2016, Active Transportation and Real Estate – The Next Frontier, Retrieved from http://uli.org/wp-content/uploads/ULI-Documents/Active-Transportation-and-Real-EstateThe-Next-Frontier.pdf

7 US Census American Fact Finder, Household Size by Vehicles Available: 2016-2020 American Community Survey 5-Year Estimates, Retrieved from https://data.census.gov/cedsci/table?q=bremer%20county&t=Transportation&tid=ACSDT5Y2020.B08201

PLANNING APPROACH

There are many people in the community who would like to walk and bike, but do not do so currently. Research on walking has found that built environment factors such as “cleanliness, buffering, [presence of] sidewalks, and [presence of] marked crosswalks” all play a significant role in the likelihood of people to walk. 8 Researchers and practitioners have also categorized people based on their interest in biking (Figure 1). While the percentage varies by community, a national survey found that about 5 out of every 10 adults in major urban areas, labeled as Interested but Concerned riders, would like to ride a bicycle but do not currently do so, usually due to concerns about traffic safety. 9 This segment of the population represents a major opportunity to increase the number of trips taken by bicycle. Planning, designing, and constructing bikeways that are safe and comfortable for the Interested but Concerned bicyclist will encourage more Waverly residents to bike.

In addition to encouraging more people to walk and bike, using a planning approach focused on improving safety and comfort for all Waverly residents will also serve people who already walk or bike for transportation, fun, or exercise. Plus, more people walking and bicycling can increase the visibility, awareness, and appeal of those modes of transportation. This in turn encourages more people to walk and bike, making travel and recreation safer for everyone

8 Guinn, Jeffrey and P. Stangl, 2013, Pedestrian and Bicyclist Motivation: an Assessment of Influences on Pedestrians’ and Bicyclists’ Mode Choice in Mt. Pleasant, Vancouver, Retrieved from https://www.tandfonline.com/doi/full/10.1080/21650020.2014.906907

9 Dill, J, and Nathan McNeil, 2016, Revisiting the Four Types of Cyclists: Findings from a National Survey, Transportation Research Record: Journal of the Transportation Research Board, 2587, Retrieved from https://journals.sagepub.com/doi/10.3141/2587-11

Figure 1: The Three Types of Bicyclists

PUBLIC ENGAGEMENT

Public participation is a critical part of any successful planning effort in order to ensure that the plan meets the needs an d desires of the community. Public participation and feedback for this Plan, the Waverly Parks and Open Space Plan, and the Waverly Comprehensive Plan were solicited t hrough a variety of forums: the Leisure Services Committee, a website that facilitated public comment via several online surveys, “pop-up” engagement at local community events, and a public open house. This engagement helped ensure that the plan responds to the concerns of the community.

Leisure Services Committee

The project team met with the Leisure Services Committee several times during the project to discuss project biking and walking concerns in Waverly, provide local and institutional knowledge for the project, review project materials, and discuss priority projects.

Online Surveys

The project team created a website waverlyplanning.com that provided a public engagement portal for outreach for the three plans listed above.

Spring 2022 Survey

An initial survey, which was posted between March and May of 2022, gathered initial input on biking and walking concerns and issues. This initial survey, which had over 530 participants, helped the project team identify that many Waverly residents enjoy walking or running for exercise and recreation. Figure 2 illustrates the kinds of trips that survey respondents felt this Plan should focus on: walking and biking for recreation and exercise, as well as facilitating children walking to schools, libraries, and parks.

Summer 2022 Survey

In July and August, the first draft concept for the Trail and Bikeway Network was presented for comment and residents were invited to view and comment on the same platform. The 240 participants of this second survey were generally favorable towards the draft Trail and Bikeway Network, but there were many concerns that the Plan proposed demolishing the Rail Trail bridge without a replacement. Subsequent drafts were revised to clarify that a replacement bridge was being proposed to connect directly to Kohlmann Park.

Other

Walking or biking to/around Wartburg College

Biking trips to nearby towns

Walking or biking for shopping/running errands

Walking or biking to/around downtown

Walking or biking to trail connections

Children walking and biking to schools, libraries, and parks

Walking and biking for recreation/exercise

are

0 50 100 150

Number of Respondents

Figure 2: Which Types of Walking and Biking Trips

Most Important to Support in Waverly?

Fall 2022 Survey

A final survey was held on the waverlyplanning.com website to solicit comments on the Draft Recommendations in October and November 2022. There were no comments on the Bicycle, Pedestrian, and Trail Plan draft.

October Pop - Up Engagement and Open House

The planning team took the Draft Pedestrian and Draft Trail and Bikeway Network maps to Oktoberfest (shown below) and a Public Open House in October. Residents at those events pointed out several additional streets, corridors and intersections to add to priority pedestrian areas

2 . PREVIOUS PLANS AND CURRENT CONDITIONS

Waverly Bicycle, Pedestrian, and Trail Plan | 2 - Previous Plans and Current Conditions

REVIEW OF RELEVANT PLANS AND ORDINANCES

The project team conducted a systematic review of existing plans and policies relevant to developing this Plan. Table 1 includes a list of all reviewed plans and notes the emphasis area of each. Relevant recommendations from the reviewed plans are incorporated into this plan

Table 1: List of Reviewed Plans and Ordinances, and Emphasis Area

EXISTING AND P REVIOUSLY - PLANNED TRAILS

The existing trails and wide sidewalks are displayed in Figure 3, along with the previously-planned trails from the 2011 Park and Open Space Plan. Many of these previously-planned trail connections were incorporated into the final trail network recommended in this Plan.

GAPS , BARRIERS , AND DESTINATIONS

The project team reviewed the public input from the Spring 2022 Waverly Planning Survey and existing conditions to develop a map of gaps, barriers, and destinations for this Plan to address. Overarching systemwide safety pedestrian safety concerns in the survey included:

• Unsafe drivers (speeding, not paying attention, not yielding to pedestrians at crosswalks)

• Difficult or unsafe to cross major roads

• The existing sidewalks and trails do not go where people want to go

• Snow and ice make it hard to walk

• Existing sidewalks and trails are not maintained properly

• The sidewalks are too narrow

Cyclist safety concerns included:

• Unsafe drivers (speeding, not paying attention, not yielding to bicyclists at trail crossings

• Not feeling safe to ride a bicycle on streets with motor vehicles

• Difficult or unsafe to cross major roads.

The planning team mapped out gaps and barriers that were identified in the survey and through analysis. Those gaps and barriers are displayed in Figure 4. The recommended bikeway and trail network, and priority pedestrian areas in Chapter 4 attempt to mitigate these gaps and barriers.

The following destinations were mentioned in the survey as top prior ities for accesible connections for pedestrians and cyclists.

New schools

Two new schools are under development as of writing this plan, one in north Waverly across the river, and another on the west side of town. Pedestrian and bicycle connections were highly requested in both in person and online engagment and are displayed on the recommendations maps in Chapter 4.

Other destinations

Other destinations identified though public engagement confirmed that Waverly residents are concerned with access to parks, schools, and other areas where families and children could reach on foot or on bike:

 Wartburg College

 Waverly Municipal Golf Course

 Waverly Skate Park

 Waverly City Swimming Pool

 Kid’s Kingdom

 Brookwood Park

 Red Cedar Park

 Margaretta Carey Elementary School

 Kohlmann Park

 Willow Lawn Park

 Bremer County Fairgrounds

 Ridgewood Park

 South Riverside Park

 Babcock Woods

 Cedar Bend County Park

 Waverly-Shell Rock High School

“I have more of a concern of getting to parks than in the parks themselves because of lack of pedestrian awareness from drivers. One of my runs is to and from Cedar Bend which obviously doesn't have a great footpath which I understand could be quite an undertaking.”

--Waverly planning survey respondent

3 . PROGRAM, PLANNING, AND POLICY RECOMMENDATIONS

Community programs and City policies are key ingredients to creating a place where walking and bicycling are connected, safe, and convenient. Community programs are led by organizations like the Waverly Parks Department, the YMCA, college groups, and advocacy organizations, while policies are set by City government Along with infrastructure such as sidewalks, pedestrian crossings, bikeways, and trails, these elements will help Waverly achieve the Plan goals. Policies and programs are often summarized or categorized as the Five E’s:

• Engineering creates safe and convenient places to walk, ride, and park your bike.

• Education activities give people of all ages the skills and confidence to ride and can educate people driving about how to interact with people walking and biking

• Encouragement programs build a strong walking and bicycling culture that welcomes and celebrates all forms of biking and staying active on a city’s streets and sidewalks.

• Enforcement activities rely on law enforcement to reinforce a culture of safe driving and biking.

• Evaluation & Planning involves planning for bicycling and walking as a safe and viable transportation option and documenting the results of the implementation of the other E’s.

This chapter provides recommendations for creating new programs and policies as well as modifying ones that already exist.

ENGINEERING ( D ESIGN OF P HYSICAL E NVIRONMENT)

The most visible and perhaps most tangible evidence of a great place for bicycling and walking is the presence of infrastructure that welcomes and supports these activities Research shows that the physical environment is a key determinant in whether people will walk or bike

Recommendation

Description

Comprehensive Project Review Review the City’s Capital Improvement Program list to ensure that recommended pedestrian and bicycle projects are incorporated at the earliest possible stage of projects. The City should also ensure that all traffic impact studies, analyses of proposed street changes, and development projects consider pedestrian and bicycle mobility and access.

Amend Waverly’s Subdivision Ordinance to Require Conformance with the Bicycle, Pedestrian, and Trails Plan.

Amend Waverly’s Subdivision Ordinance to Require 5-foot sidewalks

Reinstitute Funding Program to Address Sidewalk Gaps and Repair

Follow State and National Design Guidance

The City’s Code of Ordinances requires that new subdivisions conform to the Comprehensive Plan and the Major Street Plan. Adding conformance with the Bicycle, Pedestrian, and Trail Plan will ensure that land developers refer to this plan and consider how to include easements for trail or local street connections are planned. Additionally, the Code should be amended to add language stating that the City shall require street, trail, and pedestrian connections to schools, churches, parks, shopping areas, or other community resources.

The City’s Code of Ordinances currently states that sidewalks in new developments shall be a minimum of 4 feet wide. Best practices are to build sidewalks at 5 feet wide, which allows two people to walk next to each other.

From 2011 through 2018 Waverly had a comprehensive sidewalk inspection and repair program. The City should re-establish annual capital funding through the Capital Improvement Program (CIP) via a formal fund to address sidewalk gaps in priority areas. The capital funding can also provide a local match for federal or state grants.

Many of Waverly’s paths and trails are too narrow to accommodate bicyclists riding side-by-side. Design guidance provides direction and detailed specifications for building comfortable pedestrian and bicycle facilities, as well as other street design treatments intended to improve safety and accessibility in Waverly. The City should ensure that it is following best practices and utilizing current design guidance available from SUDAS, AASHTO, NACTO, and FHWA.

• In particular, when designing crosswalk safety treatments, the City should refer to the FHWA Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations (see spotlight on next page)

Pursue Grant and Private Funding Sources for Pedestrian and Bicycle Facilities

• Coordinate funding for pedestrian and bicycle facilities across departments as appropriate.

• Pursue federal, state, and county grants and funding, such as the Transportation Alternatives Program, Recreational Trails Program, and the newly-created Safe Streets and Roads for All and Bridge Formula Program Funding

• Fund on-street bikeways and sidewalks as part of street projects.

• Partner with area businesses and private foundations for sponsorships and donations, such as the Wellmark Foundation or the Waverly Health Center Foundation. Private foundations can be good sources of funding for small projects such as planning, trail wayfinding, crosswalk safety projects, or programs and events.

Recommendation Spotlight: Use Pedestrian Crossing Guidance

National resources can provide best practices for the City of Waverly when implementing pedestrian crossings. The FHWA published its Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations in 2018 which included the following guidance for pedestrian crash countermeasur es based on roadway configurations, speed limits, and average daily traffic volumes.

EDUCATION

Bicycle education helps people of all ages feel comfortable walking, riding, and navigating the streets.

Recommendation

Create a Safe Routes to School Plan and Pursue Funding

Description

Part of the Transportation Alternatives Program (TAP), Safe Routes to School (SRTS) funding supports infrastructure and non-infrastructure improvements (such as educational and encouragement programs) to increase the number of students walking and bicycling to school. In order to be eligible for infrastructure funds, the applicant (which can be a city, county, or school district) needs to develop a SRTS plan that includes the 5 Es: engineering, education, encouragement, enforcement, and evaluation. Waverly should work with the Waverly Shell-Rock Community School District and the Iowa Northland Regional Council of Governments (INRCOG) to develop a SRTS plan that will allow the City to pursue infrastructure funds to build sidewalk and trail infrastructure near schools.

Support Walk and Bike Safety Education for Children

Coordinate with the Waverly-Shell Rock Community School District and the Waverly Police Department to support programs to educate children on how to walk and bike safely, such as “bike rodeos” or education programs in school.

ENCOURAGEMENT

Encouragement helps create a strong and fun walking and biking culture. Research has shown that the more people walk and bike in a community, the safer it is for all walkers and bikers

Recommendation

Host a Bike to Work Day Event

Partner with Hospitals and Health Coalitions

Expand Wayfinding Program to Trails and Bikeways

Provide Bike Parking at Important Destinations

Build Additional Trailheads

Description

As part of Iowa Bike Month and Iowa Bike to Work Week in May, the City should promote walking and bicycling by hosting a Bike to Work Day breakfast or refreshment station.

The City should work with the Waverly Health Center and the Bremer County Health Department to highlight the health benefits of walking and biking and organize events (such as “Walk with a Doc”) that promote walking and biking

Wayfinding serves all types of bicyclists, but especially casual or inexperienced bicyclists in giving them the confidence to go farther on trails or get around on low-traffic streets. The City should expand its wayfinding program to bicycle and trail wayfinding that guides people to trails and on-street bike routes within Waverly.

Improving bicycle parking can encourage more people to bike for errands and to events, work, and school. The City should support initiatives to install bike parking downtown, in commercial areas, and at schools and parks. Ensure that bicycle rack installation follows the Essentials of Bike Parking guide published by the Association of Bicycle and Pedestrian Professionals.

The City should work with Bremer County to apply for funds for additional trailheads on the Waverly Rail Trail and throughout the city, and for adding amenities such as bathrooms, map kiosks, and other amenities.

ENFORCEMENT

Enforcement initiatives set expectations for safe and consistent behavior for all users of the transportation system.

Recommendation Description

Enforce Posted Speed Limits

Enforce Crosswalk Yield Laws

Publicize Enforcement Efforts

The Waverly Police Department should continue to enforce speed limits throughout the city, particularly in school zones and in areas where pedestrians are expected.

The Waverly Police Department should consider crosswalk enforcement to educate motorists about pedestrian right of way at key trail crossings and crosswalks (see Spot Recommendations in Chapter 4)

The City should work with local news agencies to publicize traffic enforcement efforts before the enforcement to raise awareness of traffic safety and compliance with traffic laws.

Recommendation Spotlight: Speed Enforcement

There is a clear relationship between motor vehicle speeds and pedestrian safety. Higher motor vehicle speeds decrease the probability of drivers yielding to pedestrians in crosswalks and increase the likelihood of severe injuries or death when a crash does occur.1, 2 As shown below, the risk of a pedestrian being seriously injured or killed in a crash increases dramatically as speeds increase from 20 to 40 miles per hour or more. By enforcing existing speed limits, the City can help reduce the likelihood of severe and fatal crashes.

1 Bertulis, T. and Dulaski, D. “Driver Approach Speed and Its Impact on Driver Yielding to Pedestrian Behavior at Unsignalized Crosswalks.” 2014.

2 Tefft, Brian C. “Impact of Speed and a Pedestrian’s Risk of Severe Injury or death.” Accident Analysis & Prevention. 2013.

EVALUATION AND PLANNING

Recommendation

Develop an ADA Transition Plan

Description

The City should designate an Americans with Disabilities Act (ADA) Coordinator and secure funding to develop an ADA Transition Plan as required by Federal law The ADA requires public agencies with more than 50 employees to designate at least one responsible employee to coordinate ADA compliance, and develop a transition plan detailing any structural changes necessary to achieve accessibility to programs. A transition plan will likely include an inventory of all sidewalk obstructions, maintenance issues, sidewalk gaps, pedestrian pushbutton accessibility at traffic signals, and missing sidewalk ramps throughout the City of Waverly, as well as a plan for addressing them.

Count People Walking and Bicycling

The City should work with the Iowa Northland Regional Council of Governments to create and maintain a regional pedestrian and bicycle count program. Consider conducting both on-street and trail counts and consider conducting counts before and after infrastructure is added.

WALKWAY AND BIKEWAY TOOLBOX

The wide variety of street ty pes and neighborhood contexts in Waverly require a diverse collection of facility types for people walking and bicycling. Some of these facilities are used for people walking, others are used for people biking, and a few can be used to benefit both gro ups. These facility types are described in this Walkway & Bikeway Toolbox, showing a photo of each facility or treatment type, a description of the facility, and presents considerations about the right street type or context for each tool. For more information on bicycle facility selection, Chapter 4 of the Iowa Bicycle and Pedestrian LongRange Plan includes guidance that Waverly should follow.

Trails include paved and unpaved paths that can be used by pedestrians, bicyclists, and other nonmotorized users. Shared use paths can follow streets for short distances but are typically located away from streets.

In parks, utility corridors, abandoned railroad corridors, and along waterways.

Recommended width for shared-use paths is 12’ to allow for two people to ride abreast while passing someone in the opposite direction. Minimum width is 10’.

Intended Users Treatment Type

Trails (Sidepaths)

Description

Waverly’s recommended trail and Bikeway and Trail Network does not distinguish between trails and sidepaths. However, for implementation purposes, sidepaths are paved paths that can be used by both pedestrians and bicyclists. Sidepaths are located adjacent to streets and can connect to off-street trails.

Context and Design Considerations

Arterials and collector streets with good visibility and few intersections or driveways

Driveways and intersections should be designed to slow turning motor vehicles and ensure sidepath users are in the drivers’ line of sight.

Recommended width for sidepaths is 12’, to allow for two people to ride abreast while passing someone walking in the opposite direction. Minimum width is 10’.

Bike Lanes

Conventional bike lanes provide space within the street for exclusive bicycle travel. Signs and markings remind motorists that the bike lane is intended solely for bicyclist travel.

Collector streets and major local streets with speeds under 35 mph and traffic volume of under 6,000 vehicles per day.

Recommended bike lane width depends on the presence or absence of vertical elements like curbs or parked cars. Recommended width for bike lanes is generally between 5-6’ wide. Minimum width is 4’.

Intended Users Treatment Type

Bike Boulevards

Description

Bike boulevards optimize local streets for bicycle travel by reducing traffic volumes and speeds. Bike boulevards usually include wayfinding signs and shared lane markings at a minimum, and traffic calming measures such as traffic circles, curb extensions, and speed humps

Context and Design Considerations

Local streets with speeds under 25 mph and traffic volume of under 3,000 vehicles per day. Traffic diverters may be installed to reduce traffic volumes to a more desirable level (below 1,500).

Speed humps, traffic circles, pedestrian islands, or curb extensions can be used to reduce speeds to between 10 and 25 mph.

Stop signs on bicycle boulevards are often re-oriented to favor bike through-traffic.

Bike Route & Shared Lane Markings

Bike routes can help people biking navigate lowtraffic local streets. Wayfinding signs can direct people toward important destinations and guide them along a route that is safer. Usually they are paired with shared lane markings, to help position bicyclists in the most appropriate location to ride in the street, and also provide a visual cue to motorists that bicyclists have a right to use the street.

Local streets, bike boulevards; arterials only for very short distances to make critical connections

Advisory Shoulders

Advisory shoulders are an experimental design treatment typically applied on low-volume or lower speed streets where the right-of-way is too narrow for standard bicycle lanes, sidewalks, and/or a sidepath. The dashed markings give a dedicated space for people walking and biking but are also intended to be available to motorists if space is needed to pass oncoming traffic and the lane is not being used by someone walking or biking. Motorists yield to people using the advisory shoulder and wait to pass until there is no oncoming traffic

Low-volume streets with an average daily traffic count of less than 3,000 motor vehicles and low speeds (25 mph preferred) and with adequate passing sight distance for motorists.

If operating speeds are above 25 mph, traffic calming treatments should be implemented to promote operating speeds at or below 25 mph. See further discussion of Advisory Shoulders in the Recommendations Chapter of this Plan.

Photo copyright 2014 The Dartmouth Company, Inc. All rights reserved. Reprinted with permission.

Intended Users Treatment Type

Sidewalks

Description

Sidewalks provide dedicated space for pedestrians. Sidewalks are separated from travel lanes with curbs or buffer areas.

Context and Design Considerations

Any non-freeway street. Sidewalks that are at least 5 feet wide are preferable, as they allow people to walk side by side. In downtown settings (as shown in the photo), sidewalks can be 10 or more feet wide, and the adjacent parking (also called the buffer zone) between the sidewalk and the street may be hardscaped with benches, café seating, and other amenities.

Curb ramps provide smooth transitions from sidewalks to streets at intersections and crossings which serve pedestrians with mobility devices. Curb ramps can also serve people with strollers or people on bicycles.

All streets

Crosswalks facilitate pedestrian crossings at intersections and mid-block locations. In Iowa, motorists are legally required to yield to pedestrians in any unsignalized crosswalk, regardless of if the crosswalk is marked on the street.

Any non-freeway street

Curb Ramps

Crosswalks

Intended Users Treatment Type

Curb Radius Reductions

Description

Small curb radii encourage reduced turning speeds, shorten crossing distances, and improve intersection visibility. The photo shows an example of a corner where a large curb radius was reduced through a retrofit.

Context and Design Considerations

Any street

Curb Extensions

Curb extensions involve narrowing the space for vehicles at an intersection and widening the sidewalk. This reduces crossing distance and visibility for people walking and slows turning vehicles.

Any street

Median Refuge Islands

Median refuge islands allow pedestrians and bicyclists to cross one direction of traffic at a time. They shorten crossing distances, enhance visibility, and provide spaces for pedestrians waiting for traffic to pass.

Any street

Recommended minimum width is 6 feet wide to accommodate the length of a standard bicycle and provide proper placement of truncated dome detectable warning surfaces.

Intended Users Treatment Type

Traffic Signals

Description

Traffic signals help separate conflicts between people driving, bicycling, and walking at intersections through red, yellow, and green circles and arrows; pedestrian signals; and bicycle signal heads.

Context and Design Considerations

Any street

Pedestrian

(PHB) Pedestrian Hybrid Beacons (PHBs) are signals that stop vehicles with a red indication and allow pedestrians or bicyclists to cross with a walk signal.

Typically used for crossings of streets with speeds over 35 mph, or streets with more than one lane of traffic in each direction.

rapid flashing beacons are signs with yellow flashing lights that draw motorists’ attention to pedestrians in the crosswalk.

Collector streets and local streets

Hybrid Beacons

Rectangular Rapid Flashing Beacons (RRFB) Rectangular

4 . INFRASTRUCTURE RECOMMENDATIONS

Public input during the planning process revealed that Waverly residents want a connected active transportation network to achieve two main goals:

1) Make walking and biking for recreation and exercise easy, convenient, and attractive.

2) Build safe ways for children to walk and bike to schools, libraries and parks.

The recommendations in this Chapter were developed to align with these two goals and were based on a review of public and stakeholder input; a review of previous plans; assessment of existing walkways, bikeways, and trails; analysis of barriers and gaps, and through coordination with City departments. Specific facility recommendations and the approach that the project team used to arrive at them are described in the sections below. The next phase of the planning process will select high-priority projects and lay out steps for implementing the recommendations.

Because every city street is for people who walk or use mobility devices, the Recommendations for Pedestrian Infrastructure establish general geographic areas of the city to focus upgrades. The guidance will help the City decide where to allocate its resources to improve pedestrian safety In addition to that, the approach recommends spot treatments at intersections with specific safety concerns.

The Recommended Trail and Bikeway Network is a selection of streets and rights -of-way in Waverly on which to implement high-quality bicycle infrastructure. The Recommended Trail and Bikeway Network comprises trails, sidepaths, bike lanes, bike boulevards, and streets with bike route signs and shared-lane markings. The network will connect Waverly residents to schools, parks, and neighboring communities.

RECOMMEND ATIONS FOR PEDESTRIAN INFRASTRUCTURE

Walking is the most basic and universal form of transportation, yet the needs of people walking are often overlooked or considered after those of other modes of transportation. Designing a transportation system that works well for people walking requires slowing motor vehicles and providing comfortable walking environments through separation from traffic, thoughtful intersection design, pedestrian amenities, and seamless integration with destinations.

Sidewalks are the basic pedestrian infrastructure component. They provide a separate walkway along streets and allow people to access their homes, places of work, and civic destinations. Waverly has an extensive sidewalk network, especially in the central portion of the city. However, in some parts of the city it is common for streets to have no sidewalks or only have sidewalks on one side of the street.

Priority Pedestrian Areas

The network planning process identified several areas in Waverly for pedestrian improvements. These Priority Pedestrian Areas are shown in Figure 5 and highlight locations that should be prioritized for investment in safe and comfortable pedestrian infrastructure such as sidew alks, high visibility crossings, and trails. The following criteria were used to identify Priority Pedestrian Areas:

• Along arterial and collector streets

• Near commercial areas or corridors

• Near schools, or parks, or other significant destinations that attract large crowds such as the soccer complex or the Wartburg athletic fields. While sidewalks and high-quality crossings are important throughout Waverly, the Priority Pedestrian Areas should guide where the city will make extra efforts toward the following investments:

• Building sidewalk or trails, or closing sidewalk gaps

• Improving the safety of pedestrian crossings

Spot Recommendations

Public input identified several intersections where multiple Waverly residents had safety concerns. For those specific intersections (all of which are in Priority Pedestrian Areas), this Plan recommends specific recommendations for the City to pursue. These are also identified in Figure 5 and listed below: Location Comment or Concern

Recommendation

1 20th Street NW and W Bremer Ave

The intersection has high volumes of traffic and is controlled by a four-way stop sign. It is wide and difficult for pedestrians to cross due to drivers wanting to “take their turn” even when a pedestrian is present.

Stripe high-visibility crosswalk. Reduce curb radius of southeastern corner to slow turning vehicles. Consider a median refuge island. Conduct study to determine if traffic signal is warranted.

2 10th Avenue SW and 16th Street SW

3 Wartburg College athletic field parking lots and 5th Avenue NW

4 4th Street SW and 5th Avenue SW by Memorial Park

5 Adams Parkway and 9th Avenue NW

10th Avenue SW is four lanes wide with no stop or traffic signal control. There is no place for pedestrians or bicyclists to wait in the middle of the street while crossing.

Many student athletes and visitors for athletic events cross between parking lots and the stadium and athletic fields. Pedestrian crossings not well lit and visibility is reduced by cars parking along the road.

Many children and family cross 4th Street to get to Memorial Park, and drivers don't yield to pedestrians despite the RRFB.

Difficult to cross busy, high-speed street to get between the path and the school and residential area.

6 E Bremer Avenue at Rail Trail Bremer Avenue is wide, and drivers fail to yield despite the RRFB.

7 Cedar River Parkway at Soccer Complex

8 Cedar River Parkway at 8th Street SE

9 E Bremer Avenue and Cedar River Parkway

During soccer events many children and families try to cross at this location. Drivers fail to yield despite the RRFB.

Cedar River Parkway is a high-speed street and drivers fail to yield to pedestrians

High volumes of traffic, wide streets, and high speeds; traffic on E Bremer Avenue does not stop.

10 W Bremer Avenue at 6th Street SW Bremer Avenue is wide, and drivers fail to yield at trail crossing despite the RRFB.

Conduct study to determine whether traffic signal is warranted. Rebuild median islands to provide refuge for people walking and biking.

Mark high-visibility crosswalk on all sides; add lighting at intersection; install curb extensions to slow turning traffic and increase visibility of pedestrians.

Install median refuge island to slow traffic and allow two-stage crossing. Consider crosswalk enforcement operations to educate motorists about pedestrian right of way.

Study feasibility of median refuge island or curb extensions to slow traffic.

Install median refuge island to slow traffic and allow two-stage crossing. Consider crosswalk enforcement operations to educate motorists about pedestrian right of way.

Consider Pedestrian Hybrid Beacon Consider crosswalk enforcement operations to educate motorists about pedestrian right of way.

Conduct traffic study to determine whether traffic signal or Pedestrian Hybrid Beacon is warranted.

Install median refuge island to slow turning and through traffic and allow 2-stage crossing.

Install median refuge island to slow traffic and allow two-stage crossing. Consider crosswalk enforcement operations to educate motorists about pedestrian right of way.

Implementing Pedestrian Recommendations

As project opportunities arise and funding becomes available, the city should use the following approach to improve the pedestrian environment in Waverly The highest-priority pedestrian safety spot recommendations and an action plan to address them are listed in Chapter 5.

• Review Priority Pedestrian Areas and Spot Recommendations to inform already-programmed capital projects.

• Conduct further analysis and studies to determine feasibility of Spot Recommendations; if feasible, pursue additional funds to implement.

• Close sidewalk gaps, first in the Priority Pedestrian Areas and then citywide as opportunities arise.

o Leverage opportunities through private development, public utilities projects, and major street projects to construct or reconstruct sidewalks and provide improved pedestrian crossings

o Identify and fill sidewalk gaps that don’t require detailed engineering, major grading or clearing of vegetation, or right-of-way acquisition.

• Improve pedestrian crossings using the FHWA Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations, and other proven safety countermeasures for pedestrians in the pedestrian focus areas.

• Implement context-specific enhancements that respond to the design and expected pedestrian use of each street For example, crossings where children or older adults will be frequent users should include an extended walk phase of any traffic signals to accommodate slower walking speeds.

RECOMMENDED TRAIL AND BIKEWAY NETWORK

The facility selection guide in Chapter 4 of the Iowa Bicycle and Pedestrian Long-Range Plan 10 was used to determine which types of bikeways or trails were appropriate on each network. The facility selection guide recommends specific bicycle facilities based on approximate ranges of traffic speeds and volumes for urban, and rural contexts (Figure 6 and Figure 7). These recommendations were used as a starting point which were then evaluated based on local conditions including parking utilization and the presence of truck routes. The only deviation from this selection matrix were for two special cases:

• On Bremer Avenue between 8th Street NE and 18th Street NW, this Plan recommends bike lanes. Bremer Avenue currently has an average of between 6,000 and 9,000 vehicles per day: according to the facility selection matrix, separated bike lanes are a preferred bikeway facility for a street with over 6,000 vehicles per day. Separated bike lanes would require the removal of curb extensions and on-street parking in downtown Waverly. The Plan recommends a parallel low-stress bikeway north of Bremer Avenue, on 2nd Avenue and a proposed replacement bridge for the Rail Trail over the Cedar River.

• On certain segments of Cedar Lane NW, this Plan recommends an advisory shoulder Advisory shoulders are an experimental design treatment for roads with lower traffic speeds and volumes where it is not feasible to provide standard bicycle lanes, shoulders, or sidewalks, and/or a sidepath. The dashed markings give a dedicated space for people walking and biking but are also intended to be available to motorists if space is needed to pass oncoming traffic and the lane is not being used by someone walking or biking. Motorists yield to people in the advisory shoulder and wait to pass until there is no oncoming traffic. There are several important caveats and notes about this treatment:

o Experimental approval from FHWA is required to use this traffic control treatment. Due to the number of active experiments, FHWA is not considering new requests to experiment as of October 2022 while data from current experiments are collected and analyzed FHWA may change its stance on the requests to experiment or FHWA may allow advisory shoulders under a future Interim Approva l.

o Where pedestrians are expected walk in advisory shoulders, the advisory shoulder should be accessible to and usable by individuals with disabilities.

o Due to the clear relationship between motor vehicle speeds and pedestrian safety (see the “Speed Enforcement” graphic in the Policy and Program Recommendations), traffic calming treatments such as speed humps should be implemented to promote operating speeds at or below 25 mph along the segments of Cedar Lane NW where pedestrians would be sharing the roadway with motor vehicles.

o See the FHWA Small Town and Rural Multimodal Networks Guide for additional design guidance on advisory shoulders.

As with any plan, the proposed networks and projects identified in the Plan were analyzed at a planning level and do not represent detailed, site-specific study. While the bicycle facility type defined for each alignment in the network is established as the City’s goal, different decisions might be made as each project advances based on important factors such as right-of-way, public support, construction cost, and overall mobility goals. That said, the city should seek to provide the most comfortable and safe bicycle facility possible for each alignment

The Recommended Trail and Bikeway Network for Waverly is shown in Figure 8.

Figure 6: Facility Recommendations by Speed and Volume (Rural Areas) Figure 7: Facility Recommendations by Speed and Volume (Urban Areas)

OTHER WALKING AND B IKING INFRASTRUCTURE RECOMMENDATIONS

Several of the recommendations in the Plan deserve a more in- depth explanation and context than what is shown in the map in Figure 8; they are described in more detail below.

Replace the Rail Trail Bridge

The current Rail Trail Bridge over the Cedar River is aging and the original pylons under the bridge are deteriorating; the bridge will eventually need to be rebuilt or replaced.

The need to replace the bridge offers an opportunity for a larger and ambitious project to construct a new bridge that would connect more directly into Kohlmann Park and provide a more convenient low-stress bikeway connection across the Cedar River. The bridge could also be wider or have wider sections with benches or seating and include public art and placemaking to make it a recognizable landmark that attracts visitors to downtown Waverly

If located in a different location, the replacement bridge should be constructed before the existing bridge is removed.

Re p air the Rail Trail

The Waverly Rail Trail is paved, but the pavement is in poor condition and the bridges need to be repaired so they can support the weight of maintenance vehicles The City and Bremer County should work together to share funding and responsibility for maintaining the Rail Trail.

Figure 9: The James D. Pfluger Pedestrian and Bicycle Bridge in Austin, Texas includes seating and a wider section in the middle that serves as a gathering place. It could serve as an inspiration for a replacement bridge across the Cedar River.

“I know it’s going to be crazy expensive to replace/fix but we should keep the walking bridge in front of Nestle. It’s a part of the magic that makes the city special. We become that much more boring without it.”

--Waverly planning survey respondent

“Waverly Rail Trail has numerous areas that are in need of repair. Grinding down ridges, tar and seal cracks, fill in holes--resurface is the final need.”

--Waverly planning survey respondent

Mitigate Traffic Safety Concerns at New Schools

The two new schools being built on the outskirts of Waverly are likely to pose critical traffic challenges to Waverly and Bremer County during arrival and dismissal for several reasons.

• There are few sidewalks or safe bikeways connecting the schools to the neighborhoods in Waverly where students live.

• At both sites, there are no surrounding street networks to disperse arrival and dismissal traffic from family vehicles

• Some students may not be eligible for school bus transportation or their parents and caregivers may choose to drive students to and from school. 11

• Both schools are on the outskirts of the City, so most parents or caregivers that are dropping off or picking up at the school will be coming from one direction and returning in the same direction. Drivers waiting to make left turns, in particular, are likely to cause traffic back-ups or make unsafe turns while students are present.

To mitigate this problem, the Waverly-Shell Rock school district plans to add additional “shuttle stops” for students that live within 2 miles of the new school buildings. In addition, the district’s plans for the new schools include the following elements:

• A center turning lane will be added to Horton Road/CTH V14 and 5th Avenue NW/STH 218 to make it safer for vehicles to turn into the school.

• One side of the school will have an entrance and driveway for buses to load/unload, and the other side will be for family vehicle loading/unloading

• The parent drop off side of the school will take the cars around in a circle, with the cars dropping off at the tail end of the circle, with the goal of accommodating more vehicles in the lot and not blocking the roadway outside of the school.

In addition to these measures, the City should consider the following actions.

At the New Elementary School-Northeast:

• Expedite construction of a trail through Prairie Park to connect to the Tumbleweed Trail neighborhood.

• Require future subdivision developments north and east of the school to provide street connections to the school property so that family vehicles may better disperse around the school.

• Eventually, build a path along Horton Road/CTH V14 to connect to the school, including a minimum 12’ path/sidewalk on the bridge over the Cedar River.

At the New Elementary School-West:

• Expedite construction of a trail along the north side of 5th Avenue NW/STH 218, with a safe street crossing at the school site entrance.

• Require future subdivision developments south, east, and west of the school to provide street connections (such as continuation of 2nd Avenue NW) to the school property so that family vehicles may better disperse around the school.

• Build a median in 5th Avenue NW/STH 218 to serve as a refuge island for a future crossing from the planned trail on the north side of 5th Avenue NW.

11 Under Iowa administrative code, the Waverly Shell-Rock school district is not legally responsible for providing school bus transportation to K-8 students that live within 2 miles of their school building, or to 9-12 grade students that live within 3 miles of their school building. However, knowing that this is difficult for some families, the district has traditionally offered “shuttle stops” that are more convenient for families that don’t meet the legal eligibility requirements, while also making it easier for the school district to provide transportation.

5 . IMPLEMENTATION

The implementation of the projects in Chapter 4 will occur over time, and much of the new trails, streets, and bikeways will be built in an opportunistic way, as new streets and residential areas are built, or existing streets are resurfaced or reconstructed. However, there are some projects that deserve extra effort to make them a reality. This chapter lists the highest-priority projects and outlines actions and strategies to help see them to fruition.

A CTION P LAN FOR PRIORITY PROJECT S

Project Description Action

1 Provide safe bikeways and walkways to new elementary schools.

Step 1: Ask INRCOG to conduct a Safe Routes to School Plan.

Step 2: Apply for funding to build path and bike boulevard on 5th Avenue

NW/STH 218, and trail through Prairie Park to connect to Tumbleweed Trail.

Step 3 (Long-term): on Horton Road/CTH V14, build path to connect to school.

Additional Guidance or Funding Source Description Partners

The paths and 5th Avenue NW bicycle boulevard would be excellent candidates for Safe Routes to School (SRTS)

infrastructure funding under the federal Transportation Alternatives (TA) program. Iowa DOT requires communities applying for SRTS infrastructure funds to have completed a SRTS plan. See Chapter 3 for more detail.

Study whether it is possible to widen the sidewalk on the existing bridge so that it can safely accommodate bicyclists. Eventually, rebuild the bridge with a minimum 12’ path/sidewalk

INRCOG

Waverly-Shell Rock

Community School District

Iowa DOT (for STH 218 path portion)

Bremer County

2 Explore alternatives for the Rail Trail bridge

Step 1: Establish or designate a nonprofit to oversee fundraising and studies.

Step 2: Conduct a feasibility study to explore the cost of repair and replacement of the bridge.

A non-profit “Friends of the Rail Trail Bridge” or existing foundation could help advocate for a bridge replacement, raise money privately to help leverage federal or state grants, and promote the project to skeptical members of the public.

A feasibility study could include bicycle and pedestrian counts on the existing bridge and provide the community with more definitive costs and fundraising goals.

Local community members

Local foundations

3 Improve safety of Rail Trail crossing at E Bremer Avenue

Step 1: Consider crosswalk enforcement operation to educate motorists about pedestrian right of way.

Step 2: Install median refuge island to slow traffic and allow two-stage crossing.

Crosswalk enforcement operations, described in Chapter 3, can bring attention to laws requiring drivers to yield to pedestrians in crosswalks.

Fund project with City tax levy.

Waverly Police

4 Install Pedestrian Hybrid Beacon (PHB) on Cedar River Parkway at Soccer Complex

Step 1: Study driver yielding behavior during athletic events and prepare a safety study.

Step 2: Apply for funding to install PHB.

5 Repair the Rail Trail Work with Bremer County to determine City and County responsibility and project scope

If data collected confirms low driver yielding behavior, this project would be a good candidate for funding under the Iowa DOT SiteSpecific Traffic Safety Improvement Program.

Iowa DOT

The Iowa Recreational Trails program may be a source of funding for repaving projects: work with the Iowa DNR to identify appropriate sources of funding

Bremer County

OTHER PRIORITY PROJECTS

In addition to the top-5 projects listed above, several other projects would improve safety for children and recreation and sparked interest during the final phase of public input. Depending on the response to the draft priority projects listed above, these other priority projects could be expanded upon in the Final Plan.

Amend Waverly’s Subdivision Ordinance to Require Conformance with the Bicycle, Pedestrian, and Trails Plan.

Amend Waverly’s Subdivision Ordinance to Require 5-foot sidewalks

Reinstitute Funding Program to Address Sidewalk Gaps and Repair

Install median refuge island at 4th Street SW and 5th Avenue SW by Memorial Park

Install median refuge island at E Bremer Avenue and Cedar River Parkway

Install median refuge island at W Bremer Avenue at 6th Street SW

Staff propose change at Planning and Zoning Commission

Staff propose change at Planning and Zoning Commission

Staff propose change at Board of Adjustment

Install median refuge island to slow traffic and allow two-stage crossing.

Install median refuge island to slow turning and through traffic and allow 2-stage crossing.

Install median refuge island to slow traffic and allow two-stage crossing.

IMPLEMENTATION STRATEGIES

None; see Chapter 3.

None; see Chapter 3.

Sidewalk gaps that are near schools could be funded through a federal SRTS infrastructure grant; a local source of funds will be required for the local match.

If Waverly decides to implement multiple streetscape safety projects, it may be worth pursuing a Transportation Alternatives grant.

If Waverly decides to implement multiple streetscape safety projects, it may be worth pursuing a Transportation Alternatives grant.

If Waverly decides to implement multiple streetscape safety projects, it may be worth pursuing a Transportation Alternatives grant.

None

None

None

IowaDOT

None

Iowa DOT

Implementation of the proposed Bicycle, Pedestrian, and Trail Plan can occur in several ways, listed below in order of general cost and effort:

Demonstration projects are an emerging strategy for implementation that use low-cost installation methods and temporary materials to demonstrate the benefits and trade-offs of a project on a temporary basis. Projects can take place over a day as a basic demonstration or longer as a pilot project.

Demonstration projects provide cities the opportunity to test a concept and solicit public feedback before committing significant resources to permanent installation. This strategy requires careful selection of project locations and a robust evaluation plan to gauge success and inform next steps.

Retrofitting involves using paint to add bike infrastructure using existing space (the most common intervention strategy is to paint bike lanes on wide lanes). Other retrofitting strategies include: replacing parking with bike lanes where parking is under-utilized; keeping the same number of lanes but narrowing them; and reconfiguring lanes, where the space from existing motor vehicle lanes are repurposed for bike lanes and/or a central turn lane. The

most common street reconfiguration involves taking a four-lane street, removing two through lanes, and adding a central turn lane and bike lanes (a fourto-three conversion).

Resurfacing: When evaluating the pavement condition of city streets to determine which ones will be selected for resurfacing, Waverly Public Works should look for opportunities to implement the Plan recommendations using similar strategies to those discussed above (adding bike lanes on wide lanes, removing parking, narrowing or removing travel lanes). The Federal Highway Administration provides valuable guidance in their document Incorporating On-Road Bicycle Networks into Resurfacing Projects. Because these projects are already planned and involve restriping, this can be an inexpensive way for the City to expand its active transportation network.

Reconstruction: Street reconstructions are major projects that typically occur when a street has deteriorated past the point where it can simply be resurfaced, or when utilities under the street also need to be replaced. Like resurfacing projects, reconstruction projects present a “blank slate” of pavement that can be configured differently than before the reconstruction to include bicycle facilities.

Widening: Street widenings are major projects that typically require utility relocation and major construction and may req uire right-of-way acquisition. However, widening projects can be used to add median refuge islands, separated bike lanes, buffered bike lanes, and standard bike lanes, among others.

New Construction: When new streets are constructed, whether they’re privately or publicly funded, they should include sidewalks and, if appropriate, bicycle facilities. Streets without adequate active transportation infrastructure can be major barriers for people bicycling or walking, and new street construction should improve connectivity and accessibility for all users.

Regardless of the method, proposed changes to street configurations, traffic flow, and connectivity should undergo a community engagement process that fosters transparency between residents, property owners, and the City. These decisions will require thoughtful conversation, analysis, and design that is both data-driven and sensitive to the needs of residents who live, work, or travel along the street or streets in question.

PLANNING - LEVEL COST OPINIONS

The following sections include opinions of probable cost for implementing the recommendations of this Plan. These planning-level costs are intended to provide an order of magnitude of the cost for specific facilities; more detailed cost estimates should be developed when budgeting for specific project implementation. To estimate slightly more precise costs for future trails and active transportation infrastructure,

The opinions of probable cost were developed by identifying major pay items and establishing rough quantities to determine a rough order of magnitude cost. Additional pay items have been assigned approximate lump sum prices based on a percentage of the anticipated construction cost. Planning-level cost opinions include a 25 percent contingency to cover items that are undefined or are typically unknown early in the planning phase of a project. Unit costs are based on 2022 dollars and were assigned based on historical cost data from Iowa DOT (and supplemented by Wisconsin Department of Transportation cost data where Iowa DOT cost data were not available). Cost opinions do not include easement and right-of-way acquisition; permitting, inspection, or construction management; engineering, surveying, geotechnical investigation, environmental documentation, special site remediation, escalation, or the cost for ongoing maintenance. A cost range has been assigned to certain general categories such as utility relocations; however, these costs can vary widely depending on the exact details and nature of the work. The overall cost opinions are intended to be general and used only for planning purposes. Toole Design Group, LLC makes no guarantees or warranties regarding the cost estimate herein. Construction costs will vary based on the ultimate project scope, actual site conditions and constraints, schedule, and economic conditions at the time of construction.

The table below presents opinions of probable cost for a variety of pedestrian and bikeway facilities. The costs are presented in two formats:

• Stand-Alone project costs are for installing the designated facility as a standalone project, without other street construction occurring.

• Coordinated project costs are for installing the designated facility as part of a larger street project. Because certain construction activities will occur as part of a street resurfacing or reconstruction regardless of the implementation of pedestrian or bikeway facilities, those costs are removed from the costs presented below

Opinions of Probable Cost for Construction of Various Bikeways, Sidewalks, and Trail Typesa

add

new (10’), low effort (for example, rural setting, flat terrain)

new (10’), standard effort (for example, urban setting, flat terrain)

new (10’), high effort (for example, along stream/river bank, hilly, other significant work)

aToole Design Group, LLC makes no guarantees or warranties regarding the cost estimates herein. bCosts were estimated by inputting Iowa DOT 2022 costs (where available) and WisDOT 2022 unit costs into the Indiana Trails Cost Calculator. Costs do not include structures such as bridges, culverts, or retaining walls.

Opinions of Probable Cost for Construction of Various Crosswalk Safety Treatmentsa

median refuge island and add signs/markings and detectable warnings

Hybrid Beacon (PHB) Install new, with mast arm and battery back up power supply, in location with existing electricity.

Rapid Flashing Beacon (RRFB) Install new, in location with existing electricity

aToole Design Group, LLC makes no guarantees or warranties regarding the cost estimates herein.