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HomeMy WebLinkAboutIDOT - Broadway Street Fiber and ATS-9/25/2017Fornr230 17v1 11 -fu CIowAOOT APPLICATION FORM FOR IOWA CLEAN AIR ATTAINMENT PROGRAM (ICAAP) FUNDS General Information Applicant agency City of Waterloo Contact person (name and title) Complete mailing address Waterloo (government entity, nonprofit organizations; or individuals ) Mohammad Elahi Email Moharnmad.elahi@waterloo- ia.org 625 Glenwood Street Street address ander P.O. box number IA 50703 City State 319-291-4094 ZIP code Daylime 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 Iwo agencies are involved.) Applicant agency Contact person (name and title) Complete mailing address Email Street address and/or P.O. box number City Slate Project information ZIP code Daytime phone Project titie2 Broadway Street (Airport Boulevard to Park Road) Fiber Installation and Conversion to Adaptive Traffic Signalization Project description (including length, if applicable) Installation of an adaptive traffic signal control system and fiber optic on Broadway Street from Airport Boulevard to Park Road (about 3.6 miles and 10 signalized intersections). *Project priority (1 = highest priority): 2 (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). 0 Transportation -related project in the State Implementation Plan (SIP) ❑ Transportation control measure (TCM) ® Traffic flow improvement (intersecton, signalization, other) El Planning and project development O Travel demand management (TOM) O Transit-retated improvement O Shared -ride O Bicycle or pedestrian facility or program (circle one) ❑ Intermodal freight or passenger (circle one) ❑ Atternaiive fuels O Vehicle inspection and maintenance program ❑ Outreach activity (education, advertising, or technical assistance Yes No Not applicable Is the project consistent with the State Implementation Plan for air quality for nonattainment areas? 0 0 Page 1 of 6 ' Is the project consistent with the metropolitan planning organization's (MPO's) local Congestion Management Plan? * Is the project consistent with the ►Z+ MPO ❑ regional planning affiliation (RPA) ❑ statewide Long -Range Transportation Plan? Notes: Requires a public agency as co-sponsor of application. 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.) El ❑ ❑ ® ❑ ❑ Total cost Iowa's Clean Air Attainment Program Fund request Applicant match (20 percent minimum) 1. 2. 3. $ 1,134,162 $ 907,330 $ 226,832 List all applicant match sources Amount Assured or anticipated (date anticipated) G.O. Bond 226,832 July 2018 Are any state funds Involved in this project? ❑ Yes ®No If yes, please explain the source and conditions. Are any other federal funds involved in this project? ❑ Yes ® No If yes, please explain the source and conditions. Estimated project development schedule Design Start date February 1, 2019 Completion date Land acquisition Start date N/A Completion date Construction Start date June 1, 2019 Completion date Has any part of this project been started? If yes, explain. ❑ Yes ® No May 1, 2019 N/A October 31, 2019 How do you plan to measure the success of this project? Conduct travel time / delay study before and after project implementation and measure the benefits. 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 comer 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 particulate matter? El B. A detailed map identifying the location of the project and clearly differentiating the subject project from any past ar 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: 1. It must show the method by which the cost estimate was prepared; and 2. 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. El 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. (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 ar program must be identified in the fiscally -constrained transportation plan and, if applicable, the congestion management plan in transportation management areas (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 (carbon monoxide (CO), volatile organic compounds (VOC), nitrogen oxides (NOx), and, if applicable, particulate matter (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 Department of Natural Resources and consistent with the Environmental Protection Agency'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: www.iowadot.gov/systems planning/icaap,htm_ N H. Completed Minority impact Statement attached to application. The award of iCAAP funds; any subsequent funding or letting of contracts for design, construction, reconstruction, improvement, or maintenance; and the fumishing 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 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 iCAAP 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 1CAAP 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) Signature Date Quentin Mart, Mayor Typed name and title Typed date (governing authority official) Page 3 of 6 PART H - MINORITY IMPACT STATEMENT QHO11VADOT Form 105101twd (12-16) MINORITY IMPACT STATEMENT Pursuant to 2008 Iowa Acts, HF 2393, Iowa Code 8.11, all grant applications submitted to the State of lowa that are due beginning Jan. 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 groups are impacted. ❑ Women ❑ Persons with a disability ❑ Blacks ❑ Latinos ❑ Asians ❑ Pacific Islanders ❑ American Indians ❑ Alaskan Native Americans ❑ Other El 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 groups are impacted. ❑ Women ❑ Persons with a disability ❑ Blacks ❑ Latinos ❑Asians ❑ Pacific Islanders ❑ American Indians ❑ Alaskan Native Americans ❑ 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 will benefit all users equally regardless of minority status. 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 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 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 ane 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 lowa Code 8.11, means a department, board, bureau, commission, or other agency or authority of the State of Iowa. Page 5 of 6 ATTACHMENT Itemized breakdown of total project costs guidelines. Construction costs — these may be based on historical averages for entire projects of similar size and scope. Examples include: • Typical cost per mile of trait (Le., $200,000 per mile for moderate terrain and limited number of structures) • Typical cost per square foot of bridge deck • Typical cost per installed mile of fiber optic traffic signal interconnect cable (Le., $178,000 per mile) • Typical cost per traffic signal upgrade (Le., $163,000 per lump sum signal bid item) Design/Inspection costs — these may be estimated based on the following typical percentages of construction costs. • 8 to 10 percent for preliminary up through final design and letting activities • 12 to 15 percent for construction inspection activities Right of way acquisition costs— these may be estimated based on the following. • Impact and description of impact • Typical cost per square foot for permanent right of way • Typical cost per square foot for temporary easements Utility and railroad costs — these may be estimated based on the following. • Impact and description of impact • Typical cost per linear foot of relocated or reconstructed facility (track, pipe, electrical lines, etc.) • Typical cost per installation (railroad switches, utility poles, transformers, control boxes, etc.) Indirect cost Of outreach activity) — if indirect costs are involved (e.g., wages) based on the following. • Estimated hours • Estimated hourly rate, salary • Estimated fringe, direct • Other direct cost estimate • Other indirect cost estimate Page 6 of 6 PART A - NARRATIVE PART A - NARRATIVE Existing Conditions Broadway Street, between Airport Boulevard and Park Road, is an Urban Federal Functional Class Minor Arterial with 2014 AADT values of 10,028 vehicles per day along the corridor. The corridor is approximately 3.6 miles long and has ten signalized intersections. The area adjacent to the east side of Broadway Street corridor is densely populated and includes some traffic generating commercial developments such as car dealers, industries, offices, restaurants, convenience stores, and churches, among others. The area adjacent to the west side of Broadway Street corridor has parks and preservation areas on the south and industries, offices, restaurants, and convenience stores, among others on the north side. Additionally, Broadway Street is a main connection between the City's north and central area to the airport. Broadway Street is mostly a four -lane divided roadway, curb and gutter on both sides. Between Airport Boulevard and 800 feet west of Cedar Bend Street, it is a four -lane median -divided roadway. Going east, it is a painted median with rumble strips roadway between 800 feet east of Cedar Bend Street and 600 feet east of W Donald Street. Between 600 feet east of W Donald Street and Kern Street, it is a median - divided roadway. Between Kern Street and Park Road, it is an undivided roadway. Additional dedicated right turning lanes are provided at Airport Boulevard (westbound only), Wagner Road (Westbound only), and W Donald Street (westbound only). Additional dedicated left turning lanes are provided at Airport Boulevard (westbound only), Wagner Road (both west- and eastbound), W Donald Street (both west- and eastbound), and Conger Street (both west- and eastbound). The posted speed limit is 55 mph from Airport Boulevard to W Donald Street, 50 mph between W Donald Street and Grandview Avenue, and 35 mph between Grandview Avenue and Park Road. Access control is established and managed with raised and painted medians and painted center lines. As a function of the land use nearby, the access points occur at either mid -blocks or intersections. During peak hours, the Broadway Street corridor experiences 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. At the Broadway Street, the signals are not interconnected and therefore coordination does not exist. 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, improvements can be 50 percent or more'. 1 University of Utah Traffic Lab, "Adaptive Signal Control n", 2003. Federal Highway Administration, "Adaptive Signal Control Technology", h ttps://www.fhwa.dot.gov/in novation/evervdavcounts/edc-1/asct.cfm. 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, if necessary, installation of fiber 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 Broadway Street corridor including reduction of travel times in the idle times, and stops at intersections, and the associated reduction of vehicle emissions. Financing The improvement plan will cost approximately $1,134,162 to implement. The City of Waterloo is requesting a total of $907,330 (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 Nan The proposed improvements are consistent with the City's Comprehensive Plan and Iowa Northland Regional Council of Governments' (IRNCOG) Long Range Transportation Plan. PART B - DETAILED MAP `���� y .� Part B - Detailed Map s. �-�4 v Watedoa, Iowa Broadway Street Corridor �,� BOLTON $c MENK August 2017 Real People Rea!Sotu�nns. le Saved 811 E/2017 9:51:47 A ESR I\Maps\Br m 0 0 Waterloo N-' TS2 Type 1 -BLUE M 52 • TS1-BLUE M 52 TS1-BLUE M 52 • c. • TS1-BLACK M 52 TS1-BLUE M 52 • • C, TS2 Type 1 -BLUE M 52 • 1_I l 751-N103 Ett4 ST ' TS1-M 10 • ;S1 -M 10 t' J Legend • Signal 0 3,000 Feel Source. ESRI, C,ly of t'Vate/t000 0 PART C - ITEMIZED BREAKDOWN PART C — ITEMIZED BREAKDWON Item Cost Estimate Traffic Adaptive System (Field and Office) $200,000 Vehicle Detection Upgrades ($28,000/intersection @ 10 intersections) $280,000 Fiber Interconnect $312,120 Engineering; Traffic counts; Construction Admin; Mobilization; Follow-up Travel Time Studies; Traffic Control; Timings; Contingency $342,042 Total $1,134,042 A brief outline of the work activities to be included as part of the project is described as follows: Work Activity Description 1. Traffic Counts Utilize existing count data from City and Iowa DOT and supplement with new counts as needed to identify peak traffic movements and daily traffic patterns. Thirteen hours of traffic data per day per intersection will be collected. 2. Functional Geometric Review Review lane configuration and verify number and length of turning lane, posted speeds, and observed travel speeds and traffic patterns. Recommend functional geometric changes, as needed to improve traffic operations. 3. Existing Signal Timings Document and gather all existing signal timing data. 4_ Timing Models Use traffic data, functional geometric data, and existing signal timing plans to create base models for each analysis period. Develop optimized timing plans which include phasing splits, cycle lengths, and offsets for each signalized intersection. 5. Timing Plan Implementation Process timing model data, perform observation, and adjust timings as needed based on field observations and traffic flow. Timing plans will be used as the basis for the adaptive signalization control. 6. Construction documents They will be developed for any traffic signal and intersection improvements needed to accommodate the adaptive system and optimize the traffic signal system. Construction of these improvements will be completed prior to the adaptive system implementation. 7. Travel Time Studies Perform post improvement travel time studies to document improved travel speeds and reduced stops/idling. Develop post implementation tables to demonstrate the benefits of the improved traffic flow for the City and submission to Iowa DOT ICAAP staff to document benefit of emissions reduction. PART D -TIME SCHEDULE PART D -TIME SCHEDULE Proposed Project Schedule Broadway Street Corridor Airport Boulevard through Park Road City of Waterloo, IA ICAAP Funding Application Submittal October 2017 ICAAP Project Evaluation and Notification of Commission Action October 2017 — March 2018 Federal Highway Administration (FHWA) Federal Funding Authorization October 2018 Design February 2019 — May 2019 Final Plans to Iowa DOT May 2019 Project Letting June 2019 Project Construction June 2019 — October 2019 PART E - OFFICIAL CERTIFICATION PART F - ADOPTED FORMAL RESOLUTION PART G - CALCULATIONS FOR VEHICLE EMISSIONS REDUCTION PART G - CALCULATIONS FOR VEHICLE EMISSIONS REDUCTIONS The following calculations represent the specific emission reductions expected as a result of improved traffic operations throughout the Broadway Street 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. Average speed data was obtained from travel time studies conducted by Bolton & Menk, Inc. on behalf of the City of Waterloo. For the purpose of these calculations, travel -time was measured with a stop- watch between the stop bars of Park Road and Airport Boulevard intersections, in each direction. According to the University of Utah Adaptive Signal Control II 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 Broadway Street. According to the Federal Highway Administration (FHWA), in areas with particularly outdated signal timing, which is the case of the Broadway Street corridor, improvements can be of 50 percent or morel. For the post -improvement calculations, the average speed in the corridor would increase by a conservative value of approximately 20 percent. The average speed was capped at the posted speed limit if exceeding posted speed limit. 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 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 Table Detailed Calculation - Conversion to Adaptive Traffic Signalization Summary Table Estimated Emissions Reductions VOC CO NOK CO2 Total Annual Reduction (kg/yr) 1,452 1,795 517 0 Cost Effectiveness Total Estimated Project Cost ($) $1,134,162 Effective Project Life (Years) 20 Annual Project Cost ($) $56,708 Annual Cost per kg of Reduced Pollutant ($/kg/yr) 39.06 31.59 109.69 Note: Emission factors were obtained from the 2008 Arterial Street Vehicle Emissions table. ' University of Utah Traffic lab, "Adaptive Signal Control II", 2003. 2 Federal Highway Administration, "Adaptive Signal Control Technology", https://www. fhwa.dot.gov/innovation/everydaycou nts/edc-1/asct.crm. Detailed Calculation - Conversion to Adaptive Traffic Signalization Corridor Data Speed Corridor Length (miles) 3.6 Average Daily Traffic (ADT) 10,028 Vehicle Miles Travelled (VMT) 36,101 AM Peak Hour VMT 2,800 PM Peak Hour VMT 1,978 Off Peak Hour VMT 30,321 % AM Peak Hour of ADT _ 7.98% % PM Peak Hour of ADT 5.63% Average Speed —Off -Peak Hour (mph) 28 Estimated Emissions — Existing Conditions Speed VOC (HC) CO NOx CO2 Average Speed — AM Peak Hour (mph) 26 3,979 4,919 1 0 Average Speed — PM Peak. Hour (mph) 23 1,452 1,795 517 0 Average Speed —Off -Peak Hour (mph) 28 Emissions Factor— AM Peak Hour (g/mi) 1.793 12.799 1.792 561190 Emissions Factor— PM Peak Hour (g/mi) 1.879 13.137 1.843 563.190 Emission Factor—Off-Peak Hour (g/mi) 1.748 12.653 1.767 563.190 Peak Hour Emissions = AM Peak VMT x EF (g) 5,020 35,837 5,018 1,576,932 Peak Hour Emissions = PM Peak VMT x EF (g) 3,716 25,978 3,645 1,113,708 Off -Peak Emissions = Off -Peak VMT x EF (g) 53,000 383,645 53,576 17,076,202 Daily Emissions = 1 Emissions (g/day) 61,736 445,461 62,238 19,766,843 Estimated Emissions — Post Improvements Speed VOC (HC) CO NOx CO2 Average Speed — Peak Hour (mph) 31 3,979 4,919 1 0 Average Speed — Peak Hour (mph) 28 1,452 1,795 517 0 Average Speed — Off -Peak Hour (mph) 34 Emissions Factor — AM Peak Hour (g/mi) 1.688 12.532 1.74 563.19 Emissions Factor— PM Peak Hour (g/mi) 1.748 12.653 1.767 563.190 Emission Factor—Off-Peak Hour (g/mi) 1.635 12.547 1.73 563.19 Peak Hour Emissions = AM Peak VMT x EF (g) 4,726 35,090 4,872 1,576,932 Peak Hour Emissions = PM Peak VMT x EF (g) 3,457 25,021 3,494 1,113,708 Off -Peak Emissions = Off -Peak VMT x EF (g) 49,574 380,431 52,454 17,076,202 Daily Emissions = E Emissions (g/day) 57,757 440,542 60,821 19,766,843 Estimated Emissions Reduction Speed VOC (HC) CO NOK CO2 Daily Emissions = F Emissions (g/day) 3,979 4,919 1,418 0 Annual Reduction = daily reduction x 365 (kg/yr) 1,452 1,795 517 0