Randy Bennett – City of Waterloo Public Works Manager
Mohammad Elahi – City of Waterloo Traffic Engineer
Dennis Gentz – City of Waterloo Assistant City Engineer
Codie Leseman – Iowa Northland Regional Council of Governments
Transportation Planner
Aric Schroeder – City of Waterloo City Planner
LIST OF TABLES
Table
Table
Table
Table
Table
Table
LIST OF FIGURES
Figure
Figure
Figure
Figure
Figure 5-2
APPENDIX
APPENDIX
APPENDIX
LIST OF APPENDICES
West Ridgeway Avenue Traffic Study
City Of Waterloo, Black Hawk County, Ia May 2020
EXECUTIVE SUMMARY
The purpose of this study is to review the West Ridgeway Avenue corridor between US 63/Sergeant Road and Kimball Avenue to determine a recommendation for improvement along the corridor, in particular considering if a 4-lane to 3-lane conversion is a viable alternative
The study collected data on the existing (2019) vehicle traffic and pedestrian/bicycle information. An analysis on the existing conditions was completed as was using industry standard forecasting methods to project and analyze future traffic volumes (2045)
Crash records were collected from the Iowa Crash Analysis Tool (ICAT) and the City of Waterloo Police Department. The records were analyzed for patterns and for determining crash rates at the intersections and along roadway segments. Safety improvement methods were considered including traffic control improvements, revisions or additions to turn lanes, and roundabouts.
The public was invited to an open house meeting to review concepts of the alternatives and provide their comments. Generally, there was a stronger preference for a 3-lane section over the existing 4-lane section. Comments regarding roundabouts were evenly split for support or opposition to their construction on this corridor.
The City of Waterloo’s complete streets policy was also reviewed in connection with this study. The corridor currently does not provide a safe route for pedestrians or bicycles. Alternatives for improving multimodal safety and connectivity were reviewed relative to the project environment and constraints.
Finally, the corridor’s right of way was reviewed. It varies throughout the corridor and some improvement alternatives considered would require additional right of way acquisition.
To create a final recommendation considering all of the above aspects, a decision making tool was created. The tool allows for a comparison of the different alternatives in a qualitative method.
The highest ranked alternative was a tie between two of the 3-lane alternatives. The recommendation is to convert the road to a 3-lane section with roundabouts and add pedestrian/bicycling facilities because those alternatives provide safety benefits and meet the City of Waterloo’s complete street standards.
CHAPTER 1 – INTRODUCTION
1.1 STUDY PURPOSE AND NEED
As the Waterloo and Cedar Falls metropolitan area continues to evolve, the West Ridgeway Avenue corridor, with a federal functional classification as a minor arterial, has become a local link between southern Cedar Falls and Waterloo. These changes have occurred due in part from City driven forces, such as area growth and planning efforts, and external forces including the current construction efforts on US 20. The impacts have altered traffic volumes and modal choice along segments of West Ridgeway Avenue and other area routes.
Through a variety of City plans, an Iowa Department of Transportation (Iowa DOT) statewide study, and community feedback, the West Ridgeway Avenue corridor has been identified as a potential candidate improvements that can address a wide range of modal traffic operations, network connectivity and public comments surrounding safety and access along the corridor.
The City hired MSA Professional Services, Inc. (MSA) to conduct a traffic study of West Ridgeway Avenue between US 63/Sergeant Road and Kimball Avenue. In addition to addressing vehicle safety and operations, the study includes an evaluation of pedestrian and bicycle facilities.
The primary study objectives include:
Evaluate traffic operations and capacity under existing and forecasted future conditions for both the existing 4-lane section and a potential conversion to 3-lanes.
Recommend improvements that address intersection operations and public perception surrounding safety and access
Improve connectivity, comfort, and safety for pedestrians and bikers.
Assess accesses and crash history and provide recommendations to improve safety for the different modes of traffic on the corridor.
1.2 PROJECT AREA
The traffic study includes approximately 1.9 miles between the intersections of West Ridgeway Avenue with US 63/Sergeant Road and West Ridgeway Avenue with Kimball Avenue.
West Ridgeway Avenue Traffic Study
Chapter 1 - Introduction
City Of Waterloo, Black Hawk County, IA May 2020
1.3 ROADWAY HISTORY
West Ridgeway Avenue can be seen in aerial photography as early as the 1930’s. The roadway is situated on the line between Waterloo Township and Orange Township. Other routes seen on the aerial from the 1930’s are West 4th Street, Ansborough Avenue, Sheridan Road, Prospect Boulevard, and Kimball Avenue. Historic aerials from the 1950’s, 1960’s, 1970’s, 1990’s, and through today show the progression of Waterloo’s growth.
Figure 1-1 - 1930's Aerial of Project Area
1.4 IOWA DOT 2017 4-LANE TO 3-LANE STATEWIDE STUDY REPORT
In May 2017, the Iowa DOT released a statewide study reviewing existing 4-lane corridors for the potential to convert to 3-lanes. Based on a national study completed by the FHWA, the Iowa DOT reviewed streets throughout the state to identify potential candidates that would benefit from a lane reduction. Roads with certain characteristics can be converted from 4-lanes to 3-lanes with fewer crashes and similar traffic operations. The report can be found here:
The report indicated a crash rate of 397 crashes per 100 million vehicle miles traveled (HMVMT) for the West Ridgeway Avenue corridor between US 63/Sergeant Road and Kimball Avenue for the five years 2011-2015. For a statewide report like this one, it appears they included all crashes for the full segment and didn’t separate intersection related crashes from segment related crashes.
1.5 CITY OF WATERLOO PROJECT HISTORY
After the Iowa DOT published its statewide 4-lane to 3-lane conversion report, the City ofWaterloo staff began looking at options for the West Ridgeway Avenue corridor between US 63/Sergeant Road and Kimball Avenue. The City applied for and was selected to receive a $425,000 grant from the Transportation Safety Improvement Program in December 2017 for a 4-lane to 3-lane conversion. Near the end of 2018 the City requested proposals from consultants and hired MSA in early 2019 to study traffic in the corridor. This study will help confirm if the corridor is a good candidate for a 4-lane to 3-lane conversion.
Figure 1-2 - 1970's Aerial of Project Area
West Ridgeway Avenue Traffic Study
Chapter 1 - Introduction
City Of Waterloo, Black Hawk County, IA May 2020
1.6 SUMMARY OF PROJECT TASKS AND SCHEDULE
In addition to the initial data collection activities and technical evaluation of operations and safety along West Ridgeway Avenue, one of the City’s goals was to be transparent and open with the study. After the initial data collection and engineering analysis, a public open house meeting was held to gather comments. The meeting was advertised through social media, the press, and notices were sent directly to those near the corridor. Table 1.1 summarizes the traffic study’s schedule.
Table 1.1: West Ridgeway Avenue Traffic Study project schedule
Milestone
Date(s)
Data Collection April - May 2019
Technical Advisory Committee Meeting
Existing Conditions, Traffic, and Safety Analysis
City Council Work Session
June 6, 2019
Summer - Fall 2019
October 14, 2019
Description
MSA collected traffic data, existing plans and reports, and crash reports.
Meeting of consultants, City Staff, and INRCOG representative to discuss initial data collection efforts and review purpose of traffic study.
MSA assessed the existing and forecasted traffic data using traffic modeling software, reviewed crash patterns, and analyzed other components of the traffic study to support preliminary alternative development.
MSA staff presented the initial data collection findings and several corridor options to City Council Members prior to the public open house meeting.
Public Open House Meeting
October 29, 2019
Final Report
Fall 2019/Winter and Spring 2020
This meeting presented several options including staying with the narrow 4-lane section between Ansborough Avenue and Hillcrest Road, or converting to a 3-lane section with a center left turn lane. Intersection alternatives included traffic signal and turn lane improvements or roundabouts. Approximately 75 people attended and provided comments on the corridor and alternatives.
Incorporating comments and feedback into the study documentation, finalizing report, and exhibits.
West Ridgeway Avenue Traffic Study Chapter 2 - Existing Roadway Conditions
City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 2 – EXISTING ROADWAY CONDITIONS
2.1 TYPICAL SECTIONS AND TRAFFIC CONTROL
Within the study area, there are multiple distinct typical sections. The entire length of the study area is a four-lane urban roadway with curb and gutter, streetlights, and on-street parking is prohibited. A summary of the typical section for each segment on West Ridgeway Avenue, from west to east, is described below:
US 63/Sergeant Road to West 4th Street
Between these two intersections, West Ridgeway Avenue is a 52-foot wide four-lane urban roadway with curb and gutter. It appears the roadway has been overlaid with asphalt, as there is no discernible gutter section and a short curb. There is a 45 MPH posted speed limit and a 10-foot wide concrete path south of West Ridgeway Avenue. There are six commercial access locations along this segment.
West 4th Street to Ansborough Avenue
Between these two intersections, West Ridgeway Avenue is a 52-foot wide four-lane urban roadway with curb and gutter. This segment of roadway is concrete and does not have an overlay. The curb and gutter is integral with the roadway concrete pavement. There is a 35 MPH posted speed limit and a 4-5-foot wide sidewalk north of West Ridgeway Avenue. The 10-foot wide concrete trail in the previous segment does not continue past the intersection of West 4th Street. There are 13 residential driveways and 3 commercial accesses along this segment.
Ansborough Avenue to Hillcrest Road
Between these two intersections, West Ridgeway Avenue is a 40-foot wide four-lane urban roadway with curb and gutter. The typical section tapers from 40-feet wide to 50wide between Elmridge Road and Hillcrest Road. It appears the roadway has been overlaid with asphalt. There is a 35 MPH posted speed limit and no sidewalk or trail north or south of West Ridgeway Avenue. There are 17 residential driveways and 1 commercial access along this segment.
Hillcrest Road to Kimball Avenue
Between these two intersections, West Ridgeway Avenue is a 50-foot wide four-lane urban roadway with curb and gutter until a left turn lane is developed for the intersection with Kimball Avenue. It appears the roadway has been overlaid with asphalt. There is a 35 MPH posted speed limit and 5-foot wide sidewalk south of West Ridgeway Avenue. There is one residential driveway and four commercial accesses along this segment.
There are five traffic signals along the corridor located at the intersections of:
US 63/Sergeant Road
West 4th Street
Ansborough Avenue
Hillcrest Road
Kimball Avenue
West Ridgeway Avenue Traffic Study
Chapter 3 - Existing Roadway Conditions
City Of Waterloo, Black Hawk County, Ia May 2020
The remaining intersections are side street stop control except Prospect Boulevard, which is a four-way stop. Sheridan Road has side street stops and a traffic signal for pedestrians crossing West Ridgeway Avenue, which does not meet current Manual on Uniform Traffic Control Devices (MUTCD) standards.
A summary of the existing intersection control and lane configurations are shown on Exhibit 2.1, West Ridgeway Avenue Existing Condition
2.2 BICYCLE AND PEDESTRIAN FACILITIES
Bicycle and pedestrian safety and connectivity are key priorities in the community. The City of Waterloo has been adding bicycle and pedestrian facilities throughout town over the past decade
Adjacent to the study area is a regional trail that follows US 63/Sergeant Road. A spur of that trail continues on the south side of West Ridgeway Avenue between US 63 and West 4th Street as a 10-foot wide trail.
East of West 4th Street there is a 4-5-foot wide sidewalk. The sidewalk continues on the north side of West Ridgeway Avenue to Ansborough Avenue. Then there is no sidewalk on the West Ridgeway Avenue corridor until Hillcrest Road. A 5-foot wide sidewalk connects Hillcrest Road to Kimball Avenue on the south side of West Ridgeway Avenue.
2.3 ACCESS
Managing access along an urban arterial is critical to maintain safety and efficiency of a corridor. Removing unsafe or repetitive driveways reduces conflict points, removes turning movements from through lanes, and improves operations and capacity of the mainline. Currently the segments between West 4th Street and Kimball Avenue have a high density of access points. These segments primarily service residential and commercial developments on both sides of the West Ridgeway Avenue corridor.
Access points within the study limits were categorized as one of three different uses: public street, residential, and commercial. Table 2.1 summarizes the existing access evaluation based on the roadway segment:
AnsboroughAve.&DixonDr. W.4thSt.&W.RidgewayAve.
2.4 SAFETY ASSESSMENT
User safety is paramount for West Ridgeway Avenue as there is a mix of commercial vehicles, cars/trucks, pedestrians, and bicycles. Proper crossing enhancements, improved sight distance, typical section modifications, pavement improvements, and conflict point reductions are all means to improve safety and reduce the risk of crashes. This safety assessment will help identify crash patterns and determine locations and segments where safety improvements will be particularly effective.
The following is a summary of the most recent five (5) years of reported crash data (January 2014 – April 2019) for the project study area. Data was received from the Iowa Crash Analysis Tool (ICAT) and the Waterloo Police Department.
Crash types were classified into manor of collision and crash severity Injury severity for each intersection is classified as shown below. Note that no fatal injuries (Type K) or incapacitating injury/severe injuries were reported during this time period
PD – Property damage only
C – Possible injury/non-evident injury claims
B – Suspected minor/non-incapacitating injury
A – Suspected serious/incapacitating injury
A summary of the intersection crash data is provided in Table 2 2 Crash types were broken down into rear end (“Rear”), angle (“Angle”), sideswipe (“SS”), head on collision (“Head”), and noninvolved collisions with other vehicles (“No C”). A total of 130 crashes at intersections were reported in the study area. A majority of the crashes were property damage only, however 5 crashes resulted in moderate Type B injuries. A majority of the crash types were rear end and angle crashes. Crash diagrams for each of the intersections and roadway segments along the corridor is shown in Exhibits 2.2 through 2.9
West Ridgeway Avenue Traffic Study Chapter 3 - Existing Roadway Conditions
City Of Waterloo, Black Hawk County, Ia May 2020
Table 2.2: West Ridgeway Avenue Traffic Study Intersection Crash Data Summary
* No A or K crashes recorded
A high percentage of the crashes occurred at the West 4th Street, Ansborough Avenue, Prospect Boulevard, and Hillcrest Drive intersections. Below provides a summary of the crash patterns at each intersection.
2.4.1 WEST 4TH STREET
A total of 10 crashes occurred at the signalized intersection in the most recent five years, resulting in a crash rate of 1.9 crashes per year, or 0.26 crashes per million entering vehicles (MEV). A majority of the crashes resulted in property damage only (7) and were side-swipe crash types (6). The side-swipe crash pattern that exists at the intersection is likely due to the substandard, narrow left turn lane widths on the eastbound (approximately 9 ft.) and westbound (approximately 8 ft.) approaches. Other crash types that exist, but do not have significant patterns, are angle crashes and rear end crashes at the intersection.
2.4.2 ANSBOROUGH AVENUE
A total of 25 crashes occurred at the signalized intersection in the most recent five years, resulting in a crash rate of 4.7 crashes per year, or 0.46 crashes/MEV. A majority of the crashes resulted in property damage only (20) and were rear-end or angle crash types (21). One crash pattern that exists at the intersection involves a high number (15) of rear-end crashes, which are typically more common at signalized and all-way stop control intersections Other crash types that exist, but do not have significant patterns, are angle crashes and side-swipe crashes at the intersection.
2.4.3 SHERIDAN ROAD
A total of 6 crashes occurred at the two-way stop controlled intersection in the most recent five years, resulting in a crash rate of 1.1 crashes per year, or 0.17 crashes/MEV. A majority of the crashes resulted in property damage only (4) and were angle crash types (5). There is one rear end crash at the intersection. The number of angle crashes with left turning vehicles from the minor road might indicate drivers are having difficulty turning left, and accepting smaller gaps to make their left turns, resulting in a collision with through movements on West Ridgeway Avenue. Reduced sight distance might be a contributing factor due to local trees and other landscaping.
2.4.4 PROSPECT BOULEVARD
A total of 13 crashes occurred at the all-way stop controlled intersection in the most recent five years, resulting in a crash rate of 2.4 crashes per year, or 0.53 crashes/MEV. A majority of the crashes resulted in property damage only (11) and were rear-end or angle crash types (12). A crash pattern at this intersection is the high number of rear-end crashes eastbound and westbound on West Ridgeway Avenue, due to queueing at the all-way stop.
2.4.5 HILLCREST DRIVE
A total of 11 crashes occurred at the signalized intersection in the most recent five years, resulting in a crash rate of 2.1 crashes per year, or 0.47 crashes/MEV. A majority of the crashes resulted in property damage only (10) and were rear-end or angle crash types (10). One crash pattern that exists at the intersection involves a high number of angle crashes. This intersection is already signalized, however adding protected left turn phasing may help lower the number of angle crashes with left turning vehicles at this intersection.
The West Ridgeway Avenue corridor was also divided into three segments with similar geometric and land use characteristics. Crashes that did not occur at intersections were summarized based on their location along the corridor to identify existing crash problem areas that could be improved with the implementation of the 3-lane alternative. The summary of the segment crash data is provided in Table 2 3 A total of 38 crashes occurred within the past five years between the intersections on this corridor, where a majority were property damage only (28).The summary of the segment crash analysis is described below. As a reference, the Iowa DOT statewide minor arterial average crash rate is 207 crashes per hundred million vehicle miles traveled (HMVMT)
Table 2.3 - West Ridgeway Avenue Segment Crash Data Summary
City Of Waterloo, Black Hawk County, Ia May 2020
2.4.6 US 63/SERGEANT ROAD TO ANSBOROUGH AVENUE
A total of 14 crashes occurred along this segment of West Ridgeway Avenue in the most recent five years, resulting in a crash rate of 2.6 crashes per year, or 77.5 crashes/HMVM. A majority of the crashes resulted in property damage only (10). The majority of crashes were rear end and angle crashes near the driveway for the UnityPoint Health-United Medical Park. A westbound left turn lane would reduce the number of crashes at this location.
2.4.7 ANSBOROUGH AVENUE TO HILLCREST ROAD
A total of 6 crashes occurred along this segment of West Ridgeway Avenue in the most recent five years, resulting in a crash rate of 1.1 crashes per year or 36.2 crashes/HMVH. A majority of the crashes resulted in property damage only (4). Half of the reported crashes happened at a driveway just east of Ansborough Avenue including two angle crashes and a rear end crash. There were two sideswipe crashes east of Prospect Blvd. There were three crashes at one residential driveway east of Ansborough Avenue including a rear end crash, and crashes turning into and out of the driveway. Opposing direction sideswipes are not frequent during the selected analysis time period.
2.4.8 HILLCREST ROAD TO KIMBALL AVENUE
A total of 16 crashes occurred along this segment of West Ridgeway Avenue in the most recent five years, resulting in a crash rate of 3.0 crashes per year, or 297.8 crashes/HMVM. A majority of the crashes resulted in property damage only (13). The majority of crashes were rear end and angle crashes near the shared Kimball Avenue Access Road/Walgreens driveway/ManorCare Health Services driveway The volume of vehicles assumed to be using this driveway and the proximity of the driveway to the intersection of Kimball Avenue is assumed to be the main cause of the crashes at this location.
2.4.9 TWO-WAY LEFT TURN LANE SAFETY ANALYSIS
3-lane conversions have documented safety countermeasures, especially for roadways that experience high rear-end, side-swipe, and left-turn crashes at mid-block locations. The Federal Highway Administration (FHWA) has identified a 19-47% reduction in overall crashes as a result of 3-lane conversions, when there is a history of crashes involving left turning vehicles. Conversion projects have demonstrated additional safety benefits, including speed reductions, crossing improvements for pedestrians, and a simpler roadway for all users to operate on. National studies recommend that 3-lane conversions be implemented on roadway networks that have an average daily traffic (ADT) less than 20,000 vehicles per day. Using the estimated 0.70% and 1.00% growth rates for the mainline volume, the ADT along West Ridgeway Avenue is expected to remain under 12,000 ADT through the 2045 design year.
Figure 2-1 Conflict point comparison, 4-lane vs. 3lane
The segment of West Ridgeway Avenue from Ansborough Avenue to Hillcrest Road is a candidate where the 3-lane geometry could help to reduce some of the common crash types seen on this segment of the corridor. Common crash patterns observed in the crash data analysis for this segment are sideswipes at minor intersections, left turn angle crashes, and rear end crashes. The implementation of the 3-lane scenario would reduce the number of conflict points, and provide refuge for left turning vehicles at minor streets and driveways.
In general, the crash rates for the intersections and segments on this corridor are below state crash rate averages. Only the segment between Hillcrest Road and Kimball Avenue has a slightly higher than state average crash rate. State average does not indicate a safe and crash free level. It is an average number of similarly classified facilities, many of them with different traffic volumes, speeds, adjacent land uses, traffic operations, etc. Lower than state average does not mean safe. The objective of this project is to improve safety by reducing as many crashes as possible.
West Ridgeway Avenue Traffic Study
Chapter 3 - Traffic Analysis
City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 3 –TRAFFIC ANALYSIS
To assist with the recommendation of a preferred alternative, operational analysis was performed for the four lane, and three lane scenarios using existing and future traffic volumes. To assess the existing operations at the intersections with in the study area, current traffic volumes were collected and analyzed. Existing traffic volumes were forecasted using growth factors determined from the Iowa Northland Regional Council of Governments (INRCOG) long-range planning model to calculate future year (2045) traffic volumes. INRCOG partners with Iowa DOT traffic specialists to create the long-range planning model for Waterloo and Cedar Falls metropolitan area.
3.1 EXISTING TRAFFIC
3.1.1
DATA COLLECTION
Turning movement counts and traffic volumes were collected April 21 – 25, 2019 at key intersections in the study area on a weekday during typical conditions. The counts were collected at the following intersections:
West Ridgeway Avenue & West 4th Street
West Ridgeway Avenue & Ansborough Avenue
West Ridgeway Avenue & Sheridan Road
West Ridgeway Avenue & Prospect Boulevard
West Ridgeway Avenue & Hillcrest Road
West Ridgeway Avenue & Kimball Avenue
Ansborough Avenue & Dixon Drive
In addition to the turning movement counts, six mid-block locations along West Ridgeway Avenue were counted on a weekday during typical conditions. The mid-block count data is shown in Appendix A Locations of these 24 hour counts are listed below:
West of US 63/Sergeant Road
Between US 63/Sergeant Road and West 4th Street
Between West 4th Street and Ansborough Avenue
Between Ansborough Avenue and Prospect Boulevard
Between Prospect Boulevard and Hillcrest Road
Between Bellaire Road and Kimball Avenue
3.1.2 EXISTING CONDITIONS
Vehicle Data:
The AM and PM peak hour volumes used in the analysis are summarized in Exhibit 3.1. The data processed at the intersections included vehicle classification (lights, mediums, and articulated trucks), bicycle, and pedestrian counts. The network peak hours were calculated and used for operational review throughout the analysis. The network AM and PM peak hours were determined to be 7:15 - 8:15 AM, and 4:30 – 5:30 PM respectively. Peak hour turning movement count data is shown in Appendix A.
W4THST
AnsboroughAve.&DixonDr.
West Ridgeway Avenue Traffic Study
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City Of Waterloo, Black Hawk County, Ia May 2020
Pedestrian/Bicycle Data:
Pedestrian and bicycle data was collected as a part of the turning movement counts listed previously, as well as three segments along West Ridgeway Avenue between April 21 and April 25, 2019 Hightemperatures rangedfrom 62to 86degrees that week. The three segments include from USH 63 to 4th Street, 4th Street to Ansborough Avenue, and Ansborough Avenue to Kimball Avenue A summary of the counts is located in Table 3 1 There is a trail along the south of West Ridgeway Avenue from USH 63 to 4th Street, and a sidewalk along the north of West Ridgeway Avenue between 4th Street and Ansborough Avenue. There is no sidewalk along West Ridgeway Avenue between Ansborough Avenue and Hillcrest Road There is a sidewalk on the south side of West Ridgeway Avenue between Hillcrest Road and Kimball Avenue
Table 3.1-West Ridgeway Avenue Pedestrian & Bike Summary
6:00 AM - 9:00 AM 3:00 PM - 6:00 PM
Forecast Volumes:
Traffic volume outputs from past (2014) and future (2045) Average Annual Daily Traffic (AADT) traffic models for the corridor were obtained from the INRCOG. The AADT volumes from the model outputs were used to calculate annual growth rates for the corridor. Due to the anticipated development on the west side of the corridor between US 63 and 4th St, a higher growth rate was used for this segment of 1.00%. The segment of West Ridgeway Avenue from 4th St to Kimball Avenue is predominantly residential and well developed, therefore a moderate growth rate of 0.70% was used. The annual growth rates were applied to the existing intersection counts and forecasted to 2045 design year turning movement counts at the study intersections Table 3 2 summarizes the forecasted ADT based on roadway segment.
Table 3.2-West Ridgeway Avenue Existing and Forecasted AADT Data
2045 AADT Data calculated based on applying INRCOG growth rates to data collected in 2019
Traffic Analysis:
To help determine the preferred roadway alternative for West Ridgeway Avenue, an operational and capacity analysis was completed for each intersection based on the existing geometric and
West Ridgeway Avenue Traffic Study
Chapter 3 - Traffic Analysis
City Of Waterloo, Black Hawk County, Ia May 2020
control conditions and existing 2019 and forecasted 2045 turning movement volumes. Analysis was completed using Synchro 10 software, which is based on the procedures, methods, and techniques contained in the Highway Capacity Manual (HCM), 6th Edition. This type of analysis assigns a Level of Service (LOS) to each movement. LOS is a qualitative measure that refers to the overall quality of flow at the intersection ranging from very good, LOS “A,” to very poor, LOS “F.” The delay is measured in seconds per vehicle, which can be used to determine the LOS for the intersection Table 3 3 shows the delay criteria for determining the LOS at an intersection under stop, signal, or roundabout control.
The operational analysis for four travel lanes and the existing intersection geometry was performed based on the existing intersection control at each of the study intersections. Traffic signal timing plans were obtained from the City of Waterloo and used in the analysis of the 2019 existing conditions. Cycle lengths and signal timings were optimized for maximum capacity with a reasonable cycle length for all other operational scenarios because of forecasted future traffic volumes, and different turn lane configurations. Pedestrian phasing meeting current standards was included at intersections with pedestrian volume and existing pedestrian signal infrastructure.
3.2.1 2019 TRAFFIC OPERATIONAL ANALYSIS – FOUR LANES
Exhibit 3.2, Traffic Operations – 2019 Existing Geometry summarizes the operations of the study intersections based on 2019 traffic volumes, four travel lanes, and existing intersection configurations. The analysis indicates that the study intersections operate acceptably, at or above LOS C. Traffic analysis output reports for each of the study intersections are provided in Appendix B
City Of Waterloo, Black Hawk County, Ia May 2020
3.2.2 2045 TRAFFIC OPERATIONAL ANALYSIS – FOUR LANES
Exhibit 3.3, Traffic Operations – 2045 Existing Geometry summarizes the operations of the study intersections based on projected 2045 traffic volumes, four travel lanes, and existing intersection configurations. It was assumed that the signal timing would be adjusted sometime before this date, so optimized signal timings were used as a part of this analysis. The analysis indicates the overall intersection delay is acceptable for all of the study intersections, however identifies specific movements at intersections that may operate poorly. The analysis identifies undesirable delay on the southbound side-street approach at Sheridan Road during the PM peak hour. Additionally, the analysis indicates the northbound and southbound left turns at Ansborough Avenue operate at LOS D and LOS E. Currently the intersection has protected phasing for the northbound and southbound left turns, presumably due to the poor sight distance due to the skew of the intersection. If the intersection is realigned to provide a better offset for the northbound and southbound left turns, the addition of permissive/protected left turn phasing would improve the operations at this intersection. Traffic analysis output reports for each study intersection are provided in Appendix B.
3.3 THREE-LANE ALTERNATIVE TRAFFIC ANALYSIS
The three-lane alternative would consist of one 11 foot through lane in each direction and one 14 foot center two-way left-turn lane (TWLTL). The remaining right-of-way can be allocated towards a multi-use trail to accommodate pedestrians and bike users. The proposed limits of the threelane section would be from west of Ansborough Avenue to west of Kimball Avenue. Each of the study intersections will have an eastbound and westbound shared through/right lane and a dedicated left turn lane on West Ridgeway Avenue.
With the conversion to a three-lane alternative, the results of the traffic analysis shows it will be necessary to make improvements to the intersections of West Ridgeway Avenue & Prospect Boulevard, and West Ridgeway Avenue & Ansborough Avenue to address the reduced capacity at the intersections. See Section 3.4 for a discussion on the recommended intersection improvements. Traffic analysis output reports for each study intersection are provided in Appendix B
3.3.1 2019 TRAFFIC OPERATIONAL ANALYSIS – THREE LANES
Exhibit 3.4, Traffic Operations – 2019 Three-Lane Alternative summarizes the operations of the study intersections based on 2019 traffic volumes, two travel lanes, and a center TWLTL. Each of the study intersections include a dedicated eastbound and westbound left turn lane. If this alternative is selected, the geometry of the corridor would be improved so optimized signal timings were used as a part of this analysis. The analysis indicates a majority of the study intersections operate acceptably, at or above LOS C. The traffic analysis results shows the intersections of West Ridgeway Avenue & Prospect Boulevard, and West Ridgeway Avenue & Ansborough Avenue will operate unacceptably, at or below LOS D. Traffic analysis output reports for each of the study intersections are provided in Appendix B.
The traffic analysis shows the existing All-Way Stop Control (AWSC) intersection at Prospect Blvd would operate unacceptably at an intersection LOS F. More specifically, the westbound and eastbound approaches operate at LOS F due to the decreased capacity of the through movements. With the construction of the three lane alternative, it is recommended to modify the
West Ridgeway Avenue Traffic Study
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City Of Waterloo, Black Hawk County, Ia May 2020
southbound approach at this intersection and to change the intersection control type. Two-way stop control (TWSC), a roundabout, and at traffic signal were considered as alternative control types at this intersection. Long queues and delays at this intersection would be expected if it were to remain as AWSC after converting to the three lane alternative.
Traffic analysis indicates the intersection of West Ridgeway Avenue and Ansborough Avenue would also operate unacceptably during the PM peak hour (LOS E) under existing traffic volumes.
3.3.2 2045 TRAFFIC OPERATIONAL ANALYSIS – THREE LANES
Exhibit 3.5, Traffic Operations – 2045 Three-Lane Alternative summarizes the operations of the study intersections based on projected 2045 traffic volumes, two travel lanes, and a center TWLTL. Optimized signal timings were used as a part of this analysis. The analysis indicates that most of the study intersections operate acceptably, at or above LOS C. The traffic analysis shows that the intersections of West Ridgeway Avenue & Prospect Boulevard and West Ridgeway Avenue & Ansborough Avenue are expected to operate unacceptably. Delay on the SB approach of Sheridan operates at LOS E, however it’s expected that the side street traffic would utilize the improved intersection at Prospect Boulevard as delay grows. Exhibit 3.6, Traffic Operations – 2045 Three-Lane Alternative Select Intersection Improvements, summarizes the operations of the intersection control types considered at this intersection. Traffic analysis output reports for each of the study intersections are provided in Appendix B.
3.4 INTERSECTION IMPROVEMENTS
As a part of this study, the City requested specific improvements to address current safety and operational problems at intersections on the corridor. The six intersections where improvement options were analyzed are discussed below.
West Ridgeway Avenue & W. 4th Street:
The intersection of W. 4th Street and West Ridgeway Avenue is skewed, and constrained by a cemetery to the north, and a large rock and utility poles to the south. This intersection was originally constructed to have one through lane, and one shared through/left turn lane eastbound and westbound. Left turn lanes were added on West Ridgeway Avenue for safety reasons by reducing other lane widths, therefore the lane widths are very narrow. The current left turn lane width is approximately 9 ft, and through lane width is approximately 10 ft There have been four sideswipe crashes at this intersection likely caused by the narrow turn lanes. There are no current or future operational concerns at this intersection using the current lane configuration. Recommended improvement options include widening West Ridgeway Avenue, or reconstructing the intersection.
West Ridgeway Avenue should be widened at this intersection to allow for a minimum 10 ft left turn lane each direction, and 11 ft through lanes. This would require West Ridgeway Avenue to be widened approximately 5 ft. Optimally, an intersection should be designed to have roadways cross at a 90-degree angle. Reconstructing this intersection and realigning to a 90-degree angle would improve safety, and allow for standard lane widths. However, this alternative would be more significantly more expensive as it would require right of way acquisition and utility relocation in addition to reconstruction.
West Ridgeway Avenue & Ansborough Avenue:
The City desires to add eastbound and westbound left turn lanes to West Ridgeway Avenue at this intersection to improve safety at the intersection. Due to the large utility poles along the south side of the intersection, it is not possible to expand the roadway south to account for the required width necessary to add a turn lane in the eastbound direction unless the pole in the southwest corner is relocated. Another option would be to shift the westbound lanes tothe north, and acquire right-of-way from the northern properties at the intersection.
Ansborough Avenue is slightly skewed at this intersection, resulting in operational complications for the northbound and southbound left turns. The traffic analysis shows that these left turn lanes are consistently operating poorly as traffic increases. Currently the intersection has protected phasing for the northbound and southbound left turns, presumably due to the poor sight distance created by the skew of the intersection. Since realigning the intersection would require a significant amount of right-of-way, a multi-lane roundabout may be the best choice at this intersection to efficiently handle future traffic volumes as the city grows. Each approach would have two through lanes, and a right turn bypass on the southbound approach. Traffic analysis shows that all approaches of the intersection will operate acceptably, at LOS C or above, through 2045. See Exhibit 3.7 Ansborough Avenue Conceptual Roundabout.
Figure 3-2–West Ridgeway Avenue & W. 4th Street looking east
Figure 3-1 West Ridgeway Avenue and W. 4th Street looking east
City Of Waterloo, Black Hawk County, Ia May 2020
West Ridgeway Avenue & Sheridan Avenue:
The intersection of West Ridgeway Avenue & Sheridan Avenue is currently stop controlled on Sheridan Avenue, with a pedestrian activated traffic signal on the westbound approach. The use of this method for pedestrian crossing safety does not meet current standards. It is recommended to remove the traffic signal at this intersection and install pedestrian crossing warning signs with a Rapid Rectangular Flashing Beacon (RRFB). RRFBs are a lower cost alternative to traffic signals and are shown to increase driver yielding behavior at crosswalks significantly when supplementing standard pedestrian crossing warning signs and markings. RRFBs have been shown to be most effective in 2- and 3-lane sections over 4lane undivided sections due to the length of the crossing. There were few pedestrians observed crossing at this location during the intersection count, however that could change with the addition of a trail or sidewalk in the study area. Additional safety improvements at this intersection could include installing instreet pedestrian crossing signs in a median, and restriping the crosswalks along the corridor.
West Ridgeway Avenue & Prospect Boulevard:
This traffic control at this intersection is currently AWSC due to the wide median on the southbound approach of Prospect Blvd. AWSC is typically used where the volume of traffic on the intersecting roads is approximately equal. In this case, the traffic volumes on West Ridgeway Avenue are considerably higher than those on Prospect Blvd. It is recommended to remove the median of the southbound approach of Prospect Blvd., and realign to match the northbound approach.
Figure 3-3 West Ridgeway Avenue and Sheridan Road looking southeast
Figure 3-4 West Ridgeway Avenue and Prospect Boulevard looking south
Potential traffic control alternatives at this intersection include stop control on Prospect Blvd, traffic signals, or a single lane roundabout. TWSC would increase the delay for side street traffic. Traffic analysis shows that the overall intersection would operate unacceptably at LOS D, and the side streets at LOS F. Due to the unacceptable delay on the side street, this intersection control is not recommended.
Traffic signal warrants 1-3 were evaluated following guidelines in the Manual on Uniform Traffic Control Devices (MUTCD) using existing turning movement volumes. It was determined that this intersection does not currently meet any of the traffic signal warrants reviewed as part of this study. A traffic signal is not recommended at this intersection at this time. Traffic signal warrants should be evaluated again at a future date as volume on the corridor increases.
Preliminary design of a single lane roundabout shows that this option would require right-of-way acquisition from adjacent properties and would require complete reconstruction of the intersection. The analysis at this intersection shows the intersection would operate at LOS A using 2045 volumes. Exhibit 3.5 2045-Select Intersection Improvements, summarizes the operations of the improved intersections based on future traffic volumes. See Exhibit 3.8 Prospect Boulevard Conceptual Roundabout.
West Ridgeway Avenue & Hillcrest Road:
There is a desire to add a protected westbound left turn phase at this intersection. The number of left turns at this signalized intersection is relatively low and the intersection operates acceptably under the current intersection configuration. In order to add a left turn lane for the westbound approach with the four-lane alternative, West Ridgeway Avenue would need to be expanded to the north, which will require the city to purchase additional right of way. The three-lane alternative would allow for a dedicated left turn lane, and protected left turn phase at this intersection without the need to buy additional right-of-way.
City Of Waterloo, Black Hawk County, Ia May 2020
Dixon Road & Ansborough Avenue:
The intersection of Ansborough Avenue & Dixon Road is approximately 200 feet south of West Ridgeway Avenue. Northbound traffic at the intersection tothe north backsup into this intersection at times during the peak hour, causing operational problems. Traffic analysis at this intersection shows no problems with current or future traffic volumes, but confirms queues at Ansborough Avenue and West Ridgeway Avenue to the north will back up into this intersection during the PM peak Improvements should be made to the intersection of Ansborough Avenue & Ridgeway Avenue to minimize queueing into this intersection, such as updating signal timing, or constructing a roundabout. If the problem persists, additional alternatives may be required such as limiting access to Dixon Dr. Further study would be required at this intersection if planned commercial re-development at the southeast corner of West Ridgeway Avenue and Ansborough Avenue occurs.
3-4 West Ridgeway Avenue and Hillcrest Road looking east
Exhibits 3.9 and 3.10 show general overviews of the 4-lane and 3-lane alternatives.
Figure
W.RIDGEWAYAVE
W.RIDGEWAYAVE
W.RIDGEWAYAVE
W.RIDGEWAYAVE
CHAPTER 4 – PUBLIC INVOLVEMENT
4.1 SUMMARY OF PUBLIC INVOLVEMENT
The City of Waterloo has worked with the public to be transparent with this traffic study. Public comments are important to provide a local perspective of the project corridor and bring to attention issues that might not be identified during data collection or analysis.
4.2 TECHNICAL ADVISORY COMMITTEE (TAC)
A Technical Advisory Committee (TAC) was established for the project early in the process. TAC members included City staff and one planner with the regional metropolitan planning organization. Members included:
• Randy Bennett, City of Waterloo Public Works Manager
• Dennis Gentz, City of Waterloo Assistant City Engineer
• Mohammad Elahi, City of Waterloo Traffic Engineer
• Codie Leseman, Iowa Northland Regional Council of Governments (INRCOG) Transportation Planner
• Aric Schroeder, City of Waterloo City Planner
This group presented different perspectives to the project and provided information relevant to the traffic study.
4.3 CITY COUNCIL
The project was also presented to the Waterloo City Council at a Work Session on October 16, 2019. This was an update presentation to the City Council to give them information of the data collected and analysis completed prior to a project open house meeting. Final findings were presented to the City Council on June, 22, 2020.
4.4 PUBLIC OPEN HOUSE
A public open house meeting was held 5:30-7:30pm on October 29, 2019 at the Hoover Middle School. Residents and businesses within 500 feet of the traffic study area were invited. Notices were also provided to the media (TV, radio, and newspaper) and on the City’s and INRCOG’s Facebook pages.
The meeting was attended by approximately 75 people. A short introduction to the project was given and then the time was open for attendees to ask MSA and City staff questions and leave comments regarding the different options under consideration for the corridor.
4.5 PUBLIC OPEN HOUSE COMMENTS
Comments were collected both in writing and verbally. Grouping the comments received can be summarized in the following (sorted by most mentioned down to least mentioned):
Do not support construction of roundabouts on corridor
Widen the existing 4-lane section so lanes can be standard 12’ width
Support a 3-lane section
Currently the road is rough with outside lanes not drivable
Bury overhead power lines on south side of West Ridgeway Avenue
Mentions of the Waverly Highway 3/Bremer Avenue 4-lane to 3-lane conversion experience
Increase the future traffic volume forecasts
Side streets will be busier and/or will be more difficult to turn onto West Ridgeway Avenue
There will be difficulties with the transition from 4-lane to 3-lane on either end of the corridor
Support keeping existing 4-lane typical section
Request to study the larger area transportation network
Additional or longer turn lanes at Ansborough Avenue
Keep 4-lane section between US 63 and Ansborough Avenue
Concerns about emergency vehicle response times with a 3-lane section
Prospect Boulevard should remain a 4-way stop condition
Do not construct sidewalk/trail on West Ridgeway Avenue
Where will snow be stored if a trail is constructed
Expand West Ridgeway Avenue to 5-lane between US 63 and West 4th Street
South Hill Drive will not be able to turn left if 3-lane on West Ridgeway Avenue
Adding an 8’ trail will make travel lanes too narrow
Hillcrest Road becomes congested at school dismissal times (2:45pm and 3:15pm)
What are the funding sources and are they tied to specific improvements
Between Woodstock Road and Elmridge Road a two-way left turn lane will back up during the morning peak hour and afternoon school dismissal times
The westbound left turn lane at 4th Street is too narrow
A 3-lane section will make it more difficult to enter and exit driveways on West Ridgeway Avenue
People commented the most about needing a safe way for pedestrians and bicycles to travel the corridor. With three schools (West High, Hoover Middle, and Lou Henry Elementary) near the project area, children and young adults face a challenge walking or biking to school. People noted there were many kids walking through the grass boulevards, as there was nowhere else to walk safely. Using the grass boulevard does not accommodate bicycles or disabled people.
Comments regarding roundabouts were evenly split for support or opposition to their construction on this corridor. Approximately 1/3 of the comments supported a 4-lane option and 2/3 supported the 3-lane options.
4.5.1 WIDENED 4-LANE ALTERNATIVE
One common comment received was that the corridor should be widened to include 4-lanes that are 12 feet wide throughout the full project limits. The intent was to make the lanes more comfortable for drivers and without a change in the number of lanes.
MSA staff has reviewed this comment and identified the following issues that may occur with the alternative:
No reduction in lanes, so drivers will experience the same conditions (prior to the outside lane pavement deteriorations), only with wider lanes.
Potential for increases in speed since drivers typically determine their speed with how comfortable they are on the roadway.
Reduced pedestrian/bike safety as there will be an additional eight feet of vehicle traveled roadway to cross. The extra width could be used for bike or pedestrian facilities instead of motorized vehicles.
Crashes will likely remain at or near existing levels as 4-lane roadways typically have more rear-end and sideswipe crashes, even with the typical 12’ wide lanes
There were multiple people at the open house meeting on October 29, 2019 that mentioned a recent 4-lane to 3-lane conversion in Waverly on Highway 3 / Bremer Avenue. The project in Waverly experienced issues at its beginning. Discussions with City of Waverly and Iowa DOT staff were conducted after the October 29, 2019 public open house.
The staff at both agencies noted that there was 20-30% additional traffic volume at the beginning of the project opening due to a bridge closure north of the corridor and the lack of a second east/west south of the corridor. Congestion was significant during peak hours and there were 14 crashes in the first two months of the 3-lane segment opening A local political group with national ties spoke out against the conversion project during this time
After the bridge reopened and the southern arterial opened, traffic volumes returned to their typical levels and traffic signals were retimed for the conditions, congestion has been reduced and crashes have decreased. The annual average number of crashes for the nine years prior to the conversion project was 41 crashes per year (about 3.5 per month). In the 12 months since the project opened, there have been 28 reported crashes, which is a 31% decrease. There were no crashes reported between July 1 and October 29, 2019 in the 3-lane portion of the corridor. National statistics have also shown a 4-lane to 3-lane conversion reduces crashes by about 30%, which is what the local corridor has experienced.
The Iowa DOT has received funds to do a study of 4-lane to 3-lane conversions and the effects on emergency response times. This issue has been brought as a possible negative for conversion projects, but there has been no research to date on the topic to show any effect one way or the other. No research is available to determine how a 4-lane to 3-lane conversion affects adjacent businesses.
Staff from both agencies recommend 4-lane to 3-lane conversions in the proper settings.
4.6 PUBLIC OPEN HOUSE SUMMARY
The comments received from the public during the open house meeting and afterwards indicate a split of public opinion regarding improvements to the corridor. In general, comments supported the addition of pedestrian/bicycle facilities and the consensus was that the road pavement needs improvements. Beyond those items, the suggestions for improvements were diverse. Any improvements to the corridor will likely receive similar numbers for support and opposition.
West Ridgeway Avenue Traffic Study
Chapter 5 - Complete Streets City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 5 – COMPLETE STREETS
5.1 SUMMARY OF WATERLOO’S COMPLETE STREETS POLICY
The Waterloo City Council approved a complete streets policy on June 10, 2013. As the policy states, “…a goal of Complete Streets is to improve the access and mobility for all users of streets in the community by improving safety through reducing conflict and encouraging non-motorized transportation and transit…”
The full policy and other Complete Streets information can be found on the City of Waterloo’s website: http://www.cityofwaterlooiowa.com/departments/engineering/complete_streets/index.php
As noted in the previous chapter, the most frequently stated comment at the open house meeting was regarding the lack of pedestrian and bicycle facilities along the West Ridgeway Avenue corridor.
5.2 COMPLETE STREET ALTERNATIVES
There are many factors to balance when analyzing different options for the users of a corridor. There is motorized and non-motorized traffic, different types of motorized traffic, and different types of non-motorized traffic.
The City ofWaterloo’s transit service, MET, is planning revisions to its routes. TheWest Ridgeway Avenue corridor has had several routes. With the revisions, the bus routes in the near future will only be on West Ridgeway Avenue for short distances. One stop is the UnityPoint Clinic and Allen Hospital. Another route will take a one-block path on West Ridgeway Avenue between Ansborough Avenue and Russell Road. Bus stops will be planned off the study corridor on side streets or in the UnityPoint campus.
For motorized vehicles, there is a mix of residential, commuter, and commercial traffic. Data collected for the study and public comments indicate several issues including safety and congestion on the corridor. The engineering analysis of these two topics was discussed in Chapter 3 – Traffic Analysis.
For pedestrians and bicycles, there are four main options to consider in the corridor:
Bike lanes
Multi-use trails
Sidewalks
Leave as is
5.2.1 BIKE LANES
Bike lanes come in different types and styles including:
Sharrows
Designated bike lanes
5.2.1.1 Sharrows
The word sharrow comes from the combination of the words “share” and “arrow.” Sharrows are painted symbols typically out several feet from the road edge to remind motorized vehicle drivers that there may be bicycles present and to share the road.
5.2.1.2 Designated Bike Lanes
Pros for sharrows are that they require less pavement since motorized vehicles and bicycles share a lane.
Cons for sharrows include less experienced bicycle riders being uncomfortable riding with motorized traffic. Children and younger riders fit into this category. There is more interaction between motorized and nonmotorized vehicles.
The one comment received at the Public Open House Meeting regarding sharrows stated the person did not think sharrows were appropriate for this corridor unless there were additional improvements at the intersections.
Designated bike lanes come in three different types that differ in separation between bicycles and motorized vehicles. A striped bike lane is immediately adjacent to a motorized vehicle lane with the only separation being painted lines. A buffered bike lane also has painted lines, but with additional hatch paint creating a buffer area between motorized vehicles and bicycles. A protected bike lane has a physical obstacle, such as a median, installed between the motorized lane and bicycle lane. The bike lanes installed by the City of Waterloo on Park Avenue are buffered bike lanes. Designated bike lanes require additional pavement and area. For the West Ridgeway Avenue corridor, adding bike lanes between Ansborough Avenue and Kimball Avenue will require the acquisition of right of way. Bike lanes should be 4 feet to 7 feet wide for one-way traffic. Adding bike lanes on either side of the road will require 8-14 feet of additional pavement for just the lane itself. Buffered bike lanes and protected bike lanes would require additional right of way to provide the separation from the motorized vehicle lane. These lanes are designated for bicycles and do not provide a facility for pedestrians.
Figure 5-1 Sharrow Pavement Marking (from MUTCD)
5.2.2
MULTI-USE TRAILS
A multi-use trail is a separated facility from the road, generally with a grass boulevard, that allow for two-way traffic of both bicycles and pedestrians if constructed at least 8 feet wide. Additional right of way will be required to provide this type of facility, but less than the bike lane options. If partnered with a 3-lane roadway (two 11 foot wide travel lanes and one 14 foot wide center left turn lane), additional right of way would be reduced. Benefits of this option include providing an ADA compliant facilityfor both pedestrians and bicycles and requiring less right of way acquisition. A multi-use trail south of West Ridgeway Avenue also has the benefit of crossing less driveways, which is safer for trail users and allows bicyclists to maintain a more consistent speed. Trails of this type are maintained by the City and would not require adjacent residents to remove snow on the back side of their properties.
5.2.3
SIDEWALKS
Sidewalks are typically 5 feet wide concrete paths for pedestrians separated from the roadway with a boulevard Bikes are prohibited on sidewalks in the City of Waterloo. Sidewalk maintenance is the responsibility of the adjacent property owner including snow removal. Much like bike lanes don’t provide a facility for pedestrians, sidewalks only provide a facility for pedestrians. Bicycles would be required to travel on the roadway.
5.2.4
MAINTAIN EXISTING CONDITIONS
Leaving the corridor as is does not address the most common public comment received during the study schedule. The existing 4-lane section has 10 feet wide driving lanes, which leaves little room for bicycles and feels uncomfortable for pedestrians in the street when they walk with traffic. Multiple comments received indicated that pedestrians did not stay on the road with vehicles, but walked in the grass abutting the roadway. Disabled people find that situation difficult or impossible to use.
Figure 5-2 Types of Bike Lanes (from
City Of Waterloo, Black Hawk County, Ia May 2020
5.3 RECOMMENDATIONS
Many of the comments received from the public indicated support for a separated facility for bikes and pedestrians. A multi-use trail south of West Ridgeway Avenue will provide a safe facility for both bicyclists and pedestrians. In addition, a multi-use trail will be maintained by the City of Waterloo and eliminate the need for adjacent property owners to move snow removal equipment around their properties to the less accessible back portions of the properties.
A multi-use trail is more feasible if a 3-lane road section is selected for improvements to the roadway, which in turn will reduce the amount of right of way acquisition required for the project.
Typically the standard recommendation would be to include pedestrian facilities on both sides of the road, but in this case the right of way is a limiting factor. If the City were to decide to acquire property to widen the right of way, bike lanes and sidewalks on both sides of the roadway would provide the safest option for each mode of travel.
West Ridgeway Avenue Traffic Study
Chapter 6 - Right Of Way Analysis
City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 6 – RIGHT OF WAY ANALYSIS
6.1 RIGHT OF WAY ANALYSIS OVERVIEW
An important factor for a transportation corridor is right of way. Costs can increase significantly if a municipality needs to acquire property for a project. This study corridor has varying right of way widths throughout. Exhibit 6.1 shows the right of way widths in the study area based on data provided by Black Hawk County, IA GIS.
Different widths of right of way were acquired by the City of Waterloo over time. Development was sparser on the west end of the corridor, so more land was available for rightof way. The residential segment was developed earlier and the City only owns a 66-foot wide corridor between Clyde Circle and Elmridge Road.
If property acquisition is required for the project, project funding will determine the level necessary for completing the land purchase. The Federal Uniform Relocation Assistance Act and Code of Iowa section 6B dictate the rules for spending federal or state funds on the project for property acquisition. These laws generally require property appraisals and public agencies negotiating in good faith with the property owner(s).
6.2 RIGHT OF WAY EXISTING INFORMATION
Right of way widths on the corridor vary from 66 feet wide to 187 feet wide. A summary of the number of parcels adjacent to each width of right of way is shown in Table 6.1. Table 6.1:
These numbers are important as a factor for determining impacts of the alternatives. For example, if the right of way needs widening to accommodate a trail in the 66’ wide right of way segment, additional right of way will need to be acquired from a number of parcels.
6.3 POTENTIAL RIGHT OF WAY IMPACTS
Several of the options under consideration have impacts to the right of way. The alternatives with potential impacts include the addition of a sidewalk, trail, and/or roundabouts. Reconstructing the existing 4-lane segment without adding a sidewalk or trail will work in the existing right of way as it does today, but provides no improvements over existing conditions A 3-lane alternative will change the right of way needs as it includes a roadway that is at least four feet narrower than the existing pavement. Reducing the width of the center two way left turn lane would provide more
room within the existing right of way, but should be analyzed to determine if that affects capacity or safety
6.3.1 SIDEWALK RIGHT OF WAY NEEDS
Sidewalks are typically five or six feet wide, concrete travel paths for pedestrians adjacent to roadways. The City of Waterloo ordinances prohibit bike riding on sidewalks.
A sidewalk is a public facility and therefore requires construction to be within the City-owned right of way. Adding sidewalk within the existing right of way and with the existing 4-lane design will be tight in the 66’ foot wide right of way segment. Additional property will likely be required to provide the sidewalk and snow storage/boulevard area. Reducing the pavement width to 3-lanes can gain an extra four feet within the existing right of way. That may be enough to construct the sidewalk without acquiring more permanent right of way. Temporary construction easements may be needed. Another factor to consider is the power poles located south of the corridor in the right of way. This facility is a large transmission line that also takes up space in the existing right of way.
6.3.2 MULTI-USE TRAIL RIGHT OF WAY NEEDS
Multi-use trails are typically 8-10 feet wide, asphalt or concrete paths for both pedestrians and bicycles. The minimum width is 8 feet for two way traffic and generally 10 feet is recommended. To minimize the right of way needs in this case, it is recommended an 8 foot wide trail be used if the multi-use trail option is selected. Reducing the pavement width to 36 feet by going to a 3-lane section will reduce the area of needed acquisition. Four feet isgained with the narrower pavement. There likely will need to be property acquired for the additional four feet of trail width and a potential conflict with the power poles
6.3.3 ROUNDABOUTS RIGHT OF WAY NEEDS
If the roundabout options are selected as part of the corridor improvements, a preliminary review indicates additional right of way will be required for both roundabouts proposed. Both roundabouts will also be dependent on which lane option is selected. The geometrics of the roundabouts will change depending on the number of entering lanes.
6.3.3.1
Ansborough Avenue
There are two main factors that influence the right of way needs for a potential roundabout at Ansborough Avenue:
1. Traffic volumes are large enough that a multi-lane roundabout is recommended at the intersection. The north and south legs of the roundabout will have two entering lanes. The east/west legs entering the roundabout will have one or two lanes, depending on the lane configuration selected for West Ridgeway Avenue.
2. Ansborough Avenue intersects West Ridgeway Drive at a skew. This will push the interior circle of the roundabout to the east of the existing intersection.
Because of these two factors, additional right of way would be needed for a roundabout at this location. The residential property northeast of the existing intersection may be needed for a roundabout. Detailed design is required to determine the full impacts of a roundabout at this intersection.
West Ridgeway Avenue Traffic Study
Chapter 6 - Right Of Way Analysis
City Of Waterloo, Black Hawk County, Ia May 2020
6.3.3.2 Prospect Boulevard
A single-lane roundabout is a potential improvement at the intersection of Prospect Boulevard and West Ridgeway Avenue. Comments from the public open house indicated a roundabout would allow residents a safe way to complete a U-turn from the southbound one-way to the northbound one-way. A preliminary review of the intersection indicates corners of the adjacent properties will be needed to construct the roundabout. Additional design is needed to confirm the right of way needs for a potential roundabout at this location.
6.3.4 EXPANDED RIGHT OF WAY OPTION
One option the City can consider is acquiring additional right of way through the existing 66’ wide right of way to create a consistent 83’ wide right of way from West 4th Street to Kimball Avenue. There are 16 properties identified on the south side of West Ridgeway Avenue in the narrower right of way section. With the acquisition of 16’ of more right of way, a 3-lane option including onstreet bike lanes, a sidewalk, and a trail could be constructed. This option includes additional costs for property acquisition and affects residential backyards, landscaping, and fencing.
West Ridgeway Avenue Traffic Study
Chapter 7 - Project Costs
City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 7 – PROJECT COSTS
7.1 COST ANALYSIS
This section of the study will review planning-level costs of the potential alternatives discussed earlier. Alternatives included in this cost section include:
Reconstructing the existing 4-lane roadway, keeping the 10 foot lanes
o With (1B) and without eight foot trail (1A)
Reconstructing the existing 4-lane roadway, expanding to 12 foot lanes
o With (1D) and without eight foot trail (1C)
Reconstructing the existing roadway footprint into a 3-lane section with two 11 foot wide travel lanes and a 14 foot wide two-way center two-way left-turn lane (TWLTL)
o With an eight foot trail (all 3-lane alternatives)
o With traffic signals (2A), roundabouts (2B), or a hybrid with a traffic signal at Ansborough Avenue and a roundabout at Prospect Boulevard (2C)
o With an expanded 83’ wide right of way, sidewalk, trail, and two on-street bike lanes (2D)
Cost opinion documentation for the alternatives is located in Appendix C.
7.1.1 4-LANE ALTERNATIVES
Reconstructing the corridor in the existing 4-lane, 10 foot wide lanes will be one of the less expensive options, but also provides the lowest level of benefits. Reconstructing in the existing footprint will not require acquisition of additional property unless a sidewalk or trail is added to the corridor. The existing road can be removed and replaced with new pavement and curb and gutter. This will address the poor pavement condition and drivability issue near the gutter of the two outside lanes.
Not including a sidewalk or multi-use trail will not address the comments received at the public open house meeting. A sidewalk or multi-use trail addition will increase the cost of construction and will likely require the City of Waterloo to acquire right of way from adjacent landowners. Additional intersection improvements with adding or widening existing turn lane bays are recommended to increase level of service and reduce crashes.
Widening the roadway to 4-lane with 12 foot wide lanes adds costs both to construction and right of way acquisition. It is estimated that construction costs will go up by 25%, impact the utility pole location south of the corridor, and require significant acquisition of addition right of way, especially if a multi-use trail is added.
4-Lane Alternative 1A includes reconstructing the corridor between West 4th Street and Bellaire Road the same 40-foot width with replacing the Sheridan Road pedestrian crossing signal with a Rectangular Rapid Flashing Beacon (RRFB) and does not include a multi-use trail. A planning level construction project cost opinion for this alternative is $6,700,000 - $7,200,000.
4-Lane Alternative 1B is alternative 1A with an 8-foot wide multi-use trail. The planning level construction project cost opinion for this alternative is $7,000,000 - $7,500,000. This cost opinion
West Ridgeway Avenue Traffic Study
Chapter 7 - Project Costs City Of Waterloo, Black Hawk County, Ia May 2020
does not include the cost for additional right of way acquisition. Additional design is needed to determine the amount of right of way to be acquired.
4-Lane Alternative 1C is alternative 1A with 12-foot wide lanes. The planning level construction project cost opinion for this alternative is $7,500,000 - $8,000,000. The cost opinion does not include the cost of additional right of way. Additional design is needed to determine the amount of right of way to be acquired.
4-Lane Alternative 1D is alternative 1C with an 8-foot wide multi-use trail. The planning level construction project cost opinion for this alternative is $7,900,000 - $8,400,000. The cost opinion does not include the cost of additional right of way. Additional design is needed to determine the amount of right of way to be acquired.
7.1.2 3-LANE ALTERNATIVES
Converting the corridor to a 3-lane section starting east of West 4th Street to Bellaire Road will create an extra four feet of right of way the City of Waterloo can use for a sidewalk or multi-use trail. The traffic analysis indicates narrowing the roadway to two 11-foot wide through lanes and one 14-foot wide center two way left turn lane will operate in a similar fashion to a 4-lane section that remains 40 feet wide if intersection improvements are included with the project. Less pavement for a 3-lane section will reduce the construction costs.
Acquiring right of way will likely be required for a multi-use trail if that option is selected. Additional design is required to determine the extents of right of way acquisition.
The 3-lane option operations improve with roundabouts located at the intersections of West Ridgeway Avenue with Ansborough Avenue and Prospect Boulevard. Roundabouts will be compared for cost and operational improvements with traffic signal modifications.
3-Lane Alternative 2A includes reconstructing the corridor between West 4th Street and Bellaire Road with a 36-foot wide roadway, replacing the Sheridan Road pedestrian crossing signal with a RRFB, a multi-use trail, and no other intersection traffic control improvements other than required adjustments for the new 3-lane section at Ansborough Avenue and Hillcrest Road. A planning level construction project cost opinion for this alternative is $7,000,000 - $7,500,000. This cost opinion does not include additional turn lane improvements. This alternative’s traffic review indicated it would have the most delay of all the alternatives.
3-Lane Alternative 2B is alternative 2A with roundabouts at Ansborough Avenue and Prospect Boulevard. The planning level construction project cost opinion for this alternative is $9,400,000 - $9,900,000. This cost opinion does not include the cost for additional right of way acquisition. Additional design is needed to determine the amount of right of way to be acquired. This alternative’s traffic review indicated it would have similar delay and operating capacity as a 4-lane alternative
3-Lane Alternative 2C is a hybrid of alternative 2A with a full traffic signal replacement at Ansborough Avenue, additional turn lanes at Ansborough Avenue, and a roundabout at Prospect Boulevard. A planning level construction project cost opinion for this alternative is $8,000,000$8,500,000. The cost for right of way acquisition is not included and will be determined after additional design is completed if selected.
West Ridgeway Avenue Traffic Study
Chapter 7 - Project Costs
City Of Waterloo, Black Hawk County, Ia May 2020 Project No. 05396003
3-Lane Alternative 2D involves acquiring an additional 17’ of right of way from the 16 properties south of West Ridgeway Avenue. With a full 83’ wide right of way, the City can construct a 6’ wide sidewalk, two 7’ wide bike lanes (2’ of that is buffer between the bike lanes and motorized vehicle lanes), a 3-lane road section, and a 10’ wide multi-use trail between West 4th Street and Kimball Avenue. This alternative includes roundabouts at Ansborough Avenue and Prospect Boulevard. A planning level construction project cost opinion for this alternative is $11,100,000 - $11,600,000 The cost opinion does not include the cost of additional right of way acquisition.
West Ridgeway Avenue Traffic Study
Chapter 8 - Decision Making Tool City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 8 – DECISION MAKING TOOL
8.1 QUALITATIVE DECISION MAKING TOOL OVERVIEW
With the information collected and processed, this chapter will review the qualities of each alternative and create a decision making tool for determining a recommendation. This study includes a review of crashes, existing geometry, collection of public comments, and an engineering review.
8.2 QUALITATIVE DECISION MAKING TOOL CATEGORIES
There are several categories that are common between the different alternatives:
Safety
Project Costs
Project Impacts
Complete Streets
Each category with the alternative reviewed will be rated with a high (3), medium (2), or low value (1). This will provide a comparison tool for decision makers to select an alternative. A poll of TAC members and City staff was conducted to determine weights for each category. Safety was selected as the highest importance, so it will be given a weight factor of 5.0. Project Costs will be weighted at 3.8, Project Impact will be weighted at 3.9, and Complete Streets will be weighted at 2.5.
8.2.1 SAFETY – FOR PEDESTRIANS, BICYCLISTS, AND MOTORIZED VEHICLES
The alternatives for this study have different effects on the safety of the users. Generally, 3-lane sections tend to have fewer crashes for all users of the roadway.
Pedestrians have a shorter length to cross and less time in the path of motorized traffic.
Bicyclists tend to have more space to ride with traffic. A separated multi-use trail boosts the safety factor if one is included.
Sideswipe and rear end motorized vehicle crashes are reduced because left turning vehicles are moved out of the through traffic lane and vehicles are not allowed to change lanes unless making a left turn.
During the safety review for this corridor, it was found that a 3-lane section would likely provide some safety benefits to the project, but the number of rear end and sideswipe crashes in the segment portions was low during the five year study period
The addition of roundabouts also increase safety for motorized vehicles. Roundabouts nationally reduce fatal crashes by 90%, injury crashes by about 75%, and total crashes by 35%. As mentioned before, a roundabout at the intersection with Prospect Boulevard will provide drivers the ability to make a safer U-turn for the one-way roads north of West Ridgeway Avenue when compared with the existing conditions
West Ridgeway Avenue Traffic Study
Chapter 8 - Decision Making Tool
City Of Waterloo, Black Hawk County, Ia May 2020
8.2.2 PROJECT COST
The City of Waterloo will be reconstructing West Ridgeway Avenue roadway between West 4th Street and Bellaire Road. The project is listed in the City’s Capital Improvement Plan for the next 5-10 years Cost of construction is determined by what alternative is selected for construction The alternatives and associated costs were determined in Chapter 7. The following ranges will be used for ranking the alternatives:
$6,000,000 - $7,000,000 = High Score (3)
$7,000,000 - $8,500,000 = Medium Score (2)
Over $8,500,000 = Low Score (1)
8.2.3 PROJECT IMPACTS – TRAFFIC CAPACITY AND ADJACENT PROPERTIES
This factor takes into consideration the flow of traffic and anticipated effects to adjacent properties on the corridor for the alternatives
West Ridgeway Avenue Traffic Study Chapter 8 - Decision Making Tool City Of Waterloo, Black Hawk County, Ia May 2020
8.3 QUALITATIVE DECISION MAKING TOOL ANALYSIS
The main comparison for this study is the difference between a 4-lane and 3-lane design.
Table 8.1 below summarizes the rankings of each alternative.
Table 8.1-Alternative Ranking Summary
Multi-Use Trail (1A)
3-lane with Multi-Use Trail and No Intersection Improvements (2A)
3-lane with Multi-Use Trail and Roundabout Intersection Improvements (2B)
3-lane with Multi-Use Trail and Traffic Signal Intersection Improvement at Ansborough Avenue and Roundabout at Prospect Boulevard (2C)
3-lane full 83’ wide right of way, sidewalk, bike lanes, roundabouts and multi-use trail (2D)
(2)
(2)
(3)
* Weight factors determined by an average of TAC member and City staff survey responses.
8.3.1 4-LANE ALTERNATIVES
The following methods were used for ranking the alternatives:
The 4-lane without trail (1A) scored low for safety, both for motorized and non-motorized travel. National studies have shown 4-lane sections tend to have more crashes than 3-lane or 5-lane sections. Turning vehicles stay in the through lanes and there is more potential for rear end and sideswipe crashes. Safety for the 4-lane with multi-use trail (1B) increases slightly because a separate facility is added for pedestrians and bicycles.
Overall project cost is scored at a high for rebuilding the 4-lane road as is (1A) This alternative has the lowest overall cost. The cost ranking for a 4-lane with a multi-use trail lowers due to the costs of also constructing a multi-use trail and acquiring additional right of way (1B) Cost also increases for the wider 4-lane alternatives (1C and D), both in construction cost and right of way needs.
Project impact is scored at a medium due to impacts associated with intersection improvements. Widening or adding turn lanes will require additional right of way for alternative 1A Impacts also increase for wider road alternatives and adding a trail.
Complete streets are ranked low for no multi-use trail and high for having a multi-use trail.
8.3.2 3-LANE ALTERNATIVES
The following methods were used for ranking these alternatives:
The 3-lane alternative with a multi-use trail and no intersection improvements has a medium safety score as signalized intersections tend to have more crashes than roundabout intersections. This alternative’s traffic analysis showed the lowest LOS/greatest delays (2A)
The 3-lane alternative with a multi-use trail and roundabout intersection improvements (2B) has a high safety score as roundabout intersections and 3-lane sections tend to have fewer crashes than signalized intersections.
The 3-lane alternative with a multi-use trail and traffic signals intersection improvements (2C) has a medium safety score as signalized intersections tend to have more crashes than roundabout intersections. Additional or wider turn lanes will improve safety.
The 3-lane alternative with an 83’ wide right of way with bike lanes, sidewalk, multi-use trail and roundabout intersection improvements (2D) has a high safety score as roundabout intersections and 3-lane sections tend to have fewer crashes than signalized intersections and undivided fourlane roadway sections. The bike lanes and sidewalk/trail are safer for both bicyclists and pedestrians. This is the most expensive option and has the largest impact due to additional right of way requirements.
Each 3-lane alternative includes a multi-use trail and scores high for the complete streets category.
West Ridgeway Avenue Traffic Study
Chapter 9 - Recommendations
City Of Waterloo, Black Hawk County, Ia May 2020
CHAPTER 9 – RECOMMENDATIONS
9.1 SUMMARY OF STUDY
This study’s purpose is to determine if the West Ridgeway Avenue corridor between US 63/Sergeant Road and Kimball Avenue is a good candidate for conversion from a 4-lane to a 3lane roadway. Multiple topics were analyzed including: safety, costs, potential project impacts, and complete streets.
9.1.1 SAFETY
The initiating reason the City of Waterloo performed this study was because of the Iowa DOT 2017 statewide review for potential 4-lane to 3-lane conversion projects. As a corridor, the cursory analysis performed by the Iowa DOT indicated a potential safety issue created by the existing 4lane road geometry. This study provides an in-depth review of crash history by analyzing crash records from the Iowa Crash Assessment Tool (ICAT) and the Waterloo Police Department.
This study has found thecrash rates for the segments to be generally lower than the state average for similarly classified corridors. A 3-lane conversion will likely reduce crashes when compared with a 4-lane roadway. The intersections on the corridor also tend to have lower than the state average crash rates. Intersection improvements will reduce crashes at these locations. Any crash reductions are a benefit to the corridor and traveling public. A crash rate lower than the state average does not make a road safe, it is comparison with other roads. The objective of this project is to improve safety by reducing as many crashes as possible.
9.1.2 COSTS
Planning level engineering opinions of probable construction costs were calculated for the alternatives. Right of way acquisition costs were not included as they vary with each property, the amount of property required, and timeframe as real estate values can change over time. Cost estimating documentation is located in Appendix C.
9.1.3 POTENTIAL PROJECT IMPACTS
A 4-lane geometry with the same lane widths will be the least disruptive to adjacent properties. This is an opportunity to implement improvements or changes to the corridor as reconstruction is already planned between West 4th Street and Kimball Avenue Widening a 4-lane alternative to the standard 12-foot lane width or widening the corridor right of way to 83’ will have significant impacts to adjacent properties for additional right of way needs.
Some of the alternatives require the City of Waterloo to acquire additional right of way, which has an impact on adjacent properties. The 3-lane alternative can match the capacity of a 4-lane roadway, if intersection improvements are also made. Generally, in round numbers, a 3-lane section (two through lanes and one center left turn lane) can move 18,300 vehicles per day and still be at an acceptable level of service. Forecasts for traffic in 2045 are the highest between Hillcrest Road and Kimball Avenue at 14,200 vehicles per day.
City Of Waterloo, Black Hawk County, Ia May 2020
9.1.4 COMPLETE STREETS
If the City of Waterloo wants to increase its investment in multiple modes of traveling, a 3-lane geometry with sidewalk/trail/bike lanes or just a trail is the recommendation for this corridor. Intersection improvements implemented at the same time as a 4-lane to 3-lane conversion will provide similar traffic capacity with some safety benefits and a safe facility for pedestrians and bicyclists.
9.2 RECOMMENDATIONS
Two 3-lane alternatives scored the highest in the decision making tool. If the City acquires another 17’ of right of way width between Clyde Circle and Elmridge Road, the corridor could be transformed to have sidewalk or trail on both sides of West Ridgeway Avenue. Additionally, buffered bike lanes with a 3-lane motorized vehicle lanes and roundabouts would provide the full solution for this important east-west corridor. This is the most costly option and is the most user friendly for each mode of travel. The top scoring alternative from the decision making tool is a less expensive 3-lane option with a multi-use trail on the south side of the corridor. The lower cost comes at a reduction of bike and pedestrian facilities to only one side of the street, which tends to promote increased pedestrian street crossings.
In addition, public opinion at the open house meeting was stronger for a 3-lane section than a 4lane section. Opinions on roundabouts were evenly split for support of or against the construction of roundabouts. A roundabout at the Ansborough Avenue intersection will also improve operations at the Dixon Drive intersection by reducing the queue from the north. By combining the safety improvements and providing pedestrians and bicycles a new facility, it is recommended the City consider one of the two 3-lane options with roundabouts and added pedestrian facilities.
For the West Ridgeway Avenue corridor between US 63/Sergeant Road and West 4th Street, no reconstruction is planned in the short-term like the other segment between West 4th Street and Kimball Avenue. Collected data indicate improvements could be implemented in the future at the entrance to the health campus and for the new developments north of the corridor. A 3-lane section would reduce speeds on the corridor as the posted speed is 45mph, and anecdotal evidence indicates traffic is likely traveling faster. A mid-block crossing with a Rectangular Rapid Flashing Beacon near the health campus entrance and the east access to the development north of West Ridgeway Avenue would be safer with a 3-lane section to allow pedestrians and bicyclists an opportunity to cross from the southern trail to the northern development.
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Initial Q (Qb), veh000000000000 Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00 Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00 Work Zone On ApproachNoNoNoNo
Adj Sat Flow, veh/h/ln181118111811181118111811182618261826185618561856
Percent Heavy Veh, %666666555333 Cap, veh/h11163820217554619614861511324185181
Arrive On Green0.280.280.280.280.280.280.090.210.210.140.260.26 Sat Flow, veh/h129224070832319156871739292453917673254309 Grp Volume(v), veh/h1760161281026475176180188249257
Sat Flow(s),veh/h/ln155601521140101524173917351729176717631800
Initial Q (Qb), veh000000000000 Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00 Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00 Work Zone On ApproachNoNoNoNo
Adj Sat Flow, veh/h/ln181118111811181118111811182618261826185618561856
Bay Length (ft)110155 Base Capacity (vph)1063101526716222721663
Intersection Summary
#95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Initial Q (Qb), veh000000000000 Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00 Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00 Work Zone On ApproachNoNoNoNo
Adj Sat Flow, veh/h/ln181118111811181118111811182618261826185618561856
Grp Sat Flow(s),veh/h/ln131901526121901527173917351730176717631799 Q Serve(g_s),
In Lane0.180.450.330.441.000.311.000.17 Lane Grp Cap(c), veh/h51505244890525149327326282463473 V/C Ratio(X)0.420.000.400.690.000.650.630.670.680.840.680.68
Link Dist (ft)13221881159435 Turn Bay Length (ft)110155 Base Capacity (vph)1101106121215552551644
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Grp Volume(v), veh/h30902723840336129403409210286295 Grp Sat Flow(s),veh/h/ln156001538144701484178117771802178117771823 Q Serve(g_s),
Prop In Lane0.070.590.120.821.000.211.000.15 Lane Grp Cap(c), veh/h53704835030466162517524247602617 V/C Ratio(X)0.580.000.560.760.000.720.800.780.780.850.480.48
Percent Heavy Veh, %555101010222151515 Cap, veh/h1371025479937322294156333174215
Arrive On Green0.080.300.000.060.280.000.260.260.260.260.260.26 Sat Flow, veh/h173934691547166833281485120311526091098683843
Grp Volume(v), veh/h502880383500138016260181
Grp Sat Flow(s),veh/h/ln173917351547166816641485120301761109801526 Q Serve(g_s),
Notes
Queue Length 50th (ft)1010329176337681107
Queue Length 95th (ft)281595925469108139145
Internal Link Dist (ft)13221881159435
Turn Bay Length (ft)200200110155
(vph)23574938674823717753632062
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Initial Q (Qb), veh000000000000 Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00 Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00 Work Zone On ApproachNoNoNoNo
Adj Sat Flow, veh/h/ln181118111811181118111811182618261826185618561856
Percent Heavy Veh, %555101010222151515 Cap, veh/h195973402828300409126414261203
Arrive On Green0.110.280.000.080.250.000.300.300.300.300.300.30 Sat Flow, veh/h173934691547166833281485112413714231155875680
Grp Volume(v), veh/h1124620564190150010660256
Grp Sat Flow(s),veh/h/ln173917351547166816641485112401794115501555 Q Serve(g_s), s3.76.70.01.46.50.07.80.02.70.20.08.3
Notes
Queue Length 50th (ft)928720~40576246126144
Queue Length 95th (ft)3038749#582#136269#219166
Internal Link Dist (ft)13221881159435
Turn Bay Length (ft)200200110155
Base
(vph)6965016164718512342391361
Intersection Summary
~Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. #95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Adj Sat Flow, veh/h/ln182618261826175217521752187018701870167816781678
Arrive On Green0.120.280.000.090.250.000.300.300.300.300.300.30 Sat Flow, veh/h173934691547166833281485106713694251129869685
Grp Volume(v), veh/h1445810695310188013160313
Grp Sat Flow(s),veh/h/ln173917351547166816641485106701794112901554 Q Serve(g_s),
Notes
(vph)2565156782150944244675
Queue Length 50th (ft)1549435~725124412~210254
Queue Length 95th (ft)4455577#790#185426#318275
Internal Link Dist (ft)13221881159435
Turn Bay Length (ft)200200110155
Base Capacity (vph)557231037181989702421093
Intersection Summary
~Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. #95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases:3: Ansborough Ave & Ridgeway Ave
Date Performed 9/19/2019 N/S Street Name Anborough Ave
Analysis Year 2045
VolumeAdjustments andSiteCharacteristics
CriticalandFollow-UpHeadwayAdjustment
DelayandLevelofService
(ft)1119091535563
Timing Report, Sorted By
Phase Number2468 MovementEBTLSBTLWBTLNBTL
Lead/Lag
Lead-Lag Optimize
Recall ModeMinNoneMinNone
Maximum Split (s)37233723
Maximum Split (%)61.7%38.3%61.7%38.3%
Minimum Split (s)24232423
Yellow Time (s)5454
All-Red Time (s)1111
Minimum Initial (s)155155
Vehicle Extension (s)3333
Minimum Gap (s)3333
Time Before Reduce (s)0000
Time To Reduce (s)0000
Walk Time (s)7777
Flash Dont Walk (s)11111111
Dual EntryYesYesYesYes
Inhibit MaxYesYesYesYes
Start Time (s)037037
End Time (s)370370
Yield/Force Off (s)31553155
Yield/Force Off 170(s)31443144
Local Start Time (s)037037
Local Yield (s)31553155
Local Yield 170(s)31443144
Intersection Summary
Cycle Length60
Control TypeActuated-Uncoordinated Natural Cycle60 Splits and Phases:5: Prospect Blvd/Prosepect Blvd & Ridgeway Ave
Arrive On Green0.490.490.000.490.490.490.160.160.160.160.160.16 Sat Flow, veh/h86218700796179465268848600693413521 Grp Volume(v), veh/h2563101905441430015600 Grp Sat Flow(s),veh/h/ln8621870079601859171600162700 Q Serve(g_s), s0.78.00.00.60.06.50.00.00.00.30.00.0
Lane Grp Cap(c), veh/h471911041309054100042700 V/C Ratio(X)0.050.690.000.050.000.600.350.000.000.370.000.00 Avail Cap(c_a),
Queue Length 50th (ft)712631371316 Queue Length 95th (ft)18186112033844 Internal Link Dist (ft)4991424281299 Turn Bay Length (ft)200200 Base Capacity (vph)38512444141243673662
Sorted
Phase Number2468 MovementEBTLSBTLWBTLNBTL
Lead/Lag
Lead-Lag Optimize
Recall ModeMinNoneMinNone
Maximum Split (s)37233723
Maximum Split (%)61.7%38.3%61.7%38.3%
Minimum Split (s)24232423
Yellow Time (s)5454
All-Red Time (s)1111
Minimum Initial (s)15101510
Vehicle Extension (s)3333
Minimum Gap (s)3333
Time Before Reduce (s)0000 Time To Reduce (s)0000
Walk Time (s)7777
Flash Dont Walk (s)11111111
Dual EntryYesYesYesYes
Inhibit MaxYesYesYesYes
Start Time (s)037037
End Time (s)370370
Yield/Force Off (s)31553155
Yield/Force Off 170(s)31443144
Local Start Time (s)037037
Local Yield (s)31553155
Local Yield 170(s)31443144
Intersection Summary
Cycle Length60
Control TypeActuated-Uncoordinated Natural Cycle60 Splits and Phases:5: Prospect Blvd/Prosepect Blvd & Ridgeway Ave
Initial Q (Qb), veh000000000000 Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00 Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00 Work Zone On ApproachNoNoNoNo
Adj Sat Flow, veh/h/ln187018701870187018701870187018701870187018701870
Percent Heavy Veh, %222222222222 Cap, veh/h3249642634895633171179107172178107
Arrive On Green0.530.530.530.530.530.530.210.210.210.210.210.21 Sat Flow, veh/h712181250737179762289859513292856516
Grp Volume(v), veh/h560713310750810010000 Grp Sat Flow(s),veh/h/ln7120186173701859166100166400 Q Serve(g_s), s2.80.012.31.40.013.40.00.00.00.00.00.0
APPENDIX C
Cost Opinion Documentation
3.01
Waterloo, IA 2/21/2020
Opinion of Probable Cost - West Ridgeway Ave Reconstruction* Widened Four Lane Alternative 1C (No Multi-Use Trail) Waterloo, IA 2/21/2020
* Estimate is based on preliminary drawings and study information. Quantities and unit costs will change based on final design and date of construction.
3.01
Opinion of Probable Cost - West Ridgeway Ave Reconstruction* Widened Four Lane Alternative 1D (With Multi-Use Trail)
Waterloo, IA 2/21/2020
3.01
Opinion of Probable Cost - West Ridgeway Ave Reconstruction* Three Lane Alternative 2A (8' Multi-Use Trail, No Intersection Improvements) Waterloo, IA 2/21/2020
* Estimate is based on preliminary drawings and study information. Quantities and unit costs will change based on final design and date of construction.
of
* Estimate is based on preliminary drawings and study information. Quantities and unit costs will change based on final design and date of construction.
Opinion of Probable Cost - West Ridgeway Ave Reconstruction*
Three Lane Alternative 2C (8' Multi-Use Trail, Traffic Signal Intersection Modifications at Ansborough Ave, Roundabout at
3.01
* Estimate is based on preliminary drawings and study information. Quantities and unit costs will change based on final design and date of construction.
Opinion of Probable Cost - West Ridgeway Ave Reconstruction* Three Lane Alternative 2D (83' Right of Way, Sidewalk, Multi-Use Trail, Bike Lanes) Waterloo, IA 2/21/2020
* Estimate is based on preliminary drawings and study information. Quantities and unit costs will change based on final design and
