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HomeMy WebLinkAboutIDOT - Ansborough ASCT-9/11/2017Form 230017wd 06-17 1OWADOT APPLICATION FORM FOR IOWA CLEAN AIR ATTAINMENT PROGRAM (ICAAP) FUNDS General Information Applicant Agency: City of Waterloo (Government Entity, Non -Profit Organization; or Individuals) Contact Person (Name & Mohammad Elahi Title): e -Mail: Mohammad.elahi@waterloo-ia.org Complete Mailing 625 Glenwood Street Address: Waterloo City Iowa State Street Address and/or Box No. 50613 319-291-4440 Zip Daytime Phone If more than one agency or organization is involved in this project, please state the name, contact person, mailing address, and telephone number of the second agency. (Attach an additional page if more than two agencies are involved.) Applicant Agency: Contact Person (Name & Title): Complete Mailing Address: e -Mail: Street Address and/or Box No. City Project Information State Zip Daytime Phone Project Title2: Ansborough Avenue South Adaptive Signal Control Technology (ASCT) Project Description (including length, if applicable): The proposed project involves replacing the 1980's closed loop traffic control system with an ASCT system including upgrading the interconnect from copper to fiber optics. This system runs from Ridgeway Avenue to Downing Street for about 1.7 miles and includes 7 intersections. *Project priority (1 = highest priority): 1 (a sponsor submitting multiple applications in this funding cycle must assign a numerical rank or priority to each application.)3 *Assign the proposed project to one or more of the following categories (check one or more): ❑ Transportation -Related Project in the State Implementation Plan (SIP) ❑ Shared -Ride ❑ Transportation Control Measure (TCM) N Traffic Flow Improvement (Intersection, Signalization, Other) O Planning and Project Development ❑ Travel Demand Management (TDM) ❑ Transit -Related Improvement ❑ Bicycle or Pedestrian Facility or Program (circle one) ❑ Intermodal Freight or Passenger (circle one) O Alternative Fuels ❑ Vehicle Inspection and Maintenance Program O Outreach Activity (Education, Advertising, or Technical Assistance * Is the project consistent with the State Implementation Plan for air quality for non -attainment areas? * Is the project consistent with the MPO's local Congestion Management Plan? * Is the project consistent with the N MPO ❑ RPA ❑ statewide Long -Range Transportation Plan? Page 1 of 6 Yes No Not Applicable ❑ ❑ ❑ ❑ N N ❑ ❑ Notes: ' Requires public agency as co-sponsor of application. 2 The term "project" means any ICAAP infrastructure or program proposal. 3 The Iowa Department of Transportation will use the priority ratings to reflect the sponsor. Project Costs (An itemized breakdown must be included on an attached sheet): Total Cost Iowa Clean Air Attainment Program Fund Request Applicant Match (20% Minimum) 1. 2. 3. $ 491,250 $ 393,000 $ 98,250 List All Applicant Match Sources Amount Assured or Anticipated (Date Anticipated) Sale of General Obligation Bond $98,250 July 1, 2018 Are any state funds involved in this project? If yes, please explain the source and conditions ❑ Yes ® No Are any other federal funds involved in this project? If yes, please explain the source and conditions ❑ Yes ® No Estimated Project Development Schedule: Design Start Date May 1, 2019 Completion Date Land Acquisition Start Date N/A Completion Date Construction Start Date September 2, 2019 Completion Date Has any part of this project been started? If yes, explain El Yes ®No July 1, 2019 N/A February 1, 2020 How do you plan to measure the success of this project? Conduct travel time/delay study before and after project implementation and measure the effectiveness of the project. Page 2 of 6 Required Documentation and Narrative Information The following documents and narratives must be attached to this application. In the upper right-hand corner of each document or narrative write the corresponding letter shown below. ® A. A NARRATIVE assessing existing congestion/air quality conditions, outlining the concept of the proposed project, and providing adequate project justification. How will this project reduce congestion, reduce travel or single occupant vehicle usage, and/or improve air quality? Which transportation -related pollutant(s) are being addressed: carbon monoxide, ozone, or PM? ® B. A DETAILED MAP identifying the location of the project and clearly differentiating the subject project from any past or future project phases. ® C. An ITEMIZED BREAKDOWN of the total project costs. This documentation does not need to be a detailed, line -item type of estimate. However, it must accomplish two objectives: first, it must show the method by which the cost estimate was prepared; and second, it must enable a reviewer to determine if the cost estimate is reasonable. The manner in which these objectives are achieved may vary widely depending on the type, scope and complexity of the project. Absent a fully itemized list of costs, some general guidelines for possible methods of estimating each type of project cost are provided on Attachment A. ® D. A TIME SCHEDULE for the total project development. ® E. An OFFICIAL CERTIFICATION from the applicant's governing body (authority) that it shall: (1) commit the necessary local matching funding for project implementation and (2) upon project completion, be responsible for adequately maintaining and operating the project for public use during the project's useful life. ® F. AN ADOPTED FORMAL RESOLUTION from the appropriate MPO or RPA declaring the sponsor's proposed project or program conforms to the MPO's or RPA's regional transportation planning process. (For MPOs, the project or program must be identified in the fiscally -constrained transportation plan and, if applicable, the congestion management plan in TMAs.) ® G. CALCULATIONS for vehicle emission reductions and total project cost effectiveness for the targeted pollutants. Project applicant must show through a quantitative analysis how many kilograms of pollutant will be reduced (CO, VOC, NOx, and, if applicable, PM). Project sponsor must calculate the cost effectiveness of the project by: Dividing the total annualized project cost by the number of kilograms per year of pollutant reduced ($ per kg). Applicant must also show all assumptions and source of data used to calculate the estimates. The applicant must use the most current vehicle emission factors developed by the Iowa DNR and consistent with EPA's MOBILE 6.2 air quality model. These emission factors are periodically updated and may be obtained from the Iowa DOT's ICAAP website at: htto://www.iowadot.gov/systems planning/icaap.htm. ® H. Completed MINORITY IMPACT STATEMENT attached to application. The award of Iowa Clean Air Attainment funds; any subsequent funding or letting of contracts for design, construction, reconstruction, improvement, or maintenance; and the furnishing of materials shall not involve direct or indirect interest of any state, county, or city official, elective or appointive. All of the above are prohibited by Iowa Code Sections 314.2, 362.5, or 331.342. Any award of funding or any letting of a contract in violation of the foregoing provisions shall invalidate the award of Iowa Clean Air Attainment Program funding and authorize a complete recovery of any funds previously disbursed. Certification To the best of my knowledge and belief, all information included in this application is true and accurate, including the commitment of all physical and financial resources. This application has been duly authorized by the participating local authority. I understand the attached OFFICIAL ENDORSEMENT(S) binds the participating local governments to assume responsibility for adequate maintenance of any new or improved facilities. If ICAAP funding assistance is approved for the project described in this application, I understand that an executed contract between the applicant and the Iowa Department of Transportation is required before such funding assistance can be authorized for use in implementing the project. Representing the City of Waterloo (Name of Applicant's Governing Authority) iCIGfoeJ Signature Date SKS Ron We1_per, Mayor Pro Tem. 9/28/2017 Typed Name and Title Typed Date (Governing Authority Official) Page 3 of 6 CJIOWADOT Form 105101 (03-09) MINORITY IMPACT STATEMENT Pursuant to 2008 Iowa Acts, HF 2393, Iowa Code Section 8.11, all grant applications submitted to the state of Iowa that are due beginning January 1, 2009 shall include a Minority Impact Statement. This is the state's mechanism for requiring grant applicants to consider the potential impact of the grant project's proposed programs or policies on minority groups. Please choose the statement(s) that pertains to this grant application. Complete all the information requested for the chosen statement(s). Submit additional pages as necessary. ❑ The proposed grant project programs or policies could have a disproportionate or unique positive impact on minority persons. Describe the positive impact expected from this project. Indicate which group is impacted: O Women 0 Persons with a disability 0 Blacks 0 Latinos 0 Asians O Pacific Islanders 0 American Indians 0 Alaskan Native Americans 0 Other ❑ The proposed grant project programs or policies could have a disproportionate or unique negative impact on minority persons. Describe the negative impact expected from this project. Present the rationale for the existence of the proposed program or policy. Page 4 of 6 Provide evidence of consultation with representatives of the minority groups impacted. Indicate which group is impacted: D Women ❑ Persons with a disability 0 Blacks 0 Latinos 0 Asians ❑ Pacific Islanders 0 American Indians 0 Alaskan Native Americans 0 Other ® The proposed grant project programs or policies are not expected to have a disproportionate or unique impact on minority persons. Present the rationale for determining no impact. Traffic Signal Improvement would benefit all users regardless of minority status. Some minority groups in Waterloo have lower median income. Car ownership and number of trips per capita can be expected to be lower with lower income. However, air quality improvement will benefit all groups regardless of their vehicle usage. I hereby certify that the information on this form is complete and accurate, to the best of my knowledge: Name: Mohammad Elahi Title: Traffic Engineer Definitions "Minority Persons," as defined in Iowa Code Section 8.11, means individuals who are women, persons with a disability, Blacks, Latinos, Asians or Pacific Islanders, American Indians, and Alaskan Native Americans. "Disability," as defined in Iowa Code Section 15.102, subsection 7, paragraph "b," subparagraph (1): b. As used in this subsection: (1) "Disability" means, with respect to an individual, a physical or mental impairment that substantially limits one or more of the major life activities of the individual, a record of physical or mental impairment that substantially limits one or more of the major life activities of the individual, or being regarded as an individual with a physical or mental impairment that substantially limits one or more of the major life activities of the individual. "Disability" does not include any of the following: (a) Homosexuality or bisexuality. (b) Transvestism, transsexualism, pedophilia, exhibitionism, voyeurism, gender identity disorders not resulting from physical impairments or other sexual behavior disorders. (c) Compulsive gambling, kleptomania, or pyromania. (d) Psychoactive substance abuse disorders resulting from current illegal use of drugs. "State Agency," as defined in Iowa Code Section 8.11, means a department, board, bureau, commission, or other agency or authority of the state of Iowa. Page 5 of 6 A. Narrative Existing Conditions Ansborough Avenue, between Ridgeway Avenue and Downing Avenue, is an Urban Federal Functional Class Minor Arterial with 2014 ADT values between 11,400 and 27,400 vehicles per day along the corridor. The proposed part of the corridor for this project is approximately 1.7 miles long and has 7 signalized intersections. These 7 intersections are grouped as Ansborough South System and are interconnected by copper wires and run on time -based coordination. The area adjacent to Ansborough Avenue is densely populated and includes some traffic generating commercial developments such as restaurants, banks, grocery stores, pet care, plus golf club and churches, among others. Ansborough Avenue is mostly a four -lane undivided roadway, curb and gutter on both sides. Between Sergeant Road and Black Hawk Road, it is a four -lane median -divided roadway. Additional dedicated right turning lanes are provided at Sergeant Road, and additional dedicated left turning lanes are provided at Home Park Boulevard/Campbell Avenue, Ridgeway Avenue, and Black Hawk Road. At the remaining intersections, no dedicated turning lanes are provided. The posted speed limit is 35 mph within the study limits. Access control is established and managed with raised medians. There are also and painted medians and painted center lines. Along parts of the corridor and based on the function of the land use nearby, there are numerous driveways and access points. Ansborough Avenue has a varying traffic generation pattern due to mix of different traffic generators and through traffic. There is a mix of residential and commercial developments alongside Ansborough Avenue. There is a wide variety of nonresidential developments such as a car dealership, banks, fast food restaurant, grocery store, church -school, fire station etc. as well as recreational facilities. Ansborough Avenue connects to U.S. 20 freeway, U.S. 63, and U.S. 218 expressway. It also crosses the following major roadways: University Avenue, Ridgeway Avenue, San Marnan Drive. It is a unique in providing a complete north -south access through Waterloo. On the north side it connects to U.S. 20 and continues to provide access to Black Hawk County. On the south, it is extended by Conger Avenue which can provide access to down town, John Deere industrial facility and other locations through other connecting streets. During peak hours, the Ansborough Avenue corridor experience significant congestion, with queues building at the intersections, which is caused by the varying high traffic volumes and the existing corridor capacity. Due to the irregular travel patterns observed along corridors with mixed use, traditional traffic signal coordination timing plans are not always as effective throughout the day. The Ansborough Avenue signals are currently time -base coordinated. Cars can frequently be observed on side streets at cycles when there is little platooning on Ansborough. These cars have to wait until the time base coordination timer serves the coordinated phase causing unnecessary delays. This is can particularly be very visible at Ridgeway Avenue, at US 63, and at Home Park Boulevard. Proposed Improvements The addition of traffic adaptive system would add flexibility for the traffic system to respond to variations in traffic demand and capacity in real time, and will likely provide more efficient and higher quality travel throughout the corridor. Studies have shown that the addition of traffic adaptive systems can result in the reduction of travel times between 20 and 23 percent. In areas with particularly outdated signal timing, 1 University of Utah Traffic Lab, "Adaptive Signal Control II", 2003. improvements can be 50 percent or morel. The existing travel times, speeds, and travel profiles of the corridor have been accurately measured and will be measured again after the implementation, which will allow the determination of the operational improvement provided by the adaptive signal system. The average corridor speeds were used to help develop the Emission Reduction Calculations. The project will include the addition of the traffic adaptive software and hardware, upgrades to the existing detection system where necessary, installation of fiber optic interconnect, and the development of updated signal timing plans to be used as a base for the adaptive system. The goal of the project is to increase the efficiency of travel along Ansborough Avenue corridor including reduction of travel times in the idle times, and stops at intersections, and the associated reduction of mobile source emissions. Financing The improvement plan will cost approximately $491.250 to implement. The City of Waterloo is requesting a total of $393,000 (80%) in Iowa's Clean Air Attainment program (ICAAP) funds. The City will provide the remaining project costs as the local match. An itemized breakdown is provided in Section C. Long -Range Transportation Plan The proposed improvements are consistent with the City's Comprehensive Plan and Iowa Northland Regional Council of Governments' (IRNCOG) Long Range Transportation Plan. 2 Federal Highway Administration, "Adaptive Signal Control Technology", https://www.fhwa.dot.gov/innovation/evervdavcoimts/6dc- I/asct.cfm. B. Map 1 of 2 ANSBOROUGH AVENUE SOUTH SYSTEM: DOWNING TO RIDGEWAY on Rood Rush Sweet vena,_ 0 Robin Road Lark lane l,!a ilei Garden Avenue Oriole Menne HOME PARK BLV Hollywood Avenue r jl Carrington Avenue .' 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Itemized Breakdown of Total Project Cost CONSTRUCTION ITEMS QNTY UNIT UNIT COST TOTAL SIGNAL CONTROLLER AND ADAPTIVE SOFTWARE 7 EA 8,000 $ 56,000 DETECTION SYSTEM 4.5 EA 28,000 $ 126,000 FIBER OPTIC INTERCONNECT 9300 FT 12 $ 111,600 TRAFFIC MONITORING SYSTEM 7 EA 3,500 $ 24,500 CABINET UPGRADE FOR FO, SWITCHES, ETC. 7 EA 2,500 $ 17,500 FIBER OPTIC BOX 7 EA 750 $ 5,250 TRAFFIC CONTROL 1 LS 3,500 $ 3,500 MOBILIZATION 1 LS 10000 $ 10,000 TOTAL CONSTRUCTION $ 354,350 ENGINEERING DESIGN $ 40,000 BEFORE AND AFTER TRAVEL TIME MEASUREMENTS $ 6,000 TRFFIC DATA COLLECTION $ 7,000 TRAFFIC SIGNAL BASE TIMINGS $ 8,000 FIBER OPTIC & NETWORK CONNECTION TESTING AND ACCEPTANCE $ 14,000 CONSTRUCTION ENGINEERING $ 40,000 CONTINGENCY $ 21,900 TOTAL REQUESTED GRANT 80% $ 491,250 $ 393,000 D -TIME SCHEDULE Proposed Project Schedule Ansborough Avenue Corridor Ridgeway Avenue through Downing Avenue City of Waterloo, IA ICAAP Funding Application Submittal October 2017 ICAAP Project Evaluation and Notification of Commission Action October 2017 - March 2018 City -State Agreement, Start Project Development, (Concept Statement to Consultant Selection) October 2018 - March 2019 Federal Highway Administration (FHWA) Federal Authorization, Start Design March 2019 Design March 2019 - June 2019 Final Plans to Iowa DOT June 2019 Project Letting August 2019 Project Construction September 2019 — February 2020 G - CALCULATIONS FOR VEHICLE EMISSIONS REDUCTIONS The following calculations represent the specific emission reductions expected as a result of improved traffic operations throughout the Ansborough Avenue corridor. Traffic volumes, both peak hour and ADT, used in the emission reduction calculations were existing 2014 traffic volume counts from the Iowa DOT Traffic Flow Maps. A travel time study was conducted to obtain the average speed data. For the purpose of these calculations, travel -time was measured with a stopwatch on Ansborough Avenue in each direction. According to the University of Utah Adaptive Signal Control 11 report, the adaptive traffic signalization may reduce travel time by up to 20 percent over the peak period for similar facility and area types as Ansborough Avenue. According to the Federal Highway Administration (FHWA), in areas with particularly outdated signal timing, which is the case of the Ansborough Avenue corridor, improvements can be of 50 percent or morel. Ansborough Avenue has not been retimed since 1999. For the post -improvement calculations, the average speed in the corridor would increase by a conservative value of approximately 20 percent. Emission factors in grams/mile for hydrocarbons volatile organic compounds (VOC (Hc3)), carbon monoxide (CO), and nitrogen oxide (NOx) were obtained from the EPA's MOBILE 6.2 air quality model for operating speeds along city arterials. Cost Effectiveness of Total Emissions Reductions The following Summary Table depicts the anticipated total annual emissions reduction in the corridor, within the project limits, and the annual cost per kg of reduced pollutant for VOC, CO and NOx. Detailed calculation is depicted in the Detailed Calculation - Conversion to Adaptive Traffic Signalization Table Summary Table Estimated Emissions Reductions VOC (HC) CO NOx CO2 I Total Annual Reduction (kg/yr) 916 120 216 0 Cost Effectiveness Total Estimated Project Cost ($) $955 665 Effective Project Life (Years) 20 Annual Project Cost ($) $47,783 Annual Cost per kg of Reduced Pollutant ($/kg/yr) 52.17 397.65 220.93 Note: Emission factors were obtained from the 2008 Arterial Street Vehicle Emissions table. The following tables depict a detailed calculation, used in the preparation of the Summary Table, of the conversion to adaptive traffic signalization and the benefits in both traffic operations (travel times) and clean air improvements (emission reductions). University of Utah Traffic Lab, "Adaptive Signal Control II", 2003. 2 Federal Highway Administration, "Adaptive Signal Control Technology", httros://www.fhwa.dot.gov/innovation/evervdavcounts/edc-I/asct.cfm. Detailed Calculation - Conversion to Adaptive Traffic Signalization Corridor Data Speed Corridor Length (miles) 2.6 Average Daily Traffic (ADT) 12,980 Vehicle Miles Travelled (VMT) 33,748 AM Peak Hour VMT 2,043 PM Peak Hour VMT 3,090 Off -Peak Hour VMT 28,616 % AM Peak Hour of ADT 6.05% % PM Peak Hour of ADT 9.16% Estimated Emissions - Existing Conditions Speed VOC (HC) CO NOx CO2 Average Speed - AM Peak Hour (mph) 26 Average Speed - PM Peak Hour (mph) 28 Average Speed - Off -Peak Hour (mph) 311 1.793 12.799 Emissions Factor -AM Peak Hour (g/mi) 1.792 563.190 Emissions Factor - PM Peak Hour (g/mi) 563.19 1.748 12.653 1.767 563.190 Emission Factor - Off -Peak Hour (g/mi) 563.19 1.688 12.532 1.740 563.190 Peak Hour Emissions = AM Peak VMT x EF (g) 563.19 3,663 26,145 3,661 1,150,447 Peak Hour Emissions = PM Peak VMT x EF (g) 1,150,447 5,401 39,094 5,459 1,740,069 Off -Peak Emissions = Off -Peak VMT x EF (g) 1,740,069 48,303 358,611 49,791 16,116,020 Daily Emissions = £ Emissions (g/day) 16,116,020 57,366 423,849 58,911 19,006,536 58,319 19,006,536 Estimated Emissions - Post Improvements Speed voc (HC) co NOx COz Average Speed - AM Peak Hour (mph) 31 Average Speed - PM Peak Hour (mph) 34 Average Speed - Off -Peak Hour (mph) 35 Emissions Factor - AM Peak Hour (g/mi) 1.688 12.532 1.740 563.19 Emissions Factor- PM Peak Hour (g/mi) 1.635 12.547 1.730 563.19 Emission Factor - Off -Peak Hour (g/mi) 1.620 12.551 1.727 563.19 Peak Hour Emissions = AM Peak VMT x EF (g) 3,448 25,600 3,554 1,150,447 Peak Hour Emissions = PM Peak VMT x EF (g) 5,052 38,766 5,345 1,740,069 Off -Peak Emissions = Off -Peak VMT x EF (g) 46,357 359,154 49,419 16,116,020 Daily Emissions = £ Emissions (g/day) 54,857 423,520 58,319 19,006,536 Estimated Emissions Reduction Speed VOC (HC)CO NO* CO2 Daily Emissions = £ Emissions (g/day) 2,509 329 593 0, Annual Reduction = daily reduction x 365 (kg/yr) 916 120 216 0