HomeMy WebLinkAbout~Master - September 10, 2024, Regular Meeting of the Ames City Council1.Proclamation for "Ames Art Month," September 2024
2.Proclamation for "PrideFest Day," September 14, 2024
3.Motion approving payment of claims
4.Motion approving Summary of Minutes of Regular City Council Meeting on August 27, 2024, and
Special City Council Meeting on September 3, 2024
5.Motion approving Report of Change Orders for period August 16-31, 2024
6.Motion approving Ownership Updates for Class E Retail Alcohol License - Cyclone Liquors,
Class E Retail Alcohol License
7.Motion approving Ownership Updates for Class C Retail Alcohol License - Texas Roadhouse, 519
South Duff Avenue
8.Motion approving New 5-Day License (September 29 - October 3, 2024) for Special Class C
Retail Alcohol License with Outdoor Service - Mucky Duck Pub, 2500 Duff Avenue, Pending
Dramshop Review
9.Motion approving new Class E Retail Alcohol License - Lalo's Liquor Store, 809 Wheeler Street,
Suite 105
10.Motion approving the renewal of the following Beer Permits, Wine Permits, and Liquor Licenses:
a. Kum & Go #0217, (3111 South Duff Avenue), Class E Retail Alcohol License
b. Hy-Vee #1 Clubroom, (3800 West Lincoln Way), Class C Retail Alcohol License with
Catering Privilege, Pending Dramshop Review
c. AJ’s Ultra Lounge, (2401 Chamberlain Street), Class C Retail Alcohol License with
Outdoor Service
d. Rinconcito Hispano Tienda y Taqueria, (823 Wheeler Street, Suite 1), Class C Retail
Alcohol License
11.Motion setting December 17, 2024, as Regular City Council meeting and canceling City Council
meeting on December 24, 2024
12.Motion accepting the Bike and Pedestrian Master Plan and Wayfinding Guide
13.Resolution setting September 24, 2024, as date of public hearing for first amendment to FY
2024/25 Adopted Budget
14.Resolution approving the Federal Funding Agreement for the 2023/24 Airport Improvements
AGENDA
REGULAR MEETING OF THE AMES CITY COUNCIL
COUNCIL CHAMBERS - CITY HALL
SEPTEMBER 10, 2024
NOTICE TO THE PUBLIC: The Mayor and City Council welcome comments from
the public during discussion. The Standards of Decorum, posted at the door and
available on the City website, define respectful conduct for public participation. If you
wish to speak, please fill out the form on the tablet outside the door to the Council
Chambers or scan the QR Code to the right to fill out the same form on a personal
device. When your name is called, please step to the microphone, state your name for
the record, and keep your comments brief so that others may have the opportunity to speak.
CALL TO ORDER: 6:00 p.m.
PROCLAMATIONS:
CONSENT AGENDA : All items listed under the Consent Agenda will be enacted by one motion.
There will be no separate discussion of these items unless a request is made prior to the time the
Council members vote on the motion.
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Program (Wildlife Fence) project
15.Resolution approving Electrical Easement Agreement with Iowa State University for CYTown
Development Area - Phase II
16.Resolution approving Water and Sanitary Sewer Utility Easement Agreement with Iowa State
University for CYTown Development Area - Phase II
17.Resolution awarding Rural Electric Supply Cooperative (RESCO) of Ankeny, Iowa for the
purchase of single phase overhead transformers and single and three phase pad mounted
transformers in the amount of $225,631.97
18.Resolution approving preliminary plans and specifications for the 2023/24 Ames Plan 2040
Sanitary Sewer Extension (S 500th Avenue County Line Road) project, setting October 16, 2024,
as the bid due date and October 22, 2024, as the date of Public Hearing
19.Resolution approving Change Order No. 1 with Carrico Aquatic Resources Inc., of Oelwein, IA,
for additional pool chemicals in the amount of $11,911.25
20.Resolution approving Change Order No. 1 for the 2021/22 Concrete Pavement Improvements
(24th Street and Stange Road) in the amount of $124,614
21.Resolution approving the rapid needs purchase for repairs to the 161 KV electric transmission line
- Change Order No. 2, in the amount of $67,546.17
22.Resolution approving partial completion of public improvements and reducing financial security
on file for Scenic Valley 7th Addition to $200,097
23.Resolution approving completion of all public improvements required as a condition for approval
of the final plat of Scenic Valley 5th Addition and releasing financial security in full
24.Resolution accepting the South 16th Street Improvements project as completed by Con-Struct Inc.
of Ames, Iowa in the amount of $4,117,906.66
25.Phasing Plan Amendment and Final Plat for The Bluffs at Dankbar Farms, Third Addition
a. Resolution approving amended PRD Phasing Plan
b. Resolution accepting Financial Security for Public Improvements
c. Resolution approving Final Plat
26.Fitch Family Indoor Aquatic Center Project Update and Construction Errors
27.Resolution approving revisions and reallocation of funds to the Carr Park Agility Course Project
28.Resolution authorizing and approving Loan Agreement, providing the sale and issuance of General
Obligation Corporate Purpose Bonds, Series 2024A, and providing for the levy of taxes to pay the
same
29.Resolution awarding contract to Karl Ford of Story City in the amount of $86,932 for two 2025
Ford F150 Lightning pickups
30.Downtown Facade Grant Changes for Rear Facades and Maintenance
31.Request for Partial Waiver of Paving for 700 feet of Cedar Lane Related to the Ansley
Development
PUBLIC FORUM : This is a time set aside for comments from the public on topics of City business
other than those listed on this agenda. Please understand that the Council will not take any action on
your comments at this meeting due to requirements of the Open Meetings Law, but may do so at a
future meeting.
PARKS & RECREATION:
FINANCE:
FLEET:
PLANNING AND HOUSING:
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32.Request for Acceptance of First Speculative Building in North Dayton TIF District with No
Penalty for Delayed Completion
a. Motion to direct staff
33.Hearing on 2024/25 Shared Use Path Maintenance Contract 2 (Stuart Smith Park and State
Avenue):
a. Motion accepting report of bids
b. Resolution approving final plans and specifications and awarding contract to TK Concrete,
Inc. of Pella, IA, in the amount of $106,664.90
34.Hearing on 2024/25 Water System Improvements Program (N Russell Avenue - Lincoln Way to N
2nd Street):
a. Motion accepting report of bid
b. Resolution approving final plans and specification and awarding contract to Iowa Water &
Waste System, LLC of Ames, Iowa in the amount of $104,910.50
35.Hearing on Ames City Auditorium HVAC Replacement Project:
a. Motion accepting report of bids and delay the award to provide staff additional time for
review
36.Hearing on Zoning Text Amendment to Planned Unit Development (PUD) Overlay Standards:
a. First reading of Ordinance
37.Second reading of Ordinance relating to Zoning Text Amendment to amend the Exception
Standards for the Downtown Service Center "DSC" Zoning District
38.Participation with agencies, boards, and commissions:
a. Discover Ames (ACVB)
b. Ames Regional Economic Alliance (AREA)
c. Story County Emergency Management Agency (SCEMA)
d. Ames Transit Agency Board of Trustees
HEARINGS:
ORDINANCES:
DISPOSITION OF COMMUNICATIONS TO COUNCIL:
REPORT OF GOVERNING BODY:
COUNCIL COMMENTS:
ADJOURNMENT:
Please note that this agenda may be changed up to 24 hours before the meeting time as provided
by Section 21.4(2), Code of Iowa.
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To:Mayor and City Council
From:City Clerk's Office
Date:September 6, 2024
Subject:Approval of Minutes
Item No. 4
MEMO
Attached are the minutes for the Regular Meeting of the Ames City Council on August
27, 2024, and Special Meeting of the Ames City Council on September 3, 2024.
/cmw
ATTACHMENT(S):
C24-0827 Summary.pdf
C24-0903 Summary.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
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SUMMARY OF MINUTES OF THE
REGULAR MEETING OF THE AMES CITY COUNCIL
AMES, IOWA AUGUST 27, 2024
The Regular Meeting of the Ames City Council was called to order by Mayor John Haila at
6:00 p.m. on the 27th day of August, 2024, in the City Council Chambers in City Hall, 515
Clark Avenue, pursuant to law. Present were Council Members Bronwyn Beatty-Hansen, Gloria
Betcher, Tim Gartin, and Anita Rollins. Ex officio Emily Boland was also present.
PROCLAMATION FOR "INTERNATIONAL OVERDOSE AWARENESS DAY,"
AUGUST 31, 2024: Mayor Haila proclaimed August 31st International Overdose Awareness Day
and Natasha Torrones accepted the proclamation.
Council Member Amber Corrieri entered the meeting at 6:04 p.m.
PROCLAMATION FOR "SUICIDE PREVENTION AWARENESS MONTH,"
SEPTEMBER 2024: Mayor Haila proclaimed September 2024 Suicide Prevention Awareness
Month and Mental Health Advocate Julie Saxton accepted the proclamation alongside
representatives from local mental health agencies.
Council Member Rachel Junck entered the meeting at 6:11 p.m.
CONSENT AGENDA: Council Member Betcher requested to pull Item No. 7 and Mayor Haila
pulled Item No. 12.
Moved by Betcher, seconded by Beatty-Hansen, to approve the consent agenda less Item No. 7
and Item No. 12.
3. Motion approving payment of claims
4. Motion approving Summary of Minutes of Regular City Council Meeting on August 13,
2024
5. Motion approving Civil Service Candidates
6. Motion approving Report of Change Orders for period August 1-15, 2024
7. Motion approving New 5-Day License (August 25 - August 29, 2024) for Class C Retail
Alcohol License with Outdoor Service - Apres Bar Co., 2015 Cessna Street
8. Motion approving Ownership Updates for Class E Retail Alcohol License - Kum &
Go #1215, 4506 Lincoln Way
9. Motion approving new Special Class C Retail Alcohol License - Heartland Senior
Services, 205 South Walnut Avenue, Pending Dramshop Review
10. Motion approving the renewal of the following Beer Permits, Wine Permits, and Liquor
Licenses:
a. Cyclone Liquors, (626 Lincoln Way), Class E Retail Alcohol License
b. Whiskey River, (132 - 134 Main Street), Class C Retail Alcohol License with
Catering Privilege, Pending Dramshop Review
c. Wallaby's Grille, (2733 Stange Road), Class C Retail Alcohol License with Outdoor
Service
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d. The Recipe, (412 Burnett Avenue), Class C Retail Alcohol License
e. Inside Golf, (2801 Grand Avenue #1075), Class C Retail Alcohol License,
Pending Dramshop Review
11. Motion approving request for Fireworks Permits for display from Jack Trice Stadium for
2024 ISU Home Football Games on the following dates:
a. Saturday, August 31, 2024
b. Saturday, September 21, 2024
c. Saturday, October 5, 2024
d. Saturday, October 19, 2024
e. Saturday, November 2, 2024
f. Saturday, November 16, 2024
g. Saturday, November 30, 2024
12. Requests from Ames High School for Homecoming Parade on September 16, 2024:
a. Motion approving Blanket Temporary Obstruction Permit
b. RESOLUTION NO. 24-459 approving closure of City Parking Lot MM, southern
three aisles of City Parking Lot M, from 5:30 p.m. to 7:15 p.m. for parade staging
c. RESOLUTION NO. 24-460 approving closure of Pearle Avenue, Burnett Avenue,
Kellogg Avenue, and Clark Avenue (all from Main Street to 5th Street), Main
Street from Pearle Avenue to Duff Avenue, and 5th Street from Grand Avenue to
Clark Avenue, from 5:30 p.m. to approximately 7:45 p.m.
d. RESOLUTION NO. 24-461 approving 219 metered parking spaces along the
parade route from 1:00 p.m. to 8:00 p.m. and waiver of fees
e. RESOLUTION NO. 24-462 approving waiver of parking meter fees and
enforcement from 4:00 p.m. to 6:00 p.m. for 26 metered parking spaces in Lot N
13. Requests for EcoFair on Saturday, September 28, 2024:
a. Motion approving blanket Temporary Obstruction Permit
b. Motion approving blanket Vending License
c. RESOLUTION NO. 24-463 approving closure of 13 metered spaces along 5th
Street from 12:00 p.m. Friday, September 28, 2024 - 6:00 p.m. Saturday,
September 28, 2024, 6 metered spaces in Lot M from 7:00 a.m. - 2:00 p.m.
Saturday, September 28, 2024, and 19 spaces in Lot N from 7:00 a.m. - 2:00 p.m.
Saturday, September 28, 2024
d. RESOLUTION NO. 24-464 approving waiver of Vending License fee
e. RESOLUTION NO. 24-465 approving waiver of parking meter fees
14. RESOLUTION NO. 24-466 approving preliminary plans and specifications for FY
2022/23 Story County Edge of Field Project, setting September 25, 2024, as bid due date
and October 8, 2024, as date of public hearing and award
15. RESOLUTION NO. 24-467 approving Electric Facilities Agreement with Iowa
Department of Transportation and Electric Services and authorize payment to IDOT in
the amount of $121,509.29 for the relocation of Electric Services’ transformer at the NW
Wing at IDOT campus
16. RESOLUTION NO. 24-468 approving contract with Alex Heveri in the amount of
$26,000 for the purchase of "Monarch on Milkweed" for installation in
University/Airport/Oakwood roundabout
17. RESOLUTION NO. 24-469 approving contract and bond for the 2024/25 Shared Use
Path Maintenance (Various Locations) Program with Mid-Iowa Enterprises, LLC, of
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Story City, Iowa
18. RESOLUTION NO. 24-470 approving partial completion and reducing financial security
on file with the City for Birch Meadows 2nd Additional subdivision to $3,800
19. RESOLUTION NO. 24-471 approving completion of Stormwater Maintenance security
at LDY Subdivision, 2105 East Lincoln Way releasing the security in full
20. Plats of Survey for Rural Boundary Line Adjustments within Boone County
a. RESOLUTION NO. 24-176 approving 79.85 acres at the southwest corner of 220th
Street and X Avenue
b. RESOLUTION NO. 24-177 approving 166.21 acres on the north side of 220th
Street between W Avenue and X Avenue
Roll Call Vote: 6-0. Motions/Resolutions declared carried/adopted unanimously, signed by the
Mayor, and hereby made a portion of these Minutes.
NEW 5-DAY LICENSE (AUGUST 25 - AUGUST 29, 2024) FOR CLASS C RETAIL
ALCOHOL LICENSE WITH OUTDOOR SERVICE - APRES BAR CO., 2015 CESSNA
STREET: Council Member Betcher inquired about the timeliness of filing for the license and
implications of the location being in a residential area. City Attorney Mark Lambert noted that
staff could research the topic further and provide the City Council with a memo.
Moved by Betcher, seconded by Beatty-Hansen, to approve the New 5-Day License (August
25 - August 29, 2024) for Class C Retail Alcohol License with Outdoor Service - Apres Bar
Co., 2015 Cessna Street.
Vote on Motion: 6-0. Motion declared carried unanimously.
REQUESTS FROM AMES HIGH SCHOOL FOR HOMECOMING PARADE ON
SEPTEMBER 16, 2024: Mayor Haila invited the Co-Chairs of the Ames High School
Homecoming Committee to provide an overview of the plans for the Homecoming parade.
Carissa Andorf and Wenjun Liu gave a snapshot of the event, inviting all community members
to attend.
Moved by Beatty-Hansen, seconded by Junck, to approve the requests from Ames High School
for Homecoming Parade on September 16, 2024:
a. Motion approving Blanket Temporary Obstruction Permit
b. RESOLUTION NO. 24-459 approving closure of City Parking Lot MM, southern
three aisles of City Parking Lot M, from 5:30 p.m. to 7:15 p.m. for parade staging
c. RESOLUTION NO. 24-460 approving closure of Pearle Avenue, Burnett Avenue,
Kellogg Avenue, and Clark Avenue (all from Main Street to 5th Street), Main
Street from Pearle Avenue to Duff Avenue, and 5th Street from Grand Avenue to
Clark Avenue, from 5:30 p.m. to approximately 7:45 p.m.
d. RESOLUTION NO. 24-461 approving 219 metered parking spaces along the
parade route from 1:00 p.m. to 8:00 p.m. and waiver of fees
e. RESOLUTION NO. 24-462 approving waiver of parking meter fees and
enforcement from 4:00 p.m. to 6:00 p.m. for 26 metered parking spaces in Lot N
Roll Call Vote: 6-0. Motions/Resolutions declared carried/adopted unanimously, signed by the
Mayor, and hereby made a portion of these Minutes.
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PUBLIC FORUM: Mayor Haila opened and closed the Public Forum when no one came
forward to speak.
HEARING ON ZONING TEXT AMENDMENT TO AMEND THE EXCEPTION
STANDARDS FOR THE DOWNTOWN SERVICE CENTER "DSC" ZONING
DISTRICT: Planning and Housing Director Kelly Diekmann presented the amendment.
The Public Input was opened and closed by Mayor Haila when no one came forward to speak.
Moved by Betcher, seconded by Beatty-Hansen, to amend the language of Standard No. 2 in
Section 29.808(4)(b) of the Municipal Code to replace “two-story structure” with “multi-story
structure.”
Vote on Motion: 6-0. Motion declared carried unanimously.
Moved by Betcher, seconded by Rollins, to pass on First reading an Ordinance regarding a
Zoning Text Amendment to amend the exception standards for the Downtown Service Center
“DSC” Zoning District.
Roll Call Vote: 6-0. Motion declared carried unanimously.
HEARING ON SALE OF REAL PROPERTY AND DELIVERY OF CONVEYANCE
OF PROPERTY AT HUNZIKER YOUTH SPORTS COMPLEX (800 BILLY SUNDAY
ROAD) TO STATE OF IOWA FOR HIGHWAY 30 IMPROVEMENTS: Mayor Haila
opened and closed the Public Hearing when no one came forward to speak.
Moved by Rollins, seconded by Beatty-Hansen, to adopt RESOLUTION NO. 24-475 approving
sale of property and delivery of conveyance to State of Iowa.
Roll Call Vote: 6-0. Resolution declared adopted unanimously, signed by the Mayor, and hereby
made a portion of these minutes.
REQUEST FROM AMES COMMUNITY SCHOOL DISTRICT (ACSD) FOR THE
SHARING OF THE COST TO DEMOLISH THE MUNICIPAL POOL: City Manager
Steve Schainker presented the request.
The Public Input was opened by Mayor Haila.
Dr. Jeff Hawkins, Associate Superintendent of Education for ACSD, thanked the City Council
for considering the request, highlighting the desire of ACSD to maintain its positive
relationship with the City of Ames.
The Public Input was closed by Mayor Haila when no one else came forward to speak.
Moved by Gartin, seconded by Corrieri, to adopt RESOLUTION NO. 24-476 approving
$79,456.96 from the Park Development Fund to the Ames Community School District for the
Sharing of the Cost to Demolish the Municipal Pool.
Roll Call Vote: 6-0. Resolution declared adopted unanimously, signed by the Mayor, and
hereby made a portion of these minutes.
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PURCHASE AGREEMENT WITH REALTY GIFT FUND FOR AGRICULTURAL
GROUND ADJACENT TO THE WATER POLLUTION CONTROL FACILITY:
Director of Water and Pollution Control John Dunn reviewed the purchase agreement.
Mayor Haila opened and closed the Public Input when no one came forward to speak.
Moved by Betcher, seconded by Beatty-Hansen, to adopt RESOLUTION NO. 24-477 approving
purchase agreement with Realty Gift Fund for 133.04 +/- acres of agricultural ground adjacent to
the Water Pollution Control Facility in the amount of $1,197,000.
Roll Call Vote: 6-0. Resolution declared adopted unanimously, signed by the Mayor, and
hereby made a portion of these minutes.
GENERAL OBLIGATION CORPORATE PURPOSE BONDS, SERIES 2024A: Assistant
City Manager Brian Phillips noted the procedural requirement that necessitated consideration of
this item.
The Public Input was opened and closed by Mayor Haila when no one came forward to speak.
Moved by Gartin, seconded by Corrieri, to adopt RESOLUTION NO. 24-478 setting the date for
sale of General Obligation Corporate Purpose Bonds, Series 2024A for September 10, 2024, and
authorizing the use of preliminary official statement in connection therewith.
Roll Call Vote: 6-0. Resolution declared adopted unanimously, signed by the Mayor, and
hereby made a portion of these minutes.
THIRD READING AND ADOPTION OF ORDINANCE NO. 4538 UPDATING
ENFORCEMENT PROVISIONS TO CHAPTER 5B (POST CONSTRUCTION
STORMWATER MANAGEMENT) AND CHAPTER 22A (USE OF CITY RIGHT-OF-
WAY BY RIGHT-OF-WAY USERS) OF AMES MUNICIPAL CODE: Moved by Betcher,
seconded by Rollins, to pass on third reading and adopt ORDINANCE NO. 4538 updating
enforcement provisions to Chapter 5B (Post Construction Stormwater Management) and Chapter
22A (Use of City Right-of- Way by Right-of-Way Users) of Ames Municipal Code.
Roll Call Vote: 6-0. Motion declared carried unanimously.
DISPOSITION OF COMMUNICATIONS TO COUNCIL: Mayor Haila noted that there were
five items for consideration.
The first item was from Kyle Poorman regarding a request for revisions to snow plowing
priorities policy to address sidewalks.
Moved by Beatty-Hansen, seconded by Rollins, to request staff communicate to Mr. Poorman
that the policy was recently put into effect, and though the City Council may consider revisions
to the policy in the future, the City Council desires to give time to evaluate the effectiveness of
the policy currently in place.
Vote on Motion: 6-0. Motion declared carried unanimously.
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A request for waiver of infrastructure requirements for Dayton Ridge Subdivision from Bob
Gibson was the second item.
Moved by Betcher, seconded by Rollins, to request a memo from staff.
Vote on Motion: 6-0. Motion declared carried unanimously.
The third item was a donation offer from Colin Rail.
Moved by Betcher, seconded by Rollins, to request staff respectfully decline the donation offer
and highlight area non-profits that the donation could better serve.
Vote on Motion: 6-0. Motion declared carried unanimously.
Interest in additional pickleball courts in Ames from Chase Senneff was the fourth item. Council
Member Rollins noted that she had responded to this communication, inviting Mr. Senneff to
attend the upcoming Parks and Recreation Commission Capital Improvements Plan workshop to
provide input on the topic.
The final item was from Jack L. regarding an RV Dump Station at Water Pollution Control
Facility.
Moved by Rollins, seconded by Betcher, to request staff respond to the individual with
appreciation on his thoughts related to the issue, noting that the previous response from staff will
stand.
Vote on Motion: 6-0. Motion declared carried unanimously.
REPORT OF GOVERNING BODY: The Mayor and City Council Members provided
highlights from their attendance at various board and commission meetings.
COUNCIL COMMENTS: The Mayor and City Council Members reported on various events
attended, upcoming meetings, community events, and items of interest.
ADJOURNMENT: Moved by Betcher, seconded by Rollins, to adjourn the meeting at 6:55 p.m.
Vote on Motion: 6-0. Motion declared carried unanimously.
__________________________________ ____________________________________
Carly M. Watson, Deputy City Clerk John A. Haila, Mayor
__________________________________
Renee Hall, City Clerk
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SUMMARY OF MINUTES OF THE
SPECIAL MEETING OF THE AMES CITY COUNCIL
AMES, IOWA SEPTEMBER 3, 2024
The Special Meeting of the Ames City Council was called to order by Mayor John Haila at 6:00
p.m. on the 3rd day of September, 2024, in the City Council Chambers in City Hall, 515 Clark
Avenue, pursuant to law. Present were Council Members Bronwyn Beatty-Hansen, Gloria Betcher,
and Anita Rollins. Council Member Rachel Junck and ex officio Emily Boland were absent.
PUBLIC FORUM: Mayor Haila noted that this item had been omitted from the agenda. He
opened and closed the Public Forum when no one came forward to speak.
Council Member Amber Corrieri entered the meeting at 6:01 p.m.
CONSENT AGENDA: Moved by Betcher, seconded by Rollins, to approve the consent agenda.
1. RESOLUTION NO. 24-472 approving contract and bond for the Water Pollution Control
Facility Nutrient Reduction Modifications Phase 1 with Woodruff Construction, Inc., of
Ames, Iowa
2. RESOLUTION NO. 24-473 authorizing submission of sites for a regional joint application
for funding from the Federal Highway Administration's Charging and Fueling
Infrastructure Discretionary Grant Program (CFI) for the site at 1910 Green Hills Drive
Roll Call Vote: 4-0. Resolutions declared carried unanimously, signed by the Mayor, and hereby
made a portion of these Minutes.
Council Member Tim Gartin entered the meeting at 6:02 p.m.
STEVEN L. SCHAINKER PLAZA STATUS REPORT: Parks and Recreation Director Keith
Abraham presented the Council Action Form (CAF).
Fleet and Facilities Director Corey Mellies, City Attorney Mark Lambert, and Assistant City
Manager Pa Vang Goldbeck joined Director Abraham in answering questions from the City
Council.
Moved by Gartin, seconded by Betcher, to approve Alternative 3: direct staff to share Henkel’s
engineer’s investigation and evaluation report with the City’s concrete consultant in order for him
to review the report and provide comments regarding the findings of the report as well as a
recommendation regarding how to proceed.
Vote on Motion: 5-0. Motion declared carried unanimously.
COUNCIL COMMENTS: The Mayor and City Council Members reported on various events
attended, upcoming meetings, community events, and items of interest.
Moved by Rollins, seconded by Betcher, to request that staff share a map of electric vehicle (EV)
charging stations sponsored by the City to illustrate the breadth and distribution of those facilities.
Vote on Motion: 5-0. Motion declared carried unanimously.
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ADJOURNMENT: Moved by Corrieri, seconded by Rollins, to adjourn the meeting at 6:45 p.m.
Vote on Motion: 5-0. Motion declared carried unanimously.
__________________________________ ____________________________________
Jeramy Neefus, Principal Clerk John A. Haila, Mayor
__________________________________
Renee Hall, City Clerk
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To:Mayor & City Council
From:City of Ames Purchasing Division
Date:September 6, 2024
Subject:Report of Contract Change Orders
Item No. 5
MEMO
The Report of Change Orders for period August 16-31, 2024, is attached for your review
and consideration.
ATTACHMENT(S):
Change Order Report - August 16-31, 2024.docx
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
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REPORT OF
CONTRACT CHANGE ORDERS
Department
General Description
of Contract
Contract
Change
No.
Original Contract
Amount Contractor/ Vendor
Total of Prior
Change Orders
Amount this
Change Order
Change
Approved By
Purchasing
Contact
(Buyer)
Electric
Services
Inspection & Assessment of
CT1 Combustion Turbine
Engine
1 $50,500.00 Sulzer Turbo Services $0.00 $9,051.00 J. Muschick AM
Public Works Waste Disposal for
Resource Recovery
1 $840,000.00 Boone County Landfill $0.00 $4,829.85 M. Peebler JB
Transit CyRide 2023 Shop
Rehabilitation Project
5 $390,165.00 R.H. Grabau Construction
Inc.
$9,093.86 $9,348.41 J. Rendall AM
Transit CyRide 2023 Shop
Rehabilitation Project
7 $390,165.00 R.H. Grabau Construction
Inc.
$66,924.34 $8,956.00 J. Rendall AM
Electric
Services
HVAC Replacement at the
Power Plant
2 $269,740.00 Mechanical Comfort Inc.$410.00 $2,500.00 C. Spence AM
Water
Pollution &
Control
Well Rehabilitation
Contract
1 $154,208.00 Northway Corp.$0.00 $10,870.00 J. Dunn QE
Period:1st – 15th
16th – End of Month
Month & Year:August 2024
For City Council Date:September 10, 2024
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Department
General Description
of Contract
Contract
Change
No.
Original Contract
Amount Contractor/ Vendor
Total of Prior
Change Orders
Amount this
Change Order
Change
Approved By
Purchasing
Contact
(Buyer)
Public Works 2023/24 Arterial Street
Pavement Improvements
(Airport Rd - University
Blvd to S Riverside Dr)
1 $1,381,986.99 All Star Concrete LLC $0.00 $12,793.00 J. Joiner KS
Parks &
Recreation
Bid Package 03-1 Building
Concrete Work for the
Fitch Family Indoor Aquatic
Center
1 $671,500.00 All Star Concrete LLC $0.00 $10,010.00 K. Abraham KS
Parks &
Recreation
Bid Package 03-3 Precast
Concrete & Structural Steel
Work for the Fitch Family
Indoor Aquatic Center
1 $2,710,000.00 Core Construction
Services LLC
$0.00 $22,065.00 K. Abraham KS
Parks &
Recreation
Bid Package 07-3
Membrane Roofing &
Sheetmetal Flashing Work
for the Fitch Family Indoor
Aquatic Center
1 $806,300.00 Central States Roofing $0.00 $1,647.00 K. Abraham KS
Parks &
Recreation
Bid Package 13-1
Swimming Pool Work for
the Fitch Family Indoor
Aquatic Center
1 $4,326,187.00 Sande Construction &
Supply Co.
$0.00 $1,370.00 K. Abraham KS
Parks &
Recreation
Bid Package 22-1 Plumbing
& HVAC Work for the Fitch
Family Indoor Aquatic
Center
1 $4,184,363.00 Brockway Mechanical &
Roofing Co., Inc.
$0.00 $-(2,320.00)K. Abraham KS
Parks &
Recreation
Bid Package 22-1 Plumbing
& HVAC Work for the Fitch
Family Indoor Aquatic
Center
2 $4,184,363.00 Brockway Mechanical &
Roofing Co., Inc.
$-(2,320.00)$38,702.00 K. Abraham KS
Parks &
Recreation
Bid Package 26-1 Electrical,
Communications,
Electronic Safety & Security
Work for the Fitch Family
Indoor Aquatic Center
1 $1,477,436.00 Van Mannen Electric, Inc.$0.00 $21,953.00 K. Abraham KS
15
Department
General Description
of Contract
Contract
Change
No.
Original Contract
Amount Contractor/ Vendor
Total of Prior
Change Orders
Amount this
Change Order
Change
Approved By
Purchasing
Contact
(Buyer)
Parks &
Recreation
Bid Package 33-1 Site
Utility Work for the Fitch
Family Indoor Aquatic
Center
1 $385,700.00 Iowa Pipe & Grading, LLC $0.00 $14,518.00 K. Abraham KS
Facilities/
Parks &
Recreation
Ames Downtown Plaza 12 $4,633,000.00 Henkel Construction
Company
$-(49,930.47)$14,200.95 C. Mellies KS
Fleet Services Truck Chassis Upfit -
Vehicle # 1324
1 $35,790.00 Truck Equipment
Company
$0.00 $6,391.01 B. Phillips QE
Fleet Services Truck Chassis Upfit -
Vehicle # 1325
1 $31,832.00 Truck Equipment
Company
$0.00 $5,173.34 B. Phillips QE
Public Works 2023/24 Seal Coat
Improvements Project
2 $1,828,001.36 Manatt's, Inc $2,100.00 $3,300.00 J. Joiner KS
16
To:Mayor and City Council
From:Grace Bandstra, Deputy City Clerk
Date:September 10, 2024
Subject:Motion approving Ownership Updates for Class E Retail Alcohol License -
Cyclone Liquors, Class E Retail Alcohol License
Item No. 6
MEMO
Please see the attached documentation for a motion approving Ownership Updates for
Class E Retail Alcohol License - Cyclone Liquors, Class E Retail Alcohol License.
ATTACHMENT(S):
Cyclone Liquors - Ownership Updates.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
17
Page 1 of 2
Applicant
NAME OF LEGAL ENTITY
Elegant Investments LLC
NAME OF BUSINESS(DBA)
Cyclone Liquors
BUSINESS
(515) 233-2327
ADDRESS OF PREMISES
626 Lincoln Way
PREMISES SUITE/APT NUMBER CITY
Ames
COUNTY
Story
ZIP
50010
MAILING ADDRESS
626 Lincoln Way
CITY
Ames
STATE
Iowa
ZIP
50010
Contact Person
NAME
Brian Chittenden
PHONE
(515) 971-9123
EMAIL
info@cycloneliquors.com
License Information
LICENSE NUMBER
LE0001560
LICENSE/PERMIT TYPE
Class E Retail Alcohol License
TERM
12 Month
STATUS
Submitted
to Local
Authority
EFFECTIVE DATE
Sep 21, 2023
EXPIRATION DATE
Sep 20, 2024
LAST DAY OF BUSINESS
SUB-PERMITS
Class E Retail Alcohol License
PRIVILEGES 18
Page 2 of 2
Status of Business
BUSINESS TYPE
Limited Liability Company
Ownership
Individual Owners
NAME CITY STATE ZIP POSITION % OF OWNERSHIP U.S. CITIZEN
Karlton Kleis clive Iowa 50325 Managing Member 25.40 Yes
Roger Esser Ames Iowa 50010 Managing Member 15.00 Yes
Companies
COMPANY NAME FEDERAL ID CITY STATE ZIP % OF OWNERSHIP
Chittenden Holdings, LLC 87-4108305 Waukee Iowa 50263 59.60
Insurance Company Information
INSURANCE COMPANY POLICY EFFECTIVE DATE POLICY EXPIRATION DATE
DRAM CANCEL DATE OUTDOOR SERVICE EFFECTIVE
DATE
OUTDOOR SERVICE EXPIRATION
DATE
BOND EFFECTIVE DATE TEMP TRANSFER EFFECTIVE
DATE
TEMP TRANSFER EXPIRATION
DATE
19
To:Mayor and City Council
From:Grace Bandstra, Deputy City Clerk
Date:September 10, 2024
Subject:Ownership Updates for Class C Retail Alcohol License - Texas Roadhouse,
519 South Duff Avenue
Item No. 7
MEMO
Please see the attached documentation for a motion approving Ownership Updates for
Class C Retail Alcohol License - Texas Roadhouse, 519 South Duff Avenue.
ATTACHMENT(S):
Texas Roadhouse - Ownership Updates.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
20
Page 1 of 3
Applicant
NAME OF LEGAL ENTITY
Texas Roadhouse Holdings LLC
NAME OF BUSINESS(DBA)
Texas Roadhouse
BUSINESS
(515) 232-7427
ADDRESS OF PREMISES
519 South Duff Avenue
PREMISES SUITE/APT NUMBER CITY
Ames
COUNTY
Story
ZIP
50010
MAILING ADDRESS
6040 Dutchmans Lane
CITY
Louisville
STATE
Kentucky
ZIP
40205
Contact Person
NAME
Rebecca Wonka
PHONE
(502) 638-5469
EMAIL
licensingrenewals@texasroadhouse.com
License Information
LICENSE NUMBER
LC0039334
LICENSE/PERMIT TYPE
Class C Retail Alcohol License
TERM
12 Month
STATUS
Submitted
to Local
Authority
EFFECTIVE DATE
July 2, 2023
EXPIRATION DATE
July 1, 2024
LAST DAY OF BUSINESS
SUB-PERMITS
Class C Retail Alcohol License
21
Page 2 of 3
PRIVILEGES
Catering
Status of Business
BUSINESS TYPE
Limited Liability Company
Ownership
Individual Owners
NAME CITY STATE ZIP POSITION % OF
OWNERSHIP
U.S.
CITIZEN
Texas Roadhouse,
Inc. (Publicly Traded
Company)
Louisville Kentucky 40205 Manager/Owner 100.00 Yes
Gerald Morgan Simpsonville Kentucky 40067 Chief Executive
Officer
0.00 Yes
Chris Colson Prospect Kentucky 40059 Corporate
Secretary
0.00 Yes
Regina Tobin Louisville Kentucky 40207 President 0.00 Yes
David Christopher
Monroe
Prospect Kentucky 40059 Chief Financial
Officer
0.00 Yes
Hernan Mujica Louisville Kentucky 40204 Chief
Technology
Officer
0.00 Yes
22
Page 3 of 3
Travis Doster Louisville Kentucky 40222 Chief
Communications
Officer
0.00 Yes
Insurance Company Information
INSURANCE COMPANY
ACE American Insurance
Company
POLICY EFFECTIVE DATE POLICY EXPIRATION DATE
DRAM CANCEL DATE OUTDOOR SERVICE EFFECTIVE
DATE
OUTDOOR SERVICE EXPIRATION
DATE
BOND EFFECTIVE DATE TEMP TRANSFER EFFECTIVE
DATE
TEMP TRANSFER EXPIRATION
DATE
23
To:Mayor and City Council
From:Grace Bandstra, Deputy City Clerk
Date:September 10, 2024
Subject:New 5-Day License (September 29 - October 3, 2024) for Special Class C
Retail Alcohol License with Outdoor Service - Mucky Duck Pub, 2500 Duff
Avenue, Pending Dramshop Review
Item No. 8
MEMO
Please see the attached documentation for a motion approving New 5-Day License
(September 29 - October 3, 2024) for Special Class C Retail Alcohol License with
Outdoor Service - Mucky Duck Pub, 2500 Duff Avenue, Pending Dramshop Review.
ATTACHMENT(S):
Mucky Duck - 5 Day (TAF).pdf
AmesFoundation - Mucky Duck 5 Day.pdf
Ames Foundation Event - Mucky Duck Letter 2024.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
24
Page 1 of 2
Applicant
NAME OF LEGAL ENTITY
MUCKY DUCK PUB, L. L. C.
NAME OF BUSINESS(DBA)
Mucky Duck Pub
BUSINESS
(515) 239-5350
ADDRESS OF PREMISES
2500 Duff Avenue
PREMISES SUITE/APT NUMBER CITY
Ames
COUNTY
Story
ZIP
50010
MAILING ADDRESS
515 Clark Avenue
CITY
Ames
STATE
Iowa
ZIP
50010
Contact Person
NAME
Abraham, Keith
PHONE
(515) 239-5349
EMAIL
keith.abraham@cityofames.org
License Information
LICENSE NUMBER LICENSE/PERMIT TYPE
Special Class C Retail Alcohol
License
TERM
5 Day
STATUS
Pending
Dramshop
Review
TENTATIVE EFFECTIVE DATE
Sep 29, 2024
TENTATIVE EXPIRATION DATE
Oct 3, 2024
LAST DAY OF BUSINESS
SUB-PERMITS
Special Class C Retail Alcohol License
25
Page 2 of 2
PRIVILEGES
Outdoor Service
Status of Business
BUSINESS TYPE
Limited Liability Company
Ownership
Individual Owners
NAME CITY STATE ZIP POSITION % OF OWNERSHIP U.S. CITIZEN
Marcus Johnson Ames Iowa 50010 Owner 100.00 Yes
Insurance Company Information
INSURANCE COMPANY
Illinois Casualty Co
POLICY EFFECTIVE DATE POLICY EXPIRATION DATE
DRAM CANCEL DATE OUTDOOR SERVICE EFFECTIVE
DATE
OUTDOOR SERVICE EXPIRATION
DATE
BOND EFFECTIVE DATE TEMP TRANSFER EFFECTIVE
DATE
TEMP TRANSFER EXPIRATION
DATE
26
Venue Information
Contact:
Marcus Johnson
Mucky Duck Pub, Ames, IA
Tel: (515) 450-0566
Service will be inside a tent with walls. Entry will be from one short side only.
Mucky Duck will ID anyone who appears to be under 40.
There are two sets of public restrooms at the park.
27
28
To:Mayor and City Council
From:Grace Bandstra, Deputy City Clerk
Date:September 10, 2024
Subject:New Class E Retail Alcohol License - Lalo's Liquor Store, 809 Wheeler
Street, Suite 105
Item No. 9
MEMO
Please see the attached documentation for a new Class E Retail Alcohol License - Lalo's
Liquor Store, 809 Wheeler Street, Suite 105.
ATTACHMENT(S):
Lalo's Liquor Store - New Class E.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
29
Page 1 of 2
Applicant
NAME OF LEGAL ENTITY
LALO'S LIQUOR STORE INC
NAME OF BUSINESS(DBA)
Lalo's Liquor
BUSINESS
(515) 766-4259
ADDRESS OF PREMISES
809 Wheeler Street
PREMISES SUITE/APT NUMBER CITY
Ames
COUNTY
Story
ZIP
50010
MAILING ADDRESS
511 East 2nd Street
CITY
Huxley
STATE
Iowa
ZIP
50124
Contact Person
NAME
Triny Valderrabano
PHONE
(515) 344-1040
EMAIL
ameslalosliquor@gmail.com
License Information
LICENSE NUMBER LICENSE/PERMIT TYPE
Class E Retail Alcohol License
TERM
12 Month
STATUS
Submitted
to Local
Authority
EFFECTIVE DATE EXPIRATION DATE LAST DAY OF BUSINESS
SUB-PERMITS
Class E Retail Alcohol License
PRIVILEGES
Status of Business
30
Page 2 of 2
BUSINESS TYPE
Limited Liability Company
Ownership
Individual Owners
NAME CITY STATE ZIP POSITION % OF
OWNERSHIP
U.S.
CITIZEN
Daisy Valderrabano
Cordero
Huxley Iowa 50124 Owner 100.00 No
Insurance Company Information
INSURANCE COMPANY POLICY EFFECTIVE DATE POLICY EXPIRATION DATE
DRAM CANCEL DATE OUTDOOR SERVICE EFFECTIVE
DATE
OUTDOOR SERVICE EXPIRATION
DATE
BOND EFFECTIVE DATE TEMP TRANSFER EFFECTIVE
DATE
TEMP TRANSFER EXPIRATION
DATE
31
To:Mayor John Haila and Ames City Council Members
From:Lieutenant Mike Arkovich, Ames Police Department
Date:August 22, 2024
Subject:Beer Permits & Liquor License Renewal Reference City Council Agenda
Item No. 10
MEMO
The following licenses are eligible for renewal:
Motion approving the renewal of the following Beer Permits, Wine Permits, and Liquor
Licenses:
a. Kum & Go #0217, (3111 South Duff Avenue), Class E Retail Alcohol License
b. Hy-Vee #1 Clubroom, (3800 West Lincoln Way), Class C Retail Alcohol License
with Catering Privilege, Pending Dramshop Review
c. AJ’s Ultra Lounge, (2401 Chamberlain Street), Class C Retail Alcohol License
with Outdoor Service
d. Rinconcito Hispano Tienda y Taqueria, (823 Wheeler Street, Suite 1), Class C
Retail Alcohol License
A review of police records for the past 12 months found no liquor law violations for Kum
& Go #0217, Hy-Vee #1 Clubroom, and Rinconcito Hispano Tienda y Taqueria. The
Ames Police Department recommends the license renewal for these businesses.
A review of police records for the past 12 months found 20 Minors on-premise violations
at AJ’s Ultra Lounge. Of those 20, 13 involved fake IDs, about 65% of the on-premise
violations. AJ’s has improved from the previous year on their on-premise and fake ID
violations. The Police Department will encourage AJ’s to continue utilizing safeguards
such as scanner use, training, conducting their own compliance checks, management
training and accountability, etc. In addition, the Police Department will continue to
monitor the above location by conducting regular foot patrols, bar checks, evaluating
their use of safeguards and educating the bar staff through monthly ID training. AJ’s
Ultra Lounge has passed all compliance checks. The Ames Police Department
recommends the license renewal for the business.
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
32
To:Mayor & City Council
From:Brian Phillips, Assistant City Manager
Date:September 6, 2024
Subject:Rescheduling December City Council Meeting
Item No. 11
MEMO
City staff is requesting Council approval to cancel the December 24, 2024, City Council
meeting and replace it with a Council meeting on December 17, 2024.
The request to move the December 24 meeting to December 17 is due to the closure of
City offices on December 24-25 for the Christmas holiday.
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
33
ITEM #:12
DATE:09-10-24
DEPT:PW
SUBJECT:BIKE AND PEDESTRIAN MASTER PLAN AND WAYFINDING GUIDE
COUNCIL ACTION FORM
BACKGROUND:
The City retained Toole Design to develop the Bike and Pedestrian Master Plan, known as the Walk-
Bike-Roll Plan. On April 23, 2024, City staff, along with Toole Design, held a workshop to present the
final draft of the plan to the City Council. Additionally, the fi n al draft of the Wayfinding Guide was
p re sen t ed. These documents were developed using national best practices for supporting non-
motorized transportation and included significant public input from Ames residents throughout
the nearly two-year development process.
During the workshop, the City Council requested minor changes, including to clarify that the plan does
not commit City funds or establish funding policies. Instead, the plan reflects the community's current
funding policies (Page 90 on the attached Walk, Bike, Roll Plan). The City Council also wanted to
ensure the public understands the plan's flexibility in that the improvements identified are based on the
best information available during development of the plan. Staff will have the ability to design projects
using a combination of the plan and the most up-to-date design practices (Pages 63, 65, 68, 70, 73, and
75 on the attached Walk, Bike, Roll Plan). The goal of the plan is to guide the community's
objectives for non-motorized transportation while allowing the flexibility to adapt to new
information as it becomes available.
Since the workshop, staff has worked with Toole Design to make the requested changes. Toole
Design has provided the City with the final versions of the Walk-Bike-Roll Plan and the
Wayfinding Guide, which are attached to this document.
Also attached is a complete summary of directed changes and error corrections.
ALTERNATIVES:
1. Accept the final drafts of the Bike and Pedestrian Master Plan (Walk Bike Roll) and the
Wayfinding Guide as prepared by Toole Design.
2. Direct staff to make further modifications to the documents.
CITY MANAGER'S RECOMMENDED ACTION:
Once the plans are accepted, City staff can use them as a guide to develop future versions of
capital programs for walking and biking, as well as to implement the first phase of wayfinding
signs. Therefore, it is the recommendation of the City Manager that the City Council adopt Alternative
No. 1, as noted above.
ATTACHMENT(S):
WBRA_FinalDraft_20240524_reduced_size.pdf
Ames Wayfinding Guidelines final 2024 04 05 reduced size.pdf
WBR Plan Email Correction Summary.pdf
34
CITY OF AMESBICYCLE AND PEDESTRIAN PLAN
JUNE 2024
35
WALK BIKE ROLL AMES | JUNE 2024
2
ACKNOWLEDGMENTS
City Project Management Team
Damion Pregitzer, Traffic Engineer
Mark Gansen, Civil Engineer
Kelly Diekmann, Planning & Housing Director
Kyle Thompson, Transportation Planner
(Ames Area MPO)
Technical Advisory Committee
City of Ames
Vanessa Baker Latimer, Housing Coordinator
Justin Clausen, Public Works
Tracy Peterson, Municipal Engineer
Joshua Thompson, Superintendent of Parks and
Facilities
CyRide
Shari Atwood, Transit Planner
Story County
Michael Cox, Director, Story County Conservation
Patrick Shehan, Special Projects Ranger
Iowa State University
Sarah Lawrence, Campus Planner
Chris Strawhacker, Campus Planner
Merry Rankin, Director of Sustainability
Community Advisory Committee
Zach Coffin
Andy Fish
Nancy Franz
Griffen Gade
Joni Kellen
Tory Looft
Sean McDermott
Grant Olsen
Kevin Paszko
Ruth Waite
Jacob Wheaton
Ben Woeber
Consultant Team
Toole Design
Adam Wood, AICP
Sonia Haeckel
Sarah Davis
Nan Jiang
Kevin Luecke
Strand Associates
Mitch Holtz, P.E.
Nathan Johnson
Information contained in this document is for planning purposes and should not be used for final design of any
project. All results, recommendations, concept drawings, cost opinions, and commentary contained herein are
based on limited data and information and on existing conditions as of March 2024 that are subject to change.
Existing conditions have not been field-verified. Further analysis and engineering design are necessary prior to
implementing any of the recommendations contained herein. Maps and geographic analysis presented herein are
based on information collected at the time of preparation.
36
3
Contents
Introduction & Overview ......................................4
Plan Purpose & Background ......................................................................................5
Planning Approach ....................................................................................................10
Planning Process & Overview ..................................................................................14
Opportunities & Needs .......................................16
Highlighting the Opportunity.................................................................................17
Travel in Ames: Statistics and Trends ....................................................................17
Analyzing the Network .............................................................................................21
Level of Traffic Stress Analyses ...............................................................................27
Hearing from the Community .................................................................................33
Summary of Key Issues .............................................................................................36
Facility Selection & Guidelines ............................38
Best Practice Design ..................................................................................................39
Paths & Bikeways ........................................................................................................40
Crossing Treatments ..................................................................................................48
Sidewalks .....................................................................................................................57
Network Plan & Priorities ..................................60
Building the Future ....................................................................................................61
Paths & Bikeways ........................................................................................................62
Crossings ......................................................................................................................67
Sidewalks .....................................................................................................................72
Implementation Strategies & Action ...................78
Strategies & Actions ..................................................................................................79
Implementation Horizon ..........................................................................................90
37
4
CHAPTER 1
Introduction &
Overview
38
INTRODUCTION & OVERVIEW WALK BIKE ROLL AMES | JUNE 2024
5
Plan Purpose & Background
Ames has a long-standing commitment to the commu-
nity to provide active transportation opportunities and
corridors throughout the city and has established itself
as a great place to walk, bike, and roll. The backbone of
the active transportation system in Ames is a network
of shared-use paths along streets and greenbelts that
connect most of the city. Every day, Ames residents and
visitors walk bike, and roll throughout the city to get to
work and school, to run errands, for exercise, and just
for fun.
Despite this, challenges for walking, biking, and rolling
persist, particularly when crossing or traveling along
busy streets. People experience high motor vehicle
speeds, uncomfortable crossings, and drivers that fail
to yield to people on foot or on bikes. Major roadways
like US-30, Duff Avenue, and Grand Avenue act as
barriers that separate residents from destinations
throughout the city. This results in trips taking longer
on foot since people have to go out of their way to
cross safely. These delays or detours may be enough
of a barrier in terms of time, distance, and energy to
discourage someone from deciding to make a trip
on-foot or by bike.
Walk Bike Roll Ames (WBRA) is an Active Transportation
Plan (ATP) that builds on the community’s existing
path, sidewalk, and bikeway assets and offers recom -
mendations to improve conditions for people walking,
biking, and rolling. Through programs, policies, and
infrastructure, Ames can encourage more residents
to use active transportation. WBRA provides a vision
and framework to make Ames more livable for all its
residents and visitors. Strategic investments in active
transportation will be critical to Ames becoming a safer,
healthier, connected, and sustainable community.
Terms Used in this Plan
When WBRA says Active Transportation or Active
Modes, it means walking, biking, and rolling.
When WBRA says Rolling, it means using a wheel-
chair or other mobility device.
When WBRA says Biking, it means using a bicycle,
electric bicycle (e-bike), and all forms of Micromobility.
When WBRA says Micromobility, it means scooters
and skateboards, electric and non-electric, that
operate similarly to bicycles.
When WBRA says Facility, it means paths, bike
lanes, sidewalks, crossings, and other spaces
designated specifically for the movement of active
transportation users.
When WBRA says Active Transportation Network,
it means all on- and off-street pedestrian facilities,
bicycle facilities, and facilities designated for
Micromobility use, combined as a single network.
39
INTRODUCTION & OVERVIEW WALK BIKE ROLL AMES | JUNE 2024
6
Plan Overview
Walk Bike Roll Ames contains five chapters, outlined
below.
Chapter 1: Introduction & Overview
Chapter 1 defines and explains why active transporta -
tion—walking, biking, and rolling—is important and
beneficial and outlines a vision statement and founda-
tional goals. The chapter also describes the variety of
people that walk, bike, and roll in Ames and establishes
a commitment for the City of Ames to plan, design,
build, and maintain infrastructure that serves people of
all ages, abilities, and identities.
Chapter 2: Opportunities & Needs
Chapter 2 highlights the opportunities and needs
for more walking, biking, and rolling in Ames. This
includes evaluating travel trends (including impacts
of the COVID-19 pandemic) and analyzing the existing
sidewalk, path, and bikeway network. An overview of
input received from the community is included and
how that public input shaped the plan is described. The
chapter concludes with a list of key issues identifying
what needs to happen to get more people walking,
biking, and rolling in Ames.
Chapter 3: Facility Selection
& Guidelines
Chapter 3 provides high-level descriptions, consider-
ations, and guidance for the physical infrastructure to
create a safe and comfortable active transportation
network, with a focus on designing for people of all
ages, abilities, and identities. Design toolkits are includ-
ed for paths and bikeways, crossings, and sidewalks.
Chapter 4: Network Plan & Priorities
Chapter 4 looks at each of the three network ele -
ments—bikeways and shared use paths, crossings, and
sidewalks—and describes how projects were identified,
where those projects are located, and how they are
prioritized. The chapter also includes summaries of the
scale of projects and potential costs.
Chapter 5: Implementation
Strategies & Actions
Chapter 5 identifies key strategies to help move Ames
toward the vision described in Chapter 1 and achieving
the associated goals. For each of the eight core strate -
gies, specific actions items are identified. In addition,
this chapter identifies potential implementation
horizons for the infrastructure projects identified in
Chapter 4, associated with anticipated funding levels.
40
INTRODUCTION & OVERVIEW WALK BIKE ROLL AMES | JUNE 2024
7
1 U.S. Department of Health and Human Services, 2008, Retrieved from https://health.gov/paguidelines/2008/summary.aspx
2 U.S. Department of Health and Human Services (2018)
3 Governors Highway Safety Association. Pedestrian Traffic Fatalities by State: 2022 Preliminary Data. 2023. https://www.ghsa.org/sites/default/files/2023-02/GHSA%20Pedestrian%20Traffic%20Fatalities%20by%20State%2C%20January-June%202022%20Preliminary%20Data.pdf
4 Jacobsen, P.L. 2003, Safety in numbers: more walkers and bicyclists, safer walking and bicycling, Retrieved from https://injuryprevention.bmj.com/content/9/3/205
What is Active Transportation?
Active transportation includes any human-powered
form of transportation, including walking, running,
bicycling, skating, and using a wheelchair or other
mobility device. Rather than list every possible form
of active transportation, this plan refers to people
walking, biking, and rolling, which is meant to be in-
clusive of other active travel. Everyone in Ames partici -
pates in active transportation at some point every day,
whether biking to work or simply walking from where
they parked their car to their final destination.
Why Invest in Active Transportation?
Ames has much to gain by investing in its active
transportation network, policies, and programs, and
increasing the number of people walking and biking in
the city. An improved walking and biking environment
has many benefits such as boosting the health, safety,
quality of life, environment, economic vitality, and
accessibility for residents, students, and visitors.
Health
Making it easy for people to walk and bike as part of
their daily routine can help Ames residents be more
active and achieve the recommended daily amounts of
exercise.1 Even moderate exercise can help reduce the
risk of inactivity-related ailments such as hypertension,
obesity, Type II diabetes, heart attack and stroke, and
certain types of cancer.
Physical activity, including walking and biking, can
help prevent or treat some mental health conditions.
Physical activity reduces depression, can improve
the quality of sleep, and has been shown to improve
cognitive function for older adults.2 Active transporta-
tion can also improve social conditions in communities,
which contributes to positive mental well-being among
residents. While there may be many reasons people feel
socially isolated, land-use and transportation systems
designed around the automobile can exacerbate these
feelings.
Safety
Nationwide, pedestrian fatalities have continued to
climb since the beginning of the COVID-19 pandemic: a
28 percent increase in pedestrian fatalities is reported
from 2021 to 2022.3 By increasing separation from
motor vehicle traffic, active transportation infrastruc-
ture can decrease the number and severity of crashes,
while boosting the number of people walking and
biking. Greater numbers of walkers and bikers in turn
improves safety even further in a “safety in numbers”
situation as drivers learn to watch for and anticipate the
needs of other street users.4
Quality of Life
Quality of life is influenced by physical and mental
health, family and other relationships, education and
employment, and built and natural environments.
Decreasing dependency on automobiles can lead to
improved air quality, less traffic noise, and shorter
and more pleasant commutes. Bicycling and walking
can also strengthen the sense of community by
increasing opportunities for spontaneous interactions
between residents.
41
INTRODUCTION & OVERVIEW WALK BIKE ROLL AMES | JUNE 2024
8
Environment
Increased walking and biking rates improve air quality
by reducing emissions. These modes have the greatest
capacity to replace shorter trips (over 40% of all trips
nationwide are three miles or less in distance).1
Substituting even a fraction of these short driving trips
with walking and biking trips can reduce air pollution
as well as carbon dioxide emissions. Preserving natural
corridors for shared use paths can benefit air and water
quality, mitigate floods, conserve wildlife habitat, and
provide carbon sequestration and storage.
Economic Vitality
Making bicycling and walking appealing options for
people of all ages can help to attract and retain a
robust workforce. Encouraging residents and visitors
to travel by foot or by bike can also support economic
activity downtown and in neighborhood business
districts. More private developers are recognizing the
economic benefits of active transportation and are
designing their projects to encourage bicycling and
walking. A Seattle study found that replacing motor
vehicle travel or parking lanes with bike lanes had
either neutral or positive economic benefit.2
Research also has found that people biking to busi-
nesses tend to spend more per capita than people
arriving by car.3
1 Federal Highway Administration, 2009, National Household Travel Survey, Retrieved from https://nhts.ornl.gov/tables09/fatcat/2009/vt_TRPMILES.html
2 Rowe, K. Bikenomics: Measuring the Impact of Bicycle Facilities on Neighborhood Business Districts. 2013. University of Washington College of Built Environments. https://docs.google.com/file/d/0B0xHj6OM3QVWMUxScjZuMndxVkk/edit?resourcekey=0-cOzVrKvk5iqwUGfo4n3wzg
3 BBC Research and Consulting. Economic and Health Benefits of Bicycling in Northwest Arkansas. March 2018. Prepared for the Walton Foundation and PeopleForBikes. https://headwaterseconomics.org/wp-content/uploads/Trail_Study_136-AR-Bicycle-Benefits.pdf.
4 https://www.census.gov/acs/www/about/why-we-ask-each-question/vehicles/
5 Rails-to-Trails Conservancy. Investing in Trails Cost-Effective Improvements—for Everyone, date unknown.
https://www.railstotrails.org/resourcehandler.ashx?name=investing-in-trails-cost-effective-improvements-for-everyone&id=3629&fileName=Economic%20Impacts%20of%20Trails.pdf
Accessibility and Transportation Choice
Providing a high-quality active transportation
network is important for Ames residents who do
not have full access to a motor vehicle. This includes
people who are under 16 years old, unlicensed
adults, suspended drivers, and people who live in
households with more drivers than motor vehicles.
Whether due to mobility impairments, lack of car
ownership, choice, or other reasons, not all Ames res-
idents drive as their primary mode of transportation.
For example, 7.9 percent of Ames households lack
automobiles, compared to 5.6 percent of households
in the state.4 Furthermore, Ames residents who use
mobility devices, such as wheelchairs, benefit greatly
from well-designed sidewalks, crosswalks, and curb
ramps that are safe, comfortable, and intuitive to use.
Attracting Visitors and
Retaining Residents
There is broad consensus across the country that
investing in infrastructure for walking, biking, and
rolling produces a positive return on investment. This
is especially true when it comes to shared use paths,
which can serve as attractions for visitors. Path-based
tourism can be an economic boost for many small
communities, supporting local businesses, creating
jobs, and increasing property values.5
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WBRA Vision and Goals
The vision and goals define what the community wants
Ames to be like in the future and directly inform the
recommendations in this plan.
Vision
Ames is a place where walking, biking, and rolling are
safe, enjoyable, convenient, and available to everyone.
Goals
Plan recommendations—from identification of new
infrastructure to prioritization and implementation
strategies—are oriented around these goals:
»Safe and Comfortable. Plan, design, and operate
streets, sidewalks, bikeways, crossings, and paths to
prioritize safety with the ultimate goal of eliminat-
ing fatalities.
»Connected and Easy. Create connections through -
out Ames and to surrounding areas that are easy
and intuitive to use, encouraging and enabling
more people to walk, bike, and roll.
»Healthy and Sustainable. Get more people
walking, biking, rolling, and using future zero-car-
bon forms of personal mobility to improve health
and to provide easy alternatives to driving.
»Equitable and Accessible. Create places where
everybody can walk, bike, or roll regardless of
age, ability, identity, race, or economic status.
Ensure that investments are made equitably and
are complemented by programs that encour-
age and empower everyone to choose active
transportation.
Public input that shaped the vision and goals
The WBRA vision and goals were developed based on feedback from residents, stakeholders, and user groups
during public outreach events, the Community Advisory Committee, Technical Advisory Committee, and
City Council.
“Walking, biking, and rolling in Ames should be…”
An online poll asked residents to complete the sentence above; 181 people responded. The two most prominent
themes were safe and easy/convenient .
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Planning Approach
WBRA provides a framework to make Ames more
walkable, bikeable, and livable for residents and visitors
of all ages, abilities, and identities. Walking, biking,
and rolling are available to a wide array of people
with significant differences in age, vision, hearing,
physical strength, balance, reaction time, perception
of risk, degree of independence, and personal safety.
Enabling everyone to walk, bike, and roll—now and as
people age—requires planning, designing, building,
and maintaining an active transportation network that
meets the needs of people across the spectrum of ages,
abilities, and identities.
Taking this approach starts with understanding who
walks, bikes, and rolls in Ames and setting forth a vision
and goals to create an active transportation system that
works for everyone in Ames.
Diversity of Ages, Abilities, and Identities – Walking, Biking, and Rolling
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Who Walks, Bikes, and Rolls in Ames?
People of all ages, abilities, and identities walk, bike and roll in Ames. Many people
choose active transportation because of the physical and mental health, sustainabil-
ity, and cost-saving benefits. Ames residents walk regularly; however, it’s slightly less
common for them to bike, and even less common to use a mobility device, skate -
board, or scooter. This is likely because many residents are uncomfortable bicycling
or walking around traffic.1 Reasons for this may include cultural norms in Iowa and
concerns about safety. People are more likely to walk or bike if there are high quality
and comfortable facilities that take them directly where they need to go.
For those that do use active modes, the top three walking, bicycling, and rolling
destinations were parks and greenspace, school/university, and restaurants
or entertainment.2
That said, walking, rolling, and biking experiences can vary greatly depending on
factors such as age, gender identity, race, ethnicity, skin tone, physical ability, trip
purpose, and more. There are typically more options for recreational walking, biking,
and rolling. Getting to work, school, or important destinations often require routes that
are less comfortable, safe, or accessible. People walking, biking, or rolling for transpor-
tation purposes have to consider issues like being on time, where to safely lock their
bike, and ability to carry things. An adult traveling alone has a different experience than
one traveling with children. Children have shorter attention spans and less awareness
of their surroundings, meaning the adults accompanying them may choose not to
take certain routes, or not to walk or bike at all if there are not safe options to do so.
And finally, many people are dependent on active transportation due to age, income,
disability, and other factors.
1 These assertions are drawn from the findings of two online surveys conducted for WBRA (described in the Planning Process & Overview section).
2 According to a survey performed during the development of this plan.
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Active Transportation User Profiles
The descriptions of different user profiles below explore how experiences differ for
people who walk, bike, and roll in Ames. These categories are not mutually-exclu-
sive—many people in Ames can identify with multiple profiles. WBRA was designed
to meet the diverse needs of these users, thereby serving a broad cross section of
the population.
»ISU Students – This is the largest single user group in Ames, in terms of current
walking and biking activity. ISU students have a wide variety of levels of comfort
around traffic. Because of parking limitations, they are less likely to have a car.
»People with Lower Incomes – This group is more likely to walk, bike, and roll due
to lack of access to a car. People in this group may feel less comfortable walking,
biking, and rolling around traffic. This group should be able to walk, bike, or roll
throughout their community with dignity and comfort.
»Central Neighborhood Residents – These residents are more likely to walk, bike,
and roll because of their proximity to destinations. They are also more likely to
take short trips (less than one mile). Providing safe places to walk, bike, and roll
within and between these neighborhoods is a way to convert some driving trips to
active modes.
»Children and Families – This group ranges widely in how often they walk and
bike in Ames today. There are many factors that will influence levels of walking
and biking in this group such as distance from home to school, or access from
home to shared use paths and other separated facilities for walking and bicycling.
Reducing interactions with motor vehicles is the only way this group will feel
comfortable walking or bicycling.
»Older Adults and People with Disabilities – While some in this group walk, bike
or roll daily, this user group is overall less likely to use active modes and likely to
feel uncomfortable on existing facilities in Ames. This may be due to distances,
lack of accessibility, and concerns about traffic. This population is less likely to
drive, so increasing walking, biking, and rolling within this group allows for more
mobility and independence later in life.
»Active Adults (often with higher incomes) – This population is likely to be more
confident in bicycling and walking in their communities. This could be because
they have access to higher quality facilities, or simply more free time to walk more
or learn how to ride a bicycle in the city.
Confidence While Biking
Researchers and practitioners have categorized people based on their confidence
interacting with motor vehicle traffic while biking. While the percentage varies by
community, a national survey found that about 5 out of every 10 adults in major urban
areas, labeled as Interested but Concerned riders, would like to ride a bicycle but do
not currently do so, usually due to concerns about traffic safety.1 This segment of the
population—people that want to bike but aren’t currently doing so very often—rep -
resents a major opportunity to increase the number of trips taken by bicycle. Planning,
designing, and constructing bikeways that are safe and comfortable for the Interested
but Concerned bicyclist can encourage more people in Ames to bike.
š
1 Dill, J, and Nathan McNeil, 2016, Revisiting the Four Types of Cyclists: Findings from a National Survey, Transportation Research
Record: Journal of the Transportation Research Board, 2587, Retrieved from https://journals.sagepub.com/doi/10.3141/2587-11
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Planning and Policy Context
Existing plans and policies provide a foundation
for WBRA and guided the development of this Plan.
Key documents include Ames Plan 2040 (the City’s
comprehensive plan adopted in 2021), Forward 2045
(the regional transportation plan adopted in 2020),
Complete Streets Plan (2018), Lincoln Corridor Plan
(2018), and the Lincoln Way Pedestrian Safety Study
(2018), as well as ongoing bicycle and pedestrian plan -
ning efforts by Iowa State University. These documents
were reviewed to identify key themes related to active
transportation.
Key Themes of Existing Plans and Policies
The following key themes were identified from the
plan and policy review. These themes directly shaped
the WBRA vision and goals, and the recommendations
contained in this Plan.
»Multimodal Vision – Mentions of providing a mul-
timodal transportation network is often present in
the vision, or in the goals of the previous plans. The
aim to make Ames’ transportation network accessi-
ble and well connected for those walking, biking, or
rolling has been reaffirmed in plan after plan.
»Safety and Comfort of All Users – From corridor
plans to citywide and regional plans improving
transportation safety is always at the top of any
goals or actions. Many of the plans reference crash
history for bicyclists and pedestrian involved
crashes. The Forward 2045 plan also includes a
facility toolkit that moves Ames to implement
more comfortable facilities for users of all ages and
abilities.
»Expanding Transportation Choice – Expanding
choices and encouraging mode shift to get more
people walking and biking and less people driving
in Ames is a stated initiative in many plans. All rele -
vant plans reviewed aim to increase the feasibility,
safety, and comfort for people to walk, bike, or roll.
»Identifying Priorities for Investment – Plans typ -
ically include some sort of prioritization if specific
facilities are being recommended. Along with the
prioritization, possible partnerships and funding
sources are also identified.
»Design with Best Practices – Multiple plans
include facility toolkits or recommend specific
facility types and how to design them in a way
that is accessible for the interested but concerned
bicyclist population.
»Crossing/Intersection Safety – For many active
transportation users, a linear facility such as a
sidewalk or bike lane is only as safe and comfortable
as the intersections along the route. All of the most
recent plans include best practice for implementing
high visibility and/or protected intersections for
pedestrians and bicyclists.
»Connectivity – Connecting the city of Ames across
its districts such as the Iowa State University campus
is a high priority in many transportation planning
efforts the City has conducted. Ensuring that the
facilities implemented are connected to each other
and important destinations is essential for a success-
ful active transportation network.
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Planning Process & Overview
Timeline & Public
Engagement Elements
This planning effort spanned from Summer 2022 to
Spring 2024. Figure 1 illustrates the project timeline and
major milestones. As a part of this plan, multiple engage -
ment opportunities were held between stakeholders,
city staff, and the public. The engagement strategies for
WBRA emphasized the following:
»Sensitivity to concerns about coronavirus (COVID-19)
transmission.
»Interagency coordination and cooperation.
»Guidance and direction from two stakeholder
committees.
»Attracting a broad and diverse audience, reaching
beyond active bicyclists, to engage people of
all ages, abilities, genders, races/ethnicities,
and incomes.
»Using City communication methods to promote
the project, direct people to online resources,
and announce project meetings and commenting
opportunities.
There were three unique audiences that were engaged
as part of the outreach efforts. 1) The general public ,
including residents of Ames, any bicycle or pedestrian
interest groups, the Iowa State community (students
and staff), schools and students, and others. 2) The
Technical Advisory Committee, a group of city staff
that advised the project tram as the project progressed.
And 3) The Community Advisory Committee , a group
of Ames residents that provided structured feedback
to the project team, outside of outreach activities and
efforts designed for the general public.
Virtual and online engagement was conducted with the
general public. This included a project website, kick-off
email, poll and survey, and social media posts. There
were 181 respondents to one of the Walk Bike Roll
Ames online polls. This poll was open from October
2022 to April 2023.
There was also an online survey open from November
to December of 2022 which received 393 responses.
In-person engagement events were also held for the
general public. The project team held a booth at the
Iowa State’s Sustainability Fair, where around 40 people
stopped at the booth to talk to the project team about
what walking and biking in Ames should be like, and
what they don’t like about walking and biking in Ames
today. An opportunity to hear from students was held
at the ISU campus. From that event the project team
heard why students like to walk or bike around Ames,
what they don’t like about biking and walking in Ames,
and what biking and walking in Ames should be like.
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Draft Plan
Summer 2022
Vision and Goal
Setting
Fall 2022
Existing Conditions
Winter/
Spring 2023
Proposed Bike and
Pedestrian Infrastructure
(First Draft)
Summer 2023
Implementation
Strategy
Policies and
Programs
Fall-Winter
2023
Summer 2022
Project Kick-Off
Spring
2024
Plan Adoption
Figure 1 | Overview of the Walk Bike Roll Ames Project Timeline
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16
CHAPTER 2
Opportunities & Needs
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Highlighting the Opportunity
Ames is a relatively compact community with many destinations within two or three
miles—a 10-to-15-minute bike ride—of most parts of the city. Iowa State University,
with its nearly 30,000 students (plus faculty and staff), generates a significant number
of trips. While many of these trips are by car and transit, the ISU campus generates a
substantial amount of walking, biking, and rolling trips.
Demographic data and various Big Data sources—including StreetLight, Replica, and
Strava—were analyzed to identify and illustrate the potential for more active trans-
portation. There is significant opportunity to increase the amount of walking, biking,
and rolling in Ames by providing enhanced facilities that accommodate and enhance
existing active transportation trips, while also encouraging more people to walk, bike,
or roll instead of drive.
Figure 2 | Journey to Work by Mode over Time. Source: American Community Survey
Travel in Ames: Statistics and Trends
According to the American Community Survey (ACS; 2021 5-Year Estimate) journey
to work data, about 71% people in Ames drive to work (alone or carpool), 7.4% take
transit to work, 2.6% bike to work, and 8.8% walk to work. Looking at historic data,
the percentages of those driving and walking to work has not seen much variation
over the past several years. However, biking to work peaked at 3.4% in 2017 and has
gradually declined since. The share of people working from home has increased
significantly as a result of the COVID-19 pandemic (to 9.3% see Figure 2).The remain-
ing 1% of the population ride a motorcycle to work or reported “other” as their mode
to work.
Figure 3 | Trip Purpose in Ames. Source: Replica.
2013 2014 2015 2016 2017 2018 2019 2020 2021
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While the ACS journey to work data is informative, most
trips people take every day are not trips to work (11.3%
of all trips). In fact, according to Replica more often trips
end at home (35% of all trips) and shopping destinations
(15.3%) (see Figure 3). Considering the mode used for
these non-work trips, the general pattern is the same as
journey to work, with most trips by car. However, Replica
shows that 14.1% of all trips (work and non-work) are by
walking and 2.2% are by bike.
So where are walking and biking trips happening
today? Analyzing StreetLight data shows that more
than 60% of the pedestrian trips and more than 50%
of the bike trips in Ames originate on Iowa State
University’s main campus. Of those trips originating on
campus, the majority (approximately 85% of walking
trips and 70% of biking trips) are entirely within
campus, or they are trips to and from the South Duff
retail corridor, where Walmart, Target, and other large
retail destinations are located (see Figure 4).
Figure 4 | Primary starting Census Block Groups of Pedestrian Trips (Patterns for
Biking trips are Essentially Identical).
Source: StreetLight.
Effects of COVID-19
The COVID-19 pandemic affected travel patterns in
Ames in several ways. The proportion of people that
work from home increased significantly (4.3% in 2019
and 9.3% in 2021) and proportion that take the bus to
work decreased (9.1% in 2019 down to 7.4% in 2021).
This reflects an overall decline in transit use caused by
the pandemic. Prior to 2020, CyRide served approxi-
mately 35,000-40,000 passengers daily. In FY2022 the
system served about 20,000 passengers daily and is still
recovering from the pandemic’s impact on decreased
ridership.
While the pandemic initially reduced the overall
amount of weekday travel in Ames by all modes,
Replica data shows that by 2023 the number of trips
taken in Ames had risen and surpassed pre-pandemic
rates, even though many people continue to work from
home or have hybrid work schedules.
Figure 5 | Total Daily Trips in Ames in 2019 Versus 2023.
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Converting Short Trips
to Active Modes
Replica data was analyzed for a typical Thursday in
Spring 2023. Replica estimates there were 218,000
total trips (all modes) that originated in Ames taken by
55,500 people that live in Ames. Approximately 25%
of those trips (54,500 trips) were less than a mile. More
than 78% of trips were less than 4 miles. In other words,
the vast majority of trips were less than four miles long.
This indicates a significant opportunity to increase
biking and walking and decrease driving by providing
people opportunities to walk and bike for shorter trips,
especially those under a mile.
Figure 6 | Distribution of Trips by All Modes by Length in Miles (Fall 2021)
Short Trips
When looking only at trips that are less than a mile
in length, a little less than half are taken by foot (and
1,600 by bike), but nearly 22,000 trips under 1 mile
in Ames are taken by car. When excluding very short
trips (under 0.25 miles), an even greater proportion of
trips are made by driving than by walking in Ames. See
Figure 7.
These short trips of less than one mile were mapped to
the street and shared-use path network to understand
the routes people take when they make short trips
and where key opportunities may lie (see Figure 8).
Short trips are concentrated around ISU, Campustown,
downtown, South Duff, Somerset, and North Grand
Mall. This indicates the areas in Ames with the greatest
opportunity to capture more walking and biking trips.
Figure 7 | Mode of Trips under 1 Mile (Spring 2023) (Left); Mode of Trips between 0.25 Miles and 1 Mile (Spring 2023) (Right)
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Figure 8 | Network Distribution of Trips under 1 Mile (all modes, Fall 2021)
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Analyzing the Network
Existing Walk, Bike, and Roll Facilities
The City of Ames has built an extensive network of
shared-use paths, sidewalks, and on-street bikeways
over the years. WBRA builds upon the existing network
by recommending new connections and identifying
valuable improvements to existing facilities, all with an
eye toward building a more accessible and better-con -
nected network.
Existing Paths & Bikeways
Figure 9 displays the many bicycle and shared use path
facilities existing in Ames. The city is well connected
overall, in large part due to the presence of shared
use paths along major streets (paths along roadways
are also referred to as “sidepaths”). However, several
significant gaps exist, requiring circuitous routes to
reach several major destinations. Furthermore, as
described later, several existing shared use paths have
poor pavement conditions and are narrow.
Existing Sidewalks
Ames currently has extensive sidewalk coverage in most
of the residential areas of the city. Figure 10 illustrates
the location of sidewalks within Ames by identifying
whether each street has sidewalk on both sides, one
side, or no sides (sidewalks are missing). The majority of
gaps are present along streets in more rural areas in the
east and south. However, there are several key sidewalk
gaps located more centrally near key destinations.
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Figure 9 | Existing Paths and Bikeways
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Figure 10 | Existing Sidewalk Presence and Gaps
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Safety Analysis
Making streets safer for people walking and bicycling
is a key goal of WBRA. Evaluating crash patterns helps
identify locations where additional sidewalk, crossing,
path, or bikeway infrastructure may have the greatest
likelihood of improving safety for active transportation
users. Bicycle and pedestrian crash data from 2013 to
2022 was downloaded from the Iowa Department of
Transportation’s Iowa Crash Analysis Tool (ICAT) and
reviewed. Only records of crashes that were reported to
the police are available and may not include all crashes,
especially minor crashes.
Trends
From 2013 to 2022 there were approximately 9,800
crashes of all types in Ames. Of those, 137 reported
crashes involved people walking (1.4% of all crashes),
and 170 reported crashes involved people biking (1.7%
of all crashes) reported in Ames. As shown in Figure 11,
crashes have generally declined over the past decade,
but with a recent uptick in bicycle crashes.
Severity
Figure 12 displays a breakdown of crash severity for
people walking and biking. Most reported crashes
involving people walking resulted in injuries. There
were 7 total crash fatalities during the 10-year
period and 3 of those were pedestrians (43% of
fatal crashes). Most bicycling-related crashes also
led to injuries but comparatively fewer led to serious
injuries and no fatalities were reported during the
10-year period.
Figure 11 | Pedestrian and Bicyclist Crashes by Year
Figure 12 | Pedestrian and Bicyclist Crashes Severity
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Location
Rather than simply map crash locations, the planning
team performed a Crash Density Analysis using a
subset of crash data (years 2017 through 2021) to
reflect recent conditions. This approach offers several
advantages in highlighting corridors with greater crash
impacts. The Crash Density Analysis utilizes a “sliding
window” approach, which identifies segments with the
highest crash density, weighted by crash severity. A 0.5
mile length of roadway section (the “window” segment)
is moved along the roadway alignment in increments
of smaller steps (0.1 mi). Crashes occurring within 50
feet of these window segments are then counted and
summarized by mode and severity.
Figure 14 shows the results of the analysis. Segments
with higher crash densities (represented by darker
lines) represent portions of the roadway network that
have a higher concentration of overall crashes and a
higher proportion of fatal/severe crashes. The results
show that the corridors with the highest crash densities
for people walking and biking are concentrated near
the ISU campus / Campustown and downtown Ames,
particularly along Lincoln Way, Grand Avenue, and
Duff Avenue.
Figure 13 | Illustration of the 1/2 Mile “Sliding Window” Analysis to Identify Segments with the Highest Crash Density
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Figure 14 | Roadway Segments with High Density of
Crashes Involving Pedestrians and Bicyclists.
Pedestrian and Bicycle Crash Density
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Level of Traffic Stress Analyses
Comfort is a key factor in whether individuals choose to
walk or ride a bike, whether it’s for commuting, every-
day needs, recreation, or multimodal transportation
connections. Comfort is measured as the level of stress
a person experiences when walking or biking. Creating
good low-stress connectivity increases the likeli -
hood that people will walk or ride a bicycle. Several
factors—such as the number of motor vehicle travel
lanes, traffic volumes and speeds, and walking and
biking infrastructure—can help discern the expected
comfort at intersections and along streets. Using these
data, the comfort level of streets and crossings for all of
Ames were analyzed and stress ratings of one through
four were assigned. The detailed methodologies for
the Pedestrian Crossing Level of Traffic Stress (PLTS)
and Bicycle Level of Traffic Stress (BLTS) analyses are
explained in the Walk Bike Roll Ames State of Active
Transportation Report, available separately on the City
of Ames’ website.
Pedestrian Crossing Level of Traffic Stress
Ames’s roadway network consists of collector and arterial roadways that have relatively high vehicle volumes and
high posted speed limits that contribute to stressful pedestrian crossing experiences. The collector and arterial
roadways provide direct north-south and east-west connectivity for motor vehicle travel through the city but act as
both real and perceived barriers to connectivity for many people who are uncomfortable crossing these high-stress
streets on foot. Figure 15 displays low-stress crossings as green (PLTS 1) or blue (PLTS 2) dots, high-stress crossings
as orange (PLTS 3) or red (PLTS 4) dots. Figure 16 shows how streets currently act as barriers to walking, by showing
only high-stress crossings (PLTS 3 and 4) and identifying segments of street where the distance to the nearest
low-stress crossing exceeds 1/8 mile.
Both maps clearly show a similar pattern of high-stress pedestrian crossing along major streets. This is most notable
along Lincoln Way, Duff Avenue, Stange Road, Oakwood Road/Airport Road, East 13th Street, Ontario Street, and
North and South Dakota Avenues. These corridors are generally wide and have both high vehicle speeds and
volumes. Many of these high-stress crossings along major streets are at CyRide stops. It is also important to note
that limited access roadways such as US-30 are clear barriers to active transportation use in the City.
In addition, the analysis shows the roadway network to have long distances between low-stress crossings on
multiple corridors. To put it in perspective, to use a low-stress crossing more than 1/8 of a mile away to get to a
destination directly across the street would require a person to walk 1/4 mile, or roughly 5 minutes out of their way.
These delays or detours may be enough of a barrier in terms of time, distance, and energy to discourage someone
from deciding to make a trip on-foot or may lead to pedestrians crossing at potentially risky locations.
Measuring Traffic Stress
Stress Rating Stress Level Simplified Stress Level
1 Lowest
Low Stress
2 Medium-Low
3 Medium-High
High Stress
4 Highest
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Figure 15 | Results of PLTS Analysis
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Figure 16 | High-Stress Crossings and Excessive Distance to Nearest
Low-Stress Crossing as Determined by PLTS Analysis Results
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Bicycle Level of Traffic Stress
Bicycle Level of Traffic Stress (BLTS) depends on traffic
conditions as well as the configuration and type of
bicycle accommodation. Generalized examples of
what various levels of traffic stress look like for biking
are shown in Figure 17. Only paths (including trails,
shared-use paths, and sidepaths, which are shared use
paths along streets) are considered BLTS 1. Sidepaths
can be low stress; however, if they are very narrow and
immediately adjacent to the curb and roadway (as are
many of the older sidepaths in Ames), they receive
higher stress ratings.
The results of the BLTS analysis are shown in Figure 18.
This map displays low-stress streets and paths as green
(BLTS 1) or blue (BLTS 2) lines, and high-stress streets as
orange (BLTS 3) or red (BLTS 4) lines. Note that several
high-traffic streets (such as portions of Stange Road,
13th Street, etc.) are identified as low-stress because
they have a sidepath alongside the roadway. Biking in
the roadway along these streets would be high stress.
The City of Ames has built sidepaths along many of its
higher-traffic streets; however, several arterial streets
(such as those surrounding downtown) still create
barriers and prevent the pockets of low-stress trails
and lower-stress streets found in neighborhoods from
forming a connected network. While many, if not most,
residents have access to facilities that score at a BLTS
2 level within their neighborhoods, many are not able
to access adjacent neighborhoods or further away
destinations using low-stress routes because of the
barriers that the larger streets present.
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š
€ ‚
€
‚
€ ƒ € „
…
š
„
„ € ‚
…
„
€ ‚
†‡
*Presence of on-street parking increases tra c stress
Figure 17 | Generalized Examples of BLTS Ratings of Various Bicycle Facilities
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Figure 18 | Bicycle LTS Results
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Hearing from the Community
Community Values
Various surveys and public engagement activities allowed the WBRA planning team
to understand why walking, biking, and rolling are important for Ames residents.
From the beginning, engagement focused on articulating the underlying communi-
ty-identified values that should be that drive the vision and goals for this plan. Safety,
enjoyment, health, and environment or sustainability were all important values for
Ames. Nearly 80 percent of survey respondents wanted to walk or bike more than
they currently do, but safety concerns about traffic and lack of sidewalks, bike lanes,
and paths are concerns that make residents reluctant to do so.
“What’s to not like about walking,
biking, and rolling in Ames?”
Figure 19 | Word cloud of things people do not like about walking, biking, and rolling in Ames.
“What’s to love about walking,
biking, and rolling in Ames?”
Figure 20 | Word cloud of things people like about walking, biking, and rolling in Ames.
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Needs
Input from residents also helped identify what types
of changes WBRA should focus on. When asked what
the most important thing to improve/expand in
Ames was, most people wanted more places to bike
and safer places to cross the street (Figure 21). The
infrastructure recommendations in Chapter 3 reflect
these needs, with more than 100 recommended street
crossing improvements and over 77 miles of bikeway
recommendations.
Specific concerns about bikeways, crossings, gaps, and
safety issues were also addressed at multiple points
through online interactive maps and discussions with a
Community Advisory Committee (CAC).
Non-infrastructure recommendations in Chapter 5
also reflect discussions with the CAC and other public
input on the need to improve safety and increase street
sweeping of bikeways.
Figure 21 | Public Feedback on Ames’ Active Transportation Needs
Opportunities
A Technical Advisory Committee (TAC) made up of City,
agency, and ISU staff met at multiple points during
WBRA planning process and provided input on the
feasibility of various potential infrastructure changes,
including specific wants and concerns on Lincoln Way,
Main Street, and South Duff Avenue. They also helped
shape the strategies and program actions in Chapter 5
by identifying current or previous programs and initia-
tives that WBRA recommendations could build upon.
Priorities
For the most part, WBRA priorities in Chapter 4 were
shaped by the four goals (Safe and Comfortable,
Connected and Easy, Healthy and Sustainable,
Equitable and Accessible) which were developed after
early public input. However, some targeted discussions
with the CAC also helped guide the development of the
recommendations. For example, the CAC helped point
out that shared-use paths are in poor condition and are
too narrow for comfort and use by people both walking
and biking. The CAC members said that widening
existing shared use paths should be as important as
adding new bikeways.
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»Types of bikeways &
crossings considered
appropriate for Ames
»Need for widening
existing paths, etc.
Who is the
design user?
What to build
(fi rst draft)
Public & Stakeholder
Input
What to do
(fi rst draft)
Proposed programs
How to
prioritize
Scores and weights
for projects
Which projects
should be
done fi rst
»Priority sidewalks and
pedestrian crossings
»Priority bikeways and
bike crossings
What to do
(second draft)
Proposed programs
Public & Stakeholder
Input
»Proposed sidewalks
»Proposed bikeways
and paths
»Proposed crossings
Public & Stakeholder
Input
Public & Stakeholder
Input
Input
What to build
(second draft)
Safe and Comfortable Connected and Easy Healthy and Sustainable Equitable and Accessible
Vision and Goal
Figure 22 | How Public Input Shaped WBRA
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Summary of Key Issues
What’s needed for more people to
walk, bike, and roll in Ames?
Synthesizing community input with evaluation of existing conditions and mobility
trends, the following needs were identified as key issues that will influence whether
more people in Ames choose to walk, bike, and roll.
Walking & Rolling
Primary Needs
Intersection / Crossing Treatments
»Safer, more comfortable crossings of major streets, including enhancements at
existing signalized intersections to provide refuge for people outside of cars, and
treatments to encourage driver yielding and slow turning vehicles.
»Closer spacing between comfortable crossings, especially in areas with higher
levels of pedestrian activity.
Secondary Needs
Fill Sidewalk and Path Gaps
»While there are some critical sidewalk gaps that need to be completed, most
streets in Ames have sidewalks or paths on both sides.
»Focus should be placed on filling gaps along busier streets and in areas with
higher levels of walking and rolling activity. This means filling gaps on low-traf-
fic neighborhood streets that already have complete sidewalk on one side is
a priority.
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Biking & Micromobility
Primary Needs
Improved Sidepaths (Shared Use Paths along Streets)
»Wider sidepaths that provide adequate space for sharing with people walking and
rolling (at least 10 feet wide).
»Sidepaths set back from the curb by at least 3 feet to provide a buffer from
moving car traffic.
»Better pavement surfaces to address potholes and cracks.
»Reduced conflicts with bus stops.
Fully Separated Bikeways
»Separated bike lanes (also known as protected bike lanes) are for the exclusive use
of people biking and using micromobility, and provide vertical separation from car
traffic.
»Separated bike lanes are potential solutions when right-of-way does not exist
for a sidepath (or when pedestrian traffic is very high in the area), but adequate
roadway space exists.
Traffic-Calmed Bike Boulevards
»Bike boulevards can be established along quiet neighborhood streets, which is
where many people prefer to bike already (compared to busier streets). Traffic
calming features can be incorporated to manage traffic speeds. Traffic diversion
features can be incorporated to reduce the amount of car traffic on the street.
»This treatment is preferred by many in Ames over conventional bike lanes on
busier streets. Bike boulevards can also improve the pedestrian experience.
Intersection / Crossing Treatments
»Infrastructure to improve street crossings for people biking is an important step
toward increasing the amount of bicycle activity in Ames. Some kinds of crossing
treatments (such as median islands) are more suited to improve safety for bicy-
clists than crossing treatments aimed at pedestrians (such as curb extensions).
Secondary Needs
Bike Lanes, Bike Routes, Etc.
»People prefer biking on sidepaths, separated bike lanes, and bike boulevards.
However, there remains a need for bike lanes, bike routes, and other types of treat-
ments where the more desirable bikeway types are not feasible or appropriate.
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38
CHAPTER 3
Facility Selection
& Guidelines
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Best Practice Design
This chapter provides high-level descriptions, consid-
erations, and guidance for the physical infrastructure
to create a safe and comfortable active transportation
network, with a focus on designing for people of all
ages, abilities, and identities, as described in Chapter
1. The guidance in this chapter was used to select facil-
ities for the recommended bikeway and path network
for Ames. The toolkit is also meant to be a resource for
the City to use during implementation of the Plan. The
toolkit is not meant to replace engineering studies,
feasibility evaluation, or design—those will always be
subject to engineering judgment, context, and commu-
nity engagement.
As an overarching principle: walking and biking
infrastructure in Ames will be designed for people of
all ages and abilities. This emphasizes separation from
motor vehicle traffic and designing intersections to
prioritize people on foot. Sometimes people walking
and biking will share the same space, but in some
situations, it is preferable to separate them.
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Figure 23 | City of Ames Bicycle Facility Selection Matrix
Paths & Bikeways
Low-stress connected bicycle networks improve bicyclist safety and encourage
bicycling for a broad range of user types. Creating such a network requires selecting
appropriate bicycle facilities for the context and ensuring appropriate design of said
facilities. Bicycle networks should be continuous and provide convenient access to
destinations. Anywhere a person would want to drive to for utilitarian purposes,
such as commuting or running errands, is a potential destination for bicycling. As
such, creating a low-stress bicycle network is not achieved by simply avoiding motor
vehicle traffic. Rather, bikeways should be provided along many higher traffic streets
and planners and engineers must therefore identify ways to lower stress along
higher traffic corridors so that bicycling can be a viable option for the majority of
the population.
Appropriate bicycle facilities are selected based on roadway width, traffic volumes,
speeds, and other considerations. Figure 23 identifies thresholds that guide the selec-
tion of bicycle facility types in Ames. These thresholds were informed by the FHWA
Bikeway Selection Guide and originally published in the Ames Complete Streets
Plan. They have been further refined for WBRA. The FHWA guide provides additional
guidance on the selection of appropriate bicycle facilities.
Path & Bikeway Toolkit
The toolkit below presents high-level guidance for path and bikeway implementation
tailored for the City of Ames. Design considerations, guidance, and context informa-
tion are provided for each treatment type. Compatible Place Types are identified for
each facility type. These place types are defined on page 15 of the Ames Complete
Streets Plan (CSP) and include Activity Center, Urban Mix, Residential, Large Scale
Commercial, and Industrial. For the purposes of this toolkit, a sixth place type (Park/
Rural) was identified.
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Facility Type Description + Design Considerations Guidance
Shared Use Paths
Construction Cost per Mile:
$1,100,0001
Shared use paths, also known as trails , include paved and unpaved
paths that can be used by pedestrians and bicyclists. Shared use
paths can follow streets for short distances but are typically located
away from streets in natural and unsettled environments.
Trail intersections should provide clear wayfinding to direct trail
users. Where heavily utilized or around curves, a centerline can
encourage users to stay to the right. Crossings at major streets
should draw motorists’ attention and encourage yielding.
CSP Place Types: Any
Motor Vehicle Traffic Volume
N/A – See Sidepaths section below for shared use paths along streets.
Posted Speed Limit
N/A – See Sidepaths section below for shared use paths along streets.
Shared use paths (and sidepaths, below) should be designed accord -
ing to state and national standards. This process includes establishing
a design speed (typically 18 mph) and designing path geometries
accordingly.
10 ft should be used as a minimum width for paths and sidepaths.
Greater widths (or separate facilities for bicyclists and pedestrians) are
necessary where higher bicycle and pedestrian traffic is expected in
order to minimize conflicts between users.
Vertical objects close to the path edge can endanger users and reduce
the comfortable usable width of the path. Shoulders also provide
space for users who step off the path to rest or allow users to pass
one another.
Setback width guidance for shoulders and vertical objects:
»2 ft minimum
»3 ft typical
»5 ft preferred
All shared-use paths should be designed to meet standards in the US
Access Board’s Public Rights-of-Way Accessibility Guidelines (PROWAG).
Trail lighting is an important amenity, as it ensures that trails can be
used year-round (during winter months) and for transportation.
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Facility Type Description + Design Considerations Guidance
Sidepaths
Construction Cost per Mile:
$1,100,0001
Sidepaths are paved shared use paths, used by both pedestrians
and bicyclists, which are located adjacent to streets. This distinction
is made because sidepaths present far more interactions with motor
vehicle traffic.
Crossings at intersections and driveways should draw motorists’ at-
tention and encourage yielding. There are various design solutions
that can improve interactions between bicyclists and motorists,
including shifting the sidepath further away from the side of the
road at driveways.
CSP Place Types: Urban Mix, Residential, Large Scale Commercial,
Industrial, Park/Rural.
Motor Vehicle Traffic Volume
Any volume (typically 4,500 ADT or greater)
Posted Speed Limit
Any speed (typically 30 mph or higher)
Sidepaths should be at least 10 ft wide, and wider where higher
bicycle and pedestrian traffic is expected (e.g. activity centers and
mixed-use areas).
Vertical objects close to the path edge can endanger users and reduce
the comfortable usable width of the path. Shoulders also provide
space for users who step off the path to rest or allow users to pass one
another.
Setback width guidance for shoulders and vertical objects:
»2 ft minimum
»3 ft typical
»5 ft preferred Sidepaths should not be located immediately
next to the curb unless they are at least 12 ft wide in total.
Special consideration must be given to the design of roadway cross-
ings to increase visibility, clearly indicate right-of-way, and reduce
crashes.
Alternative accommodations should be sought when there are many
intersections and commercial driveway crossings per mile.
All sidepaths should be designed to meet standards in the US Access
Board’s Public Right-of-Way Accessibility Guidelines (PROWAG).
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Facility Type Description + Design Considerations Guidance
Separated Bike Lanes
Construction Cost per Mile:
$500,000-$1,000,000
(depending on type of sepa -
ration), including intersection
treatments1
Separated bike lanes dedicate spaces to people on bicycles that
are physically separated from both motorists and pedestrians.
Common vertical separators include planters, curbs, plastic delinea -
tors, and on-street parking. Separated bike lanes can be designed
to accommodate one- or two-way travel.
Bicycle signals, lateral offsets, signs, and markings can improve
safety at intersections and driveways. Transitions to trails and other
bicycle facilities should be clear, comfortable, and intuitive.
CSP Place Types: Activity Center, Urban Mix, Residential.
Motor Vehicle Traffic Volume
Any volume (typically 4,500 ADT or greater)
Posted Speed Limit
Any speed (typically 30 mph or higher), though higher speeds ne -
cessitate more durable/solid separators, such as concrete barriers.
Separated bike lanes can generally be considered on any road with
one or more of the following characteristics:
»3 or more total traffic lanes
»Frequent turnover for on-street parking
»Frequent bike lane obstructions
»Streets that are designated as truck or bus routes
»Critical connections to key destinations/routes
The minimum width of a one-way protected bike lane is 5.5 ft if
sidewalk level or between sloped curbs and less than 150 bikes per
hour. A desirable width is 8 ft which includes a 3 ft buffer separation.
Separated bike lanes are preferred over multi-use paths in higher
density areas, commercial and mixed-use development, and near
major transit stations or locations where pedestrian volumes are
anticipated to exceed 200 people per hour on a multi-use path.
Parking removal may be required to construct separated bike lanes.
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Facility Type Description + Design Considerations Guidance
Bike Boulevards
Construction Cost per Mile:
$150,000-$450,0001
Bike boulevards optimize local streets for bicycle travel by
reducing traffic volumes and speeds. Some measures can be
implemented with roadway resurfacing and signage, while others
require construction.
Beyond signs and markings, bike boulevards generally include traffic
calming features – such as speed humps, curb extensions, traffic
circles, and traffic diversion treatments – and should be placed on
local streets to discourage speeding and cut-through traffic.
CSP Place Types: Activity Center, Urban Mix, Residential.
Motor Vehicle Traffic Volume
»Up to 1,000 (preferred)
»2,500 ADT (maximum)
Posted Speed Limit
»20 mph or lower (preferred)
»25 mph (maximum)
Wayfinding signage may be required to direct bicyclists. Additional
traffic control at minor intersections may be considered to prioritize
pedestrian and bicycle through travel.
Treatments like curb extensions increase the visibility of children at
crossings, due to their short stature.
The shared roadway design may be an opportunity for plantings, rain
gardens, and green infrastructure.
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Facility Type Description + Design Considerations Guidance
Bike Lanes
Construction Cost per Mile:
$80,000-$190,0001
Conventional bike lanes provide space within the street for exclu-
sive bicycle travel. Signs and markings remind motorists that the
bike lane is intended solely for bicyclist travel.
Bike lanes should be striped all the way to the intersection (and not
disappear at turn lanes) and through intersections if the need for
clarity exists. Bike lanes should meet minimum width requirements
exclusive of the gutter pan.
If space allows, a striped buffer area can be provided in addition
to the bike lane, typically positioned between the bike lane and
adjacent travel lane. In some cases, the buffer may be placed next
to on-street parking to mitigate collisions with opening doors.
CSP Place Types: Activity Center, Urban Mix, Residential, Large
Scale Commercial, Industrial.
Motor Vehicle Traffic Volume
4,500 ADT or lower
Posted Speed Limit
30 mph or lower
The minimum width of a bike lane adjacent to a curb is 5 ft exclusive of
a gutter; a desirable width is 6 ft.
The minimum width of a bike lane adjacent to parking is 5 ft, with a
preferred width of 6 ft.
Parking T’s or hatch marks can highlight the door zone on constrained
corridors with high parking turnover to guide bicyclists away from doors.
When a buffer is provided, the minimum buffer width is 18 inches.
Diagonal cross hatching should be used for buffers <3 ft in width.
Chevron cross hatching should be used for buffers >3 ft in width.
There is no maximum width for a bike lane or buffered bike lane.
However, when the total width of bike lane and any buffer(s) exceeds 8
feet, there is an increasing chance that people will drive and/or park in
these spaces. In these cases, separated bike lanes should be considered.
On hills where inadequate space exists for bike lanes in both direc-
tions, a climbing lane can be provided in the uphill direction and
paired with a shared lane in the downhill direction.
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Facility Type Description + Design Considerations Guidance
Bike Routes
Construction Cost per Mile:
$50,0001
Bike routes are designated routes typically identified by signage
and shared lane markings (or “sharrows”). They do not provide
any dedicated space for biking or any dedicated forms of traffic
calming. Bike routes typically include “Bikes May Use Full Lane” and/
or “Bike Route” signs, along with wayfinding signs guiding people
to destinations.
Bike routes identified in this plan are along streets with very low
traffic speeds and volumes that are important connections to
destinations, but where any additional bikeway treatment has been
deemed infeasible or unwarranted based on the traffic conditions
and surrounding context.
CSP Place Types: Residential, Park/Rural.
Motor Vehicle Traffic Volume
1,000 ADT or less (preferred, to serve all ages, abilities, and
identities)
2,500 ADT (maximum)
Motor Vehicle Operating Speed
20 mph or lower (preferred)
25 mph or lower (maximum)
Shared lane marking centerline must be at least 4 ft from the curb
or edge of pavement where parking is prohibited to direct bicyclists
away from gutters, seams, and other obstacles.
Shared lane marking centerline must be at least 11 ft from the curb
where parking is permitted so that it is outside the door zone of
parked vehicles.
The preferred shared lane marking placement is in the center of the
travel lane to minimize wear from motor vehicles and encourage
bicyclists to use the full travel lane.
Shared lane markings should be paired with “Bikes May Use Full Lane”
signs (MUTCD R4-11) to clearly inform road users that bicyclists may
choose to fully occupy travel lanes, discourage passing by motor vehi-
cles, and also inform bicyclists that they can or may operate towards
the center of the travel lane for safest operation.
1 Refer to Summary of Costs – Paths & Bikeways, p. 47
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Summary of Costs – Paths & Bikeways
The opinions of probable costs for paths and bikeways
were developed by identifying major pay items and
establishing rough quantities to determine a rough
order of magnitude cost. Additional pay items have
been assigned approximate lump sum prices based
on a percentage of the anticipated construction
cost. Planning-level cost opinions include a 25%
contingency to cover items that are undefined or are
typically unknown early in the planning phase of a
project. Unit costs are based on 2023 dollars and were
assigned based on historical cost data from City of
Ames, Wisconsin DOT, City of Madison, WI, and City
of Austin, TX. Cost opinions do not include easement
and right-of-way acquisition; permitting, inspection,
or construction management; engineering, surveying,
geotechnical investigation, environmental documenta -
tion, special site remediation, escalation, or the cost for
ongoing maintenance. A cost range has been assigned
to certain general categories such as utility relocations;
however, these costs can vary widely depending on
the exact details and nature of the work. The overall
cost opinions are intended to be general and used
only for planning purposes. Toole Design Group, LLC
makes no guarantees or warranties regarding the cost
estimate herein. Construction costs will vary based on
the ultimate project scope, actual site conditions and
constraints, schedule, and economic conditions at the
time of construction.
Facility Action/Description Typical Cost per Mile (FY 2023 Dollars)1
New Shared Use Path2 Construct new concrete shared use path (10’ width, 6” depth)$1,100,000
Widen Existing Shared Use Path Remove and repave shared use path at 10’ width (with
concrete)$1,160,000
Separated Bike Lanes
Delineator-Separated, Add Striping/Marking $180,000
Construct New, Curb-Separated $970,000
Protected Intersection (cost per intersection)$150,000
Bike Boulevards
Construct traffic calming infrastructure such as curb ex-
tensions, pedestrian islands, and other measures to reduce
speeds and traffic volumes.
$150,000 to
$450,000
Bike Lanes
Add Striping/Marking (no existing markings)$110,000
Road Diet (4 to 3 conversion)$190,000
Lane Diet (narrow travel lanes)$130,000
Climbing Lane (bike lane on one side, marked/signed bike
route on the other)$80,000
Bike Routes Install bike route signs and shared lane markings $50,000
1 Assumptions for all facility costs: The existing ROW is clear and free of obstructions (trees, structures, etc.) except for
shared use paths. Costs do not include installation of curb and gutter (unless noted).
2 Shared use paths costs exclude the costs of structural concrete, steel, and fencing
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Crossing Treatments
The selection and application of crossing treatments is
highly dependent on the context of the location. Motor
vehicle traffic volumes and speeds, roadway width, the
presence of existing infrastructure (such as medians),
surrounding land use, and amount of foot and bike
traffic all factor in.
The FHWA published its Guide for Improving Pedestrian
Safety at Uncontrolled Crossing Locations in 2018, which
includes guidance for pedestrian crash countermeasures
that can be used at crossings based on roadway config-
urations, speed limits, and average daily traffic volumes.
Figure 24 is a key resource in that guide, providing
facility selection methodology for crossings.
As illustrated in the matrix, crossing treatments are
typically used in combination. Selecting those com-
binations is often a case-by-case decision. However,
there are common combinations used that align with
common crossing situations. Examples are provided on
“Typical Treatment Combinations” on page 54.
Figure 24 | Crossing Treatment Selection Matrix (Source: FHWA)
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Crossing Toolkit
The toolkit below presents high-level guidance for common crossing elements tailored for the City of Ames.
Design considerations, guidance, and context information are provided for each treatment type. Compatible Place
Types are identified for each treatment type. These place types are defined in the Ames Complete Streets Plan
(CSP; Page 15) and include Activity Center, Urban Mix, Residential, Large Scale Commercial, and Industrial. For the
purposes of this toolkit, a sixth place type (Park/Rural) was identified.
1 Refer to Summary of Costs – Crossing Treatments, p. 56
Facility Type Description + Design Considerations Guidance
Marked Crosswalks
Construction Cost per Location:
$2,000-$8,0001
Crosswalks facilitate pedestrian crossings at intersections
and mid-block locations. Per Iowa State laws and regulations,
motorists are legally required to yield to pedestrians in any
unsignalized crosswalk.
CSP Place Types: All
Location Characteristics
Not all crosswalks need to be marked. The City of Ames will
default to providing marked crosswalks in the following
locations:
»On all legs of signalized intersections
»On all legs of intersections in school zones
»Where a shared use path or sidepath crosses a roadway
»At all midblock crossings
»At locations where motor vehicle traffic might block pe -
destrian traffic when stopping for a stop sign or red signal
The City of Ames will also consider providing marked crosswalks
at pedestrian crossing locations within 100 feet of bus stops
and parks.
High visibility crosswalks are recommended at all locations, but are
prioritized in school zones, near parks, at midblock crossings, and where
shared use paths/sidepaths cross roadways. Where applied, the bars in
high-visibility crosswalks should be spaced 2-3 ft apart to increase the
visibility.
Crosswalks should be at least 6 ft wide (10 ft preferred) or the width of the
approaching sidewalk if it is greater.
In areas of heavy pedestrian volumes (such as near the ISU campus and
downtown) crosswalks can be up to 25ft wide.
Stop lines at stop-controlled and signalized intersection approaches
should be striped no less than 4 ft and no more than 30 ft from the edge
of crosswalks.
Crosswalks should be oriented perpendicular to streets, minimizing
crossing distances and therefore limiting the time that pedestrians
are exposed.
On higher-volume, higher-speed, multi-lane streets, marked crosswalks
should be accompanied by treatments to encourage motorist yielding
and improve pedestrian safety, such as parking restrictions, nighttime
lighting, yield signs and markings, median refuge islands, and pedestrian
hybrid beacons.
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Facility Type Description + Design Considerations Guidance
Curb Ramps
Construction Cost per Location:
TO BE DETERMINED
Curb ramps provide smooth transitions from sidewalks to streets
at intersections and crossings which serve pedestrians with
mobility devices. Curb ramps can also serve people with strollers
or people on bicycles.
Curb ramp design and construction must comply with ADA
requirements to ensure that they can be used by people
with disabilities. ADA-compliant curb ramps typically include
detectable surfaces to warn Blind and visually-impaired people
of the bottom of the ramp.
CSP Place Types: All
Location Characteristics
At any legal crossing
The Public Right of Way Accessibility guidelines set forth detailed
standards that address the design of curb ramps.1
Crosswalk Visibility
Enhancements
Construction Cost per
Location:
$4,500-$21,5002
Crosswalk visibility enhancements such as nighttime lighting,
parking restrictions, and pedestrian warning signs are used to
identify optimal or preferred locations for people to cross and
help reinforce the driver requirement to yield the right-of-way to
pedestrians. These countermeasures are a minimum first line of
defense where safety at intersections is in question.
CSP Place Types: All
Location Characteristics
Lighting and parking restrictions are recommended at any
marked crosswalk
Warning signs are recommended at all midblock crosswalks
and intersection crossings with challenging configurations or
visibility
Marking crosswalks and increasing crosswalk visibility should almost
always occur in conjunction with other pedestrian safety countermea-
sures on streets with over 9,000 ADT.
Install pedestrian warning signs (MUTCD W11-1, W11-2, W11-15, or S1-1).
On streets with more than 3 lanes, use Yield Here for Pedestrians MUTCD
R1-5 and shark teeth markings).
Restrict parking within 20-50 ft of the crosswalk to improve visibility.
Ensure adequate nighttime lighting levels. Crosswalks with high pedestri -
an activity across collectors and arterials should have high illuminance.
1 Public Right-of-Way Accessibility Guidelines (PROWAG). (2023). Retrieved from: https://www.access-board.gov/prowag/
2 Refer to Summary of Costs – Crossing Treatments, p. 56
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Facility Type Description + Design Considerations Guidance
Curb Extensions
Construction Cost per Location
(One Pair):
$10,000-$50,0001
Curb extensions involve extending the curb beyond the side -
walk or buffer edge to shorten crosswalk length and increase
visibility of people entering the crosswalk, particularly when
there is on-street parking. Curb extensions are also effective
tools for narrowing streets or tightening intersections to reduce
motor vehicle turning speeds. Near schools and parks, they can
help increase the visibility of children waiting to step into the
intersection.
CSP Place Types: Activity Center, Urban Mix, Residential, Park/
Rural.
Location Characteristics
»Where on-street parking is provided
»Near schools, parks, or other areas where children may be
present
»Often used on bike boulevards
Curb extensions are especially effective on streets where drivers habitual -
ly encroach on crosswalks or park too close to crosswalks.
Corner radii should be kept as small as possible while still accommodat-
ing the design vehicle at a crawl speed. Larger design vehicles can be
accommodated with mountable curbs or aprons.
Curb extensions that extend less than 6 ft into the street are compatible
with bike lanes next to on-street parking.
Stormwater drainage concerns can pose a challenge. If needed, preserve
1-2 ft between the sidewalk and curb extension to provide space for
drainage structures or install additional drainage inlets to prevent
ponding water.
Curb extensions can be an opportunity to incorporate green infrastruc-
ture, street furniture, bike parking, wayfinding, public art, or other public
space elements into the street design.
Median Island /
Pedestrian Refuge
Island
Construction Cost per Location:
$25,000-$50,0001
Median islands provide a protected refuge space in the center
of two-way streets to allow pedestrians to cross the street in two
steps, negotiating only one direction of traffic at a time. Islands
also provide traffic calming by narrowing the roadway and
creating edge friction.
CSP Place Types: All
Location Characteristics
»Where the roadway width is 30 ft or greater
»Any traffic volume (always consider on any street with
9,000 ADT or greater)
»Often used on bike boulevards
Median islands should be a minimum of 6 ft wide. An island width of 8-10
ft is preferred, especially at shared use path crossings or other locations
where people bicycling may also be crossing to accommodate strollers
and bicycles with trailers.
Follow the Manual on Uniform Traffic Control Devices (MUTCD) guidance
for warning signage, signalization, pavement markings, and painted curb
on the island approach.
Consider flush accessible paths through the pedestrian island to minimize
the need for ramps.
Can be paired with curb extensions to further reduce crossing distances,
where space allows.
1 Refer to Summary of Costs – Crossing Treatments, p. 56
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Facility Type Description + Design Considerations Guidance
Raised Crossing
Construction Cost per Location:
$15,000-$30,0001
Raised crossings are used for traffic calming and to improve
motorist yielding to people walking and biking at intersections
and midblock crossings. Crosswalks are elevated to reduce or
eliminate the transition from the sidewalk to the street crossing.
Transition aprons on each approach to the raised intersection
are marked to alert drivers of the grade change.
CSP Place Types: Activity Center, Urban Mix, Residential, Park/
Rural
Location Characteristics
»Typically, 2-lane or 3-lane streets
»Generally, not on truck routes, emergency roues, and
arterial streets
»Less than 9,000 ADT
»Speeds of 30 mph or less
»Often used on bike boulevards
Raised crosswalks are typically flush with the height of the sidewalk. The
crosswalk table is typically at least 10 ft wide.
Detectable warnings should be provided at sidewalk edges to indicate to
pedestrians that they are exiting the sidewalk and entering the street.
On-street parking should be stopped at least 20 ft before the marked
crosswalk to provide adequate sight distances and visibility between
people crossing and people driving. Consider supplementing parking
restrictions with signage, pavement markings, and vertical elements such
as curb extensions.
Warning signs and pavement markings on transition aprons should be
included to alert drivers.
Provide transition apron slopes between 5 and 8%.
Where vehicles with low height wheelbases are likely (e.g., lowboy
trailers), the raised crosswalk height should be limited to 3 inches.
Stormwater drainage concerns can be an issue and additional drainage
inlets may need to be installed to prevent ponding water.
Raised Intersection
Construction Cost per Location:
$50,000-$75,0001
Raised intersections are effective traffic calming measures
where there are high volumes of people. The entire intersection
area is elevated to create a level transition from sidewalk to
street crossing. Transition aprons on all sides of the raised area
are marked with pavement markings to alert drivers of the grade
change.
CSP Place Types: Activity Center, Urban Mix, Residential, Park/
Rural
Location Characteristics
»At crossings of 2-lane or 3-lane streets
»Less than 9,000 ADT
»Speeds of 30 mph or less
Vehicle stop bars should be located 20 ft back from transition aprons.
The raised intersection should be designed to ensure that stormwater
drainage is properly accommodated.
Special paving material, color, and/or pattern can be used to delineate
and accentuate raised intersections.
Stormwater drainage concerns can be an issue and drainage inlets may
need to be moved; however, raised intersections can also be used to
address stormwater concerns depending on the location.
1 Refer to Summary of Costs – Crossing Treatments, p. 56
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Facility Type Description + Design Considerations Guidance
Rectangular Rapid
Flashing Beacons
Construction Cost per Location:
$10,000-$30,0001
Rectangular rapid flashing beacons (RRFBs) alert drivers
to yield when pedestrians or bicyclists are crossing the street.
Crosswalk users activate the beacon with a pushbutton. Other
types of activation (e.g., infrared detection) can be used.
RRFBs are an effective treatment option at many types of
uncontrolled crosswalks. Their bright, irregularly flashing LEDs
are aimed directly in motorists’ range of vision. RRFBs increase
driver yielding at mid-block crossings
CSP Place Types: All
Location Characteristics
»Any street configuration, but more common on multilane
and wider streets
»Under 15,000 ADT
»Speeds less than 40 mph
The design of RRFBs should be in accordance with FHWA’s Interim
Approval 21 for Operational Use of Pedestrian-Actuated Rectangular
Rapid-Flashing Beacons at Uncontrolled Marked Crosswalks.
On streets with more than one lane in each direction, RRFBs should always
be accompanied by with advance yield markings (shark teeth) and Yield
Here to Pedestrian signs.
RRFBs are installed on both sides of the roadway at the edge of the cross-
walk. If there is a pedestrian refuge or other type of median on roadways
with multi-lane approaches, an additional beacon should be installed in
the median.
High-visibility crosswalk markings may accompany RRFBs
Pedestrian Hybrid
Beacon
Construction Cost per Location:
$190,000-$210,0001
Pedestrian Hybrid Beacons (PHBs) are appropriate at cross -
walks on streets with higher speeds and traffic volumes. PHBs
signal for vehicles to come to a complete stop for pedestrians
and bicyclists in the crosswalk. Crosswalk users activate PHBs
with a pushbutton.
CSP Place Types: All
Location Characteristics
»Multilane crossings
»Any volume (typically 9,000 ADT or greater)
»Typically speeds 30 mph or higher
PHBs must comply with MUTCD traffic control device warrants.
Accessible pedestrian actuation features should be used on all PHBs.
1 Refer to Summary of Costs – Crossing Treatments, p. 56
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Typical Treatment Combinations
The crossing treatments shown on the previous pages
are typically used in combination. While treatments are
selected and combined based on the unique conditions
and constraints of each project location, there are
common combinations used that align with common
crossing situations. Examples of common situations and
common treatment combinations are shown on this
and the following page. These images represent how
the City will typically approach crossing design in these
situations—however, actual conditions at each project
location will guide how the City evaluates needs and
makes decisions about which treatments are used.
Major Signalized Intersection
Intersections where major arterials (such as Grand
Avenue, Lincoln Way, University Boulevard, and South
Duff Avenue) cross each other often have traffic signals
and high amounts of car traffic. Crossing treatments
are selected to achieve the goals of shortening crossing
distances, providing refuge for pedestrians, and
slowing the speed of turning motor vehicles.
These locations can be enhanced for people walking,
biking, and rolling by retrofitting treatments such as:
1. High Visibility Marked Crosswalks
2. Median Islands
3. Curb Extensions (the graphic shows mountable curb
extensions that encourage lower turning speeds
while allowing semi trailers to roll over the surface)
4. Leading Pedestrian Intervals (signal phasing that
gives a WALK signal before parallel car traffic
receives a green light)
2
3
1
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Arterial Street Crossing
There are numerous locations in Ames where neighborhood streets cross four-lane
arterial streets. These crossings are also often located along Bike Boulevards (see
page 44). These locations typically do not have space to add median islands
without reducing the number of travel lanes (and therefore roadway capacity).
Crossing treatments are selected to achieve the goals of increasing visibility of people
walking, biking, and rolling, raising driver awareness, and controlling traffic. When
the cross street is a Bike Boulevard, an additional goal is to reduce car traffic on the
Bike Boulevard.
These locations can be enhanced for people walking, biking, and rolling by retrofit-
ting treatments such as:
1. High Visibility Marked Crosswalks
2. Pedestrian Hybrid Beacons or Rectangular Rapid Flashing Beacons
3. Advance Yield Lines
4. Hardened Centerlines (Optional; typically used on Bike Boulevards)
Collector Street Crossing
There are numerous locations in Ames where people walking, biking, and rolling
need to cross two-lane collector streets (with or without a center turn lane). These
include locations where neighborhood streets cross, as well as mid-block crossings.
Both types of locations are shown below. Crossing treatments are selected to achieve
the goals of increasing visibility of people walking, biking, and rolling, raising driver
awareness, and providing pedestrian refuge.
These locations can be enhanced for people walking, biking, and rolling by retrofit-
ting treatments such as:
1. High Visibility Marked Crosswalks
2. Crosswalk Warning Signs (or Rectangular Rapid Flashing Beacons at higher-traffic
locations)
3. Advance Yield Lines
4. Median Islands
2
3
41
2
3
4
1
2341
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Summary of Costs –
Crossing Treatments
The opinions of probable costs for crossing treat-
ments assume that a variety of crossing treatments
will be used for each crossing or intersection. Costs
were developed by identifying major pay items and
establishing rough quantities to determine a rough
order of magnitude cost. Additional pay items have
been assigned approximate lump sum prices based
on a percentage of the anticipated construction cost.
Planning-level cost opinions include a 25% contingency
to cover items that are undefined or are typically
unknown early in the planning phase of a project. Unit
costs are based on 2023 dollars and were assigned
based on historical cost data from City of Ames, City
of Madison, WI, and City of Austin, TX. Cost opinions
do not include easement and right-of-way acquisition;
permitting, inspection, or construction management;
engineering, surveying, geotechnical investigation, en -
vironmental documentation, special site remediation,
escalation, or the cost for ongoing maintenance. The
overall cost opinions are intended to be general and
used only for planning purposes. Toole Design Group,
LLC makes no guarantees or warranties regarding the
cost estimate herein. Construction costs will vary based
on the ultimate project scope, actual site conditions
and constraints, schedule, and economic conditions at
the time of construction.
Facility Description Typical Cost per Mile (FY 2023 Dollars)
Crossings
Crossing - 2- or 3-lane roadway1 $50,000
Crossing - 4-lane roadway (midblock
or unsignalized)2 $250,000
Signalized Intersection
Enhancements3 $290,000
1 Cost opinion assumes installation of high visibility crosswalk markings, curb extensions, and/or median island and RRFBs
2 Cost opinion assumes installation of high visibility crosswalk markings, curb extensions and/or larger median island,
crosswalk warning signs, RRFBs, enhanced lighting, advance Stop Here for Pedestrian sign, and stop line.
3 Cost opinion assumes installation of the following, for all four legs of the intersection: high visibility crosswalk mark-
ings, curb extensions to reduce corner radii, pedestrian refuge islands or centerline hardening, enhanced lighting.
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Sidewalks
Sidewalks are paved pedestrian routes located parallel
to the roadway. Sidewalks are typically vertically
separated from the roadway by a curb and horizontally
separated by a vegetated buffer. While designed for
use by people walking and rolling, sidewalks are often
also used for skating and biking, especially by children.
If a sidewalk is regularly used for biking by adults,
that is a clear indication that a sidepath or dedicated
bikeway is needed on that street.
The Ames Complete Streets Plan provides detailed
guidance on the selection of sidewalk width, setback
from the roadway, and other parameters based on
context and street type. The considerations and
guidance provided here align with and support the
guidance of the Complete Streets Plan.
Guidance
»Sidewalks should generally be present on both sides
of all streets. All new streets should have sidewalk
on both sides, and sidewalks should be provided (or
replaced) when adjacent development or redevel-
opment occurs or when the street is reconstructed.
»The minimum width of sidewalks is 5 ft to meet
ADA requirements, however there are instances
where sidewalks should be wider. Wider sidewalks
are appropriate when greater volumes of people
are anticipated, such as in downtown areas, mixed
use zones, around schools, or where sidewalks run
immediately adjacent to roadways or building faces.
»The Ames Complete Streets Plan specifies
minimum and preferred sidewalk width (referred
to as the “Clear Zone” in the plan) in the Pedestrian
Zone Design Criteria section.
»In most areas, sidewalks should be at least 8 ft from
the curb of the street for pedestrian comfort and to
allow street trees to thrive. In some downtown and
urban contexts, it is acceptable to have sidewalks
against the curb, especially if the sidewalk is wider
and/or on-street parking or bikeway provides a
buffer between the sidewalk and moving car traffic.
»Maintenance of sidewalks, such as snow removal,
is often the responsibility of the adjacent property
owners who may need to be informed of this
responsibility. Major repairs or replacement are the
responsibility of the City.
»All sidewalks and shared-use paths should be
designed to meet standards in the US Access Board’s
Public Right-of-Way Accessibility Guidelines
(PROWAG). Shared use paths and sidepaths take the
place of sidewalks in many situations; see guidance
on Page 42 regarding these facilities.
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Summary of Costs – Sidewalks
The opinions of probable costs for sidewalks were
developed by identifying major pay items and estab -
lishing rough quantities to determine a rough order of
magnitude cost. Planning-level cost opinions include
a 25% contingency to cover items that are undefined
or are typically unknown early in the planning phase
of a project. Unit costs are based on 2023 dollars and
were assigned based on historical cost data from City of
Ames and Wisconsin DOT. Cost opinions do not include
easement and right-of-way acquisition; permitting,
inspection, or construction management; engineering,
surveying, geotechnical investigation, environmental
documentation, special site remediation, escalation,
or the cost for ongoing maintenance. The overall
cost opinions are intended to be general and used
only for planning purposes. Toole Design Group, LLC
makes no guarantees or warranties regarding the cost
estimate herein. Construction costs will vary based on
the ultimate project scope, actual site conditions and
constraints, schedule, and economic conditions at the
time of construction.
Facility Description Typical Cost per Mile (FY 2023 Dollars)
Sidewalk Construct new concrete sidewalk (5’ width, 5”
depth) on one side of the street $320,000
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60
CHAPTER 4
Network Plan
& Priorities
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Building the Future
This chapter organizes planned active transportation infrastructure into three
elements, each designed to move the community toward achieving the vision of Walk
Bike Roll Ames—making Ames a place where walking, biking, and rolling are safe,
enjoyable, convenient, and available to everyone. The three elements are:
1. Paths and Bikeways – Planned changes to streets to better accommodate biking
as well as planned off-street shared-use paths, which are also used by people
walking and rolling.
2. Crossings – Locations for making it safer and more comfortable to cross streets,
both for people walking/rolling and for people biking.
3. Sidewalks – Priority gaps in the sidewalk network that, once built, will increase
connectivity and accessibility for people walking and rolling.
For each of these elements, this chapter includes:
»An overview of how the planned projects were identified
»A map of planned projects
»A data-driven prioritization approach
»A map of projects, prioritized
»Identification of potential costs for implementing the plan
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Paths & Bikeways
On-street bikeways and shared use paths form a network
of routes along select corridors that provide connectivity
and access for people biking and using Micromobility.
Designated bikeways and paths are supplemented by low
traffic neighborhood streets, which are inherently condu-
cive to biking and connect many peoples’ residences with
the bike and path network. Shared use paths also serve
walking and rolling but are combined with bikeways
in this element because they form critical parts of the
network upon which on-street bikeways are dependent.
This plan includes new bikeways and paths and identi-
fies upgrades to existing routes, including converting
standard bike lanes to separated bike lanes and
widening and repaving paths and sidepaths. Needs and
opportunities for these changes were identified by the
series of analyses described in Chapter 2. The network
development process included the following steps:
»Review and inclusion of previously-planned shared-
use paths and other bikeways.
»Identification of apparent gaps in the existing
network and opportunities to create connections.
»Review of the Bicycle Level of Traffic Stress (BLTS)
to find isolated areas of the community. Any route
currently on the network with BLTS of 3 or 4 was
identified for upgrade.
»Selection of preferred facility type for new connec-
tions and upgraded routes. This was determined
based on the bikeway selection matrix, shown
on Page 40, as well as high-level evaluation
of probable feasibility and compatibility with the
surrounding context.
»Identification of narrow sidepaths (less than 10 feet
wide and/or immediately against the curb), which
are recommended for widening to 10 or more feet.
The initial draft bikeway and shared-use path network
was presented to the Community Advisory Committee
and the public. The following changes were made to
the network based on their input:
»Added connections to the rear of businesses along
South Duff Avenue (e.g., Target and Walmart).
»Increased physical separation between biking and
car traffic by upgrading several segments (wider
paths, separated bike lanes, etc.).
»Improvements to key corridors, including Clark
Avenue, Lincoln Way, Grand Avenue, and Duff
Avenue.
»Rerouted the planned bike boulevard along
Ridgewood Avenue to instead follow Brookridge
Avenue on the southern end.
»Added planned shared use path connections
between downtown and the Skunk River and a path/
sidepath connecting the cemetery to the Skunk
River.
»Provided additional connections apart from busier
roadways.
The planned bikeway and shared-use path network is
illustrated in Figure 25.
Future Opportunities and Needs
The City of Ames may identify needs and opportunities
to construct bikeways and paths that are not identified
in this Plan. When doing so, and when reconstructing
streets with existing bikeways, the City will use judge -
ment when selecting an appropriate bicycle facility
type, including consulting current standards and the
Facility Selection Matrix on page 40.
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Figure 25 | Existing and Planned Bikeways and Shared-Use Paths
The planned infrastructure shown on this map
represents long-term needs and a vision for
the development of the active transportation
network. During location-specific planning,
design, and implementation, the City of Ames
may identify and select alternative treatments,
alignments, or locations that differ from this
map but meet the intent of this Plan.
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Path & Bikeway Project Prioritization
The City of Ames has a limited amount of funding with
which to build new infrastructure, and limited staff
time to pursue grant funding. Because of this, it is
important to decide which projects should be priori-
tized for implementation. A data-driven prioritization
process—shaped around the WBRA Plan goals—used
GIS data to score and rank projects based on objective
criteria. The criteria and scoring process for bikeway
and shared-use path projects are described in the table
on this page. The results of the prioritization, with the
darkest projects being the highest-priority projects is
shown in the map in Figure 26.
Project prioritization is one tool used to determine
which projects to build first. Feasibility, funding
availability, and the potential to “piggyback” on larger
capital projects all factor in. Timelines for planning,
funding applications, and engineering and design also
influence order of implementation. This prioritization
informs the City’s Capital Improvement Plan (CIP),
pursuit of grant funding, and dedication of staff time to
coordination and planning. ISU also has its own priori-
ties and ultimately has final determination of what and
when infrastructure is built within its jurisdiction.
Path and Bikeway Project Prioritization Logic
Variable Associated Plan Goal(s)Input Data Criteria Weight
Safety Safe and
Comfortable
Historic Crash
Density*
Whether the project is along a
corridor with historic crash density.20%
Use /
Demand
Healthy and
Sustainable Trip Potential
Volume of trips 1 mile or less
occurring along the corridor,
representing high walking and
biking trip potential.
20%
Equity Equitable and
Accessible
Locations of Housing,
Social Services, and
Groceries**
Whether the project is in an area
where people receiving social ser-
vices live, and whether it helps to
connect communities to important
resources.
20%
Comfort /
Lowering
Stress
Safe and
Comfortable
Connected and Easy
Bicycle Level of
Traffic Stress (BLTS)
Whether the project is along a
roadway that is stressful for biking
(LTS 3 or 4)
20%
Connecting
Destinations Connected and Easy
K-12 schools, parks,
and grocery stores
(including Target and
Walmart)
Wayfinding Priority
Routes
Whether the project is near
important destinations. Proximity
to multiple destinations increases
score.
Whether the project is along
priority wayfinding route.
20%
* Historic bike crash density and pedestrian crash
density are merged for the purposes of prioritization.
Enhancements for either mode will benefit the other. This
also helps to account for the relatively small dataset.
** This dataset includes address of Section 8 households
throughout the community, low-income housing
complexes/units, food pantries, medical clinics/facilities,
human service agencies, churches that provide services,
grocery stores, financial counseling services, thrift
stores, senior centers, Walmart, and Target.
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Figure 26 | Prioritized Bikeway and Shared-Use Path Projects
The priorities illustrated on this map are one
input used to determine which projects to
build first and should not be interpreted as a
commitment to order of implementation. Many
additional factors influence the order in which
projects are implemented. See the previous
page for more information.
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Potential Cost of Implementation of
Path & Bikeway Recommendations
The table on this page illustrates the potential cost,
in 2023 dollars, of implementing all of the paths and
bikeways recommended in this Plan. However, it should
be noted that many of the new shared use paths and
bikeways on the edges of the City, including some
labeled as “Further Study Needed” may not require the
City to shoulder the full financial burden:
»As private property is subdivided or redeveloped,
City ordinances will trigger shared use path
construction.
»Some of shared-use path connections could be the
responsibility of Story County. Figure 25 includes
markers identifying where the City’s responsibility
would end, and the County’s responsibility would
begin.
»Projects under ISU jurisdiction would be the
university’s responsibility.
»Projects along state or federal highways would be
the Iowa DOT’s responsibility.
»Other opportunities may arise to reduce the finan -
cial burden, such as using federal or state grants.
Nevertheless, the cost of implementing the recommen -
dations illustrates the necessity of prioritizing projects
as shown in Figure 26. The Implementation Horizon
section in Chapter 5 provides more detail on what
portion of these path and bikeway recommendations
may be reasonably implemented in the next 25 years.
Facility Type Potential Cost/Mile Miles Proposed
Approximate Total Cost (FY 2023 Dollars)
New Shared Use Path $1,100,000 45.1 $49,600,000
Widen Existing Shared Use Path 10.3 $11,400,000
Bike Lanes $180,000 3.6 $500,000
Separated Bike Lanes $1,100,000 1.7 $1,800,000
Bicycle Boulevard $300,000 5.0 $1,500,000
Bike Routes $70,000 3.4 $200,000
Further Study Needed $1,100,000 8.7 $9,600,000
Total 77.7 $74,600,000
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Crossings
Safe, comfortable, and convenient street crossings are
essential for walkability and bike-friendliness. In Ames,
uncomfortable street crossings are a primary barrier to
walking, biking, and rolling for many people. This plan
recommends projects to enhance crossings for people
walking and rolling, crossings for people biking, and
crossings that serve both.
Achieving a comfortable crossing is very context-de -
pendent—the design treatments, amount and speed of
motor vehicle traffic, presence of traffic controls, street
lighting, sight lines, and crossing distance all influence
the comfort of a crossing. This plan identifies locations
for crossing projects but does not specify designs.
Rather, City staff should use the guidance provided
in Chapter 3 and engineering judgment to select
appropriate treatments for each location during the
implementation process.
Needs and opportunities for crossing enhancement
projects were identified by the series of analyses
described in. This process involved evaluating the
currently-high-stress crossings and large gaps between
low stress crossings, and identifying locations for
projects that meet one or more of the following criteria:
»Where bikeways intersect major streets, taking into
consideration the intersection geometry, Bicycle
Level of Traffic Stress of the cross-street, and
presence of traffic control.
»In areas where more than 1/8 mile between low-
stress crossings, selected intersections roughly
midway between currently-low-stress crossings, or
approximately every 1/8 mile or less. This focused
on intersections close to bus stops and longer cross-
streets. Crossing projects were not recommend if
little to no development exists on one or both sides
of the street.
»Intersections near schools (within 1/4 mile). Not
every intersection was selected—especially those
not directly leading to the school and if there are
other locations with adequate crossings nearby.
»Where existing or proposed shared-use paths
intersect streets and adequate crossing treatments
do not already exist.
During public review of recommended crossing
projects identified using the above logic, approximate -
ly 60 additional crossing needs were identified. These
were reviewed, and where feasible were added to the
plan. This resulted in a total of 108 crossing projects in
WBRA, which are displayed in Figure 27.
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Figure 27 | Planned Crossing Projects
The planned infrastructure shown on this map
represents long-term needs and a vision for
the development of the active transportation
network. During location-specific planning,
design, and implementation, the City of Ames
may identify and select alternative treatments,
alignments, or locations that differ from this
map but meet the intent of this Plan.
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Crossing Project Prioritization
The City of Ames has a limited amount of funding with
which to build new infrastructure, and limited staff
time to pursue grant funding. Because of this, it is
important to decide which projects should be priori-
tized for implementation. A data-driven prioritization
process—shaped around the WBRA Plan goals—used
GIS data to score and rank projects based on objective
criteria. The criteria and scoring process for crossing
projects are described in the table on this page. The
results of the prioritization, with the darkest projects
being the highest-priority projects is shown in the map
in Figure 28.
Project prioritization is one tool used to determine
which projects to build first. Feasibility, funding
availability, and the potential to “piggyback” on larger
capital projects all factor in. Timelines for planning,
funding applications, and engineering and design also
influence order of implementation. This prioritization
informs the City’s Capital Improvement Plan (CIP),
pursuit of grant funding, and dedication of staff time to
coordination and planning. ISU also has its own priori-
ties and ultimately has final determination of what and
when infrastructure is built within its jurisdiction.
Crossing Project Prioritization Logic
Variable Associated Plan Goal(s)Input Data Criteria Weight
Safety Safe and
Comfortable
Historic Crash
Density*
Whether the project is along a
corridor with historic crash density.20%
Use / Demand Healthy and
Sustainable Trip Potential
Volume of trips 1 mile or less
occurring along the corridor, repre -
senting high walking and biking trip
potential.
20%
Equity Equitable and
Accessible
Locations of Housing,
Social Services, and
Groceries**
Whether the project is in an area
where people receiving social
services live, and whether it helps to
connect communities to important
resources.
20%
Comfort /
Lowering
Stress
Safe and
Comfortable
Connected and Easy
Bicycle LTS;
Pedestrian Crossing
LTS
Whether the crossing is currently
high-stress OR the street being
crossed is stressful (BLTS).
15%
Connecting
Destinations Connected and Easy
K-12 schools, parks,
and grocery stores
(including Target and
Walmart)
Wayfinding Priority
Routes
Whether the project is near important
destinations. Proximity to multiple
destinations increases score.
Whether the project is along priority
wayfinding route.
15%
Network
Completion /
Filling Gaps
Equitable and
Accessible Crossing Gaps
Whether the project is more than
1/8 mile from the nearest low-stress
crossing, and whether the project is
near bus stops.
10%
* Historic bike crash density and pedestrian crash
density are merged for the purposes of prioritization.
Enhancements for either mode will benefit the other. This
also helps to account for the relatively small dataset.
** This dataset includes address of Section 8 households
throughout the community, low-income housing
complexes/units, food pantries, medical clinics/facilities,
human service agencies, churches that provide services,
grocery stores, financial counseling services, thrift
stores, senior centers, Walmart, and Target.
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Figure 28 | Prioritized Crossing Projects
The priorities illustrated on this map are one
input used to determine which projects to
build first and should not be interpreted as a
commitment to order of implementation. Many
additional factors influence the order in which
projects are implemented. See the previous
page for more information.
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Potential Cost of Implementation
of Crossing Recommendations
The table on this page illustrates the potential cost, in
2023 dollars, of implementing all crossing recommen-
dations in this Plan. However, it should be noted that
some of the crossing enhancements may not require
the City to shoulder the full financial burden:
»Projects under ISU jurisdiction would be the
university’s responsibility.
»Projects along state or federal highways would be
the Iowa DOT’s responsibility.
»Other opportunities may arise to reduce the finan -
cial burden, such as using federal or state grants.
Nevertheless, the cost of implementing the recommen -
dations illustrates the necessity of prioritizing projects
as shown in Figure 28. The Implementation Horizon
section in Chapter 5 provides more detail on what
portion of these crossing recommendations may be
reasonably implemented in the next 25 years.
Facility Type Potential Cost per Crossing Location (FY 2023 Dollars)
Approximate Number of Locations
Approximate Total Cost (FY 2023 Dollars)
Crossing - 2- or 3-lane roadway $50,000 29 $1,500,000
Crossing - 4-lane roadway (midblock or
unsignalized)$250,000 48 $12,000,000
Signalized Intersection Enhancements $290,000 31 $9,000,000
Total 108 $22,500,000
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Sidewalks
Sidewalks are fundamental to walking and rolling.
While they do not take the place of sidepaths and on-
street bikeways, sidewalks can also support biking—es-
pecially for younger children and along higher-speed
streets with very low walking, biking, and rolling
activity. Ames fortunately has sidewalks along both
sides of most streets, so this plan focuses on projects
that fill key sidewalk gaps.
Needs and opportunities for sidewalk projects were
identified by the series of analyses described in Chapter
2. This process involved determining whether each
street segment in the city has sidewalk on one or both
sides and then identifying where there are gaps. Not
all gaps are identified as sidewalk projects. Rather,
locations for projects were identified based on the
following criteria:
»For busier streets (classified as arterial or collector
streets, as well as any local street with more than
1,000 cars per day), any sidewalk gap is identified as
a project, unless:
»Significant physical constraints exist (such as
retaining walls, etc.), and nearby pedestrian
activity is likely low (such as industrial areas,
neighborhood settings, etc.).
»The gap is along a lengthy street corridor
through undeveloped areas and park land.
While this plan does not identify such locations
for sidewalk projects, the City will still require
sidewalks on both sides of such streets if and
when development occurs in these areas.
»For all other streets that are within 0.25 mile of a
K-12 school, sidewalk projects are recommended
where there are gaps on both sides of the street so
that complete sidewalk is provided on at least one
side of the street.
In total, WBRA recommends 15 miles of sidewalk projects
to fill the key sidewalk gaps shown on Figure 29.
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Figure 29 | Planned Sidewalk Projects
The planned infrastructure shown on this map
represents long-term needs and a vision for
the development of the active transportation
network. During location-specific planning,
design, and implementation, the City of Ames
may identify and select alternative treatments,
alignments, or locations that differ from this
map but meet the intent of this Plan.
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Sidewalk Project Prioritization
The City of Ames has a limited amount of funding with
which to build new infrastructure, and limited staff
time to pursue grant funding. Because of this, it is
important to decide which projects should be priori-
tized for implementation. A data-driven prioritization
process—shaped around the WBRA Plan goals—used
GIS data to score and rank projects based on objective
criteria. The criteria and scoring process for sidewalk
projects are described in the table on this page. The
results of the prioritization, with the darkest projects
being the highest-priority projects is shown in the map
in Figure 30.
Project prioritization is one tool used to determine
which projects to build first. Feasibility, funding
availability, and the potential to “piggyback” on larger
capital projects all factor in. Timelines for planning,
funding applications, and engineering and design also
influence order of implementation. This prioritization
informs the City’s Capital Improvement Plan (CIP),
pursuit of grant funding, and dedication of staff time to
coordination and planning. ISU also has its own priori-
ties and ultimately has final determination of what and
when infrastructure is built within its jurisdiction.
Sidewalk Project Prioritization Logic
Variable Associated Plan Goal(s)Input Data Criteria Weight
Safety Safe and
Comfortable
Historic Crash
Density*
Whether the project is along a corridor
with historic crash density.20%
Use /
Demand
Healthy and
Sustainable Trip Potential
Volume of trips 1 mile or less occurring
along the corridor, representing high
walking and biking trip potential.
20%
Equity Equitable and
Accessible
Locations of Housing,
Social Services, and
Groceries**
Whether the project is in an area
where people receiving social services
live, and whether it helps to connect
communities to important resources.
20%
Comfort /
Lowering
Stress
Safe and
Comfortable
Connected and Easy
Pedestrian Crossing
LTS
Whether the project is near a stressful
pedestrian crossing.15%
Connecting
Destinations Connected and Easy
K-12 schools, parks,
and grocery stores
(including Target and
Walmart)
Wayfinding Priority
Routes
Whether the project is near important
destinations. Proximity to multiple
destinations increases score.
Whether the project is along priority
wayfinding route.
15%
Network
Completion
/ Filling
Gaps
Equitable and
Accessible Sidewalk Gaps
Whether the project fills a gap in the
existing system, with locations where
sidewalk is missing on both sides and
locations within 100 feet of a bus stop
scoring higher.
10%
* Historic bike crash density and pedestrian crash
density are merged for the purposes of prioritization.
Enhancements for either mode will benefit the other. This
also helps to account for the relatively small dataset.
** This dataset includes address of Section 8 households
throughout the community, low-income housing
complexes/units, food pantries, medical clinics/facilities,
human service agencies, churches that provide services,
grocery stores, financial counseling services, thrift
stores, senior centers, Walmart, and Target.
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Figure 30 | Prioritized Sidewalk Projects
The priorities illustrated on this map are one
input used to determine which projects to
build first and should not be interpreted as a
commitment to order of implementation. Many
additional factors influence the order in which
projects are implemented. See the previous
page for more information.
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Potential Cost of Implementation
of Sidewalk Recommendations
The table on this page illustrates the potential cost, in
2023 dollars, of implementing all the sidewalks recom-
mended in this Plan. However, it should be noted that
some of the new sidewalks may not require the City to
shoulder the full financial burden:
»As private property is subdivided or redevel-
oped, City ordinances will trigger sidewalk
construction.
»Projects under ISU jurisdiction would be the
university’s responsibility.
»Projects along state or federal highways would
be the Iowa DOT’s responsibility.
»Other opportunities may arise to reduce the
financial burden, such as using federal or
state grants.
Nevertheless, the cost of implementing the recommen -
dations illustrates the necessity of prioritizing projects
as shown in Figure 30. The Implementation Horizon
section in Chapter 5 provides more detail on what
portion of these sidewalk recommendations may be
reasonably implemented in the next 25 years.
Facility Type Potential Cost/Mile Miles Proposed Approximate Total Cost (FY 2023 Dollars)
Sidewalk $320,000 15 $4,800,000
Total 15 $4,800,000
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78
CHAPTER 5
Implementation
Strategies & Action
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Strategies & Actions
Achieving the goals of Walk Bike Roll Ames requires
more than infrastructure. In addition to building side -
walks, pedestrian crossings, bikeways, and trails, the
City and partners need to amend policies and invest in
community programs—key ingredients to creating a
place where walking, bicycling, and rolling are connect-
ed, safe, and convenient. Community programs can be
led by the City, Iowa State University, various commu-
nity groups, and advocacy organizations. Proposed
policy actions are at the discretion of City Council.
This chapter sets forth eight high-level strategies,
information about past and ongoing work that sup -
ports the strategy, and the specific actions to develop
policies and programs that can be implemented over
the next 10 years.
The icons below are used throughout this section to
illustrate how each strategy aligns which the four goals
of Walk Bike Roll Ames.
Safe and Comfortable
Connected and Easy
Healthy and Sustainable
Equitable and Accessible
The strategies—expanded on the following pages—include:
»Strategy 1: Increase maintenance and repair of
sidewalks, bike lanes, and paths
»Strategy 2: Lower motor vehicle speeds
»Strategy 3: Standardize decisions about street,
bikeway, and walkway design
»Strategy 4: Improve pedestrian crossings, especially
near bus stops
»Strategy 5: Encourage mode shift from driving to
walking, biking, and rolling
»Strategy 6: Develop a Safe Routes to School plan and
program for elementary, middle, and high schools
»Strategy 7: Improve bike parking throughout Ames
»Strategy 8: Update and accelerate implementation
of the Ames ADA Transition Plan
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Strategy 1
Increase maintenance and repair of
sidewalks, bike lanes, and paths
Having well maintained walking, biking, and rolling
infrastructure was a major theme in community
conversations on walking and biking. Concerns
included gravel and debris in bike lanes and on paths,
and issues with leaves and snow. Paths throughout
Ames have a variety of owners: a maintenance program
would include a plan to keep active transportation
infrastructure clear of debris and snow with priority
routes, responsible parties, and consistent schedule.
In addition to regularly-scheduled maintenance, the
City should consider developing a systemic approach
to repairing and repaving paths. The City has already
allocated increasing levels of funding for path repair
in the next five years in the Capital Improvement Plan.
Having a more systemic and clearly defined program
for inventorying the quality of the active transportation
network and keeping it in good condition would have
clear comfort and safety impacts for all users.
Additional Implementation Partners:
»Ames Parks & Recreation, ISU
Specific Actions Action Lead
Continue use of the Ames On the Go app to address debris concerns such as leaves and snow
and encourage residents to use the app to report concerns.Ames Public Works
Adopt a maintenance plan that details what entities are responsible for maintenance and repair
of walking, biking, and rolling infrastructure throughout the City and campus, and existing
maintenance plans, programs, and methods. Use a tiered priority system of routes and/or trails
that connect facilities that are critical to Ames’ walkability and bikeability.
Ames Public Works
Leverage the City’s GIS system to incorporate infrastructure construction and maintenance
history and continue to leverage construction and maintenance best practices to provide
increased pavement surface conditions.
Ames Public Works
Continue to allocate dedicated funding in the CIP to path pavement resurfacing and repair.Ames City Council
Educate property owners about their responsibilities for snow clearing and other sidewalk
maintenance. Enforce maintenance requirements for negligent property owners.Ames Public Works
It should be noted that these actions were prepared with recognition of the existing staffing and equipment avail-
ability. The impacts to available resources should be evaluated before increasing the maintenance aspects beyond
current recommendations.
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Active Transportation Maintenance Recommendations
This plan recommends a system of primary, secondary, and tertiary routes to guide the
City in maintaining the active transportation network. Implementing these maintenance
recommendations will require additional operating funding. The primary, secondary,
and tertiary corridors are shown in Figure 31. The table below proposes frequency and
standards for maintenance of different corridors.
The responsibility of each segment will need to be agreed upon through further nego -
tiations and discussions between Ames Public Works, Ames Parks and Recreation, ISU,
business districts, Story County, and Iowa DOT; the City of Ames may also need to amend
its Ice and Snow Management Policy.
Frequency of Maintenance for Active Transportation Corridor Tiers
MAINTENANCE ACTIVITIES PRIMARY CORRIDORS SECONDARY CORRIDORS TERTIARY (ALL OTHER) CORRIDORS
Ice and Snow Management
On-Street Bicycle Facilities »Maintain in accordance with current City Ice and Snow Management Policy
Shared-Use Paths and Trails »Maintain in accordance with current City Ice and Snow Management Policy
Ongoing Maintenance
On-Street Bicycle Facility street sweepings
»Every month between April and
November (8x per year)
»Spring and Fall (twice a year) »Once yearly
Shared Use Path sweepings »Spring and fall (twice a year) »Spring and fall (twice a year) »Once yearly
Shared Use Path vegetation maintenance
»Mow bi-weekly during the growing
season. A minimum 4’ shoulder
on either side of the path should
be mowed for sight distance and
vision triangles.
»Mow a minimum of once a month
during the growing season. A
minimum a 3’ shoulder on either side
of the path should be mowed.
»Mow at discretion of path or trail
management agency.
Pavement Management
Pavement ratings
»Evaluate condition of pavement for all streets every two years using accepted Pavement Condition Index (PCI). For paths,
implement a pavement condition assessment tool using a combination of visual and pavement condition evaluation methods
appropriate for trails every 5 years.
On-Street Bicycle Facilities
»Joint seal and seal coat in accordance with current City pavement management practices
»Repair potholes and patch in accordance with current City pavement management practices
»Resurface in accordance with current City pavement management practices
Shared-Use Paths and Trails
»Joint seal and seal coat every 5 years or as needed
»Phase out asphalt paths; all new paths should be concrete
»Resurface asphalt paths every 20 years or as funding allows
»Joint seal and seal coat at discretion of
path or trail management agency
»Resurface and replace at discretion of
path or trail management agency.
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Figure 31 | Draft Maintenance Tiers
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Strategy 2
Lower motor vehicle speeds
Research has shown that motor vehicle speed is the
main indicator of how severe a crash will be, especially
when people walking and biking are involved. Having
slower speeds, especially on streets where there are
high levels of pedestrian and bicycle use along or across
the roadway, is essential to improve safety outcomes. In
addition, high motor vehicle speeds are a key indicator
of how comfortable people of all ages and abilities feel
walking or biking along a roadway. Lowering motor
vehicle speeds improves the sense of comfort and
security for people walking, biking, and rolling.
20 MPH
13%Likelihood
of fatality or
severe injury
30 MPH
40%Likelihood
of fatality or
severe injury
73%Likelihood
of fatality or
severe injury
40 MPH
Data Citation: Tefft, B.C. (2011). Impact Speed and a Pedestrian’s Risk of Severe Injury or Death
(Technical Report). Washington, D.C.: AAA Foundation for Traffic Safety.
Specific Actions Action Lead
Periodically identify a set of streets and/or corridors where speed reduction is needed to
increase safety for people walking, biking, and rolling using citywide speed data, traffic data,
multimodal data, safety/crash data, and roadway/land use classifications. Use appropriate
engineering, education, and, potentially, enforcement, strategies to reduce speed limits on
these streets.
Ames Public Works
In accordance with recommended practices, conduct a reduced speed limit pilot program for
residential streets. Identify key streets to test the program. Streets should include residential
streets used frequently by people walking, biking, and rolling and/or be near important
destinations such as schools and parks. Streets in other key corridors, such as Downtown and
Campustown, or identified in the Ames Complete Streets Plan should also be considered.
Ames Public Works
Evaluate whether actual speeds are reduced and measure changes in crash rates and severity.
Use findings from these evaluations to plan, design, and implement strategies for reducing
speeds throughout Ames. Based on the results of the pilot, consider systemic implementation
of strategies or changes in tactics.
Ames Public Works
Additional Implementation Partners:
»Ames Police, City Attorney, Neighborhood &
Business Associations, ISU
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Strategy 3
Standardize decisions about street,
bikeway, and walkway design
Right-of-way (ROW) design and space allocation can
be one indication of how a city prioritizes the comfort
and safety of people walking, biking, and rolling. Ames’
subdivision and zoning ordinances could be updated
to directly influence active transportation users’ safety
and comfort on new and reconstructed streets. For
example, the Ames Complete Streets Plan recommends
consolidation and narrowing of commercial driveways
on throughput-oriented streets, wider sidepaths in
areas where pedestrians will be present, wider buffer
from the curb, and separate spaces for walking and
biking where feasible. In the older part of the city,
process guidelines can standardize the way the City
makes decisions to allocate street space when difficult
trade-offs need to be made. For example, if a street
is identified as being part of the bicycling network in
this Plan, then staff should place a higher priority on
building the bicycle facility to the proper standard,
and allocate the remaining right-of-way by applying
design flexibility for the other street users or placing
a lower priority on other uses, such as narrowing or
reducing vehicle lanes, removing on street parking, or
narrowing buffers.
Additional Implementation Partners:
»Ames Planning, Neighborhood & Business
Associations, Development Community, ISU
Figure 32 | A Drawing of a Bike Boulevard (variant of the Neighborhood Street type) from the Ames Complete Street Plan.
Specific Actions Action Lead
Incorporate the Complete Streets Plan street types and design standards into city development
ordinances for both new subdivisions and infill development to better accommodate and
encourage walking, biking, and rolling. Make requirements consistent with the design criteria
parameters and guidelines in the Complete Streets Plan.
Ames Planning
Utilize street reconstruction or redevelopment opportunities to widen sidepaths, sidewalks,
and bike lanes to desired widths when feasible.
Ames Public Works
Continue to utilize internal process guidelines or checklists to help the City make decisions
about allocating space in the public right-of-way (especially in older neighborhoods) that is
consistent with the Complete Streets Plan.
Ames Public Works
Coordinate with ISU to create a more cohesive walking and biking network. Ames Public Works
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Strategy 4
Improve pedestrian crossings,
especially near bus stops
Safe and convenient street crossings are an instrumen -
tal part of creating a complete transportation network.
People walking will cross the street to get to their desti-
nations and are only likely to use formalized pedestrian
crossings if they are nearby and provide an enhanced
feeling of safety and comfort. Ames has installed a
number of Rapid Rectangular Flashing Beacons (RRFBs)
and high-visibility crosswalks at certain intersections
and mid-block crossings with high pedestrian volumes.
The City has also historically funded enhanced pe -
destrian crossings on a case-by-case basis. This Plan
includes recommendations to improve safety at more
than 100 crossing locations through a variety of mea-
sures, such as removing turn lanes, tightening corner
radii, or installing curb extensions (see the Crossing
Toolkit in Chapter 3).
Additional Implementation Partners:
»CyRide, ISU, Ames Planning
Specific Actions Action Lead
Apply best practice pedestrian crossing standards that account for vehicle speeds and volumes,
projected pedestrian use, number of lanes/length or crossing, and destination types, such as
the FHWA Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations . Incorporate
these standards into the City’s development ordinances and street design standards.
Ames Public Works
Collaborate with CyRide to study existing bus stop spacing and placement and develop recom -
mendations for co-locating bus stops with crossings based on ridership, crossing visibility, and
bus frequency, among other characteristics.
Ames Public Works
Pursue grant funding to build the pedestrian crossing infrastructure for the priority crossings in
the Plan.
Ames Public Works
Continue to allocate funding in the CIP for the priority crossings in the Plan.Ames City Council
Evaluate and selectively prohibit right turns on red to reduce conflicts with pedestrian and
bicycle traffic. Prioritize prohibiting right turns on red downtown, near ISU, and along corridors
with high levels of walking and biking activity.
Ames Public Works
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Strategy 5
Encourage mode shift from driving
to walking, biking, and rolling
Ames has set a greenhouse gas emission reduction
target, with the goal of reducing emissions and
reaching net-zero emissions by 2030. It is currently de -
veloping a Climate Action Plan to identify the specific
strategies it will use to achieve this goal. The plan will
likely include strategies to increase active transporta-
tion and transit use in the city. To achieve those goals,
the safety and convenience of active transportation
and transit needs to be increased. Changing land use
and development patterns to make walking and biking
easy and convenient is one way of encouraging mode
shift. Bike share programs and e-bike incentives that
make biking easier and more convenient could be
explored, especially if they can be tailored to support
people with low incomes.
In future phases, the City and the MPO should evaluate
programs that work with major employers or specific
neighborhoods to encourage transit use, biking, and
walking. For example, ISU students use of CyRide is
included in their student fees, while ISU offers bus
passes to faculty and staff at discounted rates.
Additional Implementation Partners:
»Ames Planning, ISU, Ames Area MPO, Ames Electric,
Neighborhood & Business Associations
Specific Actions Action Lead
Explore opportunities to further reduce or eliminate the amount of car parking required in
development standards, and potentially eliminate parking minimums in more areas of the city.
Ames Planning
Evaluate minimum bike parking requirements for new development Ames Planning
Regularly update this Plan to include planned bike and pedestrian facilities in growth areas to
coordinate recommendations for the growth areas in the Comprehensive Plan.
Ames Public Works
and Planning
Work with partners to evaluate the potential for a bikeshare program. Bikeshare can encourage
people to try biking again by removing barriers to biking such as maintenance, bike locks, and
bike storage. Most North American bikeshare programs offer e-bikes which make biking more
attractive. Bikeshare also provides an opportunity to collect data on travel patterns to help
inform infrastructure projects and prioritization.
Ames Public Works
As bikeshare is established and expanded, explore strategies for a Transportation Demand
Management (TDM) program to encourage mode shift from vehicles to walking, biking, rolling,
and transit. TDM can include a variety of methods and target individual residents, campuses,
specific neighborhoods, or major employers (ISU, USDA) using programs and/or incentives
such as transit passes, pay-as-you-go parking passes (instead of annual or monthly passes), or
guaranteed ride programs.
Ames City Council
Consider an e-bike rebate program (such as examples in Raleigh, NC or Denver, CO) to subsidize
e-bikes, prioritizing low-income residents. E-bikes have the potential to significantly increase
the number of bike trips, but people who may benefit most from e-bikes cannot afford them.
Ames City Council
Regularly collect, evaluate, and report data on walking, biking, and rolling volumes / rates in
Ames, mode shift, and crashes involving people walking, biking, or rolling. Evaluate the use of
data sources and physical data sensors to create data where none is currently available.
Ames Area MPO
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Strategy 6
Develop a Safe Routes to School
plan and program for elementary,
middle, and high schools
Safe Routes to School (SRTS) is a national movement
to increase the numbers of students walking, biking,
and rolling to school using a holistic approach that
incorporates encouragement, education, evaluation,
and engineering. The Ames Area MPO has developed
“SRTS maps” identifying routes to schools for the five
elementary schools and the middle school in the Ames
Community School District (ACSD). However, a full-
fledged SRTS plan would identify specific infrastructure
investments to improve the safety of children walking
and biking to school, as well as other programs such
as encouragement and education. The Iowa DOT
administers SRTS funding as part of the Transportation
Alternatives Program (TAP). A SRTS plan would help the
City, ACSD, or the Gilbert School District (GSD) apply for
funding to provide educational resources to students
and their families, apply for funding to improve walking
and biking infrastructure near schools, and/or promote
walking and biking to school.
Additional Implementation Partners:
»Ames Area MPO, Ames Community School District,
Gilbert School District, Ames Public Works, Ames
Parks & Recreation, Ames Police, Story County Public
Health, Mary Greeley Medical Center
Specific Actions Action Lead
Develop a SRTS Plan update that identifies infrastructure projects near all elemen-
tary, middle, and high schools in Ames, as well as programs such as encouragement
and education.
Ames Area MPO
Support bicycle safety education programming provided through ACSD, GSD, Ames
Parks and Recreation, or local youth program providers such as YSS. The SRTS Plan should
include evaluation and recommendations of appropriate agencies and organizations to
lead bicycle education programming in Ames, and the appropriate ages or grades for
such programs.
TO BE DETERMINED
Support programs to encourage and promote children walking and biking to school and
other activities. The SRTS Plan should include evaluation and recommendations of appro -
priate agencies and organizations to lead encouragement programs in Ames.
TO BE DETERMINED
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Strategy 7
Improve bike parking
throughout Ames
One of the most common obstacles for traveling by
bike is the lack of bicycle parking. People who live in
multifamily housing without dedicated sheltered long-
term parking for bikes will find it inconvenient to bring
their bicycles in and out of the building every time.
When people arrive at destinations and cannot find a
convenient place to lock their bike, they are discour-
aged from traveling by bike in future trips. Currently,
there is a variety of bike rack styles used throughout
Ames, many of which do not meet best practices. New
bicycle parking in Ames should align with national best
practices and include guidance on rack design; sizing
for cargo bikes, e-bikes, and bikes with trailers; and
placement relative to building entrances.
Additional Implementation Partners:
»Ames Area MPO, Ames Planning, Ames Parks &
Recreation, Ames Fleet Services
Specific Actions Action Lead
Review and update existing parking requirements in development standards to require
new commercial, office, and multifamily to provide publicly-accessible bike racks
(minimum spaces based on square feet, units, etc.). Bike parking standards should also
accommodate cargo bikes, bikes with trailers, and e-bikes (which are heavier and have
larger tubing which make locking with a U-lock more difficult). The City of Cambridge
Bicycle Parking Guide can serve as a best practice resource for the amount and type of
bicycle parking for different types of land uses.
Ames Planning
Install high-quality bike parking in public spaces. There will first need to be an inventory of
existing bike parking in downtown, Campustown, at CyRide stops, and parks to determine
where bike parking is missing or needing replacement. Bicycle parking should be selected
and installed following the Association of Pedestrian & Bicycle Professionals Bicycle
Parking Guidelines.
Ames Public Works
Updating development standards will only apply to new developments. Evaluate a
program that subsidizes bike parking near businesses. To accelerate the installation of bike
racks throughout the city—especially on large privately-owned commercial parcels—Ames
could establish a program to incentivize additional bike parking or offer to install it for free
when a business or property owner asks for it. Madison, Wisconsin offers a program that
can serve as a model.
Ames City Council
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IMPLEMENTATION STRATEGIES & ACTION WALK BIKE ROLL AMES | JUNE 2024
89
Strategy 8
Regularly Update the Ames
ADA Transition Plan
Poor pavement on paths and sidewalks and curb ramps
that do not meet current standards limit accessibility
for people with disabilities. These and other accessibil-
ity issues should be addressed through an Americans
with Disabilities Act (ADA) Transition Plan, a document
required by the ADA for agencies over 50 employees
that lists the changes necessary to achieve equitable
access to City programs, facilities, and services. The
Ames ADA Transition Plan was last updated in 2023 to
include an audit of all parks and recreation facilities in
Ames. This plan should be reviewed and updated to
ensure that walking, biking, and rolling infrastructure
along streets (i.e., curb ramps, sidewalks, and traffic
signals) are accessible to all ages and abilities.
Additional Implementation Partners:
»Ames Planning
Specific Actions Action Lead
Update the ADA Transition Plan with an inventory of all sidewalk obstructions, maintenance
issues, pedestrian push-button access at traffic signals, and missing sidewalk ramps.
Ames Public Works
Review the process for allowing permitted uses of public sidewalks and paths to ensure
that compliant accessible routes are maintained.
Ames City Manager’s
Office
Continue to allocate funding in the CIP for addressing the obstructions and concerns
identified in the ADA Transition Plan.
Ames City Council
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90
Implementation Horizon
This plan includes recommendations for 77.7 miles
of paths and bikeways, 108 crossing projects, and
15.0 miles of new sidewalks. The total cost of these
infrastructure recommendations is nearly $102 million,
which far exceeds the current funding sources for active
transportation infrastructure in the City of Ames. The
table on this page illustrates the quantity and cost of
projects in each of the three plan elements, categorized
by priority level (see Chapter 4 for explanation of the
prioritization methods used for each type of project).
The information shown on this page constitutes a
cost impact assessment and is based on historical
funding levels. The implementation of this Plan is
expected to follow current City of Ames funding
policies.
How Will the City Decide
What Gets Built?
The City of Ames will focus on implementing the high
priority sidewalks, bikeways and crossings identified in
the table on this page and in Chapter 4. But the City will
also need to consider other factors when deciding what
to build each year, such as the feasibility and construc-
tibility of each project; unforeseen opportunities to
build other projects; and time needed to plan, apply for
funding, and conduct engineering and design. ISU also
has its own priorities and ultimately has final determi -
nation of what and when infrastructure is built within
its jurisdiction.
Funding Strategy
The path, bikeway, crossing, and sidewalk projects
identified in this plan will be funded through various
means. Some of these sources are more predictable
than others.
Dedicated Funding
The City of Ames dedicates funding to active transpor-
tation infrastructure projects each year. In the past few
years, the funding amount has been $1.2 million per year.
Starting in fiscal year 2025, this level is anticipated to in-
crease to $1.3 million per year—and then further increase
by $100,000 per year every 5 years (e.g., $1,400,000 per
year for 2030-2034, $1,500,000 per year for 2035-2039, etc.).
At its current and anticipated funding levels, the City’s
dedicated funding can fully cover the costs of the high
priority projects identified in this plan over the course
of 15 to 20 years. Because of inflation, increases in the
real costs of implementation will outpace planned
increases in dedicated funding.
Said simply, the City’s current and anticipated funding
levels cannot alone bear the entire weight of this plan.
Implementing this plan in its entirety—as well as imple-
menting the high priority projects more rapidly—will
require a change in revenue, whether that means increas-
ing the City’s dedicated funding or better capitalizing
on some of the other funding options outlined on the
following page.
Priority Level
Paths & Bikeways Crossings Sidewalks
Total Costs
(FY 2023 Dollars)Miles Approximate Cost
(FY 2023 Dollars)Locations Approximate Cost
(FY 2023 Dollars)Miles Approximate Cost
(FY 2023 Dollars)
High 11.4 $ 10,900,000 33 $ 6,900,000 3.1 $ 1,000,000 $ 18,800,000
The City’s current
dedicated funding for
Active Transportation can
pay for this plan’s high
priority projects in 15 to
20 years.
Med-High 19.6 $ 18,800,000 18 $ 3,700,000 1.5 $ 500,000 $ 23,000,000
Medium 7.4 $ 7,100,000 14 $ 2,900,000 4.2 $ 1,300,000 $ 11,300,000
Med-Low 20.5 $ 9,700,000 23 $ 4,800,000 4.9 $ 1,600,000 $ 26,100,000
Low 18.8 $ 8,100,000 20 $ 4,200,000 1.3 $ 400,000 $ 22,700,000
Totals 77.7 $ 74,600,000 108 $ 22,500,000 15.0 $ 4,800,000 $ 101,900,000
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IMPLEMENTATION STRATEGIES & ACTION WALK BIKE ROLL AMES | JUNE 2024
91
Roadway and Other Capital Projects
Some portion of the recommendations of this plan
(including some of the high priority projects) can be
implemented as part of larger street reconstruction
projects, major utility projects, or other large capital
projects that impact the right-of-way. In many cases,
implementing this plan’s recommendations as part
of these larger capital projects will not add any cost
to those projects and will therefore reduce the total
implementation costs of this plan.
New Development
Regulations in Ames require developers to provide
various elements of the infrastructure when developing
and redeveloping land. Most of the plan recommen -
dations in the new growth areas of Ames will likely be
implemented in this way. These projects have lower
priority scores because they are in areas without many
existing destinations; however, they will become
important as those parts of the community grow.
Grants
Numerous competitive grant programs are available to
fund the implementation of paths, bikeways, crossings,
and sidewalks. Some of the larger and more notable
programs include the Transportation Alternatives
Program (TAP; the Ames Area MPO is appropriated
funding and allocates it annually) and the more recent
Safe Streets and Roads for All (SS4A) program, a federal
program with $5 billion in appropriated funds between
2022 and 2026. While these programs can be valuable
sources of funding, preparing applications takes staff
time and long-term funding levels cannot be predicted.
Conclusion
Walk Bike Roll Ames establishes a vision and set of
goals for active transportation in Ames, recommends
specific infrastructure investments, identifies priorities
for implementation, and provides strategies and action
items to help meet the plan’s goals. However, the
degree to which this plan is implemented depends
entirely on the level of commitment and investment
that will be chosen by the community and its leaders.
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126
City of Ames
WAYFINDING GUIDELINES
FINAL 2024
127
II
Project Oversight Team
• Damion Pregitzer, Traffic Engineer
• Mark Gansen, Civil Engineer
• Kelly Diekmann, Planning & Housing Director
• Kyle Thompson, Transportation Planner (Ames
Area MPO)
Technical Advisory Committee
City of Ames
• Vanessa Baker Latimer, Housing Coordinator
• Justin Clausen, Public Works
• Tracy Peterson, Municipal Engineer
• Joshua Thompson, Superintendent of Parks and
Facilities
Cyride
• Shari Atwood, Transit Planner
Story County
• Michael Cox, Director, Story County Coservation
• Patrick Shehan, Special Projects Ranger
Iowa State University
• Sarah Lawrence, Campus Planner
• Chris Strawhacker, Campus Planner
• Merry Rankin, Director of Sustainability
Community Advisory Committee
• Zach Coffin
• Andy Fish
• Nancy Franz
• Griffen Gade
• Joni Kellen
• Tory Looft
• Sean McDermott
• Grant Olsen
• Kevin Paszko
• Ruth Waite
• Jacob Wheaton
• Ben Woeber
Acknowledgments
Team members contributing to the creation of this document are listed below.
Information contained in this document is for planning purposes and should not be used for final design
of any project. All recommendations, concept drawings, cost opinions, and commentary contained herein
are based on limited data and information and on existing conditions that are subject to change. Further
design is necessary prior to implementing any of the recommendations contained herein.
Toole Design Group
• Sonia Haeckel
• Megan Seib
• Jaz Warren
• Erin Williams
• Adam Wood
128
iii
Contents
Chapter 1: Introduction ................................................................1
Purpose of Guide 2
Benefits of Bicycle and Pedestrian Wayfinding 2
Technical Guidance on Bicycle Wayfinding and Trail Signage 3
Core Wayfinding Principles 6
Chapter 2: Process .........................................................................7
Existing Signs for Wayfinding and Trail Navigation in Ames 8
Relevant Documents
and Reports 8
Community and Stakeholder Engagement 9
Types of Navigation 10
Wayfinding Needs for Ames 11
Chapter 3: Sign Family & Design Standards ...........................12
Chapter Summary 13
Sign Family 13
Chapter 4: Sign Drawings ...........................................................18
Map (Trailhead) 19
Map (Close-up) 20
Map (Close-up)
Examples 21
Path Directional 22
Path Directional Examples 23
Street Name / Path Name 24
Street Directional 25
Street Directional (Examples) 26
Simple Blaze 27
Chapter 5: Mounting & Placement ..........................................28
Chapter Summary 29
Chapter 6: System Planning & Programming ........................39
129
Chapter 1:
Introduction
130
CHAPTER 1: INTRODUCTION AMES WAYFINDING GUIDELINES
2
Purpose of Guide
These guidelines present a compilation of best
practices, existing conditions, design details, and
guidance for planning and installing wayfinding
signs for walking, biking, and rolling transportation
in the City of Ames. The implementation of a
community-wide wayfinding system will help
people walking, biking, and rolling navigate to
their destinations more easily and intuitively. The
wayfinding system reflected in this document was
created in parallel with the proposed bike and
pedestrian network in the Walk Bike Roll Ames plan.
Concept development for the sign designs and
layouts was based on input from Ames staff,
stakeholders, and the public. The guidance includes
sign styles, installation materials, and placement
information. The phasing of design installation
is based on the most prominent destinations,
available funding sources, and best value of capital
improvements for priority routes. The planning
process included:
• Assessing existing conditions
• Creating a sign family
• Creating a sign placement strategy
• Establishing destination selection processes
• Designating trail names
• Identifying priority wayfinding routes
• Creating pilot sign deployment plans
Benefits of Bicycle and
Pedestrian Wayfinding
Wayfinding works with and expands the usefulness
of existing and planned bicycle and pedestrian
infrastructure. Wayfinding can encourage more
biking and walking (thereby reducing driving),
emphasize a local brand, create a sense of place, and
promote economic development in a community.
Installing wayfinding for people walking and biking
also has the following benefits:
• Promotes safety and comfort by highlighting
low-stress routes
• Facilitates discovery of new destinations
• Gives users comfort and confidence to extend
their trip distance
• Reduces confusion at junctions
• Brings awareness to important areas, landmarks,
recreation spaces, and
natural corridors
With the rise in GPS wayfinding app use (e.g. Google
Maps), the role of wayfinding continues to evolve.
Wayfinding can facilitate a positive and special
experience that improves the sense of place and
users connection to the area. Ames can help to
create memorable, enjoyable journeys for both
residents and visitors by building a consistent
wayfinding system.
The Ames Wayfinding
Guidelines provide the
City of Ames and partners
with a standardized set of
signs, symbols, colors, and
processes to install a high-
quality wayfinding system
for people walking, biking,
and rolling.
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CHAPTER 1: INTRODUCTION AMES WAYFINDING GUIDELINES
3
Technical Guidance on Bicycle
Wayfinding and Trail Signage
The design of wayfinding signs is guided by a
combination of local and national regulations,
standards, and industry best practices. Attention
to intended audience and regulation frameworks is
integral early in the planning process to inform the
design of wayfinding signs and systems.
National Guidance
The Manual on Uniform Traffic Control Devices
(MUTCD, 2009 edition), published by the Federal
Highway Administration, defines the signs and
standards for traffic control devices on all “public
streets, highways, bikeways, and private roads
open to public travel”. It is published by the Federal
Highway Administration (FHWA). Having consistent
sign and traffic control devices across the United
States results in safer, more efficient travel. Part 9 of
the MUTCD establishes standards and guidance for
traffic control of bicycle facilities, including guide
signs. The MUTCD also has a section on Community
Wayfinding (Part 2D) which provides standards and
guidance for customized, branded wayfinding signs,
which may be used on roads that are not freeways.
Though the Community Wayfinding section only
currently applies to roadways, some communities
interpret this section as providing guidance for
customizing their bicycle wayfinding signs to
include specific branding and flexibility in color
and design, either as an element of one or more
unique routes, or throughout their entire bicycle
wayfinding system. The figure below illustrates
the features of a community wayfinding sign. The
background color of the sign may be customized,
but cannot use standard MUTCD colors that covey
specific meanings to roadway users (see Color
section on the following page). Enhancement
markers may be any color, but the MUTCD
recommends that enhancement markers occupy no
more than 20 percent of the sign face on the top or
side of the sign. Other features of the sign legend,
such as the directional arrows, fonts, and layout are
as dictated by the MUTCD.
Design Flexibility for Shared Use Paths
and Trails.
Though the MUTCD states that its standards apply
to all traffic control devices on bikeways, in practice,
wayfinding signage systems on paths usually do not
follow strict MUTCD design standards. There are two
main reasons for this:
BROOM FIELD
L A K E L I NK T R AI L
US 36 Bikeway
0.3 miles
Broomfield
Town Square
2.0 miles
US 287 Underpass
1.2 miles
Claire Saltonstall
Bikeway
Bayberry Golf Course
0.5
0.1
Sea Gull Beach
1.8Ed Gorey High School
BROOMFIELD, CO BREMERTON, WA WESTERN MICAPE COD, MAKENOSHA COUNTY, WI
Destination
Destination
Destination
Evergreen
Rotary Park
0.4mi 12min
Warren
Ave Bridge
1.2mi 30min
BRIDGE to BRIDGE
BRE M E R TON
DOW N T OWN
0.75mi 20 min
Ferry Terminal
0.1mi 5 min
Quincy Square
0.3mi 10 min
Marina
0 0.1 0.2MILESTrail Rules
WHITE PINE TRAIL
White Pine Trail, Belmont, MI 49306
For Emergency Assistance, Call 911
For Maintenance Requests, Call XXX-XXX-XXXX
Carry Out All Waste
1
2 3
4 5
6
7
8
9
10 11
12
13
14
15
16
17
18
WAYFINDING & THE MUTCD
BICYCLE GUIDE SIGNS (MUTCD PART 9)COMMUNITY WAYFINDING (MUTCD PART 2D)OR PEDESTRIAN ORIENTED WAYFINDING
Figure 1: Spectrum of MUTCD compliance for wayfinding signs
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CHAPTER 1: INTRODUCTION AMES WAYFINDING GUIDELINES
4
1. The funding agencies for wayfinding systems
on paths often do not have to legally adhere
to MUTCD standards, and therefore may not be
aware of these standards. Frequently, funds for
path wayfinding come from State Departments
of Natural Resources, local or regional parks
agencies, or privately-raised funds.
2. On paths and trails, many users are pedestrians,
and some wayfinding systems are therefore
designed exclusively for pedestrians. The
MUTCD does not cover pedestrian traffic
control for paths and notes that pedestrian
wayfinding signs may differ from bicycle
wayfinding, such as by using smaller fonts
and not including retroreflectivity.
Americans with Disabilities (ADA) and Public
Right-of-Way Accessibility Guidelines (PROWAG)
provide standards for signs that are adopted by the
US Access Board. These standards cover legibility,
character, and typeface requirements. They also
address accessibility and clearances for streets
and sidewalks, shared
use paths, and sign posts
and placement. The sign system used by Ames
should comply with these requirements.
Statewide Guidance
Iowa Statewide Guidance may be applicable where
Iowa Department of Transportation (Iowa DOT)
funds the final design. If Ames desires to use state
or federal funds for bike route wayfinding signs
in the future, Iowa DOT District 1 staff should be
consulted prior to selecting the final bicycle guide
signs, especially for on-street signs.
Guidance unique to Iowa includes the Iowa
Statewide Urban Design and Specifications Design
Manual (SUDAS), which guides design for streets
in urban areas like Ames. For bicycle guide signs,
the SUDAS Design Manual instructs designers to
refer to the MUTCD and the American Association
of State Highway and Transportation Officials
(AASHTO) Bike Guide.
The Iowa DOT Traffic and Safety Manual (TAS)
Community Wayfinding guidance states that,
“on local streets and connecting highways, local
agencies have the authority to install destination
signs for local attractions and generators. If there is
deviation from state and national standards to the
extent that highway signing would adversely affect
driving behavior, local agencies may face liability
problems.” This seems to indicate that Iowa DOT
approval is not needed for Community Wayfinding
signs on local streets and connecting highways.
The TAS Community Wayfinding policy section on
sign design provides detailed guidance on the
design of community wayfinding signs, including
sign shape, use of pictographs, sign panel facing,
color, border, lettering, sign size, arrows, and
destination order. For roadways under Iowa DOT
jurisdiction, the Community Wayfinding Signs policy
requires an application and permit process.
Figure 2: ADA Clearance guidelines
Freestanding objects in circulation paths
80”
27”
80
”
M
I
N
ABOVE 12”
27
”
M
A
X
12"
MAX
12"
MAX
12"
MAX
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CHAPTER 1: INTRODUCTION AMES WAYFINDING GUIDELINES
5
Summary of Wayfinding Sign Design Requirements
Color
MUTCD uses “assigned” colors that covey specific meanings to roadway users,
such as red (stop). Standard colors prohibited for use on wayfinding signs
include red, orange, yellow, purple, fluorescent yellow-green.
Visibility and Visual Accessibility
Standards for lettering on signs ensures that the intended users are able to see
and process the information on signs easily, typically at a distance and while
in movement. To ensure this visibility, the Standard Highway Signs book, a
supplement to the MUTCD, sets the sign design standards for lettering size and
spacing, in addition to the contrast from the background of the panel on which
the lettering is placed.
Signs must meet character and font size requirements consistent with their
intended user (bicycles, pedestrians, or drivers), and travel speeds. The
Americans with Disabilities Act (ADA) also dictates that there must be a high
level of contrast between letters and background. “High contrast” is not
mathematically defined, but ~70% contrast is generally accepted as the standard
of care within the sign industry.
Placement
Both the MUTCD and the Rights-of-Way Accessibility Guidelines (US Access
Board, under the Americans with Disabilities Act or ADA) have guidance on sign
placement, The MUTCD is generally concerned with the safety of roadways and
the visibility of signs in traffic conditions, while PROWAG is generally concerned
with the pedestrian access route, and the ability of people with disabilities to
navigate spaces with mobility devices, including long white canes for people
with vision disabilities. The MUTCD instructs that signs should be placed 2 feet
laterally from the edge of the roadway, but allows for the engineer’s judgment of
safety (see Figure 2).
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CHAPTER 1: INTRODUCTION AMES WAYFINDING GUIDELINES
6
Principle 4: Be Inclusive
Signs that consider the needs of people with
vision disabilities, or people with limited English
proficiency, benefit everyone by ensuring large
fonts that can be read from far away, strong
contrasts between colors that make them easy to
read, and the use of icons and graphics that aid in
instant recognition.
Principle 5: Make Connections
Wayfinding systems should be designed to make
local connections and fully guide users to their
destination. Consistent signs and placement should
be carried throughout the entire route to minimize
confusion and trip delays. Nearby destinations
should be included on signage whenever possible
and applicable to improve network connections and
encourage exploration.
Principle 1: Keep it Simple
Easy to use and intuitive wayfinding helps travelers
navigate and understand where they are in relation
to nearby landmarks and destinations. Information
should be clear, legible, and simple enough to be
understood by a wide audience. Information on
each sign should be concise and kept to a minimum
to avoid confusion and facilitate understanding.
Wayfinding should also be placed efficiently to
minimize sign clutter.
Principle 2: Be Consistent
Wayfinding sign styles and placement should be
predictable and consistent. Signs should have
common styles, fonts, colors, materials, and
placement throughout a community to promote
continuity. This can help users recognize signs and
interpret messages quickly.
Principle 3: Design for the Inexperienced User
While almost any system can be learned through
repeated use, wayfinding systems should be
designed for new or infrequent users. Systems
should leverage information that the user can easily
recognize and understand, including language,
landmarks, common symbols, or sequences, to
create an intuitive experience.
Integrate wayfinding
with existing
streetscape elements
(e.g., light poles) to
minimize clutter and
be consistent with
the City’s existing
design vocabulary.
Minimize the number
of different sign types
or pavement markings.
Focus on trips or
routes that might be
made by students or
visitors to ISU who are
unfamiliar with Ames.
Prioritize wayfinding
in areas that are
walkable to facilitate
pedestrian movement
and discovery.
Create a coordinated
“kit of parts” that can be
combined and scaled
to fit each context.
Use destination
hierarchy to select
legends on signs that
guide users through
the entire route.
Design signs to be
responsive to the
experience of different
travel modes.
Use high contrast
typography at a
generous size, with
highly legible symbols.
Implement thorough
wayfinding systems
along connected
routes, starting with a
small set of routes and
gradually building out.
Core Wayfinding Principles
Wayfinding systems are based on an understanding of how people move through space and take in and
process information. Whether walking, rolling, or bicycling, the following core wayfinding principles are
applicable to all roadway users and were used in the development of this wayfinding system.
135
Chapter 2:
Process
136
CHAPTER 2: PROCESS AMES WAYFINDING GUIDELINES
8
The process for developing a wayfinding system
and these Guidelines involved reviewing existing
signs in Ames, various local plans and studies,
and listening to stakeholder input. The following
section provides a summary of the analyses
and engagement events that helped inform the
branding and sign designs.
Existing Signs for Wayfinding
and Trail Navigation in Ames
The project team performed an assessment of
existing signs around Ames to identify colors,
imagery, and themes that will inform different types
of wayfinding signage.
Below is a list of the different types of existing
wayfinding and trail navigation (see Figures 3
through 7 for example images):
• On -street bike route signs
• Park entrance signs
• Downtown banners and colorful streetscapes
• ISU Wayfinding
• Story County Tedesco Environmental Learning
Corridor (TELC) Signs and Heart of Iowa Trail
Relevant Documents
and Reports
A review of existing branding guidance was
also conducted to understand themes, trail and
sign issues, visual elements for the trail system
around Ames. This section provides a summary
of this guidance.
The 2016 Leadership Ames Trailblazer Report
identifies the following goals for the future of the
Ames’ trail system:
• Improve discoverability of maps and trails
through official websites
• Increase branding and naming of Ames trails
• Allow community members to provide
suggestions through Google maps
• Ensure trails are named and searchable through
the Iowa By trail mobile app
• Combine the preferred signs identified through a
public survey
The 2022 Ames Visual Standard Guide,
a comprehensive branding overview, states the
Ames brand as “thriving, smart, open-minded,
innovative, and inspired”. The Guide identifies
multiple acceptable logo
sizes, two primary colors
and six accent colors, and
two typographic families.
The Iowa State University Branding Standards
include a color palette led by the university’s two
signature colors (cardinal red and gold) and accent
colors; wordmark guidelines including the ITC
Berkley typeface for the wordmark (see below); and
other brand elements.
Figure 3: Example On-Street
Bike Route Sign
Figure 4: Example Park
Entrance Sign
Figure 5: Example Downtown
Banner
Figure 7: Example TELC SignFigure 6: Example ISU
Wayfinding Sign
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CHAPTER 2: PROCESS AMES WAYFINDING GUIDELINES
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Community and Stakeholder
Engagement
Feedback from residents, and community
stakeholders was crucial to developing a wayfinding
program that will serve the needs of people
walking, biking, and rolling in Ames, and to ensure
community support for implementation. To achieve
these goals, the project team worked with City staff,
a project Community Advisory Committee (CAC),
Technical Advisory Committee (TAC) and members
of the public to solicit ideas, input, and develop
support for the project.
The project team led three interactive meetings
with the CAC and four with the TAC throughout
the development of these Guidelines. Members
included city officials, city staff, students, and local
community and business groups. The Committees
provided feedback through discussions, mental
maps, and mentimeter surveys (see Figure 18 for
examples of mental maps). The meeting series are
summarized in this section.
Community Advisory Committee
Meeting #1
The first CAC meeting was held virtually on April
6, 2023. This meeting gave community members a
chance to provide input on the three sign design
concepts, colors, and materials, which ultimately led
to the selection of a preferred sign concept.
Meeting #2
This CAC meeting was held virtually on April 26,
2023. This meeting was used to give feedback on
the proposed wayfinding destination hierarchy and
potential path names.
Meeting #3
The final CAC meeting was held virtually on May
10, 2023. This meeting was used to present the
refined sign concept and sign family. During the
meeting, participants discussed the pros and cons
of implementing a color-coding scheme for different
“districts” in Ames.
Technical Advisory Committee
Meeting #1
The first TAC meeting was held on August 17,
2022. This meeting was used to discuss potential
engagement activities, graphic and branding ideas,
connectivity priorities, and project goals.
Meeting #2
This TAC meeting was held on December 9,
2022. This meeting was used to introduce staff
to wayfinding concepts, and discuss preferred
wayfinding design themes and identities.
Meeting #3
This TAC meeting was held on June 15, 2023. This
meeting was used to present refined sign concept
designs and discuss policy, program, and network
recommendations.
Meeting #4
The final TAC meeting was held on June 29, 2023.
This meeting was used to refine the sign family
design, discuss fabrication and installation, identify
color schemes, and establish trail names.
Figure 8: Example “mental maps” of the city, created by CAC members and other community members
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CHAPTER 2: PROCESS AMES WAYFINDING GUIDELINES
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Types of Navigation
People generally use multiple tools and systems to navigate. The four types of
navigation can be summarized into four general types, as shown in the graphic
to the right.
• Route following is the type of navigation most appropriate for Ames bicycle
and pedestrian wayfinding because there are specific turns and connections
people must make in order to stay on the low-stress bikeway network. When
people route following for navigation, they have a predetermined series
of steps or turns they need to follow to stay on the correct route: Route
following navigation typically requires five steps:
• Planning using maps or verbal directions in advance, including signage, printed,
and/or digital maps
• Orientation, which allows the user to establish the visual and directional
connection between the plans they’ve made and the environment around them
• Decision making when multiple options are present
• Confirmation that the user made the correct choice and is still on track
• Arrival at the end of the journey when the destination is recognized
In addition to Route following, to support that kind of navigation, there are also
several other systems people use to move around:
• Track following, where there is a clearly delineated single route to follow (the
“yellow brick road”)
• Aiming, which relies on visual landmarks, clearly identifiable from a distance
• Inference, where a clear system is sequence is established that enables people
to understand their current location through deductive logic (such as numbered
streets and a grid of streets going either north/south or east/west)
Wayfinding systems should support multiple types of navigation for maximum impact.
Most users employ a variety of methods on a regular basis, switching between
them without conscious thought. The more a wayfinding system can capitalize
on each of these methods, the better it will work for a wider variety of users.
Route Following
Track Following
Aiming
Inference
139
CHAPTER 2: PROCESS AMES WAYFINDING GUIDELINES
11
Figure 9: Trail Name Sign
Figure 10: Bicycle Route Wayfinding Signs
Figure 11: Maps
Figure 12: Trail Wayfinding Sign
Wayfinding Needs for Ames
Through this assessment, the project team identified four main wayfinding
sign needs for Ames, summarized here:
Trail Names
Trail and street name signs should be located at all intersection of trails and
streets. This helps to orient trail users to the street and familiarize people with
trail names. City staff and parks staff could also benefit from a trail naming
scheme for maintenance and operations.
Trail Wayfinding Signs
Wayfinding signage along trails is needed to provide directional guidance for
pedestrians and bicyclists. Because these signs will not be visible to motorists,
they should be pedestrian-scale.
Bicycle Route Wayfinding Signs
Wayfinding signs along sidepaths and on-street bike lanes can help bicyclists
navigate city streets. Because these are also visible to motorists, they need to be
clearly identified as bicycle wayfinding signage.
Maps at Trailheads and Confusing Junctions
Installing maps at the start of trails or confusing intersections, where users can
stop and pull over to read the map, allows people to assess their route and plan
their navigation at the beginning of their trip.
140
Chapter 3:
Sign Family
& Design
Standards
141
CHAPTER 3: SIGN FAMILY & DESIGN STANDARDS AMES WAYFINDING GUIDELINES
13
10’
9’
8’
7’
6’
5’
4’
3’
1’
2’
11’
1
feet
0 1
feet
0
Map (Trailhead) Directional
Path Signs On-Street Bike Way nding Signs
Directional Street Name/ Path Name
Simple Blaze
(Turn or Con rmation)Map (Close-up)
Ada Hayden
Heritage Park
0 0.1 0.2MILES
Trail Rules
For Emergency Assistance, Call 911
Carry Out All Waste
2800 W Midway Blvd
Stable Run
Disc Golf
Frederiksen
Court
Aquatic
Center
Frederiksen Ct
Underpass
0.5MI
0.2MI
1.0MI
S 4th Street West Lincoln
Businesses
1.0 miles
Campustown
Memorial
Union
0.3 miles
200 feet
Stuart Smith
Path
Bike Route
IOWA STATE
UNIVERSITY
0 0.1 0.2MILES
To Aquatic
Center
Bike Route
Bike Route
Brookside Park
0.3 miles
Downtown
1.2 miles
Stuart Smith Park
2.0 miles
Jack Trice
Stadium
Hilton
Coliseum
0.5MI
0.3MI
Brookside
Park 0.6MI
Stuart
Smith Park
0 0.1 0.2MILES
To Aquatic
Center
Bike Route
Bike Route
Chapter Summary
This chapter defines the types of signs used,
placement, and key design elements of the
proposed wayfinding sign family. This includes
descriptions, graphics, and example images to
illustrate the overall sign family design, identify
typeface, symbols, and colors for each sign type,
and provide direction on material and placement
sign installation.
Sign Family
The sign family shown below was developed to
meet the wayfinding needs identified for navigating
the low-stress bicycle and pathway network in
Ames. This includes maps, directional signage, path
name signs, and on-street wayfinding signs. This
sign family should be the standard for all wayfinding
on all City paths and bikeways. The concept can
easily be adapted for ISU trails and bikeways as well.
142
CHAPTER 3: SIGN FAMILY & DESIGN STANDARDS AMES WAYFINDING GUIDELINES
14
Example Sign Placement
Note: Sign locations shown above are not final.
Jack Trice
Stadium
Hilton
Coliseum
0.5MI
0.3MI
Brookside
Park 0.6MI
Stuart
Smith Path
0 0.1 0.2MILES
To Aquatic
Center
S 4th Street
Figure 13: Example of a directional sign and street name sign at the Entrance of Stuart Smith Park
143
CHAPTER 3: SIGN FAMILY & DESIGN STANDARDS AMES WAYFINDING GUIDELINES
15
Example Sign Placement
Note: Sign locations shown above are not final.
Stuart Smith
Path
Bike Route
Brookside Park
0.3 miles
Downtown
1.2 miles
Stuart Smith Park
2.0 miles
Aquatic
Center
Brookside
Park
0.5MI
0.3MI
S Grand
Retail 0.6MI
Stuart
Smith Path
Figure 14: Example of an on-street directional sign and path name
sign at the entrance of Stuart Smith Park
Figure 15: Example of a path directional sign at a junction of two
paths in Stuart Smith Park
144
CHAPTER 3: SIGN FAMILY & DESIGN STANDARDS AMES WAYFINDING GUIDELINES
16
Typefaces
Color
ABCDEFGHIJKLMNOPQRSTUVWXYZ
abcdefghijklmnopqrstuvwxyz
1234567890,./!@#&*
California FB, Bold [Sign Toppers] Optical spacing,
-20 to +20 Tracking (shown at +20) Title Case
ABCDEFGHIJKLMNOPQRSTUVWXYZ
abcdefghijklmnopqrstuvwxyz
1234567890,./!@#&*
Highway Gothic, Narrow [Destinations and
Distance] Optical spacing, -20 to +20 Tracking
(shown at +20) Title Case
IOWA STATE
UNIVERSITY
ITC Berkeley Oldstyle Standard, Medium [Iowa
State University Topper] Optical spacing, -10 to +10
Tracking (shown at +10) ALL CAPS
ABCDEFGHIJKLMNOPQRSTUVWXYZ
abcdefghijklmnopqrstuvwxyz
1234567890,./!@#&*
Helvetica Neue LT Std 75 Bold [Supplemental Text on
maps] Optical spacing, -20+to +20 Tracking (shown at
+20)
Speed
(MPH)
Sign
Height Information Letter
Height
0 mph Eye
Level Map details 1/4” min.
0 mph Eye
Level
Map important
information 1/2” min.
2–15
mph
Eye
Level
Destinations, Path
Names 1 1/2” min.
8–15
mph 7+ ft Destinations,
Directions 2” min.
Figure 16: Typography Size by Type of Information &
Speed of Viewer
Symbols
Primary Icons
Other Trail Uses
Directional Arrows
Signs
Post Sleeves
Design Standards
Color label:C1 C2 C3 C4 C5
Use:Panel
background
Arrow
background
Trail name
text; panel
background
Close up map
text; panel
background
ISU topper
background
CMYK Formula:55/33/95/13 64/42/100/31 31/38/75/76 6/12/28/0 0/92/77/22
Color label:C1 C3
CMYK Formula:55/33/95/13 31/38/75/76
145
CHAPTER 3: SIGN FAMILY & DESIGN STANDARDS AMES WAYFINDING GUIDELINES
17
Materials and Finishes
Sign PanelsPosts
Aluminum panels are the most common material
for this application. They are durable, lightweight,
inexpensive, and take both paint and vinyl
applications well, and is easy to cut into custom
shapes and patterns. Panel thickness should
correspond to the overall size of the sign in order to
ensure the panel remains rigid.
Edges should be eased in case of incidental contact.
It is preferable to use existing posts wherever
possible. Where new posts are required, a metal post
is preferred for most sign types on paths and streets.
A surface mount base on a 12” minimum concrete
footing is preferred.
3 inch round posts offer good stability and the
ability to mount panels at different angles. A 2 inch
perforated metal post may also be used.
Square wooden posts should be used in limited
instances: for Path Maps and other special signs.
Vinyl
Retroreflective vinyl is preferred for wayfinding
signs on streets. This ensures that light from
headlights is reflected back at the driver or
bicyclists and increases visibility in low lighting
conditions.
Reflective or non-reflective vinyl may be used for
non-critical information, for example mileage or
time to destination.
Metal Post Sleeves
Metal post sleeves should be used on all wood
posts. Sleeves should be 18 inches tall.
Powder-coat post sleeves to match the color of the
main sign (C1 or C3).
A surface mount base on a 12” minimum concrete
footing is preferred.
Attachment Hardware
Sign brackets may vary depending on the size of
sign and thickness of post. Paint all hardware visible
on face of sign to match background color. Paint
mounting brackets to match post.
Screen Printed Graphics
Screen printing is the preferred mode of application
for simple non-vinyl graphics, as it maintains the
crispest linework and truest coloration.
146
Chapter 4:
Sign Drawings
147
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
19
30 to 44” typ.
5205 Grand Ave
Ada Hayden
Heritage Park
0 0.1 0.2MILES
Information
For Emergency Assistance, Call 911
Carry Out All Waste
Map shown for
placement only
1” MIN
ADDRESS OR LOCATION
CODE FOR EMERGENCY
ASSISTANCE
1” min
MAP TO BE PRODUCED AS
SEPARATE PANEL,
MECHANICALLY FASTENED TO
MAIN SIGN PANEL.
MAP MAY BE EITHER:
A) 4-COLOR VINYL PRINT
WITH MATTE OVERLAMINATE
WRAPPED OVER 1/8"
ALUMINUM PANEL
OR
B) HIGH-PRESSURE LAMINATE
PANEL
Ada Hayden
Heritage Park
0 0.1 0.2
MILES
Information
Park Hours: 6:30 am to 10:30 pm
Beer and liquor not allowed
No swimming
No camping
For Emergency Assistance, Call 911
5205 Grand Ave
Fishing:
No fishing from bridge
no dumping of live bait
no fish cleaning
1” min
1” MIN
1” MIN
1” MIN
1”
PERMITTED
TRAIL USERS
PAINTED
METAL SIGN
PANEL WITH
SCREEN
PRINTED TEXT
AND GRAFFITI
COATING
WOOD POSTS
SECURED BY
METAL
SLEEVE
Map shown for
placement only
1
1
/
4
"
mi
n
1"
mi
n
1/
2
"
mi
n
1
3
/
4
"
mi
n
R 3 9/16"
R 4"
1
2
9
1/4"
48
"
27
”
M
A
X
6"
20
”
–
2
4
”
28”–42”
1 CONTEXT ELEVATION MT
SCALE: 1/2” = 1’-0”2 SIDE ELEVATION MT
SCALE: 1/2” = 1’-0”3 SIGN LAYOUT
SCALE: 1 1/2” = 1’-0”
MA
P
(
T
R
A
I
L
H
E
A
D
)
MT
Used For
Providing orientation at the entrance or
trailheads to large parks.
Placement
Place near parking lots at the trailhead
entrance.
Application Method(s)
For lowest cost and flexibility, apply
printed vinyl to aluminum panel.
For greater durability, use high pressure
laminate (HPL).
Map Design
Map design TBD. It is recommended to
incorporate sign system colors for visual
continuity. Map should be oriented “heads
up,” meaning the direction the user is
facing when viewing the map is at the top
of the map. Include a north arrow.
Colors
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN
INTENT ONLY. FABRICATOR SHALL BE RESPONSIBLE FOR
ALL PERMITTING, FIELD VERIFICATION, SITE CONDITION
ASSESSMENTS, ENGINEERING, AND PREPARATION OF
SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE
RECOMMENDATIONS CONTAINED HEREIN.
Map (Trailhead)
C1
C4
C3
148
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
20
Wading
Pool
Downtown
0.5MI
1.4MI
0.4MI
Frederickson
Court
Brookside
Park Path
See Drawing
for PD
Tennis
Courts
Maple
Shelter
Maple
Shelter
Maple
Shelter
Maple
Shelter
Linden
Shelter
Linden
Shelter
Linden
Shelter
Linden
Shelter
Wading
Pool
Wading
Pool
Wading
Pool
Wading
Pool
Baseball
Diamonds
ISUCampus
N UNIVERSITY BLVD
BROOKRIDGE AVE
IOWAY CREEK
13TH STREET YOUAREHERE
BIKE ROUTEBIKE ROUTE
Brookside
Park
0 0.1 0.2 MILES
N
6TH STREET
0
1/2”
MIN
1/2” MIN
1/2” MIN
1/2”
MIN
1 1/4” TYP
1/4” MIN TEXT
SIZE
(PREFERRED)
R 4"
R 4"
18
"
4’
m
i
n
c
l
e
a
r
a
n
c
e
12
"
t
o
2
4
”
t
y
p
12” to 24” typ
1 CONTEXT ELEVATIONS MC
SCALE: 1/2” = 1’-0”2 SIGN ELEVATION
SCALE: 3” = 1’-0”
M
A
P
(
C
L
O
S
E
U
P
)
MC
Used For
Providing orientation at the entrance
to parks, where the route requires an
unintuitive movement, or where there are
destinations off the route.
Placement
Place along paths at the entrace to a park
or at the location of a confusing junction
of paths.
Application Method(s)
Apply printed vinyl to aluminum panel.
Map Design
Refer to the examples on the following
page for map design intent.
Colors
Accent colors, as needed.
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN INTENT ONLY.
FABRICATOR SHALL BE RESPONSIBLE FOR ALL PERMITTING, FIELD
VERIFICATION, SITE CONDITION ASSESSMENTS, ENGINEERING, AND
PREPARATION OF SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY
OF THE RECOMMENDATIONS CONTAINED HEREIN.
Map (Close-up)
C2
C4
C3
C5
Layout Tip: Bridges and Underpasses
Show bridges or underpasses by adding a thicker line or polygon and layering
above the base color but below the road or railroad main line color. Refer to
the thick brown and green lines (shown in 50% opacity) under the lines over
the creek and the railroad.
149
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
21
1”
Tennis
Courts
Maple
Shelter
Maple
Shelter
Maple
Shelter
Maple
Shelter
Linden ShelterLinden ShelterLinden ShelterLinden Shelter
Wading
Pool
Wading
Pool
Wading
Pool
Wading
Pool
Baseball
Diamonds
ISUCampus
N UNIVERSITY BLVD
BROOKRIDGE AVE
IOWAY CREEK
13TH STREET YOUAREHERE
BIKE ROUTEBIKE ROUTE
Brookside
Park
0 0.1 0.2 MILES
N
6TH STREET
ToHigh School and Aquatic Center
Tennis
Courts
Maple
Shelter
Maple
Shelter
Maple
Shelter
Maple
Shelter
Linden
Shelter
Linden
Shelter
Linden
Shelter
Linden
Shelter
Wading
Pool
Wading
Pool
Wading
Pool
Wading
Pool
Baseball
Diamonds
ISUCampus
N UNIVERSITY BLVD
BROOKRIDGE AVE
6TH STREET
IOWAY CREEK
YOUAREHERE
BIKE ROUTE
BIKE ROUTE
Brookside
Park
N
500 FEET0
SCALE: 3” = 1’-0”EXAMPLE LAYOUTS PROVIDED TO CITY OF AMES IN
ADOBE ILLUSTRATOR FORMAT
M
A
P
(
C
L
O
S
E
U
P
)
MC
Reference
This page shows two MC layouts developed for
Ames as part of prototype sign plans. Refer to the
“Aquatic to Downtown” Sign Plan for placement
and context.
Design Intent
Use a bright color such as orange to identify the
main route and the “you are here” identifier.
Outline text in the base color to ensure proper
contrast against mixed backgrounds. In this
example, the shelter names and icons are outlined
in dark green so that they can be clearly read over
the underlying paths (in light orange).
When outlining text, tracking (the space between
letters throughout the message) may need to be
increased by 50-75% to make room for the outline.
Maps should be oriented “heads up,” meaning the
direction the user is facing when viewing the map
is at the top of the map. Include a north arrow.
Accent Colors
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN INTENT ONLY.
FABRICATOR SHALL BE RESPONSIBLE FOR ALL PERMITTING, FIELD
VERIFICATION, SITE CONDITION ASSESSMENTS, ENGINEERING, AND
PREPARATION OF SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF
THE RECOMMENDATIONS CONTAINED HEREIN.
Map (Close-up)
Examples
C:59 M:0 Y:6 K:0
C:2 M:57 Y:100 K:0
C:19 M:4 Y:78 K:0
150
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
22
Wading
Pool
Downtown
0.5MI
1.4MI
0.4MI
Frederickson
Court
Brookside
Park Path
0 0.1 0.2MILES
Brookside
Park
See Drawing
for MC
High
School
Aquatic
Center
0.5MI
500FT
Frederickson
Court 0.4MI
Brookside
Park Path
Stable Run
Disc Golf
Frederiksen
Ct
0.5MI
500FT
ISU Brand
Path
Aquatic
Center 0.8MI
Wading
Pool
Downtown
0.5MI
1.4MI
0.4MI
Frederickson
Court
Brookside
Park Path
1 ¹⁄2” MIN
1”
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1”
ATTACHMENT HARDWARE
SHALL BE PLACED SO AS TO
AVOID INTERRUPTION OF
TEXT.
TOOLE DESIGN TO PROVIDE
LAYOUTS/TEMPLATE
1” MIN
1” MINTO ACCOMMODATE
LONG DESTINATION
NAMES, DISTANCE
TEXT MAY BE OFFSET
FROM CENTER
4'
M
I
N
C
L
E
A
R
A
N
C
E
O
N
P
A
T
H
S
2'
-
6
"
4’
M
I
N
C
L
E
A
R
A
N
C
E
O
N
P
A
T
H
S
3
1/2"
R 4"
3/
4
"
1
1
/
4
"
1/4"
3"
TO
P
P
E
R
6
3
/
4
"
BO
D
Y
P
A
N
E
L
1'
-
1
1
1
/
4
"
1
1
/
2
"
TY
P
.
18
”
1'-8"
1
CONTEXT ELEVATION PD,
PERFORATED POST
SCALE: 1/2” = 1’-0”4 SIGN ELEVATION
SCALE: 1 1/2” = 1’-0”2
CONTEXT ELEVATION PD,
WOOD POST
SCALE: 1/2” = 1’-0”3
CONTEXT ELEVATION PD,
ISU-BRANDED TRAIL
SCALE: 1/2” = 1’-0”
PA
T
H
D
I
R
E
C
T
I
O
N
A
L
PD
Used For
Providing guidance on paths to list the
destinations that can be reached from the
path. ISU-branded toppers may be used
on paths that belong to ISU.
Placement
Place at the entrance to a park to indicate
distance to destinations that can be
reached from that point.
Place at confusing path junctures in a park
to indicate where path users should turn
to reach certain destinations.
Place on the right or left hand side of
the path, with room to have a bicyclist
approach the sign and not block the path.
Application Method(s)
Custom print on reflective or
retroreflective vinyl, applied to painted
sign panel.
Colors
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN
INTENT ONLY. FABRICATOR SHALL BE RESPONSIBLE FOR
ALL PERMITTING, FIELD VERIFICATION, SITE CONDITION
ASSESSMENTS, ENGINEERING, AND PREPARATION OF
SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE
RECOMMENDATIONS CONTAINED HEREIN.
Path Directional
C1
C4
C5 (for ISU-branded paths)
C2
C3
151
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
23
High
School
Aquatic
Center
0.5MI
500FT
Frederickson
Court 0.4MI
Brookside
Park Path
Aquatic
Center
High
School 1.2MI
0.9MI
Brookside
Park Path
ISU 0.5MI
Brookside
Park Path
City Hall 0.8MI
Downtown 0.8MI
ISU 0.5MI
13th Street
Downtown 0.8MI
Bike
Route
Brookside
Park 0.2MI
High
School 1.3MI
ISU 0.5MI
Bike
Route
Brookside
Park 0.2MI
High
School 1.3MI
Wading
Pool
Downtown
0.5MI
1.4MI
0.4MI
Frederickson
Court
Brookside
Park Path
SCALE: 1/2” = 1’-0”
PA
T
H
D
I
R
E
C
T
I
O
N
A
L
PDReference
This page shows some example layouts developed
for Ames as part of prototype sign plans. Refer to the
“Aquatic to Downtown” Sign Plan for placement and
context.
Order of Destinations
Signs should not include more than three
destinations. Destinations are ordered from top to
bottom as follows:
• Straight destinations
• Left-turn destinations
• Right-turn destinations
Multiple destinations in the same direction should
be listed in order from nearest to farthest, so that
all through-destinations are listed first, nearest to
farthest, and so on.
The right arrow should always be on the right-hand
side of the sign for faster recognition.
Distances
• When distances are less than one mile, a zero is
placed before the decimal, e.g. 0.5 mi
• Distances under 5 miles should be rounded to the
nearest tenth of a mile, e.g. 4.3 mi
• Between 5-10 miles, round to the nearest half-
mile, e.g. 5.5 mi
• Over 10 miles, to the nearest mile, e.g. 11 mi
• For distances under 0.2 miles, use feet, or do not
include the destination at all if the destination is
visible from the location.
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN
INTENT ONLY. FABRICATOR SHALL BE RESPONSIBLE FOR
ALL PERMITTING, FIELD VERIFICATION, SITE CONDITION
ASSESSMENTS, ENGINEERING, AND PREPARATION OF
SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE
RECOMMENDATIONS CONTAINED HEREIN.
Path Directional
Examples
152
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
24
Stuart Smith
Path
Brookside
Park PathVARIES
2’ MIN. FROM
EDGE OF CURB
13th Street
1 ¹⁄2”
1”
ATTACHMENT HARDWARE
SHALL BE PLACED TO AVOID
BLOCKING TEXT.
LAYOUTS TYPICAL FOR BOTH
SIDES OF SIGN PANEL
STREET NAME SIGNS AS
SPECIFIED BY FHWA
STANDARD HIGHWAY
SIGNS MANUAL
WHERE BRACKET AND
STRAP MOUNT ARE USED,
POWDERCOAT HARDWARE
TO MATCH C3
1”
1 ¹⁄2” MIN
1 ¹⁄4”
ALWAYS PLACE BICYCLIST
SYMBOL TO LEFT OF WALKER
SYMBOL, FACING LEFT, ON THE
ROUNDED (OUTER) EDGE.
R 4"
4"
2
1
/
4
"
TY
P
8"
7'
M
I
N
.
C
L
E
A
R
A
N
C
E
1
2
1
CONTEXT ELEVATION PN
(DRIVER VIEW),
PERFORATED POST
SCALE: 1/2” = 1’-0”4 SN SIGN LAYOUT
SCALE: 1 1/2” = 1’-0”
4 PN SIGN LAYOUT
SCALE: 1 1/2” = 1’-0”
2
CONTEXT ELEVATION SN
(PATH VIEW),
PERFORATED POST
SCALE: 1/2” = 1’-0”3
CONTEXT ELEVATION PN
(DRIVER VIEW),
TRAFFIC SIGNAL MAST
SCALE: 1/2” = 1’-0”
ST
R
E
E
T
N
A
M
E
/
P
A
T
H
N
A
M
E
SN-PNUsed For
Identifying path names and/or
street names at intersections.
Placement
Place at each intersection where
a path intersects with a street.
Mount the path name sign so
that it is visible to people on the
street. Mount the street name
sign so that it is visible to people
approaching on the path.
Application Method(s)
Custom print on retroreflective
vinyl, applied to aluminum sign
panel.
Colors
THESE DRAWINGS ARE AN EXPRESSION OF
DESIGN INTENT ONLY. FABRICATOR SHALL BE
RESPONSIBLE FOR ALL PERMITTING, FIELD
VERIFICATION, SITE CONDITION ASSESSMENTS,
ENGINEERING, AND PREPARATION OF SHOP
DRAWINGS, PRIOR TO IMPLEMENTING ANY OF
THE RECOMMENDATIONS CONTAINED HEREIN.
MUTCD green
Street Name / Path Name
C4
C5 (for ISU-
branded paths)
C3
153
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
25
2’ MIN. FROM
EDGE OF CURB
Bike Route
Brookside Park
0.3 miles
Downtown
1.2 miles
Stuart Smith Park
2.0 miles
36
”
West Lincoln
Businesses
1.0 miles
Campustown
Memorial
Union
0.3 miles
200 feet
IOWA STATE
UNIVERSITY
2”
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
1 ¹⁄2” MIN
2” MIN
1 ¹⁄4” 1 ¹⁄4”
2” 2”
ATTACHMENT HARDWARE
SHALL BE PLACED TO AVOID
BLOCKING TEXT.
³⁄4”
³⁄4”
SEPARATION LINES TO BE 20”
WIDE, CENTERED ON SIGN
PANEL, AND 1/4” THICK.
4
1/2"
R 4"
2"
TY
P
.
2
"
1
1/8"
1
21
/32
"
BO
D
Y
P
A
N
E
L
28
1
/
2
"
TO
P
P
E
R
7
1
/
2
"
4
1/2"
IS
U
T
O
P
P
E
R
7
1
/
2
"
1/4"
3
3
/
4
"
TY
P
.
7'
M
I
N
.
C
L
E
A
R
A
N
C
E
24”
1
CONTEXT ELEVATION SD
PERFORATED POST
SCALE: 1/2” = 1’-0”2 SIGN ELEVATIONS (SD)
SCALE: 1 1/2” = 1’-0”
ST
R
E
E
T
D
I
R
E
C
T
I
O
N
A
L
SD
Used For
Providing guidance along on-street bike
routes to the destinations that can be
reached along, or just off, the route.
ISU-branded toppers may be used on
streets under ISU jurisdiction.
Placement
Place in advance of intersections or turns
to indicate a turn in the route or where a
destination can be reached.
Where left turns are required, place at
a distance far back enough from the
intersection to allow for the bicyclist to
safely make a left turn with traffic.
Where only right turns are necessary,
the sign can be placed close to the
intersection.
Signs may be co-located with parking
regulatory signs or on utility poles.
Application Method(s)
Custom print on retroreflective vinyl,
applied to painted sign panel.
Colors
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN
INTENT ONLY. FABRICATOR SHALL BE RESPONSIBLE FOR
ALL PERMITTING, FIELD VERIFICATION, SITE CONDITION
ASSESSMENTS, ENGINEERING, AND PREPARATION OF
SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE
RECOMMENDATIONS CONTAINED HEREIN.
Street Directional
C1
C5 (for ISU-branded
routes)
C2
C3
154
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
26
Bike Route
City Hall
1.2 miles
Downtown
0.4 miles
South Duff
Businesses
0.4 miles
Bike Route
ISU
0.6 miles
High School
1.1 miles
Brookside
Park
0.9 miles
Bike Route
ISU
Downtown
Main Street
1.4 miles
Bike Route
Bandshell
Park
1 block
City Hall
0.4 miles
Bike Route
1 block
ISU
1.3 miles
City Hall
Jack Trice
Stadium
1.6 miles 1.7 miles
Mall
1.7 miles
Mall
Bike Route
0.7 miles
High School
Bike Route
High School
0.4 miles
Mall
0.7 miles
Skunk River
Trail
1.1 miles
Cross Grand, use path
Bike Route
Mall
500 feet
Meeker Elem
0.7 miles
Bike Route
1.1 miles
Downtown
0.3 miles
South Duff
Businesses
0.9 miles
Vet Med Trail
Bike Route
1.2 miles
Brookside
Park
0.6 miles
High School
Bike Route
Downtown
0.2 miles
Bike Route
Brookside
Park
1.0 miles
ISU
0.6 miles
Bike Route
South Duff
Businesses
0.9 miles
Vet Med Trail
1.1 miles
Bike Route
Downtown
0.6 miles
Brookside
Park
0.2 miles
1.0 miles
ISU
Bike Route
ISU
1.5 miles
Jack Trice
Stadium
1.1 miles
1.1 miles
South Duff
Businesses
0.6 miles
Bandshell
Park
0.4 miles
Fellows Elem
ISU
1.0 miles
SCALE: 1/2” = 1’-0”
ST
R
E
E
T
D
I
R
E
C
T
I
O
N
A
L
SDReference
This page shows some example layouts developed
for Ames as part of prototype sign plans. Refer to the
“Aquatic to Downtown” and “Mall to Downtown” Sign
Plans for placement and context.
Order of Destinations
Signs should not include more than three
destinations. Destinations are ordered from top to
bottom as follows:
• Straight destinations
• Left-turn destinations
• Right-turn destinations
Multiple destinations in the same direction should
be listed in order from nearest to farthest, so that
all through-destinations are listed first, nearest to
farthest, and so on.
The right arrow should always be on the right-hand
side of the sign for faster recognition.
Distances
• When distances are less than one mile, a zero is
placed before the decimal, e.g. 0.5 mi
• Distances under 5 miles should be rounded to the
nearest tenth of a mile, e.g. 4.3 mi
• Between 5-10 miles, round to the nearest half-
mile, e.g. 5.5 mi
• Over 10 miles, to the nearest mile, e.g. 11 mi
• For distances under 0.2 miles, use feet, or do not
include the destination at all if the destination is
visible from the location.
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN
INTENT ONLY. FABRICATOR SHALL BE RESPONSIBLE FOR
ALL PERMITTING, FIELD VERIFICATION, SITE CONDITION
ASSESSMENTS, ENGINEERING, AND PREPARATION OF
SHOP DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE
RECOMMENDATIONS CONTAINED HEREIN.
Street Directional
(Examples)
155
CHAPTER 4: SIGN DRAWINGS AMES WAYFINDING GUIDELINES
27
24”
2’ MIN. FROM
EDGE OF CURB
Bike Route
1 ¹⁄2”
1 ¹⁄2”
BIKE ROUTE TEXT AND BICYCLIST SYMBOL
MAY NEED TO BE LAID OUT SLIGHTLY
OFF-OF CENTER TO AVOID CONFLICTS WITH
ATTACHMENT HARDWARE
APPROXIMATE
1
CONTEXT ELEVATION SB
PERFORATED POST
SCALE: 1/2” = 1’-0”2 SIGN ELEVATIONS (SB)
SCALE: 1 1/2” = 1’-0”
1 ¹⁄2”
3”
R 4 11/32"
3
1/32
"
4
15
/32
"
4
1/2"
1'
-
0
"
7'
M
I
N
.
C
L
E
A
R
A
N
C
E
SI
M
P
L
E
B
L
A
Z
E
SB
Used For
Providing reassurance along both path and on-street
bike routes that the user is following the signed bike
route.
Placement
Signs may be co-located with parking regulatory signs
or on utility poles.
When used for reassurance or confirmation (without
arrows):
• Place after intersections or turns in the bike route
to communicate to drivers and bicyclists they are
on a bike route.
• At complicated or busy street intersections, place
so that the sign is within view of a bicyclist who
may be stopped at a traffic signal.
When used for turns (with arrows):
• Place before intersections or turns in the bike
route, when there are no other destinations in a
conflicting direction. If there are destinations in a
different directions, use a SD or PD sign instead.
• Where left turns are required, place at a distance
far back enough from the intersection to allow for
the bicyclist to safely make a left turn with traffic.
Application Method(s)
Custom print on retroreflective vinyl, applied to
painted sign panel.
Colors
THESE DRAWINGS ARE AN EXPRESSION OF DESIGN INTENT ONLY. FABRICATOR
SHALL BE RESPONSIBLE FOR ALL PERMITTING, FIELD VERIFICATION, SITE
CONDITION ASSESSMENTS, ENGINEERING, AND PREPARATION OF SHOP
DRAWINGS, PRIOR TO IMPLEMENTING ANY OF THE RECOMMENDATIONS
CONTAINED HEREIN.
Simple Blaze
C1 C2 C3
156
Chapter 5:
Mounting &
Placement
157
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
29
Map (Trailhead)Map (Close-Up)Path Directional
(Standard Size)
Directional
(Shorter Topper)
Chapter Summary
This chapter provides guidance on mounting
heights and sign dimensions for each sign type, a
Sign Placement Strategy, and Sign Placement Maps.
The guidance outlined in this chapter should be
used as tools and guidelines for putting together
wayfinding deployment plans in the future.
General Dimensions and Mounting Clearance
The illustrations on pages 33-34 provide overall
dimensions and mounting clearance guidelines
for the various sign types within the sign family.
Mounting clearances for Path Signs should be used
at trails throughout the City, while clearances for
On-Street Bike Wayfinding Signs should be used for
on-street bike wayfinding signs.
Sign Type Labels
The illustrations on these pages also establish labels
for each sign type. These labels will be used to
display sign placement guidance later in this chapter.
Ada Hayden
Heritage Park
0 0.1 0.2MILES
Trail Rules
For Emergency Assistance, Call 911
Carry Out All Waste
2800 W Midway Blvd
Ada Hayden
Heritage Park
0 0.1 0.2MILES
Trail Rules
For Emergency Assistance, Call 911
Carry Out All Waste
2800 W Midway Blvd
0 0.1 0.2MILES
To Aquatic
Center
Jack Trice
Stadium
Hilton
Coliseum
0.5MI
0.3MI
Brookside
Park 0.6MI
Stuart
Smith Park
0 0.1 0.2MILES
To Aquatic
Center
MT MC PD
MC
PD
Ma
x
7
’
18
”
Ma
x
.
3
6
”
30” to 44” typ.
18
”
4’
m
i
n
c
l
e
a
r
a
n
c
e
12
”
t
o
2
4
”
t
y
p
.
12” to 24” typ.
Coliseum
Lied Rec
Ctr
Memorial
Union
Short Name
0.5MI
4’
m
i
n
c
l
e
a
r
a
n
c
e
30
”
20”20”
4’
m
i
n
.
c
l
e
a
r
a
n
c
e
28
”
Artboard #1
Path dimensions and clearance
Edge of path or trail
Lateral clearance:
24” min.,
36” preferred
Dimensions and Mounting Clearance for Sign on Paths
158
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
30
Street Name / Path Name Street Directional Street Turn
Dimensions and Mounting Clearance for Signs Next to Streets
Stuart
Smith Path
Bike Route
Brookside Park
0.3 miles
Downtown
1.2 miles
Stuart Smith Park
2.0 miles
Bike Route
SN-PN SD SB
7’
m
i
n
Varies
7’
m
i
n
.
24”
36
”
7’
m
i
n
.
12
”
2’ min.
clearance
from edge
of curb
Curb Curb
24”
Edge of
sidewalk
2’ min. from
edge of curb
2’ min.
lateral clearance
159
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
31
Co-Locating Path Directional Signs
To conserve sign posts and reduce sign clutter, Path
Directional signs will often be co-located on the
same sign post.
Mounting the signs back-to-back is preferred
becuase both signs can be placed at a height that is
preferred for reading.
If signs are placed perpendicular to each other, the
upper sign will be too high to read comfortably by
many people.
In some cases, it may be possible to mount a Street
Name/Path Name sign on the same post as a Path
Directional Sign. However, the Street Name Path
Name Sign needs to be visible from the street, so it
shouldn’t be set too far back from the street; while
the Path Directional sign needs to be placed in a
location where a path user can slow down or pull
aside to look at it more closely. Because of that, Path
Directionals should usually be set back 10 to 20 feet
from the intersection.
Encouraged: co-locating
path directional signs
back-to-back
Discouraged: co-locating
path directional signs
in perpendicular mount
path directional signs
with street name/path name signs
High
School
Aquatic
Center
0.5MI
500FT
Frederickson
Court 0.4MI
Brookside
Park Path
13th Street
Jack Tr
i
c
e
Stadium
Hilton Coliseum
Brooksi
d
e
Park
0.6MI
Stuart
Smith
P
a
r
k
ISU
0.5MIBike
Route
Brooks
i
d
e
Park
0.2MI
High
School
1.3MI
ISU
0.5MI
Brooks
i
d
e
Park Pa
t
h
City Hall
0.8MI
Downtow
n
0.8MI
Path DirectionalPD Path DirectionalPD Path DirectionalPD SN Street Name
160
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
32
Sign Placement Strategy
Logical and consistent placement of wayfinding
helps users easily identify wayfinding elements,
provides a legible system, and ensures the signage
elements do not create undue safety hazards.
A Sign Placement Strategy is a clear decision-
making tool for future wayfinding implementation.
Figure 17 sets forth a decision tree illustrating
the strategy, which emphasizes three main
considerations. The next pages will lay out
examples for how to apply the strategy. The three
considerations are:
1. Focus on Priority Wayfinding Routes
By focusing sign placement on a few priority
routes, the City can limit new wayfinding signs to
manageable quantity. It also makes decisions about
sign placement easy and increases the “strength”
and effectiveness of the wayfinding route.
2. Center the User
Centering the user experience is essential when
determining sign type and placement. Identifying
the user need in each situation helps determine sign
type and placement. For example, bicyclists on an
on-street bike route who need to turn left to get to
their destination will need street directional signs
placed in advance of the intersection. Bicyclists who
need to turn right do not need advance notice.
3. Limit Sign Clutter
Where possible, co-locate signs on the same post
and use existing posts such as telephone poles or
Speed Limit signs, unless locating signs on existing
posts will degrade the user experience significantly.
Figure 17: Sign Placement Strategy Flow Chart
Keep it Simple
Minimize sign
clutter and
the number
of different
signs used.
Design for the
Inexperienced User
Use low-stress
bicycle routes
like paths and
quiet streets.
Be Inclusive
Consider the
needs of people
who are using
mobility devices.
Be Consistent
Place signs in a
consistent way
throughout
the route in a
predictable way.
Make Connections
Pick priority
wayfinding routes
guide users to
within sight of
their destination.
What information do
people biking need?
Place a Street
Directional
Sign before the
intersection
Place a
Simple
Blaze before
the turn
Place a Simple
Blaze after an
intersection or
turn
What information
do people biking
or walking need?
Is the location
on a priority
wayfinding route?
Yes
No
Do not place a sign
Park path
Street
Confirmation
they are on the
correct route
Where
the path
goes
Where to
turn to get
to their
destination
Intersection
of park path
and street
Where to
turn to get
to their
destination
Is the location on a path
in a park, or is it on a
street where it can be
seen by people driving?
The route
turns onto
another
street or
path
Place a Map
(Trailhead or
Close-up) where
there is room to
pull aside
Place a Path
Directional
at the
junction
Core Wayfinding Principles for Sign Placement
The core wayfinding principles from page 5 earlier in these Guidelines can be applied specifically to the
placement of wayfinding signs.
Place a Simple
Blaze after a
juncture or
turn
Place a Street
Name/Path Name
Sign Assembly
Confirmation
they are on the
correct route
161
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
33
Apply the Strategy: Aquatic Center to Downtown
This first example shows how the Sign Placement Strategy
would look from the perspective of a trail user who is on 13th
Street just south of the Furman Aquatic Center. This person is
going toward downtown Ames; from this location, their route
will go on paths through Brookside Park. This user would
encounter five sets of wayfinding signs on this journey.
At the start of the trip, the trail user is facing south looking at
the entrance to the Brookside Park Path. They should see three
sets of signs at this intersection: a Street Name/Path Name
sign that identifies the name of the trail and the street name
(13th Street), which can be mounted to the lampposts and
signal.
In addition to that, a Path Directional Sign facing north should
list the specific destinations that can be reached from this
point. A Map (Close-up) would very helpful in this location,
since it is the entry-point for Brookside Park which is quite
large and has as a number of paths and amenities within the
park. The Map can be co-located on the same post as the Path
Directional, as long as there is sufficient clearance to mount
the map below the Path Directional.
Brookside
Park
Downtown
Furman
Aquatic
Center
1/4 mile0 1/2 mile
13th St
y Blvd
G
r
a
n
d
A
v
e
Main St
6th St
Pr
i
o
r
i
t
y
W
a
y
n
d
i
n
g
R
o
u
t
e
No
r
t
h
w
e
s
t
e
r
n
A
v
e
6th St
Io
w
a
y
C
r
e
e
k
Priority Way nding
Route
Priority
W
a
y
n
d
i
n
g
Route
Start of
Trip
End of
Trip
C
l
a
r
k
A
v
e
Artboard #1
13th Street to downtownMap of User’s Full Route
Scenario Artboard #1
Intersection of Trail and Street
13th St
Priority Way nding
RouteStart
Trip
SN-PN
SN-PN
PD
MC
Path DirectionalPD
Map (Close-up)MC
Street Name/
Path NameSN-PN
Label
Sign face
and post
Intersection of Trail and Street
162
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
34
Apply the Strategy: Aquatic Center to Downtown
As the user continues on the Brookside Park Path, they will encounter path
junctions within the park where it is not obvious they should continue. A Simple
Blaze sign placed after the path junction can provide the “breadcrumb” to the
user to let them know which way to go.
The user will go under 6th Street and approach 6th Street from the south, which
can be disorienting. For the user approaching 6th street, a Path Directional Sign
and a Street Name/Path Name sign will provide sufficient information for them
to understand they need to turn right to go to downtown.
However, for users on the 6th Street sidepath, it will be confusing to see
directions pointing south to go to the Brookside Park, the Aquatic Center, or
Ames High School. For that reason, special care should be taken to ensure there
is a Path Directional and a Map (Close-up) right at the junction of the paths
so that trail users understand both the destinations and the path direction. To
reduce sign clutter and the need for signposts, some of these signs can be co-
located on the same post.
Scenario Artboard #2
Internal Park Path Routing
Io
w
a
y
C
r
e
e
k
6th S
t
SB
Simple BlazeSB
Label and post
SB
Internal Park Path Routing
6th S
t
Iow
a
y
C
r
e
e
k
Priorit
y
Route
Path DirectionalPD
Map (Close-up)MC
Street Name/Path NameSN-PN
Label
Sign face
and postSN-PN
SD
PD
Street DirectionalSD
SD
PD
MC
Scenario Artboard #3
Intersection of Two TrailsIntersection of Two Trails
163
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
35
Apply the Strategy: Aquatic Center to Downtown
The user will continue east on 6th Street. At Northwestern Avenue, the route
turns. There are some destinations straight ahead, but the bike lanes end at
Grand Avenue. Therefore, the wayfinding should direct the user to go right on
Northwestern Avenue to continue on the low-stress Priority Wayfinding Route
towards downtown and other destinations in the area. A simple Street Turn sign
with the arrow pointing right is all that is needed, but a Street Directional could
also be used at this location to provide clarity on which specific destinations can
be reached by turning right.
For bikeway users headed north out of downtown on Northwestern Avenue,
a Street Turn with the arrow pointing left may be used, but if there are
destinations straight ahead that are not far away or require turns, a Street
Directional could also be used to point users to destinations that are straight
ahead, since Northwestern Avenue is a low-stress bikeway.
The user will continue towards downtown on Northwestern Avenue. They will
cross Grand Avenue, which is a priority wayfinding route from the south, and
Clark Avenue, which is a Priority Wayfinding Route from the north. The map at
left shows the recommended signage for Clarke Avenue.
A Street Directional Sign in advance of the intersection with Clark Avenue can
point the user to destinations straight ahead, to the left, and to the right. For
bikeway users approaching the same intersection from other directions, Street
Directional Signs should be provided on all legs of the intersection to alert users
of the primary destinations that can be reached straight ahead, to the left, and
to the right.
Because this is an intersection of two Priority Wayfinding Routes, and many
people will be turning onto the route, this location deserves extra signage.
Simple Blaze signs should also be placed immediately after the intersections to
provide confirmation that the user is on a bike route.
No
r
t
h
w
e
s
t
e
r
n
A
v
e
6th St
Scenario Artboard #4
Turn From Trail to On-Street Route
Label
Street TurnST
Sign face
and post
ST
ST
Street DirectionalSD
SD
SD
oror
Turn From Trail to On-Street Route
Downtown
Main St
End of Trip/intersection of two bike routes
Scenario Artboard #5
Pr
i
o
r
i
t
y
W
a
y
n
d
i
n
g
Ro
u
t
e
Priority Way nding
Route
Label
Sign face
and post
SD Street Directional
SD
SD
SD
C
l
a
r
k
A
v
e
SB Simple Blaze
SB
End of
Trip
Intersection of Two Priority Bike Routes
164
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
36
Apply the Strategy: On-Street Bike Route to Downtown
Map of User’s Full Route
This second example shows how the Sign Placement Strategy would be look
from the perspective of a bikeway user who is on 24th Street just south of the
North Grand Mall. This person is also wanting to go to downtown Ames, but their
route will be entirely on streets or paths next to streets. This route illustrates four
additional scenarios on applying the wayfinding sign placement strategy in Ames.
Scenario Artboard #6
Start of Journey
24th St
Priority
Way nding Route20th St
Pr
i
o
r
i
t
y
Wa
y
n
d
i
n
g
R
o
u
t
e
SB
SB
G
r
a
n
d
A
v
e
SD
Label
Street DirectionalSD
Sign face
and post
SD
SD
Start
Trip
Simple BlazeSB
Start of Journey (Not on a Priority Route)
At the start of the trip, the bikeway user is facing south on the sidepath next
to Grand Avenue, just south of 24th Street. The sidepath is not on a Priority
Wayfinding Route, so the bikeway user will not see any wayfinding signs at the
start of the journey. Even once they get to the intersection of 20th Street (a
Priority Wayfinding Route), the user will not see wayfinding signs unless they
look left or right.
Upon turning east on 20th Street, the user should see a Street Directional Sign
on the far side of Grand Avenue. Directional signs placed immediately after the
intersections provide confirmation that the user is on a bike route. They also will
be able to include more destinations that can be reached on the bike route by
continuing straight.
Downtown Ames
Ioway Creek
North
Grand
Mall
Mary Greely
Medical Center
Inis Grove
Park
Homewood
Municipal
Golf Course
East River
Valley park
Ames
Municipal
Cemetery
North River
Valley Park
Downtown
Meeker
Elem
Furman
Aquatic
Center
Artboard #2
Mall area to downtown
Brookside
Park
24th St
13th St
6th St
G
r
a
n
d
A
v
e
South Skunk River
20th St
C
l
a
r
k
A
v
e
1/4 mile 1/2 mile0
Start of
Trip
End of
Trip
Pr
i
o
r
i
t
y
W
a
y
n
d
i
n
g
R
o
u
t
e
Pr
i
o
r
i
t
y
W
a
y
n
d
i
n
g
Ro
u
t
e
Priority Way nding
Route
Priority Way nding Route
Pr
i
o
r
i
t
y
W
a
y
n
d
i
n
g
R
o
u
t
e
165
CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
37
Apply the Strategy: On-Street Bike Route to Downtown
Intersecting Priority Routes
On-Street Bike Route Crossing Large Intersection
The user will continue east on 20th Street. No additional signs are needed on
20th Street until the intersection with Clark Avenue, another Priority Wayfinding
Route. A Street Directional Sign in advance of the intersection with Clark
Avenue can point the user to destinations straight ahead (continuing on the
Priority Wayfinding Route on 20th Street) and to the right on Clark Avenue.
Because this is an intersection of two Priority Wayfinding Routes, this location
deserves confirmation signs for after the turns. Simple Blaze signs should be
placed immediately after the intersection to provide confirmation that the user
is on a bike route.
The user will continue south on Clark Avenue. At the intersection of 13th Street,
which is a busy, high-traffic street, it will be helpful for the user to see Simple
Blaze signs immediately after the intersection while they are waiting to cross
13th Street. This placement provides confirmation that the bike route continues,
and also alerts turning motorists that they need to be looking for bicyclists.
20th St
C
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Intersecting priority routes
Scenario Artboard #7
Label
SD
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and post
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Route SD
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13th St
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On-Street Bike Route Crossing Large Intersection
Scenario Artboard #8
Label
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Sign face
and post
SBSB
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CHAPTER 5: MOUNTING & PLACEMENT AMES WAYFINDING GUIDELINES
38
Apply the Strategy: On-Street Bike Route to Downtown
Destination off of Route
After crossing 13th Street, the user will continue south on Clark Avenue and
intersection of 13th Street, which is a busy, high-traffic street, it will be helpful
for the user to see Street Directional signs before the intersection where they
would need to turn if they were going to a destination (such as the hospital). No
confirmation signs are needed after the intersection or the turn.
Destination o of route
Scenario Artboard #9
Label
Street DirectionalSD
Sign face
and post
13th St
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Chapter 6: System
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CHAPTER 6: SYSTEM PLANNING & PROGRAMMING AMES WAYFINDING GUIDELINES
40
Priority Wayfinding Routes
Several priority routes were identified for early
implementation through input from City staff,
the project Technical Advisory Committee, and
community engagement. These were selected based
on need for wayfinding and the need to help people
navigate routes using paths that go through city
parks or away from the on-street network.
Phase 1 Priority Routes will help people make
connections between downtown Ames and major
destinations on bikeways and paths that are already
low-stress bicycle facilities and don’t require any
significant investment to make them comfortable
for inexperienced bicyclists. They will connect
between downtown Ames and the following
destinations:
• The mall area
• The hospital
• Ames High School and University Village
• ISU campus (eastern edge)
• Retail along South Duff Avenue
• Research Park
Phase 2 Priority Routes will build on the first set of
wayfinding routes, with the intention to develop a
“grid” of signed routes between most of the major
destinations in Ames. The focus of wayfinding for
both Phase 1 and Phase 2 routes is to guide users
along streets or paths that are not “obvious”: they
are along paths or quiet local streets that people
wouldn’t be familiar with if they only get around
Ames in a car.
Phase 3 Priority Routes are less important or may
require infrastructure investments (such as paths
or bike lanes) before they are appropriate for
inexperienced bicyclists. Wayfinding routes on east-
west or north-south arterial streets (even when they
have paths next to them or connect to important
destinations) are lower priority because people
biking along those streets can rely on “inference”
(see page 9) to know that they are going in the right
direction. Moreover, many of the retail destinations
in those outlying areas (such as Walmart or large
employers) are readily visible from a distance.
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CHAPTER 6: SYSTEM PLANNING & PROGRAMMING AMES WAYFINDING GUIDELINES
41
Sign Programming Destination Selection
A destination hierarchy ensures that as users travel
along the bicycle and trail network, they encounter
simple, legible, and consistent destinations—
important features of a wayfinding system. “Level
1 Destinations” (such as “Downtown”) appear
on almost all wayfinding signs as path users are
guided toward the destination. Level 2 or Level 3
destinations will appear on wayfinding signs only
when the path user is close to the destination).
The map on the following page displays both the
hierarchy and the preferred abbreviations for the
major destinations in Ames. The distance standards
shown on this page and the destination hierarchy
shown on the following page can be used by
planners to decide which destinations to display on
each sign.
Figure 18: Destination Hierarchy Diagram
Downtown
Cultural Districts
Arenas + stadiums
Universities
Transit stations
Community parks
Secondary schools
Shopping districts
LEVEL 2 DESTINATIONS
LEVEL 3 DESTINATIONS
LEVEL 1 DESTINATIONS
5 miles
2 miles
1/2 mile
Neighborhood parks
Primary schools
Community centers
170
CHAPTER 6: SYSTEM PLANNING & PROGRAMMING AMES WAYFINDING GUIDELINES
42 171
CHAPTER 6: SYSTEM PLANNING & PROGRAMMING AMES WAYFINDING GUIDELINES
43
Path Naming Conventions
Path names are essential for the wayfinding system
so that routes can be identified and referenced
to users on wayfinding signs. While some of the
primary paths around Ames have names, the
naming conventions are inconsistent and many
paths are unnamed. Part of this planning process
was establishing relevant and consistent names for
many of the Ames paths, especially the ones that
are not next to a street.
The proposed path names are listed in Figure 19
along with their approximate location. These path
names should be used on street name/path name
signs and path directional signs.
Sidepaths that are parallel to streets do not need to
be named explicitly and do not require Street Name/
Path Name sign assemblies or path directional signs.
Path Name
(Alphabetical)Location
24th Street Path West of Stange Road
Ada Hayden Path or
Ada Hayden Loop
Paths in Ada Hayden Heritage Park
should probably be distinguished from
each other in some way to aid in wayfin-
ding and navigation.
Aquatic Center Path Path between the High School path
south to 13th Street
Arboretum Path Path through arboretum between S
Sheldon Avenue and State Ave
Brookside Park Path Path through Brookside Park parallel to
Ioway Creek
Freddy Court Under-
pass
Underpass between ISU main campus
and Frederiksen Court
GW Carver Road Path South of Aspen Road and north of
Moore Memorial Park
High School Bike Path
East-west path between University
Village and Ridgewood Avenue behind
the high school
Lee Park Path Path through Lee Park connecting Toss
Road and Oakland Street
Path Name
(Alphabetical)Location
Middle School Path Path behind Ames Middle School
Moore Memorial
Park Path Paths in Moore Memorial Park
Skunk River Trail
Path along Skunk River from Homewood Munic-
ipal Golf Course on the north, to path south of
US Highway 30 on the south.
Stuart Smith Bridge
Path
Path in Stuart Smith Park crossing the bridge
over Ioway Creek
Stuart Smith Park Path Path through Stuart Smith Park
Tedesco Connector Trail Path connecting Cottonwood Road southwest
to 260th Street
Tedesco Environmental
Learning Corridor Paths in and south of Research Park
Vet Med Trail Diagonal path from S Grand Avenue at Ioway
Creek Park to Airport Road at Research Park
West Ames Greenbelt
Path
Path parallel to College Creek from State Ave-
nue on the east to Daley Park/Wilder Boulevard
on the west.
Figure 19: Path Naming Conventions in Ames
172
WBR Ames Final Plan Document
Adam Wood <awood@tooledesign.com>
Fri 5/24/2024 3:45 PM
To: Pregitzer, Damion <Damion.Pregitzer@cityofames.org>; Gansen, Mark <Mark.Gansen@cityofames.org>; Thompson, Kyle <kyle.thompson@cityofames.org>
Cc: Kevin Luecke <kluecke@tooledesign.com>; Sonia Haeckel <shaeckel@tooledesign.com>
[External Email]
Damion, Mark, Kyle:
Here is a download link to a final plan document for approval by council: h ps://tooledesign.egnyte.com/dl/ibMVmZzQyw/WBRA_FinalDra _20240524.pdf_
Other than poten ally changing the date or addressing any typos you might find, we expect this to be the final version we send you. Once you confirm this is final, we’ll create the final data transfer
package. Have a nice weekend!
Here is a record of the changes made:
1. Added disclaimers to planned infrastructure maps and priori es maps:
a. “The planned infrastructure shown on this map represents long-term needs and a vision for the development of the ac ve transporta on network. During loca on-specific planning,
design, and implementa on, the City of Ames may iden fy and select alterna ve treatments, alignments, or loca ons that differ from this map but meet the intent of this Plan.” Applies to:
i. Figure 25: Exis ng and Planned Bikeways and Paths (Page 63)
ii. Figure 27: Planned Crossing Projects (Page 68)
iii. Figure 29: Planned Sidewalk Projects (Page 73)
b. “The priori es illustrated on this map are one input used to determine which projects to build first and should not be interpreted as a commitment to order of implementa on. Many
addi onal factors influence the order in which projects are implemented. See the previous page for more informa on.” Applies to:
i. Figure 26: Priori zed Bikeway and Shared-Used Paths (Page 65)
ii. Figure 28: Priori zed Crossing Projects (Page 70)
iii. Figure 30: Priori zed Sidewalk Projects (Page 75)
2. Added a “Future Opportuni es and Needs” sec on to page 62, right before the Planned Bikeways map that says “The City of Ames may iden fy needs and opportuni es to construct bikeways
and paths that are not iden fied in this Plan. When doing so, and when reconstruc ng streets with exis ng bikeways, the City will use judgement when selec ng an appropriate bicycle facility
type, including consul ng current standards and the Facility Selec on Matrix on page 40.”
3. Added bolded statement in the Implementa on Horizon sec on (page 90) saying “The informa on shown on this page cons tutes a cost impact assessment and is based on historical funding
levels. The implementa on of this Plan is expected to follow current City of Ames funding policies.”
4. Addressed typos:
a. Page 44 - in the cost, changed hyphen to comma.
b. Page 58 and page 76– removed fourth zero a er the comma for typical cost per mile.
c. Page 74 - changed “bust” to bus
d. Figure 2 | Journey to Work by Mode over Time. Corrected horizontal axis to show years
Adam Wood, AICP (he/him/his)
Active Transportation Plan Practice Lead | Madison, WI
awood@tooledesign.com | 608.663.8082 x402
Creating great places that move people.
Toole Design Group, LLC is committed to its Non-Discrimination Policy in all programs and activities in accordance with Title VI of the
Civil Rights Act of 1964. Toole Design Group, LLC will not discriminate in the selection and retention of subcontractors or suppliers and
will ensure that minority business enterprises will be afforded full opportunity to submit bids in response to an invitation to bid or
proposal, and will not be discriminated against on the grounds of race, color, age, religion, ancestry, national origin, sex, physical
disability, gender identity or expression, sexual orientation, genetic information, pregnancy or childbirth, socioeconomic status, veteran
or military status, neurodiversity, mental wellness, or any other characteristic protected by law. To request a copy of Toole Design
Group, LLC’s Non-Discrimination Policy or for more information contact admin@tooledesign.com or call 301.927.1900.
173
ITEM #:13
DATE:09-10-24
DEPT:FIN
SUBJECT:FIRST AMENDMENT TO FY 2024/25 ADOPTED BUDGET
COUNCIL ACTION FORM
BACKGROUND:
The Code of Iowa requires that city spending by program not exceed Council-approved budget amounts
at any time during the year. To maintain compliance, the City monitors spending against the approved
budget and prepares amendments to the budget several times during the fiscal year.
The following is the customary budget amendment schedule:
Amendment #1 (THIS ACTION) - In the fall, a first amendment is prepared to carry over unspent
project amounts from the prior fiscal year. These amounts are primarily related to delays in completing
budgeted capital improvement projects.
Amendment #2 - The second amendment is prepared as part of the adoption process for the next fiscal
year’s budget. This is typically completed in March or April.
Amendment #3 - A final spring amendment is completed to adjust for any significant changes that have
occurred since the prior amendment. This amendment typically is restricted to the early start of CIP
projects approved for the following fiscal year, new grants that have been received and their associated
project expenses, and any significant changes in CIP projects, operating expenses, or revenues from the
March amendment process.
The fall amendments have been prepared for City Council review and approval. This amendment
provides formal Council authority to carry forward the appropriation for capital improvements
and other significant incomplete projects at the end of FY 2023/24. A report highlighting the
carryovers will be presented to the City Council at the September 24, 2024 hearing.
ALTERNATIVES:
1. Adopt a resolution setting September 24, 2024 as the date of public hearing for the first
amendment to the FY 2024/25 budget.
2. Refer this item back to staff for additional information or other adjustments to the amendments.
CITY MANAGER'S RECOMMENDED ACTION:
Amending the FY 2024/25 budget for carryover amounts from the FY 2023/24 budget early in the fiscal
year will provide for improved budget monitoring and tracking. It will also provide assurance that
Council-approved projects and work not completed in the prior year will not be delayed due to spending
authority. Therefore, it is the recommendation of the City Manager that the City Council approve
Alternative No. 1, as described above.
174
ITEM #:14
DATE:09-10-24
DEPT:PW
SUBJECT:2023/24 AIRPORT IMPROVEMENTS PROGRAM (WILDLIFE FENCE)
COUNCIL ACTION FORM
BACKGROUND:
On August 6, 2024, the City Council accepted the bids for the 2023/24 Airport Improvements Program
(Wildlife Fence) project and submitted a grant application to the Federal Aviation Administration
(FAA) for federal funding. The project was awarded by City Council with the condition that the federal
funding agreement from the FAA is secured to provide full project funding. The previous Council
Action Form is attached for reference.
The estimated cost of this project is $3,002,305, of which $2,626,519 will come from a federal FAA
grant. (See Budget Table Below)
Revenues Costs Expenses Costs
Federal AIP Funds $2,626,519 Consultant Services:
Iowa DOT Funds $58,400 Administration $1,000
Airport Improvement
Funds (previously
budgeted)
$218,000 CATEX/Env. Review $77,700
Airport Improvement
Funds (new)$99,386 Design $147,200
Cont. Inspection $160,400
Contractor:
Construction $2,616,005
Totals $3,002,305 Totals $3,002,305
Since that August meeting, staff has received the FAA grant agreement, which has been reviewed and
approved by the Legal Department. Once the agreement is fully executed, the City can issue the notice
to proceed to Minturn, Inc., the contractor awarded the project.
The FAA has indicated that the grant agreement must be signed and returned by September 15,
2024, to be included in this round of federal appropriations. After City Council takes action, the
signature process will follow the FAA's e-signature procedure through the City’s authorized
representatives.
ALTERNATIVES:
1. Approve the federal funding agreement from the Federal Aviation Administration
2. Reject the funding agreement and direct staff to determine alternative ways to fund the project.
175
CITY MANAGER'S RECOMMENDED ACTION:
By approving the grant agreement, the City will ensure an important safety improvement
proceeds as planned at the Airport. Therefore, it is the recommendation of the City Manager that the
City Council adopt Alternative No. 1, as shown above.
ATTACHMENT(S):
August 6 2024 CAF.pdf
AMW-CEG-3-19-0004-033-2024-Grant Agreement_encrypted_.pdf
176
ITEM #:2
DATE:08-06-24
DEPT:PW
SUBJECT:2023/24 AIRPORT IMPROVEMENTS PROGRAM (WILDLIFE FENCE)
COUNCIL ACTION FORM
BACKGROUND:
The FY 2023/24 Airport Improvement Program includes the installation of a barrier fence to limit
animal crossings at James Herman Banning Ames Municipal Airport. This essential safety project aims
to mitigate animal strike risks and restrict unauthorized access to runways and taxiways with minimal
disruption to airport operations.
Division 1: Includes all Federal funding eligible items. The base bid includes two fencing types:
1) Eight-foot chain link with animal skirting, and 2) Eight-foot welded wire mesh style with
animal skirting. Alternate A is for all chain link fencing.
Division 2: Includes a small portion of fence along S. Riverside where a drainage way crosses in
front of Runway Approach 13. To avoid costly culvert extensions, the fence alignment leaves the
Airport property onto City right-of-way, which the FAA will not fund. Alternate B is for PVC
coated fence in the terminal area.
Division 3: Includes motorizing two gate access points with access control. This item is not
eligible for Federal aid under the proposed grant funding but can be paid for with State funds
(from the Iowa DOT).
On July 30, 2024, one bid was received as follows:
Bid Divisions Engineer's
Estimate
Minturn, Inc.
Brooklyn, IA
Division 1 - Base Bid $2,600,000 $2,514,655
Division 1 - Alt A $204,600 $17,400
Division 2 - Base Bid $9,900 $7,500
Division 2 - Alt B $3,580 $3,450
Division 3 - Base Bid $64,750 $73,000
Totals $2,882,830 $2,616,005
The City's consultant, Bolton & Menk, has reviewed the bid submittal from Minturn, Inc., Brooklyn,
IA, and has determined that it is acceptable. The consultant also performed reference checks on the
bidder and found them to be satisfactory. The attached letter from Bolton & Menk indicates a
recommendation to award the Division 1 Base Bid, Division 1 Bid Alternate 'A', Division 2 Base Bid,
Division 2 Bid Alternate 'B', and Division 3 Bid Alternate 'C.'
Revenues and expenses for this project are as follows:
177
Revenues Costs Expenses Costs
Federal AIP Funds $2,626,519 Consultant Services:
Iowa DOT Funds $58,400 Administration $1,000
Airport Improvement
Funds (previously
budgeted)
$218,000 CATEX/Env. Review $77,700
Airport Improvement
Funds (new)$99,386 Design $147,200
Cont. Inspection $160,400
Contractor:
Construction $2,616,005
Totals $3,002,305 Totals $3,002,305
The revised expenses require $99,386 in additional funds to be allocated from the Airport Improvement
Fund to accomplish the project. Sufficient funding exists in the available balance of the Airport
Improvement Fund for this purpose.
ALTERNATIVES:
1. a.) Accept the report of bids for the 2023/24 Airport Improvements Program (Wildlife Fence) project.
b.) Approve the Federal grant application for the project.
c.) Approve final plans and specification and award the 2023/24 Airport Improvements Program
(Wildlife Fence) project to Minturn, Inc. of Brooklyn, IA in the amount of $2,616,005, contingent
upon receipt of all grants necessary to fund the project.
2. Reject the bids and direct staff to reprogram the project to a future year based on funding
availability.
CITY MANAGER'S RECOMMENDED ACTION:
Awarding this project will significantly enhance the safety of Ames Airport users and local wildlife by
reducing the risk of animal strikes by aircraft during airport operations. Therefore, it is the
recommendation of the City Manager that City Council adopt Alternative No. 1, as shown above.
ATTACHMENT(S):
Ames-Wildlife Fencing- Engineers Letter of Recommendation.pdf
Ames-Wildlife Fencing-Grant Application-7-30-2024.pdf
178
3-19-0004-033-2024
1
Airports Division
Central Region
Iowa, Kansas, Missouri, Nebraska
FAA ACE-600
901 Locust
Kansas City, MO 64106
Mr. Damion Pregitzer
Traffic Engineer
City of Ames
515 Clark Avenue
Ames, IA 50010
Dear Mr. Pregitzer:
The Grant Offer for Airport Improvement Program (AIP) Project No. 3-19-0004-033-2024 at Ames
Municipal Airport is attached for execution. This letter outlines the steps you must take to properly
enter into this agreement and provides other useful information. Please read the conditions, special
conditions, and assurances that comprise the grant offer carefully.
You may not make any modification to the text, terms or conditions of the grant offer.
Steps You Must Take to Enter Into Agreement. To properly enter into this agreement, you must do the
following:
1. The governing body must give authority to execute the grant to the individual(s) signing the
grant, i.e., the person signing the document must be the sponsor’s authorized representative(s)
(hereinafter “authorized representative”).
2. The authorized representative must execute the grant by adding their electronic signature to
the appropriate certificate at the end of the agreement.
3. Once the authorized representative has electronically signed the grant, the sponsor’s attorney(s)
will automatically receive an email notification.
4. On the same day or after the authorized representative has signed the grant, the sponsor’s
attorney(s) will add their electronic signature to the appropriate certificate at the end of the
agreement.
5. If there are co-sponsors, the authorized representative(s) and sponsor’s attorney(s) must follow
the above procedures to fully execute the grant and finalize the process. Signatures must be
obtained and finalized no later than September 17, 2024.
6. The fully executed grant will then be automatically sent to all parties as an email attachment.
Payment. Subject to the requirements in 2 CFR § 200.305 (Federal Payment), each payment request for
reimbursement under this grant must be made electronically via the Delphi eInvoicing System. Please
see the attached Grant Agreement for more information regarding the use of this System.
Project Timing. The terms and conditions of this agreement require you to complete the project without
undue delay and no later than the Period of Performance end date (1,460 days from the grant execution
date). We will be monitoring your progress to ensure proper stewardship of these Federal funds. We
expect you to submit payment requests for reimbursement of allowable incurred project expenses
179
3-19-0004-033-2024
2
consistent with project progress. Your grant may be placed in “inactive” status if you do not make draws
on a regular basis, which will affect your ability to receive future grant offers. Costs incurred after the
Period of Performance ends are generally not allowable and will be rejected unless authorized by the
FAA in advance.
Reporting. Until the grant is completed and closed, you are responsible for submitting formal reports as
follows:
Ø For all grants, you must submit by December 31st of each year this grant is open:
1. A signed/dated SF-270 (Request for Advance or Reimbursement for non-construction
projects) or SF-271 or equivalent (Outlay Report and Request for Reimbursement for
Construction Programs), and
2. An SF-425 (Federal Financial Report).
Ø For non-construction projects, you must submit FAA Form 5100-140, Performance Report within
30 days of the end of the Federal fiscal year.
Ø For construction projects, you must submit FAA Form 5370-1, Construction Progress and
Inspection Report, within 30 days of the end of each Federal fiscal quarter.
Audit Requirements. As a condition of receiving Federal assistance under this award, you must comply
with audit requirements as established under 2 CFR Part 200. Subpart F requires non-Federal entities
that expend $750,000 or more in Federal awards to conduct a single or program specific audit for that
year. Note that this includes Federal expenditures made under other Federal-assistance programs.
Please take appropriate and necessary action to ensure your organization will comply with applicable
audit requirements and standards.
Closeout. Once the project(s) is completed and all costs are determined, we ask that you work with your
FAA contact indicated below to close the project without delay and submit the necessary final closeout
documentation as required by your Region/Airports District Office.
FAA Contact Information. Brian M. Tompkins, (816) 329-2647, is the assigned program manager for this
grant and is readily available to assist you and your designated representative with the requirements
stated herein.
We sincerely value your cooperation in these efforts and look forward to working with you to complete
this important project.
Sincerely,
Rodney N. Joel
Acting Director, Central Region Airports Division
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3-19-0004-033-2024
3
U.S. Department
of Transportation
Federal Aviation
Administration
FEDERAL AVIATION ADMINISTRATION AIRPORT IMPROVEMENT PROGRAM (AIP)
FY 2024 AIP
GRANT AGREEMENT
Part I - Offer
Federal Award Offer Date {{DateTime_es_:signer1:calc(now()):format(date," mmmm d, yyyy")}}
Airport/Planning Area Ames Municipal
AIP Grant Number 3-19-0004-033-2024
Unique Entity Identifier WV9ZMFEMMH38
TO: City of Ames
(herein called the "Sponsor") (For Co-Sponsors, list all Co-Sponsor names. The word "Sponsor" in this Grant Agreement also
applies to a Co-Sponsor.)
FROM: The United States of America (acting through the Federal Aviation Administration, herein
called the "FAA")
WHEREAS, the Sponsor has submitted to the FAA a Project Application dated August 06, 2024, for a
grant of Federal funds for a project at or associated with the Ames Municipal Airport, which is included
as part of this Grant Agreement; and
WHEREAS, the FAA has approved a project for the Ames Municipal Airport (herein called the “Project”)
consisting of the following:
Install Wildlife Exclusion Fencing (30,600 ft.)
which is more fully described in the Project Application.
NOW THEREFORE, Pursuant to and for the purpose of carrying out the Title 49, United States Code
(U.S.C.), Chapters 471 and 475; 49 U.S.C. §§ 40101 et seq., and 48103; FAA Reauthorization Act of 2018
(Public Law (P.L.) Number 115-254); the Department of Transportation Appropriations Act, 2021 (P.L.
116-260, Division L); the Consolidated Appropriations Act, 2022 (P.L. 117-103); Consolidated
Appropriations Act, 2024 (P.L. 118-42); FAA Reauthorization Act of 2024 (P.L. 118-63); and the
representations contained in the Project Application; and in consideration of: (a) the Sponsor’s adoption
and ratification of the Grant Assurances dated May 2022, interpreted and applied consistent with the
September 6, 2024
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3-19-0004-033-2024
4
FAA Reauthorization Act of 2024 per Reauthorization Grant Condition 30 below; (b) the Sponsor’s
acceptance of this Offer; and (c) the benefits to accrue to the United States and the public from the
accomplishment of the Project and compliance with the Grant Assurance and conditions as herein
provided;
THE FEDERAL AVIATION ADMINISTRATION, FOR AND ON BEHALF OF THE UNITED STATES, HEREBY
OFFERS AND AGREES to pay Ninety (90%) of the allowable costs incurred accomplishing the Project as
the United States share of the Project.
Assistance Listings Number (Formerly CFDA Number): 20.106
This Offer is made on and SUBJECT TO THE FOLLOWING TERMS AND CONDITIONS:
CONDITIONS
1. Maximum Obligation. The maximum obligation of the United States payable under this Offer is
$2,626,519.00.
The following amounts represent a breakdown of the maximum obligation for the purpose of
establishing allowable amounts for any future grant amendment, which may increase the foregoing
maximum obligation of the United States under the provisions of 49 U.S.C. § 47108(b):
$0 for planning
$2,626,519.00 for airport development or noise program implementation; and,
$0 for land acquisition.
The source of this Grant includes funding from the Small Airport Fund, in accordance with 49 U.S.C.
§ 47116.
2. Grant Performance. This Grant Agreement is subject to the following Federal award requirements:
a. Period of Performance:
1. Shall start on the date the Sponsor formally accepts this Agreement and is the date signed
by the last Sponsor signatory to the Agreement. The end date of the Period of Performance
is 4 years (1,460 calendar days) from the date of acceptance. The Period of Performance end
date shall not affect, relieve, or reduce Sponsor obligations and assurances that extend
beyond the closeout of this Grant Agreement.
2. Means the total estimated time interval between the start of an initial Federal award and
the planned end date, which may include one or more funded portions or budget periods (2
Code of Federal Regulations (CFR) § 200.1).
b. Budget Period:
1. For this Grant is 4 years (1,460 calendar days) and follows the same start and end date as
the Period of Performance provided in paragraph (2)(a)(1). Pursuant to 2 CFR § 200.403(h),
the Sponsor may charge to the Grant only allowable costs incurred during the Budget
Period.
2. Means the time interval from the start date of a funded portion of an award to the end date
of that funded portion during which the Sponsor is authorized to expend the funds awarded,
including any funds carried forward or other revisions pursuant to 2 CFR § 200.308.
c. Close Out and Termination:
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3-19-0004-033-2024
5
1. Unless the FAA authorizes a written extension, the Sponsor must submit all Grant closeout
documentation and liquidate (pay-off) all obligations incurred under this award no later
than 120 calendar days after the end date of the Period of Performance. If the Sponsor does
not submit all required closeout documentation within this time period, the FAA will
proceed to close out the grant within one year of the Period of Performance end date with
the information available at the end of 120 days. (2 CFR § 200.344).
2. The FAA may terminate this Grant, in whole or in part, in accordance with the conditions set
forth in 2 CFR § 200.340, or other Federal regulatory or statutory authorities as applicable.
3. Ineligible or Unallowable Costs. The Sponsor must not include any costs in the project that the FAA
has determined to be ineligible or unallowable.
4. Indirect Costs - Sponsor. The Sponsor may charge indirect costs under this award by applying the
indirect cost rate identified in the project application as accepted by the FAA, to allowable costs for
Sponsor direct salaries and wages.
5. Determining the Final Federal Share of Costs. The United States’ share of allowable project costs
will be made in accordance with 49 U.S.C. § 47109, the regulations, policies, and procedures of the
Secretary of Transportation (“Secretary”), and any superseding legislation. Final determination of
the United States’ share will be based upon the final audit of the total amount of allowable project
costs and settlement will be made for any upward or downward adjustments to the Federal share of
costs.
6. Completing the Project Without Delay and in Conformance with Requirements. The Sponsor must
carry out and complete the project without undue delays and in accordance with this Agreement, 49
U.S.C. Chapters 471 and 475, the regulations, policies, and procedures of the Secretary. Per 2 CFR
§ 200.308, the Sponsor agrees to report and request prior FAA approval for any disengagement from
performing the project that exceeds three months or a 25 percent reduction in time devoted to the
project. The report must include a reason for the project stoppage. The Sponsor also agrees to
comply with the grant assurances, which are part of this Agreement.
7. Amendments or Withdrawals before Grant Acceptance. The FAA reserves the right to amend or
withdraw this offer at any time prior to its acceptance by the Sponsor.
8. Offer Expiration Date. This offer will expire and the United States will not be obligated to pay any
part of the costs of the project unless this offer has been accepted by the Sponsor on or before
September 17, 2024, or such subsequent date as may be prescribed in writing by the FAA.
9. Improper Use of Federal Funds. The Sponsor must take all steps, including litigation if necessary, to
recover Federal funds spent fraudulently, wastefully, or in violation of Federal antitrust statutes, or
misused in any other manner for any project upon which Federal funds have been expended. For
the purposes of this Grant Agreement, the term “Federal funds” means funds however used or
dispersed by the Sponsor, that were originally paid pursuant to this or any other Federal grant
agreement. The Sponsor must obtain the approval of the Secretary as to any determination of the
amount of the Federal share of such funds. The Sponsor must return the recovered Federal share,
including funds recovered by settlement, order, or judgment, to the Secretary. The Sponsor must
furnish to the Secretary, upon request, all documents and records pertaining to the determination
of the amount of the Federal share or to any settlement, litigation, negotiation, or other efforts
taken to recover such funds. All settlements or other final positions of the Sponsor, in court or
otherwise, involving the recovery of such Federal share require advance approval by the Secretary.
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10. United States Not Liable for Damage or Injury. The United States is not responsible or liable for
damage to property or injury to persons which may arise from, or be incident to, compliance with
this Grant Agreement.
11. System for Award Management (SAM) Registration and Unique Entity Identifier (UEI).
a. Requirement for System for Award Management (SAM): Unless the Sponsor is exempted from
this requirement under 2 CFR § 25.110, the Sponsor must maintain the currency of its
information in the SAM until the Sponsor submits the final financial report required under this
Grant, or receives the final payment, whichever is later. This requires that the Sponsor review
and update the information at least annually after the initial registration and more frequently if
required by changes in information or another award term. Additional information about
registration procedures may be found at the SAM website (currently at http://www.sam.gov).
b. Unique entity identifier (UEI) means a 12-character alpha-numeric value used to identify a
specific commercial, nonprofit or governmental entity. A UEI may be obtained from SAM.gov at
https://sam.gov/content/entity-registration.
12. Electronic Grant Payment(s). Unless otherwise directed by the FAA, the Sponsor must make each
payment request under this Agreement electronically via the Delphi eInvoicing System for
Department of Transportation (DOT) Financial Assistance Awardees.
13. Informal Letter Amendment of AIP Projects. If, during the life of the project, the FAA determines
that the maximum grant obligation of the United States exceeds the expected needs of the Sponsor
by $25,000 or five percent (5%), whichever is greater, the FAA can issue a letter amendment to the
Sponsor unilaterally reducing the maximum obligation.
The FAA can also issue a letter to the Sponsor increasing the maximum obligation if there is an
overrun in the total actual eligible and allowable project costs to cover the amount of the overrun
provided it will not exceed the statutory limitations for grant amendments. The FAA’s authority to
increase the maximum obligation does not apply to the “planning” component of Condition No. 1,
Maximum Obligation.
The FAA can also issue an informal letter amendment that modifies the grant description to correct
administrative errors or to delete work items if the FAA finds it advantageous and in the best
interests of the United States.
An informal letter amendment has the same force and effect as a formal grant amendment.
14. Environmental Standards. The Sponsor is required to comply with all applicable environmental
standards, as further defined in the Grant Assurances, for all projects in this grant. If the Sponsor
fails to comply with this requirement, the FAA may suspend, cancel, or terminate this Grant
Agreement.
15. Financial Reporting and Payment Requirements. The Sponsor will comply with all Federal financial
reporting requirements and payment requirements, including submittal of timely and accurate
reports.
16. Buy American. Unless otherwise approved in advance by the FAA, in accordance with 49 U.S.C.
§ 50101, the Sponsor will not acquire or permit any contractor or subcontractor to acquire any steel
or manufactured goods produced outside the United States to be used for any project for which
funds are provided under this Grant. The Sponsor will include a provision implementing Buy
American in every contract and subcontract awarded under this Grant.
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17. Build America, Buy America. The Sponsor must comply with the requirements under the Build
America, Buy America Act (P.L. 117-58).
18. Maximum Obligation Increase. In accordance with 49 U.S.C. § 47108(b)(3), as amended, the
maximum obligation of the United States, as stated in Condition No. 1, Maximum Obligation, of this
Grant:
a. May not be increased for a planning project;
b. May be increased by not more than 15 percent for development projects if funds are available;
c. May be increased by not more than the greater of the following for a land project, if funds are
available:
1. 15 percent; or
2. 25 percent of the total increase in allowable project costs attributable to acquiring an
interest in the land.
If the Sponsor requests an increase, any eligible increase in funding will be subject to the United
States Government share as provided in 49 U.S.C. § 47110, or other superseding legislation if
applicable, for the fiscal year appropriation with which the increase is funded. The FAA is not
responsible for the same Federal share provided herein for any amount increased over the initial
grant amount. The FAA may adjust the Federal share as applicable through an informal letter of
amendment.
19. Audits for Sponsors.
The Sponsor must provide for a Single Audit or program-specific audit in accordance with 2 CFR Part
200. The Sponsor must submit the audit reporting package to the Federal Audit Clearinghouse on
the Federal Audit Clearinghouse’s Internet Data Entry System at
http://harvester.census.gov/facweb/. Upon request of the FAA, the Sponsor shall provide one copy
of the completed audit to the FAA. Sponsors that expend less than $750,000 in Federal awards and
are exempt from Federal audit requirements must make records available for review or audit by the
appropriate Federal agency officials, State, and Government Accountability Office. The FAA and
other appropriate Federal agencies may request additional information to meet all Federal audit
requirements.
20. Suspension or Debarment. When entering into a “covered transaction” as defined by 2 CFR
§ 180.200, the Sponsor must:
a. Verify the non-Federal entity is eligible to participate in this Federal program by:
1. Checking the System for Award Management Exclusions in the System for Award
Management (SAM) to determine if the non-Federal entity is excluded or disqualified; or
2. Collecting a certification statement from the non-Federal entity attesting they are not
excluded or disqualified from participating; or
3. Adding a clause or condition to covered transactions attesting the individual or firm are not
excluded or disqualified from participating.
b. Require prime contractors to comply with 2 CFR § 180.330 when entering into lower-tier
transactions with their contractors and sub-contractors.
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c. Immediately disclose in writing to the FAA whenever (1) the Sponsor learns they have entered
into a covered transaction with an ineligible entity or (2) the Public Sponsor suspends or debars
a contractor, person, or entity.
21. Ban on Texting While Driving.
a. In accordance with Executive Order 13513, Federal Leadership on Reducing Text Messaging
While Driving, October 1, 2009, and DOT Order 3902.10, Text Messaging While Driving,
December 30, 2009, the Sponsor is encouraged to:
1. Adopt and enforce workplace safety policies to decrease crashes caused by distracted
drivers including policies to ban text messaging while driving when performing any work for,
or on behalf of, the Federal government, including work relating to a grant or subgrant.
2. Conduct workplace safety initiatives in a manner commensurate with the size of the
business, such as:
i. Establishment of new rules and programs or re-evaluation of existing programs to
prohibit text messaging while driving; and
ii. Education, awareness, and other outreach to employees about the safety risks
associated with texting while driving.
b. The Sponsor must insert the substance of this clause on banning texting while driving in all
subgrants, contracts, and subcontracts funded with this Grant.
22. Trafficking in Persons.
a. Posting of contact information.
1. The sponsor must post the contact information as the national human trafficking hotline
(including options to reach out to the hotline such as through phone, text, or TTY) in all
public airport restrooms.
b. Provisions applicable to a recipient that is a private entity.
1. You as the recipient, your employees, subrecipients under this Grant, and subrecipients’
employees may not:
i. Engage in severe forms of trafficking in persons during the period of time that the Grant
and applicable conditions are in effect;
ii. Procure a commercial sex act during the period of time that the Grant and applicable
conditions are in effect; or
iii. Use forced labor in the performance of the Grant or any subgrants under this Grant.
2. We as the Federal awarding agency, may unilaterally terminate this Grant, without penalty,
if you or a subrecipient that is a private entity –
i. Is determined to have violated a prohibition in paragraph (b) of this Grant Condition; or
ii. Has an employee who is determined by the agency official authorized to terminate the
Grant to have violated a prohibition in paragraph (b) of this Grant Condition through
conduct that is either –
a) Associated with performance under this Grant; or
b) Imputed to you or the subrecipient using the standards and due process for
imputing the conduct of an individual to an organization that are provided in 2 CFR
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Part 180, “OMB Guidelines to Agencies on Governmentwide Debarment and
Suspension (Nonprocurement),” as implemented by our agency at 2 CFR Part 1200.
c. Provision applicable to a recipient other than a private entity. We as the Federal awarding
agency may unilaterally terminate this Grant, without penalty, if a subrecipient that is a private
entity –
1. Is determined to have violated an applicable prohibition in paragraph (b) of this Grant
Condition; or
2. Has an employee who is determined by the agency official authorized to terminate the
Grant to have violated an applicable prohibition in paragraph (b) of this Grant Condition
through conduct that is either –
i. Associated with performance under this Grant; or
ii. Imputed to the subrecipient using the standards and due process for imputing the
conduct of an individual to an organization that are provided in 2 CFR Part 180, “OMB
Guidelines to Agencies on Governmentwide Debarment and Suspension
(Nonprocurement),” as implemented by our agency at 2 CFR Part 1200.
d. Provisions applicable to any recipient.
1. You must inform us immediately of any information you receive from any source alleging a
violation of a prohibition in paragraph (b) of this Grant Condition.
2. Our right to terminate unilaterally that is described in paragraph (b) or (c) of this Grant
Condition:
i. Implements section 106(g) of the Trafficking Victims Protection Act of 2000 (TVPA), as
amended [22 U.S.C. § 7104(g)], and
ii. Is in addition to all other remedies for noncompliance that are available to us under this
Grant.
3. You must include the requirements of paragraph (b) of this Grant Condition in any subgrant
you make to a private entity.
e. Definitions. For purposes of this Grant Condition:
1. “Employee” means either:
i. An individual employed by you or a subrecipient who is engaged in the performance of
the project or program under this Grant; or
ii. Another person engaged in the performance of the project or program under this Grant
and not compensated by you including, but not limited to, a volunteer or individual
whose services are contributed by a third party as an in-kind contribution toward cost
sharing or matching requirements.
2. “Forced labor” means labor obtained by any of the following methods: the recruitment,
harboring, transportation, provision, or obtaining of a person for labor or services, through
the use of force, fraud, or coercion for the purpose of subjection to involuntary servitude,
peonage, debt bondage, or slavery.
3. “Private entity”:
i. Means any entity other than a State, local government, Indian tribe, or foreign public
entity, as those terms are defined in 2 CFR § 175.25.
ii. Includes:
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a) A nonprofit organization, including any nonprofit institute of higher education,
hospital, or tribal organization other than one included in the definition of Indian
tribe at 2 CFR § 175.25(b).
b) A for-profit organization.
4. “Severe forms of trafficking in persons,” “commercial sex act,” and “coercion” have the
meanings given at section 103 of the TVPA, as amended (22 U.S.C. § 7102).
23. AIP Funded Work Included in a PFC Application. Within 120 days of acceptance of this Grant
Agreement, the Sponsor must submit to the FAA an amendment to any approved Passenger Facility
Charge (PFC) application that contains an approved PFC project also covered under this Grant
Agreement as described in the project application. The airport sponsor may not make any
expenditure under this Grant Agreement until project work addressed under this Grant Agreement
is removed from an approved PFC application by amendment.
24. Exhibit “A” Property Map. The Exhibit “A” Property Map dated March 01, 1997, is incorporated
herein by reference or is submitted with the project application and made part of this Grant
Agreement.
25. Employee Protection from Reprisal.
a. Prohibition of Reprisals.
1. In accordance with 41 U.S.C. § 4712, an employee of a Sponsor, grantee, subgrantee,
contractor, or subcontractor may not be discharged, demoted, or otherwise discriminated
against as a reprisal for disclosing to a person or body described in sub-paragraph (a)(2)
below, information that the employee reasonably believes is evidence of:
i. Gross mismanagement of a Federal grant;
ii. Gross waste of Federal funds;
iii. An abuse of authority relating to implementation or use of Federal funds;
iv. A substantial and specific danger to public health or safety; or
v. A violation of law, rule, or regulation related to a Federal grant.
2. Persons and bodies covered. The persons and bodies to which a disclosure by an employee
is covered are as follows:
i. A member of Congress or a representative of a committee of Congress;
ii. An Inspector General;
iii. The Government Accountability Office;
iv. A Federal employee responsible for contract or grant oversight or management at the
relevant agency;
v. A court or grand jury;
vi. A management official or other employee of the Sponsor, contractor, or subcontractor
who has the responsibility to investigate, discover, or address misconduct; or
vii. An authorized official of the Department of Justice or other law enforcement agency.
b. Investigation of Complaints.
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1. Submission of Complaint. A person who believes that they have been subjected to a reprisal
prohibited by paragraph (a) of this Condition may submit a complaint regarding the reprisal
to the Office of Inspector General (OIG) for the U.S. Department of Transportation.
2. Time Limitation for Submittal of a Complaint. A complaint may not be brought under this
subsection more than three years after the date on which the alleged reprisal took place.
3. Required Actions of the Inspector General. Actions, limitations, and exceptions of the
Inspector General’s office are established under 41 U.S.C. § 4712(b).
c. Remedy and Enforcement Authority.
1. Assumption of Rights to Civil Remedy. Upon receipt of an explanation of a decision not to
conduct or continue an investigation by the OIG, the person submitting a complaint assumes
the right to a civil remedy under 41 U.S.C. § 4712(c)(2).
26. Co-Sponsor. The Co-Sponsors, if any, understand and agree that they jointly and severally adopt and
ratify the representations and assurances contained therein and that the word "Sponsor" as used in
the application and other assurances is deemed to include all Co-Sponsors.
27. Prohibited Telecommunications and Video Surveillance Services and Equipment. The Sponsor
agrees to comply with mandatory standards and policies relating to use and procurement of certain
telecommunications and video surveillance services or equipment in compliance with the National
Defense Authorization Act [P.L. 115-232 § 889(f)(1)] and 2 CFR § 200.216.
28. Critical Infrastructure Security and Resilience. The Sponsor acknowledges that it has considered
and addressed physical and cybersecurity and resilience in their project planning, design, and
oversight, as determined by the DOT and the Department of Homeland Security (DHS). For airports
that do not have specific DOT or DHS cybersecurity requirements, the FAA encourages the voluntary
adoption of the cybersecurity requirements from the Transportation Security Administration and
Federal Security Director identified for security risk Category X airports.
29. Title VI of the Civil Rights Act. As a condition of a grant award, the Sponsor shall demonstrate that
it complies with the provisions of Title VI of the Civil Rights Act of 1964 (42 U.S.C. §§ 2000d et seq)
and implementing regulations (49 CFR part 21), the Airport and Airway Improvement Act of 1982 (49
U.S.C. § 47123), the Age Discrimination Act of 1975 (42 U.S.C. 6101 et seq.), Section 504 of the
Rehabilitation Act of 1973 (29 U.S.C. § 794 et seq.), the Americans with Disabilities Act of 1990 (42
U.S.C. § 12101, et seq.), U.S. Department of Transportation and Federal Aviation Administration
(FAA) Assurances, and other relevant civil rights statutes, regulations, or authorities. This may
include, as applicable, providing a current Title VI Program Plan and a Community Participation Plan
(alternatively may be called a Public Participation Plan) to the FAA for approval, in the format and
according to the timeline required by the FAA, and other information about the communities that
will be benefited and impacted by the project. A completed FAA Title VI Pre-Grant Award Checklist is
also required for every grant application, unless excused by the FAA. The Sponsor shall affirmatively
ensure that when carrying out any project supported by this grant that it complies with all federal
nondiscrimination and civil rights laws based on race, color, national origin (including limited English
proficiency), sex (including sexual orientation and gender identity), creed, age, disability, genetic
information, or environmental justice in consideration for federal financial assistance. The Sponsor,
who has not sufficiently demonstrated the conditions of compliance with civil rights requirements
will be required to do so before receiving funds. The Department’s and FAA’s Office of Civil Rights
may provide resources and technical assistance to recipients to ensure full and sustainable
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compliance with Federal civil rights requirements. Failure to comply with civil rights requirements
will be considered a violation of the agreement or contract and be subject to any enforcement
action as authorized by law.
30. FAA Reauthorization Act of 2024. This grant agreement is subject to the terms and conditions
contained herein including the terms known as the Grant Assurances as they were published in the
Federal Register on May 2022. On May 16, 2024, the FAA Reauthorization Act of 2024 made certain
amendments to 49 U.S.C. chapter 471. The Reauthorization Act will require FAA to make certain
amendments to the assurances in order to best achieve consistency with the statute. Federal law
requires that FAA publish any amendments to the assurances in the Federal Register along with an
opportunity to comment. In order not to delay the offer of this grant, the existing assurances are
attached herein; however, FAA shall interpret and apply these assurances consistent with the
Reauthorization Act. To the extent there is a conflict between the assurances and Federal statutes,
the statutes shall apply. The full text of the FAA Reauthorization Act of 2024 is at
https://www.congress.gov/bill/118th-congress/house-bill/3935/text
SPECIAL CONDITIONS
31. Leaded Fuel. FAA Reauthorization Act of 2024 (P.L. 118-63) Section 770 “Grant Assurances” requires
airports that made 100-octane low lead aviation gasoline (100LL) available, any time during calendar
year 2022, to not prohibit or restrict the sale, or self-fueling, of such aviation gasoline. This
requirement remains until the earlier of 2030, or the date on which the airport or any retail fuel
seller at the airport makes available an FAA-authorized unleaded aviation gasoline replacement for
100LL meeting either an industry consensus standard or other standard that facilitates the safe use,
production, and distribution of such unleaded aviation gasoline as deemed appropriate by the
Administrator. The Sponsor understands and agrees, that any violations are subject to civil penalties.
32. Airport Layout Plan. The Sponsor understands and agrees to update the Airport Layout Plan to
reflect the construction to standards satisfactory to the FAA and submit it in final form to the FAA as
prescribed by 49 U.S.C. § 47107(a)(16). It is further mutually agreed that the reasonable cost of
developing said Airport Layout Plan Map is an allowable cost within the scope of this project, if
applicable. Airport Sponsors Grant Assurance 29 further addresses the Sponsor’s statutory
obligations to maintain an airport layout plan in accordance with 49 U.S.C. § 47107(a)(16).
33. Environmental. The environmental approval for this project was issued on June 27, 2024 This
project includes the following mitigation measures:
a. Air Quality
i. Obtain construc on and/or opera ng permits for portable equipment and processing
plants. Follow State requirements on open burning, fugi ve dust, and opacity (visible
omissions) in Iowa Administra ve Code 567 Ch. 23.2, 23.3(2)"c", and 23.3(2)"d"
respec vely.
ii. Take reasonable precau ons to prevent the discharge of visible emissions of fugi ve dusts
(per Iowa Administra ve Code 567-23.3(2)"c") beyond the lot line of property during
construc on, altera on, repairing, or demolishing of buildings, bridges, or other ver cal
structures or haul roads.
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iii. Use best management prac ces to mi gate any poten al construc on impacts to air
quality.
b. Wetlands
iv. Mi gate wetlands per United States Army Corps of Engineers (USACE) determina on.
v. Obtain authoriza on under Sec on 404 before work can begin.
vi. Obtain a Na onal Pollutant Discharge Elimina on System (NPDES) permit prior to
construc on from the Iowa Department of Natural Resources (IDNR).
vii. Use best management prac ces to minimize impacts to water quality during construc on.
The Sponsor understands and agrees to complete the above-listed mitigation measures to
standards satisfactory to the FAA. It is further mutually agreed that the reasonable cost of
completing these mitigation measures is an allowable cost within the scope of this project.
34. Wildlife Fence. The Sponsor understands that the fence is being installed to prevent wildlife from
entering the airfield. The Sponsor agrees that it will maintain the integrity of the fence for its useful
life, but no less than 20 years from the date this Grant was issued. The Sponsor understands that
maintenance of the fence includes repair of damage to the fence or gates due to any reason.
35. Protection of Runway Protection Zone - Airport Property. The Sponsor agrees to prevent the
erection or creation of any structure, place of public assembly, or other use in the Runway
Protection Zone, as depicted on the Exhibit “A”: Property Map, except for Navigational Aids
(NAVAIDS) that are fixed by their functional purposes or any other structure permitted by the FAA.
The Sponsor further agrees that any existing structures or uses within the Runway Protection Zone
will be cleared or discontinued by the Sponsor unless approved by the FAA.
36. Protection of Runway Protection Zone - Easement. The Sponsor, under the easement, agrees to
take any and all steps necessary to ensure that the owner of the land within the designated Runway
Protection Zone will not build any structure in the Runway Protection Zone that is an airport hazard
or which might create glare or misleading lights or lead to the construction of residences, fuel
handling and storage facilities, smoke generating activities, or places of public assembly, such as
churches, schools, office buildings, shopping centers, and stadiums.
37. Plans and Specifications Approval Based Upon Certification. The FAA and the Sponsor agree that
the FAA’s approval of the Sponsor’s Plans and Specification is based primarily upon the Sponsor’s
certification to carry out the project in accordance with policies, standards, and specifications
approved by the FAA. The Sponsor understands that:
a. The Sponsor’s certification does not relieve the Sponsor of the requirement to obtain prior FAA
approval for modifications published FAA airport development grant standards or to notify the
FAA of any limitations to competition within the project;
b. The FAA’s acceptance of a Sponsor’s certification does not limit the FAA from reviewing
appropriate project documentation for the purpose of validating the certification statements;
and
c. If the FAA determines that the Sponsor has not complied with their certification statements, the
FAA will review the associated project costs to determine whether such costs are allowable
under this Grant and associated grants.
38. Non Federally Funded Work in Application. The Sponsor understands and agrees that:
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a. The Project Application includes the planning and/or construction of Division 2 and 3 work for
installing fence off airport property; PVC-coating of fencing near the Terminal Building; and
motorizing Gates 3, 4, and 10 that is not being funded with any Federal funding in this project;
b. Although the Sponsor has estimated a total project cost of $3,002,305.00, the total allowable
cost for purposes of determining Federal participation equals $2,918,355.00;
c. It must maintain separate accounting of cost records for Federally and non-Federally funded
work;
d. All pertinent records supporting project costs must be made available for inspection and audit
by the FAA when requested; and
e. All non-Federally funded work is the sole responsibility of the Sponsor.
39. Buy American Executive Orders. The Sponsor agrees to abide by applicable Executive Orders in
effect at the time this Grant Agreement is executed, including Executive Order 14005, Ensuring the
Future Is Made in All of America by All of America’s Workers.
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The Sponsor’s acceptance of this Offer and ratification and adoption of the Project Application
incorporated herein shall be evidenced by execution of this instrument by the Sponsor, as hereinafter
provided, and this Offer and Acceptance shall comprise a Grant Agreement, constituting the contractual
obligations and rights of the United States and the Sponsor with respect to the accomplishment of the
Project and compliance with the Grant Assurances, terms, and conditions as provided herein. Such Grant
Agreement shall become effective upon the Sponsor’s acceptance of this Offer.
Please read the following information: By signing this document, you are agreeing that you have
reviewed the following consumer disclosure information and consent to transact business using
electronic communications, to receive notices and disclosures electronically, and to utilize electronic
signatures in lieu of using paper documents. You are not required to receive notices and disclosures or
sign documents electronically. If you prefer not to do so, you may request to receive paper copies and
withdraw your consent at any time.
I declare under penalty of perjury that the foregoing is true and correct.1
{{Sig_es_:signer1: signature}}
(Signature of Sponsor’s Authorized Official)
Rodney N Joel
(Typed Name)
Acting Director, Central Region Airports Division
(Title of FAA Official
1 Knowingly and willfully providing false information to the Federal government is a violation of 18 U.S.C. § 1001
(False Statements) and could subject you to fines, imprisonment, or both.
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PART II - ACCEPTANCE
The Sponsor does hereby ratify and adopt all assurances, statements, representations, warranties,
covenants, and agreements contained in the Project Application and incorporated materials referred to
in the foregoing Offer, and does hereby accept this Offer and by such acceptance agrees to comply with
all of the Grant Assurances, terms, and conditions in this Offer and in the Project Application.
Please read the following information: By signing this document, you are agreeing that you have
reviewed the following consumer disclosure information and consent to transact business using
electronic communications, to receive notices and disclosures electronically, and to utilize electronic
signatures in lieu of using paper documents. You are not required to receive notices and disclosures or
sign documents electronically. If you prefer not to do so, you may request to receive paper copies and
withdraw your consent at any time.
I declare under penalty of perjury that the foregoing is true and correct.2
Dated {{DateTime_es_:signer2:calc(now()):format(date," mmmm d, yyyy")}}
City of Ames
(Name of Sponsor)
{{Sig_es_:signer2: signature}}
(Signature of Sponsor’s Authorized Official)
By: {{N_es_:signer2: fullname}}
(Typed Name of Sponsor’s Authorized Official)
Title: {{*Ttl_es_:signer2: title}}
(Title of Sponsor’s Authorized Official
2 Knowingly and willfully providing false information to the Federal government is a violation of 18 U.S.C. § 1001
(False Statements) and could subject you to fines, imprisonment, or both.
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CERTIFICATE OF SPONSOR’S ATTORNEY
, acting as Attorney for the Sponsor do hereby certify:
That in my opinion the Sponsor is empowered to enter into the foregoing Grant Agreement under the
laws of the State of __Iowa__. Further, I have examined the foregoing Grant Agreement and the actions
taken by said Sponsor and Sponsor’s official representative, who has been duly authorized to execute
this Grant Agreement, which is in all respects due and proper and in accordance with the laws of the
said State; and Title 49, United States Code (U.S.C.), Chapters 471 and 475; 49 U.S.C. §§ 40101 et seq.,
and 48103; FAA Reauthorization Act P.L. of 2018 (P.L. 115-254); the Department of Transportation
Appropriations Act, 2021 (P.L. 116-260, Division L); the Consolidated Appropriations Act, 2022 ( P.L.
117-103); Consolidated Appropriations Act, 2023 ( P.L. 117-328); Consolidated Appropriations Act, 2024
(P.L. 118-42); FAA Reauthorization Act of 2024 (P.L. 118-63); and the representations contained in the
Project Application. In addition, for grants involving projects to be carried out on property not owned by
the Sponsor, there are no legal impediments that will prevent full performance by the Sponsor. Further,
it is my opinion that the said Grant Agreement constitutes a legal and binding obligation of the Sponsor
in accordance with the terms thereof.
Please read the following information: By signing this document, you are agreeing that you have
reviewed the following consumer disclosure information and consent to transact business using
electronic communications, to receive notices and disclosures electronically, and to utilize electronic
signatures in lieu of using paper documents. You are not required to receive notices and disclosures or
sign documents electronically. If you prefer not to do so, you may request to receive paper copies and
withdraw your consent at any time.
I declare under penalty of perjury that the foregoing is true and correct.3
Dated at {{DateTime_es_:signer3:calc(now()):format(date," mmmm d, yyyy")}}
3 Knowingly and willfully providing false information to the Federal government is a violation of 18 U.S.C. § 1001
(False Statements) and could subject you to fines, imprisonment, or both.
I, {{N_es_:signer3: fullname}}
By: {{Sig_es_:signer3:signature:dimension(height=12mm, width=70mm}}
(Signature of Sponsor’s Attorney)
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ASSURANCES
AIRPORT SPONSORS
A. General.
1. These assurances shall be complied with in the performance of grant agreements for airport
development, airport planning, and noise compatibility program grants for airport sponsors.
2. These assurances are required to be submitted as part of the project application by sponsors
requesting funds under the provisions of Title 49, U.S.C., subtitle VII, as amended. As used
herein, the term "public agency sponsor" means a public agency with control of a public-use
airport; the term "private sponsor" means a private owner of a public-use airport; and the term
"sponsor" includes both public agency sponsors and private sponsors.
3. Upon acceptance of this grant offer by the sponsor, these assurances are incorporated in and
become part of this Grant Agreement.
B. Duration and Applicability.
1. Airport development or Noise Compatibility Program Projects Undertaken by a Public Agency
Sponsor.
The terms, conditions and assurances of this Grant Agreement shall remain in full force and
effect throughout the useful life of the facilities developed or equipment acquired for an
airport development or noise compatibility program project, or throughout the useful life of
the project items installed within a facility under a noise compatibility program project, but in
any event not to exceed twenty (20) years from the date of acceptance of a grant offer of
Federal funds for the project. However, there shall be no limit on the duration of the
assurances regarding Exclusive Rights and Airport Revenue so long as the airport is used as an
airport. There shall be no limit on the duration of the terms, conditions, and assurances with
respect to real property acquired with federal funds. Furthermore, the duration of the Civil
Rights assurance shall be specified in the assurances.
2. Airport Development or Noise Compatibility Projects Undertaken by a Private Sponsor.
The preceding paragraph (1) also applies to a private sponsor except that the useful life of
project items installed within a facility or the useful life of the facilities developed or equipment
acquired under an airport development or noise compatibility program project shall be no less
than ten (10) years from the date of acceptance of Federal aid for the project.
3. Airport Planning Undertaken by a Sponsor.
Unless otherwise specified in this Grant Agreement, only Assurances 1, 2, 3, 5, 6, 13, 18, 23, 25,
30, 32, 33, 34, and 37 in Section C apply to planning projects. The terms, conditions, and
assurances of this Grant Agreement shall remain in full force and effect during the life of the
project; there shall be no limit on the duration of the assurances regarding Exclusive Rights and
Airport Revenue so long as the airport is used as an airport.
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C. Sponsor Certification.
The sponsor hereby assures and certifies, with respect to this grant that:
1. General Federal Requirements
It will comply with all applicable Federal laws, regulations, executive orders, policies, guidelines, and
requirements as they relate to the application, acceptance, and use of Federal funds for this Grant
including but not limited to the following:
FEDERAL LEGISLATION
a. 49 U.S.C. subtitle VII, as amended.
b. Davis-Bacon Act, as amended — 40 U.S.C. §§ 3141-3144, 3146, and 3147, et seq.1
c. Federal Fair Labor Standards Act – 29 U.S.C. § 201, et seq.
d. Hatch Act – 5 U.S.C. § 1501, et seq.2
e. Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, 42 U.S.C.
§ 4601, et seq.1, 2
f. National Historic Preservation Act of 1966 – Section 106 – 54 U.S.C. § 306108.1
g. Archeological and Historic Preservation Act of 1974 – 54 U.S.C. § 312501, et seq.1
h. Native Americans Grave Repatriation Act – 25 U.S.C. § 3001, et seq.
i. Clean Air Act, P.L. 90-148, as amended – 42 U.S.C. § 7401, et seq.
j. Coastal Zone Management Act, P.L. 92-583, as amended – 16 U.S.C. § 1451, et seq.
k. Flood Disaster Protection Act of 1973 – Section 102(a) - 42 U.S.C. § 4012a.1
l. 49 U.S.C. § 303, (formerly known as Section 4(f)).
m. Rehabilitation Act of 1973 – 29 U.S.C. § 794.
n. Title VI of the Civil Rights Act of 1964 (42 U.S.C. § 2000d et seq., 78 stat. 252) (prohibits
discrimination on the basis of race, color, national origin).
o. Americans with Disabilities Act of 1990, as amended, (42 U.S.C. § 12101 et seq.) (prohibits
discrimination on the basis of disability).
p. Age Discrimination Act of 1975 – 42 U.S.C. § 6101, et seq.
q. American Indian Religious Freedom Act, P.L. 95-341, as amended.
r. Architectural Barriers Act of 1968, as amended – 42 U.S.C. § 4151, et seq.1
s. Powerplant and Industrial Fuel Use Act of 1978 – Section 403 – 42 U.S.C. § 8373.1
t. Contract Work Hours and Safety Standards Act – 40 U.S.C. § 3701, et seq.1
u. Copeland Anti-kickback Act – 18 U.S.C. § 874.1
v. National Environmental Policy Act of 1969 – 42 U.S.C. § 4321, et seq.1
w. Wild and Scenic Rivers Act, P.L. 90-542, as amended – 16 U.S.C. § 1271, et seq.
x. Single Audit Act of 1984 – 31 U.S.C. § 7501, et seq.2
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y. Drug-Free Workplace Act of 1988 – 41 U.S.C. §§ 8101 through 8105.
z. The Federal Funding Accountability and Transparency Act of 2006, as amended (P.L. 109-282, as
amended by section 6202 of P.L. 110-252).
aa. Civil Rights Restoration Act of 1987, P.L. 100-259.
bb. Build America, Buy America Act, P.L. 117-58, Title IX.
EXECUTIVE ORDERS
a. Executive Order 11246 – Equal Employment Opportunity1
b. Executive Order 11990 – Protection of Wetlands
c. Executive Order 11998 – Flood Plain Management
d. Executive Order 12372 – Intergovernmental Review of Federal Programs
e. Executive Order 12699 – Seismic Safety of Federal and Federally Assisted New Building
Construction1
f. Executive Order 12898 – Environmental Justice
g. Executive Order 13166 – Improving Access to Services for Persons with Limited English
Proficiency
h. Executive Order 13985 – Executive Order on Advancing Racial Equity and Support for
Underserved Communities Through the Federal Government
i. Executive Order 13988 – Preventing and Combating Discrimination on the Basis of Gender Identity
or Sexual Orientation
j. Executive Order 14005 – Ensuring the Future is Made in all of America by All of America’s
Workers
k. Executive Order 14008 – Tackling the Climate Crisis at Home and Abroad
FEDERAL REGULATIONS
a. 2 CFR Part 180 – OMB Guidelines to Agencies on Governmentwide Debarment and Suspension
(Nonprocurement).
b. 2 CFR Part 200 – Uniform Administrative Requirements, Cost Principles, and Audit Requirements
for Federal Awards. 4, 5
c. 2 CFR Part 1200 – Nonprocurement Suspension and Debarment.
d. 14 CFR Part 13 – Investigative and Enforcement Procedures.
e. 14 CFR Part 16 – Rules of Practice for Federally-Assisted Airport Enforcement Proceedings.
f. 14 CFR Part 150 – Airport Noise Compatibility Planning.
g. 28 CFR Part 35 – Nondiscrimination on the Basis of Disability in State and Local Government
Services.
h. 28 CFR § 50.3 – U.S. Department of Justice Guidelines for the Enforcement of Title VI of the Civil
Rights Act of 1964.
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i. 29 CFR Part 1 – Procedures for Predetermination of Wage Rates.1
j. 29 CFR Part 3 – Contractors and Subcontractors on Public Building or Public Work Financed in
Whole or in Part by Loans or Grants from the United States.1
k. 29 CFR Part 5 – Labor Standards Provisions Applicable to Contracts Covering Federally Financed
and Assisted Construction (Also Labor Standards Provisions Applicable to Nonconstruction
Contracts Subject to the Contract Work Hours and Safety Standards Act).1
l. 41 CFR Part 60 – Office of Federal Contract Compliance Programs, Equal Employment
Opportunity, Department of Labor (Federal and Federally-assisted contracting requirements).1
m. 49 CFR Part 20 – New Restrictions on Lobbying.
n. 49 CFR Part 21 – Nondiscrimination in Federally-Assisted Programs of the Department of
Transportation - Effectuation of Title VI of the Civil Rights Act of 1964.
o. 49 CFR Part 23 – Participation by Disadvantage Business Enterprise in Airport Concessions.
p. 49 CFR Part 24 – Uniform Relocation Assistance and Real Property Acquisition for Federal and
Federally-Assisted Programs.1, 2
q. 49 CFR Part 26 – Participation by Disadvantaged Business Enterprises in Department of
Transportation Financial Assistance Programs.
r. 49 CFR Part 27 – Nondiscrimination on the Basis of Disability in Programs or Activities Receiving
Federal Financial Assistance.1
s. 49 CFR Part 28 – Enforcement of Nondiscrimination on the Basis of Handicap in Programs or
Activities Conducted by the Department of Transportation.
t. 49 CFR Part 30 – Denial of Public Works Contracts to Suppliers of Goods and Services of
Countries That Deny Procurement Market Access to U.S. Contractors.
u. 49 CFR Part 32 – Governmentwide Requirements for Drug-Free Workplace (Financial
Assistance).
v. 49 CFR Part 37 – Transportation Services for Individuals with Disabilities (ADA).
w. 49 CFR Part 38 – Americans with Disabilities Act (ADA) Accessibility Specifications for
Transportation Vehicles.
x. 49 CFR Part 41 – Seismic Safety.
FOOTNOTES TO ASSURANCE (C)(1)
1 These laws do not apply to airport planning sponsors.
2 These laws do not apply to private sponsors.
3 2 CFR Part 200 contains requirements for State and Local Governments receiving Federal
assistance. Any requirement levied upon State and Local Governments by this regulation shall
apply where applicable to private sponsors receiving Federal assistance under Title 49, United
States Code.
4 Cost principles established in 2 CFR part 200 subpart E must be used as guidelines for
determining the eligibility of specific types of expenses.
5 Audit requirements established in 2 CFR part 200 subpart F are the guidelines for audits.
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SPECIFIC ASSURANCES
Specific assurances required to be included in grant agreements by any of the above laws, regulations or
circulars are incorporated by reference in this Grant Agreement.
2. Responsibility and Authority of the Sponsor.
a. Public Agency Sponsor:
It has legal authority to apply for this Grant, and to finance and carry out the proposed project;
that a resolution, motion or similar action has been duly adopted or passed as an official act of
the applicant's governing body authorizing the filing of the application, including all
understandings and assurances contained therein, and directing and authorizing the person
identified as the official representative of the applicant to act in connection with the
application and to provide such additional information as may be required.
b. Private Sponsor:
It has legal authority to apply for this Grant and to finance and carry out the proposed project
and comply with all terms, conditions, and assurances of this Grant Agreement. It shall
designate an official representative and shall in writing direct and authorize that person to file
this application, including all understandings and assurances contained therein; to act in
connection with this application; and to provide such additional information as may be
required.
3. Sponsor Fund Availability.
It has sufficient funds available for that portion of the project costs which are not to be paid by the
United States. It has sufficient funds available to assure operation and maintenance of items funded
under this Grant Agreement which it will own or control.
4. Good Title.
a. It, a public agency or the Federal government, holds good title, satisfactory to the Secretary, to
the landing area of the airport or site thereof, or will give assurance satisfactory to the
Secretary that good title will be acquired.
b. For noise compatibility program projects to be carried out on the property of the sponsor, it
holds good title satisfactory to the Secretary to that portion of the property upon which Federal
funds will be expended or will give assurance to the Secretary that good title will be obtained.
5. Preserving Rights and Powers.
a. It will not take or permit any action which would operate to deprive it of any of the rights and
powers necessary to perform any or all of the terms, conditions, and assurances in this Grant
Agreement without the written approval of the Secretary, and will act promptly to acquire,
extinguish or modify any outstanding rights or claims of right of others which would interfere
with such performance by the sponsor. This shall be done in a manner acceptable to the
Secretary.
b. Subject to the FAA Act of 2018, Public Law 115-254, Section 163, it will not sell, lease,
encumber, or otherwise transfer or dispose of any part of its title or other interests in the
property shown on Exhibit A to this application or, for a noise compatibility program project,
that portion of the property upon which Federal funds have been expended, for the duration of
the terms, conditions, and assurances in this Grant Agreement without approval by the
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Secretary. If the transferee is found by the Secretary to be eligible under Title 49, United States
Code, to assume the obligations of this Grant Agreement and to have the power, authority, and
financial resources to carry out all such obligations, the sponsor shall insert in the contract or
document transferring or disposing of the sponsor's interest, and make binding upon the
transferee all of the terms, conditions, and assurances contained in this Grant Agreement.
c. For all noise compatibility program projects which are to be carried out by another unit of local
government or are on property owned by a unit of local government other than the sponsor, it
will enter into an agreement with that government. Except as otherwise specified by the
Secretary, that agreement shall obligate that government to the same terms, conditions, and
assurances that would be applicable to it if it applied directly to the FAA for a grant to
undertake the noise compatibility program project. That agreement and changes thereto must
be satisfactory to the Secretary. It will take steps to enforce this agreement against the local
government if there is substantial non-compliance with the terms of the agreement.
d. For noise compatibility program projects to be carried out on privately owned property, it will
enter into an agreement with the owner of that property which includes provisions specified by
the Secretary. It will take steps to enforce this agreement against the property owner
whenever there is substantial non-compliance with the terms of the agreement.
e. If the sponsor is a private sponsor, it will take steps satisfactory to the Secretary to ensure that
the airport will continue to function as a public-use airport in accordance with these assurances
for the duration of these assurances.
f. If an arrangement is made for management and operation of the airport by any agency or
person other than the sponsor or an employee of the sponsor, the sponsor will reserve
sufficient rights and authority to ensure that the airport will be operated and maintained in
accordance with Title 49, United States Code, the regulations and the terms, conditions and
assurances in this Grant Agreement and shall ensure that such arrangement also requires
compliance therewith.
g. Sponsors of commercial service airports will not permit or enter into any arrangement that
results in permission for the owner or tenant of a property used as a residence, or zoned for
residential use, to taxi an aircraft between that property and any location on airport. Sponsors
of general aviation airports entering into any arrangement that results in permission for the
owner of residential real property adjacent to or near the airport must comply with the
requirements of Sec. 136 of Public Law 112-95 and the sponsor assurances.
6. Consistency with Local Plans.
The project is reasonably consistent with plans (existing at the time of submission of this
application) of public agencies that are authorized by the State in which the project is located to
plan for the development of the area surrounding the airport.
7. Consideration of Local Interest.
It has given fair consideration to the interest of communities in or near where the project may be
located.
8. Consultation with Users.
In making a decision to undertake any airport development project under Title 49, United States
Code, it has undertaken reasonable consultations with affected parties using the airport at which
project is proposed.
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9. Public Hearings.
In projects involving the location of an airport, an airport runway, or a major runway extension, it
has afforded the opportunity for public hearings for the purpose of considering the economic,
social, and environmental effects of the airport or runway location and its consistency with goals
and objectives of such planning as has been carried out by the community and it shall, when
requested by the Secretary, submit a copy of the transcript of such hearings to the Secretary.
Further, for such projects, it has on its management board either voting representation from the
communities where the project is located or has advised the communities that they have the right
to petition the Secretary concerning a proposed project.
10. Metropolitan Planning Organization.
In projects involving the location of an airport, an airport runway, or a major runway extension at a
medium or large hub airport, the sponsor has made available to and has provided upon request to
the metropolitan planning organization in the area in which the airport is located, if any, a copy of
the proposed amendment to the airport layout plan to depict the project and a copy of any airport
master plan in which the project is described or depicted.
11. Pavement Preventive Maintenance-Management.
With respect to a project approved after January 1, 1995, for the replacement or reconstruction of
pavement at the airport, it assures or certifies that it has implemented an effective airport
pavement maintenance-management program and it assures that it will use such program for the
useful life of any pavement constructed, reconstructed or repaired with Federal financial assistance
at the airport. It will provide such reports on pavement condition and pavement management
programs as the Secretary determines may be useful.
12. Terminal Development Prerequisites.
For projects which include terminal development at a public use airport, as defined in Title 49, it
has, on the date of submittal of the project grant application, all the safety equipment required for
certification of such airport under 49 U.S.C. § 44706, and all the security equipment required by rule
or regulation, and has provided for access to the passenger enplaning and deplaning area of such
airport to passengers enplaning and deplaning from aircraft other than air carrier aircraft.
13. Accounting System, Audit, and Record Keeping Requirements.
a. It shall keep all project accounts and records which fully disclose the amount and disposition by
the recipient of the proceeds of this Grant, the total cost of the project in connection with which
this Grant is given or used, and the amount or nature of that portion of the cost of the project
supplied by other sources, and such other financial records pertinent to the project. The
accounts and records shall be kept in accordance with an accounting system that will facilitate
an effective audit in accordance with the Single Audit Act of 1984.
b. It shall make available to the Secretary and the Comptroller General of the United States, or any
of their duly authorized representatives, for the purpose of audit and examination, any books,
documents, papers, and records of the recipient that are pertinent to this Grant. The Secretary
may require that an appropriate audit be conducted by a recipient. In any case in which an
independent audit is made of the accounts of a sponsor relating to the disposition of the
proceeds of a grant or relating to the project in connection with which this Grant was given or
used, it shall file a certified copy of such audit with the Comptroller General of the United States
not later than six (6) months following the close of the fiscal year for which the audit was made.
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a. Minimum Wage Rates.
It shall include, in all contracts in excess of $2,000 for work on any projects funded under this Grant
Agreement which involve labor, provisions establishing minimum rates of wages, to be
predetermined by the Secretary of Labor under 40 U.S.C. §§ 3141-3144, 3146, and 3147, Public
Building, Property, and Works), which contractors shall pay to skilled and unskilled labor, and such
minimum rates shall be stated in the invitation for bids and shall be included in proposals or bids for
the work.
14. Veteran's Preference.
It shall include in all contracts for work on any project funded under this Grant Agreement which
involve labor, such provisions as are necessary to insure that, in the employment of labor (except in
executive, administrative, and supervisory positions), preference shall be given to Vietnam era
veterans, Persian Gulf veterans, Afghanistan-Iraq war veterans, disabled veterans, and small
business concerns owned and controlled by disabled veterans as defined in 49 U.S.C. § 47112.
However, this preference shall apply only where the individuals are available and qualified to
perform the work to which the employment relates.
15. Conformity to Plans and Specifications.
It will execute the project subject to plans, specifications, and schedules approved by the Secretary.
Such plans, specifications, and schedules shall be submitted to the Secretary prior to
commencement of site preparation, construction, or other performance under this Grant
Agreement, and, upon approval of the Secretary, shall be incorporated into this Grant Agreement.
Any modification to the approved plans, specifications, and schedules shall also be subject to
approval of the Secretary, and incorporated into this Grant Agreement.
16. Construction Inspection and Approval.
It will provide and maintain competent technical supervision at the construction site throughout the
project to assure that the work conforms to the plans, specifications, and schedules approved by
the Secretary for the project. It shall subject the construction work on any project contained in an
approved project application to inspection and approval by the Secretary and such work shall be in
accordance with regulations and procedures prescribed by the Secretary. Such regulations and
procedures shall require such cost and progress reporting by the sponsor or sponsors of such
project as the Secretary shall deem necessary.
17. Planning Projects.
In carrying out planning projects:
a. It will execute the project in accordance with the approved program narrative contained in the
project application or with the modifications similarly approved.
b. It will furnish the Secretary with such periodic reports as required pertaining to the planning
project and planning work activities.
c. It will include in all published material prepared in connection with the planning project a
notice that the material was prepared under a grant provided by the United States.
d. It will make such material available for examination by the public, and agrees that no material
prepared with funds under this project shall be subject to copyright in the United States or any
other country.
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e. It will give the Secretary unrestricted authority to publish, disclose, distribute, and otherwise
use any of the material prepared in connection with this grant.
f. It will grant the Secretary the right to disapprove the sponsor's employment of specific
consultants and their subcontractors to do all or any part of this project as well as the right to
disapprove the proposed scope and cost of professional services.
g. It will grant the Secretary the right to disapprove the use of the sponsor's employees to do all
or any part of the project.
h. It understands and agrees that the Secretary's approval of this project grant or the Secretary's
approval of any planning material developed as part of this grant does not constitute or imply
any assurance or commitment on the part of the Secretary to approve any pending or future
application for a Federal airport grant.
18. Operation and Maintenance.
a. The airport and all facilities which are necessary to serve the aeronautical users of the airport,
other than facilities owned or controlled by the United States, shall be operated at all times in a
safe and serviceable condition and in accordance with the minimum standards as may be
required or prescribed by applicable Federal, state, and local agencies for maintenance and
operation. It will not cause or permit any activity or action thereon which would interfere with
its use for airport purposes. It will suitably operate and maintain the airport and all facilities
thereon or connected therewith, with due regard to climatic and flood conditions. Any proposal
to temporarily close the airport for non-aeronautical purposes must first be approved by the
Secretary. In furtherance of this assurance, the sponsor will have in effect arrangements for:
1. Operating the airport's aeronautical facilities whenever required;
2. Promptly marking and lighting hazards resulting from airport conditions, including
temporary conditions; and
3. Promptly notifying pilots of any condition affecting aeronautical use of the airport. Nothing
contained herein shall be construed to require that the airport be operated for
aeronautical use during temporary periods when snow, flood, or other climatic conditions
interfere with such operation and maintenance. Further, nothing herein shall be construed
as requiring the maintenance, repair, restoration, or replacement of any structure or
facility which is substantially damaged or destroyed due to an act of God or other
condition or circumstance beyond the control of the sponsor.
b. It will suitably operate and maintain noise compatibility program items that it owns or controls
upon which Federal funds have been expended.
19. Hazard Removal and Mitigation.
It will take appropriate action to assure that such terminal airspace as is required to protect
instrument and visual operations to the airport (including established minimum flight altitudes) will
be adequately cleared and protected by removing, lowering, relocating, marking, or lighting or
otherwise mitigating existing airport hazards and by preventing the establishment or creation of
future airport hazards.
20. Compatible Land Use.
It will take appropriate action, to the extent reasonable, including the adoption of zoning laws, to
restrict the use of land adjacent to or in the immediate vicinity of the airport to activities and
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purposes compatible with normal airport operations, including landing and takeoff of aircraft. In
addition, if the project is for noise compatibility program implementation, it will not cause or permit
any change in land use, within its jurisdiction, that will reduce its compatibility, with respect to the
airport, of the noise compatibility program measures upon which Federal funds have been
expended.
21. Economic Nondiscrimination.
a. It will make the airport available as an airport for public use on reasonable terms and without
unjust discrimination to all types, kinds and classes of aeronautical activities, including
commercial aeronautical activities offering services to the public at the airport.
b. In any agreement, contract, lease, or other arrangement under which a right or privilege at the
airport is granted to any person, firm, or corporation to conduct or to engage in any
aeronautical activity for furnishing services to the public at the airport, the sponsor will insert
and enforce provisions requiring the contractor to:
1. Furnish said services on a reasonable, and not unjustly discriminatory, basis to all users
thereof, and
2. Charge reasonable, and not unjustly discriminatory, prices for each unit or service,
provided that the contractor may be allowed to make reasonable and nondiscriminatory
discounts, rebates, or other similar types of price reductions to volume purchasers.
c. Each fixed-based operator at the airport shall be subject to the same rates, fees, rentals, and
other charges as are uniformly applicable to all other fixed-based operators making the same or
similar uses of such airport and utilizing the same or similar facilities.
d. Each air carrier using such airport shall have the right to service itself or to use any fixed-based
operator that is authorized or permitted by the airport to serve any air carrier at such airport.
e. Each air carrier using such airport (whether as a tenant, non-tenant, or subtenant of another air
carrier tenant) shall be subject to such nondiscriminatory and substantially comparable rules,
regulations, conditions, rates, fees, rentals, and other charges with respect to facilities directly
and substantially related to providing air transportation as are applicable to all such air carriers
which make similar use of such airport and utilize similar facilities, subject to reasonable
classifications such as tenants or non-tenants and signatory carriers and non-signatory carriers.
Classification or status as tenant or signatory shall not be unreasonably withheld by any airport
provided an air carrier assumes obligations substantially similar to those already imposed on air
carriers in such classification or status.
f. It will not exercise or grant any right or privilege which operates to prevent any person, firm, or
corporation operating aircraft on the airport from performing any services on its own aircraft
with its own employees (including, but not limited to maintenance, repair, and fueling) that it
may choose to perform.
g. In the event the sponsor itself exercises any of the rights and privileges referred to in this
assurance, the services involved will be provided on the same conditions as would apply to the
furnishing of such services by commercial aeronautical service providers authorized by the
sponsor under these provisions.
h. The sponsor may establish such reasonable, and not unjustly discriminatory, conditions to be
met by all users of the airport as may be necessary for the safe and efficient operation of the
airport.
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i. The sponsor may prohibit or limit any given type, kind or class of aeronautical use of the airport
if such action is necessary for the safe operation of the airport or necessary to serve the civil
aviation needs of the public.
22. Exclusive Rights.
It will permit no exclusive right for the use of the airport by any person providing, or intending to
provide, aeronautical services to the public. For purposes of this paragraph, the providing of the
services at an airport by a single fixed-based operator shall not be construed as an exclusive right if
both of the following apply:
a. It would be unreasonably costly, burdensome, or impractical for more than one fixed-based
operator to provide such services, and
b. If allowing more than one fixed-based operator to provide such services would require the
reduction of space leased pursuant to an existing agreement between such single fixed-based
operator and such airport. It further agrees that it will not, either directly or indirectly, grant or
permit any person, firm, or corporation, the exclusive right at the airport to conduct any
aeronautical activities, including, but not limited to charter flights, pilot training, aircraft rental
and sightseeing, aerial photography, crop dusting, aerial advertising and surveying, air carrier
operations, aircraft sales and services, sale of aviation petroleum products whether or not
conducted in conjunction with other aeronautical activity, repair and maintenance of aircraft,
sale of aircraft parts, and any other activities which because of their direct relationship to the
operation of aircraft can be regarded as an aeronautical activity, and that it will terminate any
exclusive right to conduct an aeronautical activity now existing at such an airport before the
grant of any assistance under Title 49, United States Code.
23. Fee and Rental Structure.
It will maintain a fee and rental structure for the facilities and services at the airport which will
make the airport as self-sustaining as possible under the circumstances existing at the particular
airport, taking into account such factors as the volume of traffic and economy of collection. No part
of the Federal share of an airport development, airport planning or noise compatibility project for
which a Grant is made under Title 49, United States Code, the Airport and Airway Improvement Act
of 1982, the Federal Airport Act or the Airport and Airway Development Act of 1970 shall be
included in the rate basis in establishing fees, rates, and charges for users of that airport.
24. Airport Revenues.
a. All revenues generated by the airport and any local taxes on aviation fuel established after
December 30, 1987, will be expended by it for the capital or operating costs of the airport; the
local airport system; or other local facilities which are owned or operated by the owner or
operator of the airport and which are directly and substantially related to the actual air
transportation of passengers or property; or for noise mitigation purposes on or off the airport.
The following exceptions apply to this paragraph:
1. If covenants or assurances in debt obligations issued before September 3, 1982, by the
owner or operator of the airport, or provisions enacted before September 3, 1982, in
governing statutes controlling the owner or operator's financing, provide for the use of the
revenues from any of the airport owner or operator's facilities, including the airport, to
support not only the airport but also the airport owner or operator's general debt
obligations or other facilities, then this limitation on the use of all revenues generated by
the airport (and, in the case of a public airport, local taxes on aviation fuel) shall not apply.
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2. If the Secretary approves the sale of a privately owned airport to a public sponsor and
provides funding for any portion of the public sponsor’s acquisition of land, this limitation
on the use of all revenues generated by the sale shall not apply to certain proceeds from
the sale. This is conditioned on repayment to the Secretary by the private owner of an
amount equal to the remaining unamortized portion (amortized over a 20-year period) of
any airport improvement grant made to the private owner for any purpose other than land
acquisition on or after October 1, 1996, plus an amount equal to the federal share of the
current fair market value of any land acquired with an airport improvement grant made to
that airport on or after October 1, 1996.
3. Certain revenue derived from or generated by mineral extraction, production, lease, or
other means at a general aviation airport (as defined at 49 U.S.C. § 47102), if the FAA
determines the airport sponsor meets the requirements set forth in Section 813 of Public
Law 112-95.
b. As part of the annual audit required under the Single Audit Act of 1984, the sponsor will direct
that the audit will review, and the resulting audit report will provide an opinion concerning, the
use of airport revenue and taxes in paragraph (a), and indicating whether funds paid or
transferred to the owner or operator are paid or transferred in a manner consistent with Title
49, United States Code and any other applicable provision of law, including any regulation
promulgated by the Secretary or Administrator.
c. Any civil penalties or other sanctions will be imposed for violation of this assurance in
accordance with the provisions of 49 U.S.C. § 47107.
25. Reports and Inspections.
It will:
a. submit to the Secretary such annual or special financial and operations reports as the Secretary
may reasonably request and make such reports available to the public; make available to the
public at reasonable times and places a report of the airport budget in a format prescribed by
the Secretary;
b. for airport development projects, make the airport and all airport records and documents
affecting the airport, including deeds, leases, operation and use agreements, regulations and
other instruments, available for inspection by any duly authorized agent of the Secretary upon
reasonable request;
c. for noise compatibility program projects, make records and documents relating to the project
and continued compliance with the terms, conditions, and assurances of this Grant Agreement
including deeds, leases, agreements, regulations, and other instruments, available for
inspection by any duly authorized agent of the Secretary upon reasonable request; and
d. in a format and time prescribed by the Secretary, provide to the Secretary and make available
to the public following each of its fiscal years, an annual report listing in detail:
1. all amounts paid by the airport to any other unit of government and the purposes for
which each such payment was made; and
2. all services and property provided by the airport to other units of government and the
amount of compensation received for provision of each such service and property.
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26. Use by Government Aircraft.
It will make available all of the facilities of the airport developed with Federal financial assistance
and all those usable for landing and takeoff of aircraft to the United States for use by Government
aircraft in common with other aircraft at all times without charge, except, if the use by Government
aircraft is substantial, charge may be made for a reasonable share, proportional to such use, for the
cost of operating and maintaining the facilities used. Unless otherwise determined by the Secretary,
or otherwise agreed to by the sponsor and the using agency, substantial use of an airport by
Government aircraft will be considered to exist when operations of such aircraft are in excess of
those which, in the opinion of the Secretary, would unduly interfere with use of the landing areas
by other authorized aircraft, or during any calendar month that:
a. Five (5) or more Government aircraft are regularly based at the airport or on land adjacent
thereto; or
b. The total number of movements (counting each landing as a movement) of Government
aircraft is 300 or more, or the gross accumulative weight of Government aircraft using the
airport (the total movement of Government aircraft multiplied by gross weights of such
aircraft) is in excess of five million pounds.
27. Land for Federal Facilities.
It will furnish without cost to the Federal Government for use in connection with any air traffic
control or air navigation activities, or weather-reporting and communication activities related to air
traffic control, any areas of land or water, or estate therein as the Secretary considers necessary or
desirable for construction, operation, and maintenance at Federal expense of space or facilities for
such purposes. Such areas or any portion thereof will be made available as provided herein within
four months after receipt of a written request from the Secretary.
28. Airport Layout Plan.
a. Subject to the FAA Reauthorization Act of 2018, Public Law 115-254, Section 163, it will keep up
to date at all times an airport layout plan of the airport showing:
1. boundaries of the airport and all proposed additions thereto, together with the boundaries
of all offsite areas owned or controlled by the sponsor for airport purposes and proposed
additions thereto;
2. the location and nature of all existing and proposed airport facilities and structures (such
as runways, taxiways, aprons, terminal buildings, hangars and roads), including all
proposed extensions and reductions of existing airport facilities;
3. the location of all existing and proposed non-aviation areas and of all existing
improvements thereon; and
4. all proposed and existing access points used to taxi aircraft across the airport’s property
boundary.
Such airport layout plans and each amendment, revision, or modification thereof, shall be
subject to the approval of the Secretary which approval shall be evidenced by the signature of
a duly authorized representative of the Secretary on the face of the airport layout plan. The
sponsor will not make or permit any changes or alterations in the airport or any of its facilities
which are not in conformity with the airport layout plan as approved by the Secretary and
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14
which might, in the opinion of the Secretary, adversely affect the safety, utility or efficiency of
the airport.
b. Subject to the FAA Reauthorization Act of 2018, Public Law 115-254, Section 163, if a change or
alteration in the airport or the facilities is made which the Secretary determines adversely
affects the safety, utility, or efficiency of any federally owned, leased, or funded property on or
off the airport and which is not in conformity with the airport layout plan as approved by the
Secretary, the owner or operator will, if requested, by the Secretary:
1. eliminate such adverse effect in a manner approved by the Secretary; or
2. bear all costs of relocating such property (or replacement thereof) to a site acceptable to
the Secretary and all costs of restoring such property (or replacement thereof) to the level
of safety, utility, efficiency, and cost of operation existing before the unapproved change in
the airport or its facilities except in the case of a relocation or replacement of an existing
airport facility due to a change in the Secretary’s design standards beyond the control of
the airport sponsor.
29. Civil Rights.
It will promptly take any measures necessary to ensure that no person in the United States shall, on
the grounds of race, color, and national origin (including limited English proficiency) in accordance
with the provisions of Title VI of the Civil Rights Act of 1964 (78 Stat. 252, 42 U.S.C. §§ 2000d to
2000d-4); creed and sex (including sexual orientation and gender identity) per 49 U.S.C. § 47123
and related requirements; age per the Age Discrimination Act of 1975 and related requirements; or
disability per the Americans with Disabilities Act of 1990 and related requirements, be excluded
from participation in, be denied the benefits of, or be otherwise subjected to discrimination in any
program and activity conducted with, or benefiting from, funds received from this Grant.
a. Using the definitions of activity, facility, and program as found and defined in 49 CFR
§§ 21.23(b) and 21.23(e), the sponsor will facilitate all programs, operate all facilities, or
conduct all programs in compliance with all non-discrimination requirements imposed by or
pursuant to these assurances.
b. Applicability
1. Programs and Activities. If the sponsor has received a grant (or other federal assistance)
for any of the sponsor’s program or activities, these requirements extend to all of the
sponsor’s programs and activities.
2. Facilities. Where it receives a grant or other federal financial assistance to construct,
expand, renovate, remodel, alter, or acquire a facility, or part of a facility, the assurance
extends to the entire facility and facilities operated in connection therewith.
3. Real Property. Where the sponsor receives a grant or other Federal financial assistance in
the form of, or for the acquisition of real property or an interest in real property, the
assurance will extend to rights to space on, over, or under such property.
c. Duration.
The sponsor agrees that it is obligated to this assurance for the period during which Federal
financial assistance is extended to the program, except where the Federal financial assistance is
to provide, or is in the form of, personal property, or real property, or interest therein, or
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15
structures or improvements thereon, in which case the assurance obligates the sponsor, or any
transferee for the longer of the following periods:
1. So long as the airport is used as an airport, or for another purpose involving the provision
of similar services or benefits; or
2. So long as the sponsor retains ownership or possession of the property.
d. Required Solicitation Language. It will include the following notification in all solicitations for
bids, Requests For Proposals for work, or material under this Grant Agreement and in all
proposals for agreements, including airport concessions, regardless of funding source:
“The City of Ames, in accordance with the provisions of Title VI of the Civil Rights Act of 1964
(78 Stat. 252, 42 U.S.C. §§ 2000d to 2000d-4) and the Regulations, hereby notifies all bidders or
offerors that it will affirmatively ensure that for any contract entered into pursuant to this
advertisement, [select businesses, or disadvantaged business enterprises or airport concession
disadvantaged business enterprises] will be afforded full and fair opportunity to submit bids in
response to this invitation and no businesses will be discriminated against on the grounds of
race, color, national origin (including limited English proficiency), creed, sex (including sexual
orientation and gender identity), age, or disability in consideration for an award.”
e. Required Contract Provisions.
1. It will insert the non-discrimination contract clauses requiring compliance with the acts and
regulations relative to non-discrimination in Federally-assisted programs of the
Department of Transportation (DOT), and incorporating the acts and regulations into the
contracts by reference in every contract or agreement subject to the non-discrimination in
Federally-assisted programs of the DOT acts and regulations.
2. It will include a list of the pertinent non-discrimination authorities in every contract that is
subject to the non-discrimination acts and regulations.
3. It will insert non-discrimination contract clauses as a covenant running with the land, in
any deed from the United States effecting or recording a transfer of real property,
structures, use, or improvements thereon or interest therein to a sponsor.
4. It will insert non-discrimination contract clauses prohibiting discrimination on the basis of
race, color, national origin (including limited English proficiency), creed, sex (including
sexual orientation and gender identity), age, or disability as a covenant running with the
land, in any future deeds, leases, license, permits, or similar instruments entered into by
the sponsor with other parties:
a. For the subsequent transfer of real property acquired or improved under the
applicable activity, project, or program; and
b. For the construction or use of, or access to, space on, over, or under real property
acquired or improved under the applicable activity, project, or program.
f. It will provide for such methods of administration for the program as are found by the
Secretary to give reasonable guarantee that it, other recipients, sub-recipients, sub-grantees,
contractors, subcontractors, consultants, transferees, successors in interest, and other
participants of Federal financial assistance under such program will comply with all
requirements imposed or pursuant to the acts, the regulations, and this assurance.
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16
g. It agrees that the United States has a right to seek judicial enforcement with regard to any
matter arising under the acts, the regulations, and this assurance.
30. Disposal of Land.
a. For land purchased under a grant for airport noise compatibility purposes, including land
serving as a noise buffer, it will dispose of the land, when the land is no longer needed for such
purposes, at fair market value, at the earliest practicable time. That portion of the proceeds of
such disposition which is proportionate to the United States' share of acquisition of such land
will be, at the discretion of the Secretary, (1) reinvested in another project at the airport, or (2)
transferred to another eligible airport as prescribed by the Secretary. The Secretary shall give
preference to the following, in descending order:
1. Reinvestment in an approved noise compatibility project;
2. Reinvestment in an approved project that is eligible for grant funding under 49 U.S.C.
§ 47117(e);
3. Reinvestment in an approved airport development project that is eligible for grant funding
under 49 U.S.C. §§ 47114, 47115, or 47117;
4. Transfer to an eligible sponsor of another public airport to be reinvested in an approved
noise compatibility project at that airport; or
5. Payment to the Secretary for deposit in the Airport and Airway Trust Fund.
If land acquired under a grant for noise compatibility purposes is leased at fair market value
and consistent with noise buffering purposes, the lease will not be considered a disposal of the
land. Revenues derived from such a lease may be used for an approved airport development
project that would otherwise be eligible for grant funding or any permitted use of airport
revenue.
b. For land purchased under a grant for airport development purposes (other than noise
compatibility), it will, when the land is no longer needed for airport purposes, dispose of such
land at fair market value or make available to the Secretary an amount equal to the United
States' proportionate share of the fair market value of the land. That portion of the proceeds of
such disposition which is proportionate to the United States' share of the cost of acquisition of
such land will, upon application to the Secretary, be reinvested or transferred to another
eligible airport as prescribed by the Secretary. The Secretary shall give preference to the
following, in descending order:
1. Reinvestment in an approved noise compatibility project;
2. Reinvestment in an approved project that is eligible for grant funding under 49 U.S.C.
§ 47117(e);
3. Reinvestment in an approved airport development project that is eligible for grant funding
under 49 U.S.C. §§ 47114, 47115, or 47117;
4. Transfer to an eligible sponsor of another public airport to be reinvested in an approved
noise compatibility project at that airport; or
5. Payment to the Secretary for deposit in the Airport and Airway Trust Fund.
c. Land shall be considered to be needed for airport purposes under this assurance if (1) it may be
needed for aeronautical purposes (including runway protection zones) or serve as noise buffer
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17
land, and (2) the revenue from interim uses of such land contributes to the financial self-
sufficiency of the airport. Further, land purchased with a grant received by an airport operator
or owner before December 31, 1987, will be considered to be needed for airport purposes if
the Secretary or Federal agency making such grant before December 31, 1987, was notified by
the operator or owner of the uses of such land, did not object to such use, and the land
continues to be used for that purpose, such use having commenced no later than
December 15, 1989.
d. Disposition of such land under (a), (b), or (c) will be subject to the retention or reservation of
any interest or right therein necessary to ensure that such land will only be used for purposes
which are compatible with noise levels associated with operation of the airport.
31. Engineering and Design Services.
If any phase of such project has received Federal funds under Chapter 471 subchapter 1 of Title
49 U.S.C., it will award each contract, or sub-contract for program management, construction
management, planning studies, feasibility studies, architectural services, preliminary engineering,
design, engineering, surveying, mapping or related services in the same manner as a contract for
architectural and engineering services is negotiated under Chapter 11 of Title 40 U S.C., or an
equivalent qualifications-based requirement prescribed for or by the sponsor of the airport.
32. Foreign Market Restrictions.
It will not allow funds provided under this Grant to be used to fund any project which uses any
product or service of a foreign country during the period in which such foreign country is listed by
the United States Trade Representative as denying fair and equitable market opportunities for
products and suppliers of the United States in procurement and construction.
33. Policies, Standards, and Specifications.
It will carry out any project funded under an Airport Improvement Program Grant in accordance
with policies, standards, and specifications approved by the Secretary including, but not limited to,
current FAA Advisory Circulars (https://www.faa.gov/airports/aip/media/aip-pfc-checklist.pdf) for
AIP projects as of August 06, 2024.
34. Relocation and Real Property Acquisition.
a. It will be guided in acquiring real property, to the greatest extent practicable under State law,
by the land acquisition policies in Subpart B of 49 CFR Part 24 and will pay or reimburse
property owners for necessary expenses as specified in Subpart B.
b. It will provide a relocation assistance program offering the services described in Subpart C of 49
CFR Part 24 and fair and reasonable relocation payments and assistance to displaced persons as
required in Subpart D and E of 49 CFR Part 24.
c. It will make available within a reasonable period of time prior to displacement, comparable
replacement dwellings to displaced persons in accordance with Subpart E of 49 CFR Part 24.
35. Access By Intercity Buses.
The airport owner or operator will permit, to the maximum extent practicable, intercity buses or
other modes of transportation to have access to the airport; however, it has no obligation to fund
special facilities for intercity buses or for other modes of transportation.
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18
36. Disadvantaged Business Enterprises.
The sponsor shall not discriminate on the basis of race, color, national origin, or sex, in the award
and performance of any DOT-assisted contract covered by 49 CFR Part 26, or in the award and
performance of any concession activity contract covered by 49 CFR Part 23. In addition, the sponsor
shall not discriminate on the basis of race, color, national origin or sex in the administration of its
Disadvantaged Business Enterprise (DBE) and Airport Concessions Disadvantaged Business
Enterprise (ACDBE) programs or the requirements of 49 CFR Parts 23 and 26. The sponsor shall take
all necessary and reasonable steps under 49 CFR Parts 23 and 26 to ensure nondiscrimination in the
award and administration of DOT-assisted contracts, and/or concession contracts. The sponsor’s
DBE and ACDBE programs, as required by 49 CFR Parts 26 and 23, and as approved by DOT, are
incorporated by reference in this agreement. Implementation of these programs is a legal obligation
and failure to carry out its terms shall be treated as a violation of this agreement. Upon notification
to the sponsor of its failure to carry out its approved program, the Department may impose
sanctions as provided for under Parts 26 and 23 and may, in appropriate cases, refer the matter for
enforcement under 18 U.S.C. § 1001 and/or the Program Fraud Civil Remedies Act of 1986 (31
U.S.C. §§ 3801-3809, 3812).
37. Hangar Construction.
If the airport owner or operator and a person who owns an aircraft agree that a hangar is to be
constructed at the airport for the aircraft at the aircraft owner’s expense, the airport owner or
operator will grant to the aircraft owner for the hangar a long term lease that is subject to such
terms and conditions on the hangar as the airport owner or operator may impose.
38. Competitive Access.
a. If the airport owner or operator of a medium or large hub airport (as defined in 49 U.S.C.
§ 47102) has been unable to accommodate one or more requests by an air carrier for access to
gates or other facilities at that airport in order to allow the air carrier to provide service to the
airport or to expand service at the airport, the airport owner or operator shall transmit a report
to the Secretary that:
1. Describes the requests;
2. Provides an explanation as to why the requests could not be accommodated; and
3. Provides a time frame within which, if any, the airport will be able to accommodate the
requests.
b. Such report shall be due on either February 1 or August 1 of each year if the airport has been
unable to accommodate the request(s) in the six month period prior to the applicable due date.
213
3-19-0004-033-2024
City of Ames
42-6004218 WV9ZMFEMMH38
515 Clark Avenue
Ames
Story
IA
USA: United States
50010-6122
Mr.Damion
Pregitzer
City of Ames
(515) 239-5160 (515) 239-5404
damion.pregitzer@cityofames.org
214
C: City or Township Government
Pick an applicant type
Pick an applicant type
Federal Aviation Administration
20.106
Airport Improvement Program
Not Applicable
Not Applicable
City of Ames, Story County, State Iowa
Wildlife Fencing Improvements
215
IA-004 IA-004
10/15/2024 12/31/2025
$ 2,626,519
$ 0
$ 0
$ 291,836
$ 0
$ 0
$ 2,918,355
Mr.Damion
Pregitzer
Traffic Engineer
(515) 239-5160 (515) 239-5404
pregitzer@cityofames.org
08/06/2024
216
FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 7
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Application for Federal Assistance (Development and Equipment Projects)
PART II – PROJECT APPROVAL INFORMATION
Part II - SECTION A
The term “Sponsor” refers to the applicant name provided in box 8 of the associated SF-424 form.
Item 1.
Does Sponsor maintain an active registration in the System for Award Management
(www.SAM.gov)? Yes No
Item 2.
Can Sponsor commence the work identified in the application in the fiscal year the
grant is made or within six months after the grant is made, whichever is later? Yes No N/A
Item 3.
Are there any foreseeable events that would delay completion of the project? If yes,
provide attachment to this form that lists the events. Yes No N/A
Item 4.
Will the project(s) covered by this request have impacts or effects on the
environment that require mitigating measures? If yes, attach a summary listing of
mitigating measures to this application and identify the name and date of the
environmental document(s).
Yes No N/A
Item 5.
Is the project covered by this request included in an approved Passenger Facility
Charge (PFC) application or other Federal assistance program? If yes, please
identify other funding sources by checking all applicable boxes.
Yes No N/A
roject included in an approved PFC application
If included in an approved PFC application,
does the application only address AIP matching share? Yes No
roject included in other Federal Assistance program CFDA number .
Item 6.
Will the requested Federal assistance include Sponsor indirect costs as described in
2 CFR Appendix VII to Part 200, States and Local Government and Indian Tribe
Indirect Cost Proposals?
Yes No N/A
If the request for Federal assistance includes a claim for allowable indirect costs, select the applicable indirect cost rate
the Sponsor proposes to apply:
De Minimis rate of 10% as permitted by 2 CFR § 200.414.
Negotiated Rate equal to % as approved by (the Cognizant Agency)
on (Date) (2 CFR part 200, appendix VII).
Note: Refer to the instructions for limitations of application associated with claiming Sponsor indirect costs.
217
OMB CONTROL NUMBER: 2120-0569
OMB EXPIRATION DATE:
FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 7
PART II - SECTION B
Certification Regarding Lobbying
The declarations made on this page are under the signature of the authorized representative as identified in box 21 of
form SF-424, to which this form is attached. The term “Sponsor” refers to the applicant name provided in box 8 of the
associated SF-424 form.
The Authorized Representative certifies, to the best of his or her knowledge and belief, that:
(1) No Federal appropriated funds have been paid or will be paid, by or on behalf of the Sponsor, to any person
for influencing or attempting to influence an officer or employee of an agency, a Member of Congress, an officer
or employee of Congress, or an employee of a Member of Congress in connection with the awarding of any
Federal contract, the making of any Federal grant, the making of any Federal loan, the entering into of any
cooperative agreement, and the extension, continuation, renewal, amendment, or modification of any Federal
contract, grant, loan, or cooperative agreement.
(2) If any funds other than Federal appropriated funds have been paid or will be paid to any person for
influencing or attempting to influence an officer or employee of any agency, a Member of Congress, an officer
or employee of Congress, or an employee of a Member of Congress in connection with this Federal contract,
grant, loan, or cooperative agreement, the Authorized Representative shall complete and submit Standard
Form-LLL, ‘‘Disclosure Form to Report Lobbying,’’ in accordance with its instructions.
(3) The Authorized Representative shall require that the language of this certification be included in the award
documents for all sub-awards at all tiers (including subcontracts, subgrants, and contracts under grants, loans,
and cooperative agreements) and that all subrecipients shall certify and disclose accordingly.
This certification is a material representation of fact upon which reliance was placed when this transaction was
made or entered into. Submission of this certification is a prerequisite for making or entering into this
transaction imposed by section 1352, title 31, U.S. Code. Any person who fails to file the required certification
shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such failure.
218
OMB CONTROL NUMBER: 2120-0569
OMB EXPIRATION DATE:
FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 3 of 7
PART II – SECTION C
The Sponsor hereby represents and certifies as follows:
1. Compatible Land Use – The Sponsor has taken the following actions to assure compatible usage of land adjacent
to or in the vicinity of the airport:
2. Defaults – The Sponsor is not in default on any obligation to the United States or any agency of the United States
Government relative to the development, operation, or maintenance of any airport, except as stated herewith:
3. Possible Disabilities – There are no facts or circumstances (including the existence of effective or proposed leases,
use agreements or other legal instruments affecting use of the Airport or the existence of pending litigation or other
legal proceedings) which in reasonable probability might make it impossible for the Sponsor to carry out and complete
the Project or carry out the provisions of the Grant Assurances, either by limiting its legal or financial ability or
otherwise, except as follows:
4. Consistency with Local Plans – The project is reasonably consistent with plans existing at the time of submission
of this application) of public agencies that are authorized by the State in which the project is located to plan for the
development of the area surrounding the airport.
5. Consideration of Local Interest – It has given fair consideration to the interest of communities in or near where the
project may be located.
6. Consultation with Users – In making a decision to undertake an airport development project under Title 49, United
States Code, it has consulted with airport users that will potentially be affected by the project (§ 47105(a)(2)).
7. Public Hearings – In projects involving the location of an airport, an airport runway or a major runway extension, it
has afforded the opportunity for public hearings for the purpose of considering the economic, social, and environmental
effects of the airport or runway location and its consistency with goals and objectives of such planning as has been
carried out by the community and it shall, when requested by the Secretary, submit a copy of the transcript of such
hearings to the Secretary. Further, for such projects, it has on its management board either voting representation from
the communities where the project is located or has advised the communities that they have the right to petition the
Secretary concerning a proposed project.
8. Air and Water Quality Standards – In projects involving airport location, a major runway extension, or runway
location it will provide for the Governor of the state in which the project is located to certify in writing to the Secretary
that the project will be located, designed, constructed, and operated so as to comply with applicable and air and water
quality standards. In any case where such standards have not been approved and where applicable air and water
quality standards have been promulgated by the Administrator of the Environmental Protection Agency, certification
shall be obtained from such Administrator. Notice of certification or refusal to certify shall be provided within sixty days
after the project application has been received by the Secretary.
The Sponsor has in place zoning ordinances.
The City of Ames is not in default.
The City of Ames has no disabilities.
The project is consistent with the current Airport Layout Plan (ALP).
Local interests have been given consideration.
There has been contact and consultation with the affected parties and users of the airport.
Public Hearings are not required for this project.
Permitting is not required for this project.
219
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FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 4 of 7
PART II – SECTION C (Continued)
9.Exclusive Rights – There is no grant of an exclusive right for the conduct of any aeronautical activity at any airport
owned or controlled by the Sponsor except as follows:
10.Land – (a) The sponsor holds the following property interest in the following areas of land, which are to be developed
or used as part of or in connection with the Airport subject to the following exceptions, encumbrances, and adverse
interests, all of which areas are identified on the aforementioned property map designated as Exhibit “A”
The Sponsor further certifies that the above is based on a title examination by a qualified attorney or title company and
that such attorney or title company has determined that the Sponsor holds the above property interests.
(b) The Sponsor will acquire within a reasonable time, but in any event prior to the start of any construction work
under the Project, the following property interest in the following areas of land on which such construction work is to be
performed, all of which areas are identified on the aforementioned property map designated as Exhibit “A”
(c) The Sponsor will acquire within a reasonable time, and if feasible prior to the completion of all construction
work under the Project, the following property interest in the following areas of land which are to be developed or used
as part of or in connection with the Airport as it will be upon completion of the Project, all of which areas are identified on
the aforementioned property map designated as Exhibit “A”
1 State the character of property interest in each area and list and identify for each all exceptions, encumbrances, and adverse
interests of every kind and nature, including liens, easements, leases, etc. The separate areas of land need only be identified here by
the area numbers shown on the property map.
No exclusive rights have been granted.
The City of Ames maintains property interest as depicted within the property table on the Exhibit A property map dated
March 1, 1997 that was prepared under AIP 3-19-0004-013, and is incorporated herein by reference.
No additional land is required to be acquired for Ames Municipal Airport as part of this project.
No additional land is required to be acquired for Ames Municipal Airport as part of this project.
220
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FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 5 of 7
PART III – BUDGET INFORMATION – CONSTRUCTION
SECTION A – GENERAL
Number:
Functional or Other Breakout:
SECTION B – CALCULATION OF FEDERAL GRANT
Cost Classification
A
o f
( A
o f
1. Administration expense
2. Preliminary expense
3. Land, structures, right-of-way
4. Architectural engineering basic fees
5. Other Architectural engineering fees
6. Project inspection fees
7. Land development
8. Relocation Expenses
9. Relocation payments to Individuals and Businesses
10. Demolition and removal
11. Construction and project improvement
12. Equipment
13. Miscellaneous
14.Subtotal (Lines 1 through 13)
15. Estimated Income (if applicable)
16. Net Project Amount (Line 14 minus 15)
17.Less: Exclusions (Section C )
18.Subtotal (Lines 16 through 17)
19. Federal Share requested of Line 1
20. Grantee share
21. Other shares
22.TOTAL PROJECT (Lines 19, 20 & 21)
20-106
Airport Improvement Program
$ 1,000
77,700
147,200
160,400
2,616,005
$ 3,002,305
3,002,305
83,950
$ 2,918,355
2,626,519
291,836
$ 2,918,355
221
OMB CONTROL NUMBER: 2120-0569
OMB EXPIRATION DATE:
FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 6 of 7
SECTION C – EXCLUSIONS
23. Classification (Description of non-participating work)Amount for
Participation
a.
b.
c.
d.
e.
f.
g.
SECTION D – PROPOSED METHOD OF FINANCING NON-FEDERAL SHARE
24. Grantee Share – Fund Categories Amount
a. Securities
b. Mortgages
c. Appropriations ( y Applicant)
d. Bonds
e. Tax Levies
f. Non Cash
g. Other (Explain)
h.TOTAL - Grantee share
25. Other Shares
a. State
b. Other
c.TOTAL - Other Shares
26. TOTAL NON-FEDERAL FINANCING
SECTION E – REMARKS
( ttach sheets if additional space required)
Amount
Division 2 - Base Bid $ 7,500
Division 2 - Bid Alternate B 3,450
Division 2 - Bid Alternate C 73,000
$ 83,950
291,836
$ 291,836
$ 0
$ 291,836
The following items are incorporated by reference:
Plans and Specs dated: June 2024
Exhibit A dated: March 1, 1997
222
OMB CONTROL NUMBER: 2120-0569
OMB EXPIRATION DATE:
FAA Form 5100-100 ( ) SUPERSEDES PREVIOUS EDITION Page 7 of 7
PART IV PROGRAM NARRATIVE
(Suggested Format)
PROJECT:
AIRPORT:
1. Objective:
2. Benefits Anticipated:
3. Approach: (See approved Scope of Work in Final Application)
4. Geographic Location:
5. If Applicable, Provide Additional Information:
6. Sponsor’s Representative: (include address & telephone number)
Wildlife Fencing Improvements
Ames Municipal Airport
This project will provide for a continuous wildlife fence to encapsulate the entire Aircraft Operations Areas (AOA).
The proposed project will improve the overall operational safety in the AOA and the security of the Ames Municipal
Airport.
Detailed drawings and project manual were developed for the project by Bolton & Menk, Inc. Competitive bids were
solicited through a public bid process. Award of construction will be to the lowest responsive and responsible bidder
subject to FAA concurrence.
Owner: City of Ames, Iowa
Prime Consultant: Bolton & Menk, Inc.
Prime Contractor: Minturn, Inc.
The Ames Municipal Airport is located on the south side of the City of Ames, IA.
None
Mr. Damion Pregitzer, P.E., PTOE, Traffic Engineer
City of Ames, 515 Clark Avenue, Ames, Iowa 50010
Phone 515-239-5160
223
FAA Form 5100-135 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 2
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Certification and Disclosure Regarding Potential Conflicts of Interest
Airport Improvement Program Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
Title 2 CFR § 200.112 and § 1201.112 address Federal Aviation Administration (FAA) requirements for
conflict of interest. As a condition of eligibility under the Airport Improvement Program (AIP), sponsors
must comply with FAA policy on conflict of interest. Such a conflict would arise when any of the following
have a financial or other interest in the firm selected for award:
a)The employee, officer or agent,
b) Any member of his immediate family,
c)His or her partner, or
d) An organization which employs, or is about to employ, any of the above.
Selecting “Yes” represents sponsor or sub-recipient acknowledgement and confirmation of the
certification statement. Selecting “No” represents sponsor or sub-recipient disclosure that it cannot fully
comply with the certification statement. If “No” is selected, provide support information explaining the
negative response as an attachment to this form. This includes whether the sponsor has established
standards for financial interest that are not substantial or unsolicited gifts are of nominal value (2 CFR §
200.318(c)). The term “will” means Sponsor action taken at appropriate time based on the certification
statement focus area, but no later than the end of the project period of performance.
Certification Statements
1. The sponsor or sub-recipient maintains a written standards of conduct governing conflict of
interest and the performance of their employees engaged in the award and administration of
contracts (2 CFR § 200.318(c)). To the extent permitted by state or local law or regulations, such
standards of conduct provide for penalties, sanctions, or other disciplinary actions for violations of
such standards by the sponsor’s and sub-recipient’s officers, employees, or agents, or by
contractors or their agents.
Yes No
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
224
FAA Form 5100-135 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 2
2. The sponsor’s or sub-recipient’s officers, employees or agents have not and will not solicit or
accept gratuities, favors or anything of monetary value from contractors, potential contractors, or
parties to sub-agreements (2 CFR § 200.318(c)).
Yes No
3. The sponsor or sub-recipient certifies that is has disclosed and will disclose to the FAA any
known potential conflict of interest (2 CFR § 1200.112).
Yes No
Attach documentation clarifying any above item marked with “no” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
have the explanation for any item marked “no” is correct and complete.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Engineer
225
FAA Form 5100-130 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 3
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Drug-Free Workplace
Airport Improvement Program Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
49 USC § 47105(d) authorizes the Secretary to require certification from the sponsor that it will comply
with the statutory and administrative requirements in carrying out a project under the Airport Improvement
Program (AIP). General requirements on the drug-free workplace within federal grant programs are
described in 2 CFR part 182. Sponsors are required to certify they will be, or will continue to provide, a
drug-free workplace in accordance with the regulation. The AIP project grant agreement contains specific
assurances on the Drug-Free Workplace Act of 1988.
Certification Statements
Except for certification statements below marked as not applicable (N/A), this list includes major
requirements of the construction project. Selecting “Yes” represents sponsor acknowledgement and
confirmation of the certification statement. The term “will” means Sponsor action taken at appropriate time
based on the certification statement focus area, but no later than the end of the project period of
performance. This list is not comprehensive and does not relieve the sponsor from fully complying with all
applicable statutory and administrative standards. The source of the requirement is referenced within
parenthesis.
1.A statement has been or will be published prior to commencement of project notifying employees
that the unlawful manufacture, distribution, dispensing, possession, or use of a controlled
substance is prohibited in the sponsor's workplace, and specifying the actions to be taken against
employees for violation of such prohibition (2 CFR § 182.205).
Yes No N/A
2. An ongoing drug-free awareness program (2 CFR § 182.215) has been or will be established
prior to commencement of project to inform employees about:
a. The dangers of drug abuse in the workplace;
b. The sponsor's policy of maintaining a drug-free workplace;
c.Any available drug counseling, rehabilitation, and employee assistance programs; and
d. The penalties that may be imposed upon employees for drug abuse violations occurring
in the workplace.
Yes No N/A
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
226
FAA Form 5100-130 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 3
3. Each employee to be engaged in the performance of the work has been or will be given a copy of
the statement required within item 1 above prior to commencement of project (2 CFR § 182.210).
Yes No N/A
4. Employees have been or will be notified in the statement required by item 1 above that, as a
condition employment under the grant (2 CFR § 182.205(c)), the employee will:
a.Abide by the terms of the statement; and
b. Notify the employer in writing of his or her conviction for a violation of a criminal drug
statute occurring in the workplace no later than five calendar days after such conviction.
Yes No N/A
5. The Federal Aviation Administration (FAA) will be notified in writing within 10 calendar days after
receiving notice under item 4b above from an employee or otherwise receiving actual notice of
such conviction (2 CFR § 182.225). Employers of convicted employees must provide notice,
including position title of the employee, to the FAA (2 CFR § 182.300).
Yes No N/A
6. One of the following actions (2 CFR § 182.225(b)) will be taken within 30 calendar days of
receiving a notice under item 4b above with respect to any employee who is so convicted:
a.Take appropriate personnel action against such an employee, up to and including
termination, consistent with the requirements of the Rehabilitation Act of 1973, as
amended; and
b. Require such employee to participate satisfactorily in drug abuse assistance or
rehabilitation programs approved for such purposes by a federal, state, or local health,
law enforcement, or other appropriate agency.
Yes No N/A
7. A good faith effort will be made, on a continuous basis, to maintain a drug-free workplace through
implementation of items 1 through 6 above (2 CFR § 182.200).
Yes No N/A
Site(s) of performance of work (2 CFR § 182.230):
Location 1
Name of Location:
Address:
Location 2 (if applicable)
Name of Location:
Address:
Location 3 (if applicable)
Name of Location:
Address:
City Hall
515 Clark Avenue, Ames, IA 50010
Ames Municipal Airport
2501 Airport Drive, Ames, IA 50010
227
FAA Form 5100-130 ( ) SUPERSEDES PREVIOUS EDITION Page 3 of 3
Attach documentation clarifying any above item marked with a “No” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
additional documentation for any item marked “no” is correct and complete.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Enginner
228
FAA Form 5100-134 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 3
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Selection of Consultants
Airport Improvement Program Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
49 USC § 47105(d) authorizes the Secretary to require certification from the sponsor that it will comply
with the statutory and administrative requirements in carrying out a project under the Airport Improvement
Program (AIP). General requirements for selection of consultant services within federal grant programs
are described in 2 CFR §§ 200.317-200.326. Sponsors may use other qualifications-based procedures
provided they are equivalent to standards of Title 40 chapter 11 and FAA Advisory Circular 150/5100-14,
Architectural, Engineering, and Planning Consultant Services for Airport Grant Projects.
Certification Statements
Except for certification statements below marked as not applicable (N/A), this list includes major
requirements of the construction project. Selecting “Yes” represents sponsor acknowledgement and
confirmation of the certification statement. The term “will” means Sponsor action taken at appropriate time
based on the certification statement focus area, but no later than the end of the project period of
performance. This list is not comprehensive and does not relieve the sponsor from fully complying with all
applicable statutory and administrative standards. The source of the requirement is referenced within
parenthesis.
1.Sponsor acknowledges their responsibility for the settlement of all contractual and administrative
issues arising out of their procurement actions (2 CFR § 200.318(k)).
Yes No N/A
2. Sponsor procurement actions ensure or will ensure full and open competition that does not
unduly limit competition (2 CFR § 200.319).
Yes No N/A
3. Sponsor has excluded or will exclude any entity that develops or drafts specifications,
requirements, or statements of work associated with the development of a request-for-
qualifications (RFQ) from competing for the advertised services (2 CFR § 200.319).
Yes No N/A
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
229
FAA Form 5100-134 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 3
4. The advertisement describes or will describe specific project statements-of-work that provide
clear detail of required services without unduly restricting competition (2 CFR § 200.319).
Yes No N/A
5. Sponsor has publicized or will publicize a RFQ that:
a. Solicits an adequate number of qualified sources (2 CFR § 200.320(d)); and
b.Identifies all evaluation criteria and relative importance (2 CFR § 200.320(d)).
Yes No N/A
6. Sponsor has based or will base selection on qualifications, experience, and disadvantaged
business enterprise participation with price not being a selection factor (2 CFR § 200.320(d)).
Yes No N/A
7. Sponsor has verified or will verify that agreements exceeding $25,000 are not awarded to
individuals or firms suspended, debarred or otherwise excluded from participating in federally
assisted projects (2 CFR §180.300).
Yes No N/A
8. A/E services covering multiple projects: Sponsor has agreed to or will agree to:
a. Refrain from initiating work covered by this procurement beyond five years from the date
of selection (AC 150/5100-14); and
b.Retain the right to conduct new procurement actions for projects identified or not
identified in the RFQ (AC 150/5100-14).
Yes No N/A
9. Sponsor has negotiated or will negotiate a fair and reasonable fee with the firm they select as
most qualified for the services identified in the RFQ (2 CFR § 200.323).
Yes No N/A
10. The Sponsor’s contract identifies or will identify costs associated with ineligible work separately
from costs associated with eligible work (2 CFR § 200.302).
Yes No N/A
11. Sponsor has prepared or will prepare a record of negotiations detailing the history of the
procurement action, rationale for contract type and basis for contract fees (2 CFR §200.318(i)).
Yes No N/A
12. Sponsor has incorporated or will incorporate mandatory contact provisions in the consultant
contract for AIP-assisted work (49 U.S.C. Chapter 471 and 2 CFR part 200 Appendix II)
Yes No N/A
230
FAA Form 5100-134 ( ) SUPERSEDES PREVIOUS EDITION Page 3 of 3
13. For contracts that apply a time-and-material payment provision (also known as hourly rates,
specific rates of compensation, and labor rates), the Sponsor has established or will establish:
a. Justification that there is no other suitable contract method for the services (2 CFR
§200.318(j));
b.A ceiling price that the consultant exceeds at their risk (2 CFR §200.318(j)); and
c. A high degree of oversight that assures consultant is performing work in an efficient
manner with effective cost controls in place 2 CFR §200.318(j)).
Yes No N/A
14. Sponsor is not using or will not use the prohibited cost-plus-percentage-of-cost (CPPC) contract
method. (2 CFR § 200.323(d)).
Yes No N/A
Attach documentation clarifying any above item marked with “no” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
additional documentation for any item marked “no” is correct and complete.
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Engineer
231
FAA Form 5100-132 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 3
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Project Plans and Specifications
Airport Improvement Program Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
49 USC § 47105(d) authorizes the Secretary to require certification from the sponsor that it will comply
with the statutory and administrative requirements in carrying out a project under the Airport Improvement
Program (AIP). Labor and civil rights standards applicable to AIP are established by the Department of
Labor (www.dol.gov/). AIP Grant Assurance C.1—General Federal Requirements identifies applicable
federal laws, regulations, executive orders, policies, guidelines and requirements for assistance under
AIP. A list of current advisory circulars with specific standards for procurement, design or construction of
airports, and installation of equipment and facilities is referenced in standard airport sponsor Grant
Assurance 34 contained in the grant agreement.
Certification Statements
Except for certification statements below marked as not applicable (N/A), this list includes major
requirements of the construction project. Selecting “Yes” represents sponsor acknowledgement and
confirmation of the certification statement. The term “will” means Sponsor action taken at appropriate
time based on the certification statement focus area, but no later than the end of the project period of
performance. This list is not comprehensive and does not relieve the sponsor from fully complying with all
applicable statutory and administrative standards. The source of the requirement is referenced within
parenthesis.
1.The plans and specifications were or will be prepared in accordance with applicable federal
standards and requirements, so that no deviation or modification to standards set forth in the
advisory circulars, or FAA-accepted state standard, is necessary other than those explicitly
approved by the Federal Aviation Administration (FAA) (14 USC § 47105).
Yes No N/A
2. Specifications incorporate or will incorporate a clear and accurate description of the technical
requirement for the material or product that does not contain limiting or proprietary features that
unduly restrict competition (2 CFR §200.319).
Yes No N/A
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
232
FAA Form 5100-132 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 3
3. The development that is included or will be included in the plans is depicted on the current airport
layout plan as approved by the FAA (14 USC § 47107).
Yes No N/A
4. Development and features that are ineligible or unallowable for AIP funding have been or will be
omitted from the plans and specifications (FAA Order 5100.38, par. 3-43).
Yes No N/A
5. The specification does not use or will not use “brand name” or equal to convey requirements
unless sponsor requests and receives approval from the FAA to use brand name (FAA Order
5100.38, Table U-5).
Yes No N/A
6. The specification does not impose or will not impose geographical preference in their
procurement requirements (2 CFR §200.319(b) and FAA Order 5100.38, Table U-5).
Yes No N/A
7. The use of prequalified lists of individuals, firms or products include or will include sufficient
qualified sources that ensure open and free competition and that does not preclude potential
entities from qualifying during the solicitation period (2 CFR §319(d)).
Yes No N/A
8. Solicitations with bid alternates include or will include explicit information that establish a basis for
award of contract that is free of arbitrary decisions by the sponsor (2 CFR § 200.319(a)(7)).
Yes No N/A
9. Concurrence was or will be obtained from the FAA if Sponsor incorporates a value engineering
clause into the contract (FAA Order 5100.38, par. 3-57).
Yes No N/A
10. The plans and specifications incorporate or will incorporate applicable requirements and
recommendations set forth in the federally approved environmental finding (49 USC §47106(c)).
Yes No N/A
11. The design of all buildings comply or will comply with the seismic design requirements of 49 CFR
§ 41.120. (FAA Order 5100.38d, par. 3-92)
Yes No N/A
12. The project specification include or will include process control and acceptance tests required for
the project by as per the applicable standard:
a.Construction and installation as contained in Advisory Circular (AC) 150/5370-10.
Yes No N/A
233
FAA Form 5100-132 ( ) SUPERSEDES PREVIOUS EDITION Page 3 of 3
b. Snow Removal Equipment as contained in AC 150/5220-20.
Yes No N/A
c. Aircraft Rescue and Fire Fighting (ARFF) vehicles as contained in AC 150/5220-10.
Yes No N/A
For construction activities within or near aircraft operational areas(AOA):
The Sponsor has or will prepare a construction safety and phasing plan (CSPP) conforming
to Advisory Circular 150/5370-2.
Compliance with CSPP safety provisions has been or will be incorporated into the plans
and specifications as a contractor requirement.
Sponsor will not initiate work until receiving FAA’s concurrence with the CSPP (FAA Order
5100.38, Par. 5-29).
Yes No N/A
14. The project was or will be physically completed without federal participation in costs due to errors
and omissions in the plans and specifications that were foreseeable at the time of project design
(49 USC §47110(b)(1) and FAA Order 5100.38d, par. 3-100).
Yes No N/A
Attach documentation clarifying any above item marked with “No” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
additional documentation for any item marked “no” is correct and complete.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Engineer
234
FAA Form 5100-131 ( ) SUPERSEDES PREVIOUS EDITION Page 1 of 4
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Equipment and Construction Contracts
Airport Improvement Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
49 USC § 47105(d) authorizes the Secretary to require certification from the sponsor that it will comply
with the statutory and administrative requirements in carrying out a project under the Airport Improvement
Program (AIP). General procurement standards for equipment and construction contracts within Federal
grant programs are described in 2 CFR §§ 200.317-200.326. Labor and Civil Rights Standards
applicable to the AIP are established by the Department of Labor (www.dol.gov) AIP Grant Assurance
C.1—General Federal Requirements identifies all applicable Federal Laws, regulations, executive orders,
policies, guidelines and requirements for assistance under the AIP. Sponsors may use state and local
procedures provided the procurement conforms to these federal standards.
This certification applies to all equipment and construction projects. Equipment projects may or may not
employ laborers and mechanics that qualify the project as a “covered contract” under requirements
established by the Department of Labor requirements. Sponsor shall provide appropriate responses to
the certification statements that reflect the character of the project regardless of whether the contract is
for a construction project or an equipment project.
Certification Statements
Except for certification statements below marked as not applicable (N/A), this list includes major
requirements of the construction project. Selecting “Yes” represents sponsor acknowledgement and
confirmation of the certification statement. The term “will” means Sponsor action taken at appropriate
time based on the certification statement focus area, but no later than the end of the project period of
performance. This list is not comprehensive and does not relieve the sponsor from fully complying with all
applicable statutory and administrative standards. The source of the requirement is referenced within
parenthesis.
1.A written code or standard of conduct is or will be in effect prior to commencement of the project
that governs the performance of the sponsor’s officers, employees, or agents in soliciting,
awarding and administering procurement contracts (2 CFR § 200.318).
Yes No N/A
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
235
FAA Form 5100-131 ( ) SUPERSEDES PREVIOUS EDITION Page 2 of 4
2. For all contracts, qualified and competent personnel are or will be engaged to perform contract
administration, engineering supervision, construction inspection, and testing
(Grant Assurance C.17).
Yes No N/A
3. Sponsors that are required to have a Disadvantage Business Enterprise (DBE) program on file
with the FAA have included or will include clauses required by Title VI of the Civil Rights Act and
49 CFR Part 26 for Disadvantaged Business Enterprises in all contracts and subcontracts.
Yes No N/A
4. Sponsors required to have a DBE program on file with the FAA have implemented or will
implement monitoring and enforcement measures that:
a. Ensure work committed to Disadvantaged Business Enterprises at contract award is
actually performed by the named DBEs (49 CFR § 26.37(b));
b.Include written certification that the sponsor has reviewed contract records and has
monitored work sites for performance by DBE firms (49 CFR § 26.37(b)); and
c. Provides for a running tally of payments made to DBE firms and a means for comparing
actual attainments (i.e. payments) to original commitments (49 CFR § 26.37(c)).
Yes No N/A
5. Sponsor procurement actions using the competitive sealed bid method (2 CFR § 200.320(c)). was
or will be:
a. Publicly advertised, allowing a sufficient response time to solicit an adequate number of
interested contractors or vendors;
b. Prepared to include a complete, adequate and realistic specification that defines the
items or services in sufficient detail to allow prospective bidders to respond;
c.Publicly opened at a time and place prescribed in the invitation for bids; and
d. Prepared in a manner that result in a firm fixed price contract award to the lowest
responsive and responsible bidder.
Yes No N/A
6. For projects the Sponsor proposes to use the competitive proposal procurement method (2 CFR §
200.320(d)), Sponsor has requested or will request FAA approval prior to proceeding with a
competitive proposal procurement by submitting to the FAA the following:
a. Written justification that supports use of competitive proposal method in lieu of the
preferred sealed bid procurement method;
b. Plan for publicizing and soliciting an adequate number of qualified sources; and
c.Listing of evaluation factors along with relative importance of the factors.
Yes No N/A
7.For construction and equipment installation projects, the bid solicitation includes or will include the
current federal wage rate schedule(s) for the appropriate type of work classifications (2 CFR Part
200, Appendix II).
Yes No N/A
236
FAA Form 5100-131 ( ) SUPERSEDES PREVIOUS EDITION Page 3 of 4
8. Concurrence was or will be obtained from the Federal Aviation Administration (FAA) prior to
contract award under any of the following circumstances (Order 5100.38D):
a. Only one qualified person/firm submits a responsive bid;
b.Award is to be made to other than the lowest responsible bidder; and
c. Life cycle costing is a factor in selecting the lowest responsive bidder.
Yes No N/A
9.All construction and equipment installation contracts contain or will contain provisions for:
a. Access to Records (§ 200.336)
b.Buy American Preferences (Title 49 U.S.C. § 50101)
c. Civil Rights - General Provisions and Title VI Assurances( 41 CFR part 60)
d.Federal Fair Labor Standards (29 U.S.C. § 201, et seq)
e. Occupational Safety and Health Act requirements (20 CFR part 1920)
f. Seismic Safety – building construction (49 CFR part 41)
g.State Energy Conservation Requirements - as applicable(2 CFR part 200, Appendix II)
h. U.S. Trade Restriction (49 CFR part 30)
i.Veterans Preference (49 USC § 47112(c))
Yes No N/A
10. All construction and equipment installation contracts exceeding $2,000 contain or will contain the
provisions established by:
a.Davis-Bacon and Related Acts (29 CFR part 5)
b. Copeland “Anti-Kickback” Act (29 CFR parts 3 and 5)
Yes No N/A
11.All construction and equipment installation contracts exceeding $3,000 contain or will contain a
contract provision that discourages distracted driving (E.O. 13513).
Yes No N/A
12.All contracts exceeding $10,000 contain or will contain the following provisions as applicable:
a. Construction and equipment installation projects - Applicable clauses from
41 CFR Part 60 for compliance with Executive Orders 11246 and 11375 on Equal
Employment Opportunity;
b. Construction and equipment installation - Contract Clause prohibiting segregated facilities
in accordance with 41 CFR part 60-1.8;
c.Requirement to maximize use of products containing recovered materials in accordance
with 2 CFR § 200.322 and 40 CFR part 247; and
d. Provisions that address termination for cause and termination for convenience
(2 CFR Part 200, Appendix II).
Yes No N/A
237
FAA Form 5100-131 ( ) SUPERSEDES PREVIOUS EDITION Page 4 of 4
13. All contracts and subcontracts exceeding $25,000: Measures are in place or will be in place (e.g.
checking the System for Award Management) that ensure contracts and subcontracts are not
awarded to individuals or firms suspended, debarred, or excluded from participating in federally
assisted projects (2 CFR parts 180 and 1200).
Yes No N/A
Contracts exceeding the simplified acquisition threshold (currently $ 50,000) include or will include
provisions, as applicable, that address the following:
Construction and equipment installation contracts - a bid guarantee of 5%, a performance
bond of 100%, and a payment bond of 100% (2 CFR § 200.325);
Construction and equipment installation contracts - requirements of the Contract Work
Hours and Safety Standards Act (40 USC 3701-3708, Sections 103 and 107);
Restrictions on Lobbying and Influencing (2 CFR part 200, Appendix II);
Conditions specifying administrative, contractual and legal remedies for instances where
contractor of vendor violate or breach the terms and conditions of the contract (2 CFR
§200, Appendix II); and
All Contracts - Applicable standards and requirements issued under Section 306 of the
Clean Air Act (42 USC 7401-7671q), Section 508 of the Clean Water Act (33 USC
1251-1387, and Executive Order 11738.
Yes No N/A
Attach documentation clarifying any above item marked with “No” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
additional documentation for any item marked “no” is correct and complete.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Engineer
238
FAA Form 5100-129 ( ) SUPERSEDES PREVIOUS EDITION page 1 of 3
U.S. Department of Transportation
Federal Aviation Administration
OMB CONTROL NUMBER: 2120-0569
EXPIRATION DATE:
Construction Project Final Acceptance
Airport Improvement Program Sponsor Certification
Sponsor:
Airport:
Project Number:
Description of Work:
Application
49 USC § 47105(d), authorizes the Secretary to require me certification from the sponsor that it will
comply with the statutory and administrative requirements in carrying out a project under the Airport
Improvement Program. General standards for final acceptance and close out of federally funded
construction projects are in 2 CFR § 200.343 – Closeout and supplemented by FAA Order 5100.38. The
sponsor must determine that project costs are accurate and proper in accordance with specific
requirements of the grant agreement and contract documents.
Certification Statements
Except for certification statements below marked not applicable (N/A), this list includes major
requirements of the construction project. Selecting “ es” represents sponsor and
confirmation of the certification statement. The term “will” means Sponsor action taken at appropriate
time based on the certification statement focus area, but no later than the end of the project period of
performance. This list is not comprehensive and does not relieve the sponsor from fully complying with
all applicable statutory and administrative standards. The source of the requirement is referenced within
parenthesis.
1.The personnel engaged in project administration, engineering supervision, project inspection, and
acceptance testing were or will be determined to be qualified and competent to perform the work
(Grant Assurance).
Yes No N/A
2. Construction records, including daily logs, were or will be kept by the resident
engineer/construction inspector that fully document contractor’s performance in complying with:
a. Technical standards (Advisory Circular (AC) 150/5370-12);
b.Contract requirements (2 CFR part 200 and FAA Order 5100.38); and
c. Construction safety and phasing plan measures (AC 150/5370-2).
Yes No N/A
3. All acceptance tests specified in the project specifications were or will be performed and
documented. (AC 150/5370-12).
Yes No N/A
City of Ames, Iowa
Ames Municipal Airport
3-19-0004-033-2024
Wildlife Fencing Improvements
239
FAA Form 5100-129 ( ) SUPERSEDES PREVIOUS EDITION page 2 of 3
4. Sponsor has taken or will take appropriate corrective action for any test result outside of
allowable tolerances (AC 150/5370-12).
Yes No N/A
5. Pay reduction factors required by the specifications were applied or will be applied in computing
final payments with a summary made available to the FAA (AC 150/5370-10).
Yes No N/A
6. Sponsor has notified, or will promptly notify the Federal Aviation Administration (FAA) of the
following occurrences:
a. Violations of any federal requirements set forth or included by reference in the contract
documents (2 CFR part 200);
b. Disputes or complaints concerning federal labor standards (29 CFR part 5); and
c.Violations of or complaints addressing conformance with Equal Employment Opportunity or
Disadvantaged Business Enterprise requirements (41 CFR Chapter 60 and 49 CFR part 26).
Yes No N/A
7. Weekly payroll records and statements of compliance were or will be submitted by the prime
contractor and reviewed by the sponsor for conformance with federal labor and civil rights
requirements as required by FAA and U.S. Department of Labor (29 CFR Part 5).
Yes No N/A
8. Payments to the contractor were or will be made in conformance with federal requirements and
contract provisions using sponsor internal controls that include:
a.Retaining source documentation of payments and verifying contractor billing statements
against actual performance (2 CFR § 200.302 and FAA Order 5100.38);
b. Prompt payment of subcontractors for satisfactory performance of work (49 CFR § 26.29);
c. Release of applicable retainage upon satisfactory performance of work (49 CFR § 26.29);
and
d. Verification that payments to DBEs represent work the DBE performed by carrying out a
commercially useful function (49 CFR §26.55).
Yes No N/A
9. A final project inspection was or will be conducted with representatives of the sponsor and the
contractor present that ensure:
a.Physical completion of project work in conformance with approved plans and specifications
(Order 5100.38);
b. Necessary actions to correct punch list items identified during final inspection are complete
(Order 5100.38); and
c. Preparation of a record of final inspection and distribution to parties to the contract
(Order 5100.38);
Yes No N/A
10. The project was or will be accomplished without material deviations, changes, or modifications
from approved plans and specifications, except as approved by the FAA (Order 5100.38).
Yes No N/A
240
FAA Form 5100-129 ( ) SUPERSEDES PREVIOUS EDITION page 3 of 3
Yes No N/A
12. For development projects, sponsor has taken or will take the following close-out actions:
a.Submit to the FAA a final test and quality assurance report summarizing acceptance test
results, as applicable (Grant Condition);
b. Complete all environmental requirements as established within the project environmental
determination (Oder 5100.38); and
c. Prepare and retain as-built plans (Order 5100.38).
Yes No N/A
13. Sponsor has revised or will revise their airport layout plan (ALP) that reflects improvements made
and has submitted or will submit an updated ALP to the FAA no later than 90 days from the
period of performance end date. (49 USC § 47107 and Order 5100.38).
Yes No N/A
Attach documentation clarifying any above item marked with “No” response.
Sponsor’s Certification
I certify, for the project identified herein, responses to the forgoing items are accurate as marked and
additional documentation for any item marked “no” is correct and complete.
Executed on this day of , .
Name of Sponsor:
Name of Sponsor’s Authorized Official:
Title of Sponsor’s Authorized Official:
Signature of Sponsor’s Authorized Official:
I declare under penalty of perjury that the foregoing is true and correct. I understand that knowingly and
willfully providing false information to the federal government is a violation of 18 USC § 1001 (False
Statements) and could subject me to fines, imprisonment, or both.
11. The construction of all buildings have complied or will comply with the seismic construction
requirements of 49 CFR § 41.120.
6th August 2024
City of Ames, Iowa
Damion Pregitzer, P.E., PTOE
Traffic Engineer
241
ITEM #:15
DATE:09-10-24
DEPT:ELEC
SUBJECT:ELECTRICAL EASEMENT - CYTOWN DEVELOPMENT AREA, PHASE II
COUNCIL ACTION FORM
BACKGROUND:
On May 14, 2024, the City Council approved an Electrical Easement with Iowa State University for the
CYTown Development Area, Phase I (Resolution #24-271). An additional Electrical Easement is
required for the CYTown Development Area, Phase II. The Electric Services Department will provide
electric service to the Phase II area of the development.
ISU staff has prepared an Electrical Easement using agreed upon language from the previous
easement approved for Phase I. The Electrical Easement for the CYTown Development Area, Phase
II has been submitted to the Iowa State Board of Regents and is expected to be approved at the
September 19, 2024 meeting.
This action is to approve the Electrical Easement for the CYTown Development Area, Phase II.
ALTERNATIVES:
1. Approve the Electrical Easement with Iowa State University for the CYTown Development Area,
Phase II.
2. Do not approve the Electrical Easement and direct staff to negotiate new easement language with
ISU staff.
CITY MANAGER'S RECOMMENDED ACTION:
The CYTown project has been designed to receive electric service from Ames Electric Services
Department. Establishing this easement will enable the Electric Services Department to meet that
commitment. Therefore, it is the recommendation of the City Manager that the City Council adopt
Alternative No. 1, as noted above.
ATTACHMENT(S):
Easement_City of Ames_Electical_CYTown_Phase II 20240828.pdf
242
Template B: City Equipment Already Installed (October 2023)
Legal Description: See Exhibit B – Page 6.
Return document to: Office of General Counsel, Iowa State University, 3550 Beardshear Hall, 515 Morrill
Road, Ames, Iowa 50011
Document prepared by: Paula DeAngelo, Office of General Counsel, Iowa State University, 3550 Beardshear
Hall, 515 Morrill Road, Ames, Iowa 50011, 515-294-5352
IOWA STATE UNIVERSITY – CITY OF AMES
ELECTRIC DISTRIBUTION UTILITY EASEMENT AGREEMENT
CYTOWN DEVELOPMENT AREA – PHASE II
This Electric Distribution Utility Easement Agreement (“Agreement”) is entered into on September 19,
2024 (“Effective Date”) by the Board of Regents, State of Iowa for the use and benefit of Iowa State
University of Science and Technology (“Grantor”) and the City of Ames, Iowa (“Grantee”).
A.The State of Iowa holds title to the certain real property locally known as the CYTown
Development Area located in Story County, Iowa for the use and benefit of Iowa State
University of Science and Technology under the jurisdiction of the Board of Regents, State
of Iowa as depicted in Exhibit A, which is attached and made part of this Agreement, and
legally described in Exhibit A (“Property”).
B.On June 13, 2024, Grantor and Grantee entered into an Electric Distribution Utility
Easement (recorded as Instrument Number 2024-04559) in connection with the installation
and operation of electric distribution system components on the Property. Grantee
subsequently installed additional electric distribution system components on the Property.
Grantor supports the additional components remaining on the Property and is willing to
grant Grantee a second electrical easement across the Property in accordance with the terms
of this Agreement.
C.Grantor acknowledges that Grantee may be installing additional electrical components on
the Property to provide electrical services to the Property, which will require Grantor to
grant to Grantee additional easements. Grantor has a continuing obligation to provide
Grantee with easements for such additional electric distribution components at no cost to
the Grantee.
243
2
TERMS
1. Location. Pursuant to Code of Iowa §262.9(8) and subject to the terms of this Agreement,
Grantor grants Grantee an easement that shall be located upon and limited to the area depicted
in the Plat of Easement, which is attached as Exhibit B and made part of this Agreement, and
legally described in Exhibit B (“Easement Area”).
2.Use. Grantee shall use the Easement Area for the purpose of operating, using, maintaining,
and repairing electric distribution system components (“Grantee Components”) to provide
electrical services to Grantor and others. Grantee must obtain Grantor’s prior written
approval for any other use of the Easement Area. As the electric distribution system is
designed and installed upon the Property, Grantor will timely provide to Grantee the
easements needed at no additional cost to Grantee. Grantor shall be responsible for the
preparation and cost of any required Plats of Easement and legal descriptions required. Said
easements shall be memorialized using the easement template approved by Grantor and
Grantee staff on October 26, 2023, unless Grantor and Grantee mutually agree otherwise.
3.Access; Disruption. Grantee's entrance upon Grantor's Property to access the Easement
Area shall be over reasonable routes designated by Grantor. When using the Easement
Area, Grantee shall minimize disruption to Grantor’s operations on the Property and on
adjacent Grantor property.
4.Maintenance and Repair. As between Grantor and Grantee, Grantee shall be solely
responsible for maintaining and repairing the Grantee Components.
5.Liability.
a.Damage to Grantor Property. Grantee shall promptly notify Grantor of any damage
caused by Grantee to the Easement Area, Property, or other real or personal property
of Grantor. At Grantor’s request, Grantee shall repair or replace the property damaged
by Grantee, reimburse Grantor for reasonable, documented expenses incurred by
Grantor to repair or replace the property damaged by Grantee, or compensate Grantor
for the loss of the property damaged by Grantee. Notwithstanding the foregoing, the
parties shall mutually agree upon the most cost-effective and timely manner to fully
repair the damage caused by Grantee.
b.Third Party Claims. To the extent permitted by Chapter 670 of the Iowa Code and
other applicable law, Grantee shall indemnify and hold harmless Iowa State
University of Science and Technology, the Board of Regents – State of Iowa, the State
of Iowa and their respective officers, employees and agents harmless from any claims,
liabilities, damages, fines, and expenses arising from the Grantee Components, use of
the Easement Area by Grantee, or from any tort (as defined in Chapter 670 of the Iowa
Code) arising from the acts or omissions of Grantee or its officers or employees.
c.Insurance. Grantee shall maintain appropriate insurance coverage or self-insure for
liabilities that may arise from its activities set forth in this Agreement.
d.Liens. The Property shall not be subjected to liens of any nature by reason of
Grantee’s activities, including, but not limited to, mechanic’s and materialman’s
liens. Grantee has no power, right, or authority to subject the Property to any
mechanic’s or materialman’s lien or claim of lien.
6. Consideration. Grantee’s use of the Grantee Components to provide electrical services to
Grantor is the consideration for Grantor’s grant of this easement to Grantee.
244
3
7. Rights Reserved. Grantor may use the Easement Area for any purpose that does not interfere
with Grantee's rights granted in this Agreement.
8. Relocation. Grantor may require Grantee to relocate the Easement Area. If Grantor desires
for the Easement Area to be relocated, Grantor shall notify Grantee. Grantor and Grantee
shall then confer and establish a relocation plan that minimizes disruptions to Grantee’s
electrical system and Grantor’s future land use and minimizes relocation costs. Grantor shall
reimburse Grantee for the costs of relocating the Easement Area. If Grantee wishes to
upgrade Grantee Components in connection with the relocation, Grantee shall be responsible
for the cost of the upgraded Grantee Components unless Grantor and Grantee agree
otherwise. Grantor and Grantee shall amend this Agreement or terminate this Agreement and
execute a new agreement to identify the new easement area.
9. Duration. This easement is granted, and all rights set forth in this Agreement shall endure, so
long as Grantee continues to use the Easement Area for any of the purposes set forth in
paragraph 2 above in accordance with this Agreement. Upon discontinuation of Grantee’s
use of the Easement Area for any of the purposes set forth in paragraph 2 above in accordance
with this Agreement, all rights granted to Grantee shall terminate and revert to Grantor.
Unless agreed otherwise by Grantor and Grantee, Grantee shall remove the Grantee
Components from the Easement Area at Grantee’s sole expense.
10. Assignment Prohibited. The grant of this easement is to Grantee only and cannot be assigned
in whole or part to any other party without written consent of Grantor.
Signature page follows on the next page
245
4
Grantor and Grantee execute this Electric Distribution Utility Easement Agreement by their lawfully
designated officials as of the date first written above.
BOARD OF REGENTS, STATE OF IOWA
By ______________________________
Mark Braun
Executive Director
STATE OF IOWA, COUNTY OF POLK, SS.:
This instrument was acknowledged before me on by Mark Braun as
Executive Director of the Board of Regents, State of Iowa.
__________________________________________
Notary Public
My Commission expires: _____________________
CITY OF AMES, IOWA
Passed and approved on by Resolution No. ,
adopted by the City Council of Ames, Iowa.
Attest: By:
Renee Hall, City Clerk John A. Haila, Mayor
STATE OF IOWA, COUNTY OF STORY, SS.:
This instrument was acknowledged before me on by Renee Hall
and John A. Haila, as City Clerk and Mayor, respectively, of the City of Ames, Iowa.
__________________________________________
Notary Public
My commission expires:______________________
246
SHEET OF
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
V:\RefLibrary\CADDStandards\WorkSpace\Standards\Printing\Pen_Tables\date.tbl
V8iBWHalfWeightPDF.pltcfg
Default ericmiller
12/19/2023
V:\Projects\2022\122.0768.01\CADD\EXHBT_1220768_BNDRY.dgn
PN:
DATE:
PM/TECH:
FLD BK:PG:
1220768
EJM/SDB
CYTOWN DEVELOMENT AREA
1,493.03'
90.95'
C-1
394.64'
C-2
474.60'
10.00'
319.24'
1,814.81'
2,23
8
.60
'
1 1
JACK TRICE WAY
UN
IVERSITY BO
U
LE
VA
RD
12/15/23
38881A
0
SCALE (FEET)
300
Beginning
Point of
2,626.44'
CURVE TABLE
CURVE NO.DELTA RADIUS ARC LENGTH TANGENT CHORD BEARING/DISTANCE
N00
°29
'25
"W
26
3
9
.39
'
LINCOLN WAY
BEACH AV
ENU
E
PROPERTY DESCRIPTION:
(3,885,520 SF)
89.20 AC
66
.00
' ROW
M&R
ROW
VA
RIES
75.00' 1/2 ROW M&R
C-1
C-2
2,371.83'
1,829.86'
DATE OF SURVEY
AUGUST 16, 2023
33.00'
EXHIBIT DRAWING
CYTOWN DEVELOPMENT AREA
SEC 10-83-24SW1/4, NW1/4
SEC 10-83-24SE1/4, NW1/4
SEC 10-83-24NE1/4, NW1/4
Corner Cert. Inst No. 2021-13163
Fnd Cut "X"
Sec. 10-83-24
W 1/4 Corner
96-00365
Inst No.
Corner Cert.
Fnd Cut "X"
Sec. 10-83-24
N 1/4 Corner
2008-00011771
Inst. No.
Corner Cert
Fnd Cut "X"
Sec. 10-83-24
NW Corner
SEC 10-83-24NW1/4, NW1/4
537.80'270.06'
487.64'245.27'
DEVELOPMENT AREA
CYTOWN
PROPERTY SUBJECT TO ANY AND ALL EASEMENTS OF RECORD.
LINE, 2,238.60 FEET TO THE POINT OF BEGINNING AND CONTAINING 89.20 ACRES (3,885,520 S.F.).
RIGHT-OF-WAY EAST SAID ALONG WEST 0°29'25" NORTH THENCE AVENUE; BEACH OF LINE RIGHT-OF-WAY EAST SAID TO FEET 1,814.81
WEST, 89°21'08" SOUTH THENCE FEET; 319.24 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING EAST 00°45'26" SOUTH THENCE
FEET; 10.00 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING WEST 89°14'34" SOUTH THENCE FEET; 474.60 LINE, RIGHT-OF-WAY
WEST SAID ALONG CONTINUING EAST 00°45'26" SOUTH THENCE FEET; 486.20 EAST, 08°23'30" SOUTH BEARS CHORD WHOSE AND
FEET 487.64 IS LENGTH ARC WHOSE FEET, 1,829.86 IS RADIUS WHOSE WESTERLY CONCAVE CURVE A ALONG AND LINE RIGHT-OF-WAY
WEST SAID ALONG CONTINUING SOUTHERLY THENCE FEET; 394.64 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING
EAST 16°01'34" SOUTH THENCE FEET; 536.65 EAST, 09°31'49" SOUTH BEARS CHORD WHOSE AND FEET 537.80 IS LENGTH ARC WHOSE
FEET, 2,371.83 IS RADIUS WHOSE EASTERLY CONCAVE CURVE A ALONG AND LINE RIGHT-OF-WAY WEST SAID ALONG SOUTHEASTERLY
THENCE ; FEET 90.95 LINE, RIGHT-OF-WAY WEST SAID ALONG EAST 52°36'24" SOUTH THENCE BOULEVARD; UNIVERSITY OF
LINE RIGHT-OF-WAY WEST THE TO FEET 1,493.03 LINE, RIGHT-OF-WAY SOUTH SAID ALONG EAST 89°17'01" NORTH THENCE BEGINNING;
OF POINT THE TO AND AVENUE BEACH OF LINE RIGHT-OF-WAY EAST THE TO FEET 33.00 LINE, RIGHT-OF-WAY SOUTH SAID ALONG
EAST 01" 89°17' NORTH THENCE WAY; LINCOLN OF LINE RIGHT-OF-WAY SOUTH THE TO FEET 75.00 OF DISTANCE A 1/4, NORTHWEST
SAID OF LINE WEST THE ALONG EAST 00°29'25" SOUTH THENCE 10; SECTION SAID OF CORNER NORTHWEST THE AT COMMENCING
COUNTY, IOWA AND MORE PARTICULARLY DESCRIBED AS FOLLOWS:
STORY AMES, OF CITY P.M., 5TH THE OF WEST 24 RANGE NORTH, 83 TOWNSHIP 10, SECTION OF 1/4 NORTHWEST THE OF PART A
EXHIBIT "A"247
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
CYTOWN PROJECT - PHASE 2
PUBLIC UTILITY EASEMENT
V:\Projects\2022\122.0768.01\CADD\1220768_PH2_PUE_EASE.dwg
EASEMENT PLAT
DATE OF SURVEY
11-30-2022
SHEET 1 OF 2
PN: 122.0768.01
DATE: 08/16/2024
PM/TECH: EJM/SDB
T-R-S:83N-24W-10
PUBLIC UTILITY EASEMENT DESCRIPTION
EASEMENT (A)
A PART OF THE NORTHEAST 1/4 OF THE NORTHWEST 1/4 OF SECTION 10, TOWNSHIP 83 NORTH, RANGE 24 WEST OF THE 5TH P.M., CITY OF AMES,
STORY COUNTY, IOWA AND DESCRIBED AS FOLLOWS:
COMMENCING AT THE SOUTHEAST CORNER OF THE NORTHEAST 1/4 OF THE NORTHWEST 1/4 OF SAID SECTION 10; THENCE SOUTH 89°20'23" WEST
ALONG THE SOUTH LINE OF SAID NORTHEAST 1/4 OF THE NORTHWEST 1/4, A DISTANCE OF 785.22 FEET TO THE WEST RIGHT-OF-WAY LINE OF
UNIVERSITY BOULEVARD; THENCE NORTHWESTERLY ALONG SAID WEST RIGHT-OF-WAY LINE AND ALONG A CURVE CONCAVE SOUTHWESTERLY
WHOSE RADIUS IS 1829.86 FEET, WHOSE ARC LENGTH IS 148.52 FEET AND WHOSE CHORD BEARS NORTH 09°24'35" WEST, 148.48 FEET TO THE POINT
OF BEGINNING; THENCE SOUTH 77°43'11" WEST, 37.05 FEET; THENCE SOUTHWESTERLY ALONG A CURVE CONCAVE NORTHWESTERLY WHOSE
RADIUS IS 530.00 FEET, WHOSE ARC LENGTH IS 107.32 FEET AND WHOSE CHORD BEARS SOUTH 83°31'15" WEST, 107.14 FEET; THENCE SOUTH
89°19'19" WEST, 102.99 FEET; THENCE NORTH 0°40'41" WEST, 10.00 FEET; THENCE NORTH 89°19'19" EAST, 102.99 FEET; THENCE NORTHEASTERLY
ALONG A CURVE CONCAVE NORTHWESTERLY WHOSE RADIUS IS 520.00 FEET, WHOSE ARC LENGTH IS 105.30 FEET AND WHOSE CHORD BEARS
NORTH 83°31'15" EAST, 105.12 FEET; THENCE NORTH 77°43'11" EAST, 37.12 FEET TO SAID WEST RIGHT-OF-WAY LINE; THENCE SOUTHEASTERLY
ALONG SAID WEST RIGHT-OF-WAY LINE AND ALONG A CURVE CONCAVE SOUTHWESTERLY WHOSE RADIUS IS 1829.86 FEET, WHOSE ARC LENGTH IS
10.00 FEET AND WHOSE CHORD BEARS SOUTH 11°53'29" EAST, 10.00 FEET TO THE POINT OF BEGINNING AND CONTAINING 0.06 ACRES (2,464 S.F.).
EASEMENT (B)
A PART OF THE NORTHWEST 1/4 OF SECTION 10, TOWNSHIP 83 NORTH, RANGE 24 WEST OF THE 5TH P.M., CITY OF AMES, STORY COUNTY, IOWA AND
DESCRIBED AS FOLLOWS:
COMMENCING AT THE WEST 1/4 CORNER OF SAID SECTION 10; THENCE NORTH 89°09'20" EAST ALONG THE SOUTH LINE OF SAID NORTHWEST 1/4, A
DISTANCE OF 774.89 FEET; THENCE NORTH 0°40'41" WEST, 958.35 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING NORTH 0°40'41" WEST,
348.71 FEET; THENCE NORTH 62°46'24" WEST, 116.85 FEET; THENCE NORTH 00°40'41" WEST, 21.27 FEET; THENCE SOUTH 89°19'05" WEST, 616.06 FEET;
THENCE SOUTH 0°40'41" EAST, 135.84 FEET; THENCE SOUTH 39°03'20" WEST, 36.69 FEET; THENCE NORTH 50°56'40" WEST, 20.00 FEET; THENCE
NORTH 39°03'20" EAST, 29.46 FEET; THENCE NORTH 0°40'41" WEST, 148.61 FEET; THENCE NORTH 89°19'05" EAST, 656.06 FEET; THENCE SOUTH
0°40'41" EAST, 29.23 FEET; THENCE SOUTH 62°46'24" EAST, 150.45 FEET; THENCE NORTH 89°19'19" EAST, 362.06 FEET; THENCE SOUTH 0°40'41" EAST,
20.00 FEET; THENCE SOUTH 89°19'19" WEST, 367.03 FEET; THENCE NORTH 62°46'24" WEST, 27.97 FEET; THENCE SOUTH 0°40'41" EAST, 338.11 FEET;
THENCE SOUTH 89°19'19" WEST, 20.00 FEET TO THE POINT OF BEGINNING AND CONTAINING 0.78 ACRES (34,070 S.F.).
PROPERTY SUBJECT TO ANY AND ALL EASEMENTS OF RECORD.
INDEX LEGEND
SURVEYOR'S NAME / RETURN TO:
ERIC J. MILLER
SNYDER & ASSOCIATES, INC.
2727 SW SNYDER BOULEVARD
ANKENY, IOWA 50023
515-964-2020
ERICMILLER@SNYDER-ASSOCIATES.COM
SERVICE PROVIDED BY:
SNYDER & ASSOCIATES, INC.
SURVEY LOCATED:
PT NW1/4
SECTION 10-83-24
REQUESTED BY:
IOWA STATE UNIVERSITY
LEGEND
FEATURES FOUND SET
Section Corner
1/2" Rebar, Cap # 19515
w/Orange Plastic Cap
(Unless Otherwise Noted)
ROW Marker
ROW Rail
Platted Distance P
Measured Bearing & Distance M
Recorded As R
Deed Distance D
Calculated Distance C
Centerline
Section Line
1/4 Section Line
1/4 1/4 Section Line
Easement Line
Eric J. Miller, PLS Date
License Number 19515
My License Renewal Date is December 31, 2024
Pages or sheets covered by this seal:
ERIC J.
MILLER
19515
AIOW
LICENSEDPROFESSIONAL LANDSURVEYOR
I hereby certify that this land surveying document
was prepared and the related survey work was
performed by me or under my direct personal
supervision and that I am a duly licensed
Professional Land Surveyor under the laws of the
State of Iowa.
Sheets 1 and 2 of 2
OWNER
IOWA STATE UNIVERSITY
1350 BEARDSHEAR HALL
AMES, IA 50011
LINE TABLE
LINE #
L1
L2
L3
L4
L5
LENGTH (FT)
37.05
102.99
10.00
102.99
37.12
DIRECTION
S77° 43' 11"W
S89° 19' 19"W
N00° 40' 41"W
N89° 19' 19"E
N77° 43' 11"E
CURVE TABLE
CURVE NO.
C1
C2
C3
C4
Δ
4°39'02"
11°36'07"
11°36'07"
0°18'47"
RADIUS
1829.86'
530.00'
520.00'
1829.86'
ARC LENGTH
148.52'
107.32'
105.30'
10.00'
TANGENT
74.30'
53.85'
52.83'
5.00'
CHORD BEARING/LENGTH
N9°24'35"W 148.48'
S83°31'15"W 107.14'
N83°31'15"E 105.12'
S11°53'29"E 10.00'
BASIS OF BEARING
EASEMENT (A)
THE EAST LINE OF THE SOUTH 1/2 OF THE NORTHWEST 1/4 OF SECTION 10, TOWNSHIP 83 NORTH,
RANGE 24 WEST OF THE 5TH P.M. IS ASSUMED TO BEAR NORTH 0°33'29" WEST FOR THE PURPOSE
OF THIS SURVEY.
EASEMENT (B)
THE SOUTH LINE OF THE NORTHWEST 1/4 OF SECTION 10, TOWNSHIP 83 NORTH, RANGE 24 WEST OF
THE 5TH P.M. IS ASSUMED TO BEAR NORTH 89°09'20" EAST FOR THE PURPOSES OF THIS SURVEY.
08-16-2024
EXHIBIT "B" Page 1 of 2 248
JA
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W
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UNIVERSITY BLVD
W1/4 Corner Section 10-83-24
Found 1/2" Rebar With
Orange Plastic Cap # 19515
Instrument No. 2021-13163
Center Section 10-83-24
Found 60D Spike
Instrument No. 2013-00014488
NE Corner SE1/4 NW1/4
Section 10-83-24
Found 1/2" Smooth Bar
Instrument No. 2013-00014487
77
4
.
8
9
'
N0°40'41"W 958.35'
Point Of Beginning (B)
20' Public Utility
Easement
N8
9
°
0
9
'
2
0
"
E
2
6
2
8
.
8
4
'
S0°33'29"E 1311.25'
R.O.W. Varies
(Book 140, Page 196)
PT. SE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. SW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. NW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. NE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
N62°46'24"W 116.85'
S89°19'19"W 20.00'
S0°40'41"E 338.11'
N62°46'24"W 27.97'36
7
.
0
3
'
S8
9
°
1
9
'
1
9
"
W
S0°40'41"E 20.00'
N8
9
°
1
9
'
1
9
"
E
36
2
.
0
6
'
S62°46'24"E 150.45'
S0°40'41"E 29.23'
N8
9
°
1
9
'
0
5
"
E
6
5
6
.
0
6
'
N0°40'41"W 148.61'
N39°03'20"E 29.46'
N50°56'40"W 20.00'
S39°03'20"W 36.69'
S0°40'41"E 135.84'
N0°40'41"W 21.27'
348.71'
N0°40'41"W
S8
9
°
1
9
'
0
5
"
W
6
1
6
.
0
6
'
Existing 20' Public Utility
Easement (Phase 1)
Instrument No. 2024-04559
S8
9
°
2
0
'
2
3
"
W
7
8
5
.
2
2
'
Point of
Beginning (A)
UNIVERSITY BLVD
CE
N
T
E
R
D
R
I
V
E
10' Public
Utility Easement
C4
C1
C2
C3
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
CYTOWN PROJECT - PHASE 2
PUBLIC UTILITY EASEMENT
V:\Projects\2022\122.0768.01\CADD\1220768_PH2_PUE_EASE.dwg
SHEET 2 OF 2
PN: 122.0768.01
DATE: 08/16/2024
PM/TECH: EJM/SDB
T-R-S:83N-24W-10
EASEMENT PLAT
FEET
0 300
DETAIL "A" (100' Scale)
See Detail "A"
Point of
Beginning (A)
L5
L1
L4
L2L3
EXHIBIT "B" Page 2 of 2 249
ITEM #:16
DATE:09-10-24
DEPT:PW
SUBJECT:CYTOWN DEVELOPMENT AREA WATER AND SANITARY SEWER
UTILITY EASEMENT AGREEMENT - PHASE II
COUNCIL ACTION FORM
BACKGROUND:
In May 2024, City Council approved a number of agreements with Iowa State University (ISU) that
facilitate the continued development of the CYTown District between Jack Trice Stadium and the Iowa
State Center. These included an Infrastructure Agreement and a Utility Easement Agreement that will
allow ISU to construct City of Ames water and sanitary sewer infrastructure in the CYTown area.
Since that initial agreement from May 2024, the CYTown project has progressed, requiring the
further extension of water and sewer infrastructure (see attached Agreement for locations). The
Infrastructure Agreement provides that expanded water and sewer infrastructure is to be installed using
the same process as the original infrastructure. That process outlines that ISU will design and install the
infrastructure to City standards under the City's observation, and then the infrastructure will be
transferred to the City's ownership.
ALTERNATIVES:
1. Approve the CYTown Development Area Water and Sanitary Sewer Utility Easement Agreement
- Phase II.
2. Do not approve the Easement Agreement.
CITY MANAGER'S RECOMMENDED ACTION:
Approving this Phase II easement agreement will facilitate the continued development of the CYTown
area. All agreed upon processes are being followed by ISU. Therefore, it is the recommendation of the
City Manager that the City Council adopt Alternative No. 1, as noted above.
ATTACHMENT(S):
CYTown_Phase II_Water and Sanitary Easement Agreement.pdf
250
Legal Description: See Exhibits B and C – Pages 6 and 8.
Return document to: Office of General Counsel, Iowa State University, 3550 Beardshear Hall, 515 Morrill
Road, Ames, Iowa 50011
Document prepared by: Paula DeAngelo, Office of General Counsel, Iowa State University, 3550 Beardshear
Hall, 515 Morrill Road, Ames, Iowa 50011, 515-294-5352
IOWA STATE UNIVERSITY – CITY OF AMES
WATER AND SANITARY SEWER UTILITY EASEMENT AGREEMENT
CYTOWN DEVELOPMENT AREA – PHASE II
This Water and Sanitary Sewer Utility Easement Agreement (“Agreement”) is entered into on
September 19, 2024 (“Effective Date”) by the Board of Regents, State of Iowa for the use and benefit of
Iowa State University of Science and Technology (“Grantor”) and the City of Ames, Iowa (“Grantee”).
A.The State of Iowa holds title to the certain real property locally known as the CYTown
Development Area located in Story County, Iowa for the use and benefit of Iowa State
University of Science and Technology under the jurisdiction of the Board of Regents, State
of Iowa as depicted in Exhibit A, which is attached and made part of this Agreement, and
legally described in Exhibit A (“Property”).
B.On June 13, 2024, Grantor and Grantee entered into a Water and Sanitary Sewer Utility
Easement (recorded as Instrument Number 2024-04560) in connection with certain water
and sanitary system components Grantee owns on the Property. Grantee owns additional
water and sanitary system components on the Property. Grantor supports the additional
components remaining on the Property and is willing to grant Grantee a second easement
across the Property in accordance with the terms of this Agreement.
C.Grantor acknowledges that Grantee may be installing additional water and sanitary
components on the Property to provide water and sanitary sewer services to the Property,
which will require Grantor to grant to Grantee additional easements. Grantor has a
continuing obligation to provide Grantee with easements for such additional water and
sanitary sewer components at no cost to the Grantee.
251
2
TERMS
1. Location. Pursuant to Code of Iowa §262.9(8) and subject to the terms of this Agreement,
Grantor grants Grantee an easement that shall be located upon and limited to the area depicted
in the Plat of Easement, which is attached as Exhibit B and Exhibit C and made part of this
Agreement, and legally described in Exhibit B and Exhibit C (“Easement Area”).
2.Use. Grantee shall use the Easement Area for the purpose of operating, using, maintaining,
and repairing water and sanitary sewer system components (“Grantee Components”) to
provide water and sanitary sewer services to Grantor and others. Grantee must obtain
Grantor’s prior written approval for any other use of the Easement Area. As the water and
sanitary sewer systems are designed and installed upon the Property, Grantor will timely
provide to Grantee the easements needed at no additional cost to Grantee. Grantor shall be
responsible for the preparation and cost of any required Plats of Easement and legal
descriptions required. Said easements shall be memorialized using the easement template, as
modified for Water and Sanitary Sewer uses, approved by Grantor and Grantee staff on
October 26, 2023, unless Grantor and Grantee mutually agree otherwise.
3.Access; Disruption. Grantee's entrance upon Grantor's Property to access the Easement
Area shall be over reasonable routes designated by Grantor. When using the Easement
Area, Grantee shall minimize disruption to Grantor’s operations on the Property and on
adjacent Grantor property.
4.Maintenance and Repair. As between Grantor and Grantee, Grantee shall be solely
responsible for maintaining and repairing the Grantee Components.
5.Liability.
a.Damage to Grantor Property. Grantee shall promptly notify Grantor of any damage
caused by Grantee to the Easement Area, Property, or other real or personal property
of Grantor. At Grantor’s request, Grantee shall repair or replace the property damaged
by Grantee, reimburse Grantor for reasonable, documented expenses incurred by
Grantor to repair or replace the property damaged by Grantee, or compensate Grantor
for the loss of the property damaged by Grantee. Notwithstanding the foregoing, the
parties shall mutually agree upon the most cost-effective and timely manner to fully
repair the damage caused by Grantee.
b.Third Party Claims. To the extent permitted by Chapter 670 of the Iowa Code and
other applicable law, Grantee shall indemnify and hold harmless Iowa State
University of Science and Technology, the Board of Regents – State of Iowa, the State
of Iowa and their respective officers, employees and agents harmless from any claims,
liabilities, damages, fines, and expenses arising from the Grantee Components, use of
the Easement Area by Grantee, or from any tort (as defined in Chapter 670 of the Iowa
Code) arising from the acts or omissions of Grantee or its officers or employees.
c.Insurance. Grantee shall maintain appropriate insurance coverage or self-insure for
liabilities that may arise from its activities set forth in this Agreement.
d.Liens. The Property shall not be subjected to liens of any nature by reason of
Grantee’s activities, including, but not limited to, mechanic’s and materialman’s
liens. Grantee has no power, right, or authority to subject the Property to any
mechanic’s or materialman’s lien or claim of lien.
252
3
6. Consideration. Grantee’s use of the Grantee Components to provide water and sanitary
sewer services to Grantor is the consideration for Grantor’s grant of this easement to
Grantee.
7. Obstructions. Grantor shall have the right to place grass or comparable ground cover,
plantings, bushes, trees, sidewalks, parking lots, or driveways within the Easement Area. If
Grantor desires to erect or place within the Easement Area any building or other structure or
improvement ("Grantor Improvement") and the Grantor Improvement will, in the
reasonable judgment of the Municipal Engineer, materially adversely affect the operation of
the Grantee Components or Grantee's access to the Grantee Components, Grantor may erect
or place such Grantor Improvement within the Easement Area provided the Easement Area
is first relocated as set forth in paragraph 10(b ).
8.Restoration. Immediately following construction, reconstruction, or repair work by Grantee
within the Easement Area, weather and season permitting, Grantee shall return the Easement
Area to its condition prior to said work, at Grantee's sole cost.
9. Rights Reserved. Grantor may use the Easement Area for any purpose that does not interfere
with Grantee's rights granted in this Agreement.
10. Relocation.
a.Grantor may require Grantee to relocate the Easement Area. If Grantor desires for the
Easement Area to be relocated, Grantor shall notify Grantee.
b.Grantor and Grantee shall confer and establish a relocation plan that minimizes
disruptions to Grantee’s water and sanitary sewer system and Grantor’s future land use
and minimizes relocation costs. Grantor shall be responsible for the costs and
other responsibilities for relocating the Grantee Components and Easement Area, as
provided in the CYTOWN Development Area Construction, Utilities, Traffic, and
Related Services Memorandum of Understanding between Iowa State University and
the City of Ames, Iowa, approved on June 13, 2024 and recorded as Instrument No
2024-04342. If Grantee wishes to upgrade Grantee Components in connection with the
relocation, Grantee shall be responsible for the cost of the upgraded Grantee
Components unless Grantor and Grantee agree otherwise. Grantor and Grantee shall
amend this Agreement or terminate this Agreement and execute a new agreement to
identify the new easement area.
11. Duration. This easement is granted, and all rights set forth in this Agreement shall endure, so
long as Grantee continues to use the Easement Area for any of the purposes set forth in
paragraph 2 above in accordance with this Agreement. Upon discontinuation of Grantee’s
use of the Easement Area for any of the purposes set forth in paragraph 2 above in accordance
with this Agreement, all rights granted to Grantee shall terminate and revert to Grantor.
Unless agreed otherwise by Grantor and Grantee, Grantee shall remove the Grantee
Components from the Easement Area at Grantee’s sole expense.
12.Assignment Prohibited. The grant of this easement is to Grantee only and cannot be assigned
in whole or part to any other party without written consent of Grantor.
Signature page follows on the next page
253
4
Grantor and Grantee execute this Water and Sanitary Sewer Utility Easement Agreement by their lawfully
designated officials as of the date first written above.
BOARD OF REGENTS, STATE OF IOWA
By ______________________________
Mark Braun
Executive Director
STATE OF IOWA, COUNTY OF POLK, SS.:
This instrument was acknowledged before me on by Mark Braun as
Executive Director of the Board of Regents, State of Iowa.
__________________________________________
Notary Public
My Commission expires: _____________________
CITY OF AMES, IOWA
Passed and approved on by Resolution No. ,
adopted by the City Council of Ames, Iowa.
Attest: By:
Renee Hall, City Clerk John A. Haila, Mayor
STATE OF IOWA, COUNTY OF STORY, SS.:
This instrument was acknowledged before me on by Renee Hall
and John A. Haila, as City Clerk and Mayor, respectively, of the City of Ames, Iowa.
__________________________________________
Notary Public
My commission expires:______________________
254
SHEET OF
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
V:\RefLibrary\CADDStandards\WorkSpace\Standards\Printing\Pen_Tables\date.tbl
V8iBWHalfWeightPDF.pltcfg
Default ericmiller
12/19/2023
V:\Projects\2022\122.0768.01\CADD\EXHBT_1220768_BNDRY.dgn
PN:
DATE:
PM/TECH:
FLD BK:PG:
1220768
EJM/SDB
CYTOWN DEVELOMENT AREA
1,493.03'
90.95'
C-1
394.64'
C-2
474.60'
10.00'
319.24'
1,814.81'
2,23
8
.60
'
1 1
JACK TRICE WAY
UN
IVERSITY BO
U
LE
VA
RD
12/15/23
38881A
0
SCALE (FEET)
300
Beginning
Point of
2,626.44'
CURVE TABLE
CURVE NO.DELTA RADIUS ARC LENGTH TANGENT CHORD BEARING/DISTANCE
N00
°29
'25
"W
26
3
9
.39
'
LINCOLN WAY
BEACH AV
ENU
E
PROPERTY DESCRIPTION:
(3,885,520 SF)
89.20 AC
66
.00
' ROW
M&R
ROW
VA
RIES
75.00' 1/2 ROW M&R
C-1
C-2
2,371.83'
1,829.86'
DATE OF SURVEY
AUGUST 16, 2023
33.00'
EXHIBIT DRAWING
CYTOWN DEVELOPMENT AREA
SEC 10-83-24SW1/4, NW1/4
SEC 10-83-24SE1/4, NW1/4
SEC 10-83-24NE1/4, NW1/4
Corner Cert. Inst No. 2021-13163
Fnd Cut "X"
Sec. 10-83-24
W 1/4 Corner
96-00365
Inst No.
Corner Cert.
Fnd Cut "X"
Sec. 10-83-24
N 1/4 Corner
2008-00011771
Inst. No.
Corner Cert
Fnd Cut "X"
Sec. 10-83-24
NW Corner
SEC 10-83-24NW1/4, NW1/4
537.80'270.06'
487.64'245.27'
DEVELOPMENT AREA
CYTOWN
PROPERTY SUBJECT TO ANY AND ALL EASEMENTS OF RECORD.
LINE, 2,238.60 FEET TO THE POINT OF BEGINNING AND CONTAINING 89.20 ACRES (3,885,520 S.F.).
RIGHT-OF-WAY EAST SAID ALONG WEST 0°29'25" NORTH THENCE AVENUE; BEACH OF LINE RIGHT-OF-WAY EAST SAID TO FEET 1,814.81
WEST, 89°21'08" SOUTH THENCE FEET; 319.24 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING EAST 00°45'26" SOUTH THENCE
FEET; 10.00 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING WEST 89°14'34" SOUTH THENCE FEET; 474.60 LINE, RIGHT-OF-WAY
WEST SAID ALONG CONTINUING EAST 00°45'26" SOUTH THENCE FEET; 486.20 EAST, 08°23'30" SOUTH BEARS CHORD WHOSE AND
FEET 487.64 IS LENGTH ARC WHOSE FEET, 1,829.86 IS RADIUS WHOSE WESTERLY CONCAVE CURVE A ALONG AND LINE RIGHT-OF-WAY
WEST SAID ALONG CONTINUING SOUTHERLY THENCE FEET; 394.64 LINE, RIGHT-OF-WAY WEST SAID ALONG CONTINUING
EAST 16°01'34" SOUTH THENCE FEET; 536.65 EAST, 09°31'49" SOUTH BEARS CHORD WHOSE AND FEET 537.80 IS LENGTH ARC WHOSE
FEET, 2,371.83 IS RADIUS WHOSE EASTERLY CONCAVE CURVE A ALONG AND LINE RIGHT-OF-WAY WEST SAID ALONG SOUTHEASTERLY
THENCE ; FEET 90.95 LINE, RIGHT-OF-WAY WEST SAID ALONG EAST 52°36'24" SOUTH THENCE BOULEVARD; UNIVERSITY OF
LINE RIGHT-OF-WAY WEST THE TO FEET 1,493.03 LINE, RIGHT-OF-WAY SOUTH SAID ALONG EAST 89°17'01" NORTH THENCE BEGINNING;
OF POINT THE TO AND AVENUE BEACH OF LINE RIGHT-OF-WAY EAST THE TO FEET 33.00 LINE, RIGHT-OF-WAY SOUTH SAID ALONG
EAST 01" 89°17' NORTH THENCE WAY; LINCOLN OF LINE RIGHT-OF-WAY SOUTH THE TO FEET 75.00 OF DISTANCE A 1/4, NORTHWEST
SAID OF LINE WEST THE ALONG EAST 00°29'25" SOUTH THENCE 10; SECTION SAID OF CORNER NORTHWEST THE AT COMMENCING
COUNTY, IOWA AND MORE PARTICULARLY DESCRIBED AS FOLLOWS:
STORY AMES, OF CITY P.M., 5TH THE OF WEST 24 RANGE NORTH, 83 TOWNSHIP 10, SECTION OF 1/4 NORTHWEST THE OF PART A
EXHIBIT A 255
EXHIBIT B Page 1 of 2 256
JA
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UNIVERSITY BLVD
W1/4 Corner Section 10-83-24
Found 1/2" Rebar With
Orange Plastic Cap # 19515
Instrument No. 2021-13163
Center Section 10-83-24
Found 60D Spike
Instrument No. 2013-00014488
NE Corner SE1/4 NW1/4
Section 10-83-24
Found 1/2" Smooth Bar
Instrument No. 2013-00014487
62
9
.
8
3
'
N0°50'40"W 1358.04'
Point Of Beginning
20' Water Main
Easement
N8
9
°
0
9
'
2
0
"
E
2
6
2
8
.
8
4
'
S0°33'29"E 1311.25'
R.O.W. Varies
(Book 140, Page 196)
PT. SE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
Existing 20' Water Main
Easement (Phase 1)
Existing 20'
Water Main
Easement
(Phase 1)
S44°19'19"W 20.00'
N45°40'41"W 80.72'
S0°40'41"E
275.06'
S89°19'19"W 20.00'
S8
9
°
1
9
'
1
9
"
W
39
5
.
5
0
'
S0°40'41"E
275.05'
S89°19'19"W 20.00'
274.85'
N0°40'41"W
S89°28'16"W 81.30'
N45°40'41"W 122.61'N0°40'41"W 171.74'
N89°19'19"E 20.00'
S0°40'41"E 163.45'
S45°40'41"E 106.06'
N8
9
°
1
9
'
1
9
"
E
7
4
3
.
1
4
'
S45°40'41"E 89.01'
Existing 20' Water
Main Easement
(Phase 1)
PT. SW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
275.06'
N0°40'41"W
S89°19'19"W 226.35'
PT. NW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. NE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
CYTOWN PROJECT - PHASE 2
WATER MAIN EASEMENT
V:\Projects\2022\122.0768.01\CADD\1220768_PH2_WATR_EASE.dwg
SHEET 2 OF 2
PN: 122.0768.01
DATE: 11/07/2023
PM/TECH: EJM/SDB
T-R-S:83N-24W-10
EASEMENT PLAT
FEET
0 300
Existing 20' Water
Main Easement
(Phase 1)
Instrument No.
2024-04560
ment
se 1)
PT. SW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
Existing 20' Water Main
Easement (Phase 1)
Instrument No. 2024-04560
Existing 20' Water Main
Easement (Phase 1)
Instrument No. 2024-04560
(
In
EXHIBIT B Page 2 of 2 257
EXHIBIT C Page 1 of 2 258
W1/4 Corner Section 10-83-24
Found 1/2" Rebar With
Orange Plastic Cap # 19515
Instrument No. 2021-13163
Center Section 10-83-24
Found 60D Spike
Instrument No. 2013-00014488
NE Corner SE1/4 NW1/4
Section 10-83-24
Found 1/2" Smooth Bar
Instrument No. 2013-00014487
Point Of Beginning
30' Sanitary
Sewer Easement
R.O.W. Varies
(Book 140, Page 196)
PT. SE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
Existing 30' Sanitary
Sewer Easement
(Phase 1)
PT. SW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. NW
1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
PT. NE1
/
4
N
W
1
/
4
SECTIO
N
1
0
-
8
3
-
2
4
28
7
.
4
5
'
N0°50'40"W 1193.27'
N8
9
°
0
9
'
2
0
"
E
2
6
2
8
.
8
4
'
S0°33'29"E 1311.25'
S0°40'41"E
360.00'N89°19'19"E 30.00'
360.00'
N0°40'41"W
S89°19'19"W 30.00'
N8
9
°
1
9
'
1
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N45°40'41"W 188.50'
N0°40'41"W 174.07'
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S0°40'41"E 161.64'
S45°40'41"E 218.50'
S0°40'41"E 204.50'N8
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UNIVERSITY BLVD
JA
C
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I
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E
W
A
Y
Existing
Sanitary
Sewer
Easement
(Phase 1)
2727 S.W. SNYDER BLVD.
ANKENY, IA 50023 (515) 964-2020
CYTOWN PROJECT - PHASE 2
SANITARY SEWER EASEMENT
V:\Projects\2022\122.0768.01\CADD\1220768_PH2_SAN_EASE.dwg
SHEET 2 OF 2
PN: 122.0768.01
DATE: 11/07/2023
PM/TECH: EJM/SDB
T-R-S:83N-24W-10
EASEMENT PLAT
FEET
0 300
Existing 30' Sanitary Sewer
Easement (Phase 1)
Instrument No. 2024-04560
Existing
Sanitary Sewer
Easement
(Phase 1)
Instrument No.
2024-04560
EXHIBIT C Page 2 of 2 259
ITEM #:17
DATE:09-10-24
DEPT:ELEC
SUBJECT:PURCHASE OF TRANSFORMERS FOR ELECTRIC SERVICES
DEPARTMENT
COUNCIL ACTION FORM
BACKGROUND:
This award is for the purchase of electric transformers necessary to meet the anticipated needs of
the Electric Services Department. These transformers are kept on hand in order to ensure availability
which will enable staff to replace failed transformers quickly. Typically, these transformers are used to
provide service for commercial and residential applications. These transformers are also necessary to
meet the anticipated needs of the Electric Services Department for new services and maintenance
activities.
Lead times have become a challenge for many vendors of critical electric inventory components due to
supply chain issues. To address the Electric Department's need for transformers in the future, staff
issued a Request for Quotation (RFQ) for a one-time purchase of specific transformers, separated into
four equipment groupings. On August 8, 2024, an RFQ document was posted to Ames Bids, the
electronic bidding site. A total of 24 potential bidders viewed the project. On August 22, 2024, bids
were received as follows:
Number of Equipment
Groupings Responded
To (Four Solicited)
Response Total*
Power Line Supply of Williamsburg, IA 1 $79,650.80
Graybar Electric of Des Moines, IA 3 $144,428.60
Dakota Supply Group of Ames, IA 4 $190,692.97
Midwest Electric Transformer Services of Hesston,
KS 4 $197,452.45
WESCO Distribution of Des Moines, IA 2 $198,788.88
RESCO of Ankeny, IA 4 $225,631.97
Fletcher Reinhardt of Cedar Rapids, IA 4 $258,023.01
MVA Power of L'Assomption, Quebec, Canada 4 $273,663.75
AKL Engineering of Houston, TX 4 $275,369.85
*Price is inclusive of 6% State of Iowa Sales Taxes Plus 1% Local Tax.
Although there were lower bids in some equipment groupings, RESCO was the lowest
responsible, responsive bidder for each of the four equipment groups to offer transformers that
met all specifications, including the acceptable manufacturer list.
260
Among the non-responsive bids were those that offered re-manufactured transformers,
transformers that were not on the acceptable manufacturer list, or where insufficient transformer
load loss data was provided by the bidder for evaluation. Due to the criticality of these
transformers in the Ames Electric System, Electric Services does not purchase re-manufactured
transformers or transformers that are not on the acceptable manufacturer list. These
specifications were listed in the RFQ.
This contract will be funded from the adopted FY 2024/25 budget, from the Underground System
Improvements/Transformers account and the overhead System Improvements/Transformer account
where there are available budgeted amounts of $700,000 and $200,000 respectively.
ALTERNATIVES:
1. Award a contract to RESCO of Ankeny, Iowa for the purchase of pad mount transformers in the
amount of $225,631.97. Payments will be based on unit prices and quantities ordered inclusive
of all applicable sales taxes.
2. Direct staff to award the contract to another bidder.
3. Reject the bids.
CITY MANAGER'S RECOMMENDED ACTION:
Transformers are critical to provide reliable electric service to customers of the Ames Municipal
Electric System. It is important to purchase transformers at the lowest possible cost with minimal
risk to the City. It is also imperative to have transformers available to meet customer needs in the
short-term as well as the long-term. Therefore, it is the recommendation of the City Manager that the
City Council adopt Alternative No. 1, as described above.
261
ITEM #:18
DATE:09-10-24
DEPT:PW
SUBJECT:2023/24 AMES PLAN 2040 SANITARY SEWER EXTENSION
(S 500TH AVENUE COUNTY LINE ROAD)
COUNCIL ACTION FORM
BACKGROUND:
This new program involves installation of public sanitary sewer infrastructure into the priority growth
tiers shown in the Ames Plan 2040. Installing the sanitary sewer system proactively opens the ability to
develop land in the adopted growth tiers. This project includes extending a new 15" sanitary sewer
from south of Norris Street to west S 500th Avenue, then north to Lincoln Way.
Staff has completed plans and specifications for this contract with a total estimated construction cost of
$701,375 for the base bid which will bring the sewer westerly from Bentwood Subdivision to County
Line Road and $219,108 for the add alternate which would extend the sewer northerly along County
Line Road to Lincoln Way. This brings the total estimated costs for the base bid plus add alternate to
$920,483.
Funding Source Available
Revenue
Estimated
Expenses
ARPA $1,065,000
Construction (Base Bid) $ 701,375
Construction (Add Alternate) 219,108
Engineering/Administration 135,000.00
TOTAL $1,065,000 $1,055,483
Public Outreach
Staff contacted the impacted property owners regarding staging, construction timing, and permanent
and temporary construction easement. Comments were received and incorporated into the project
design. Easements are needed from two property owners. These owners are in support the project, are in
favor of the easements, and will execute the easements prior to project award in October.
ALTERNATIVES:
1. Approve the plans and specifications for the 2023/24 Ames Plan 2040 Sanitary Sewer Extension
(S 500th Avenue County Line Road) project, setting October 16, 2024, as the bid due date and
October 22, 2024, as the date of Public Hearing.
2. Direct staff to revise the project.
CITY MANAGER'S RECOMMENDED ACTION:
Approving these plans and specifications will extend public sanitary sewer infrastructure into priority
tiers shown in the Growth Plan 2040. Therefore, it is the recommendation of the City Manager that the
City Council adopt Alternative No. 1, as described above.
262
ATTACHMENT(S):
B01(CAF).pdf
263
264
ITEM #:19
DATE:09-10-24
DEPT:P&R
SUBJECT:FURMAN AQUATIC CENTER POOL CHEMICALS - CHANGE ORDER NO. 1
COUNCIL ACTION FORM
BACKGROUND:
On February 27, 2024, City Council approved an agreement with Carrico Aquatic Resources Inc., of
Oelwein, IA, to lease chlorination equipment at the Furman Aquatic Center. This new system uses solid
chlorine briquettes instead of liquid chlorine. The conversion provides for increased safety, lower
costs, and standardization of equipment at the City's aquatic facilities.
The lease provides the City with the feed systems (valued at approximately $23,200) at no charge
for the 2024 season, and after the 2024 season is complete, the equipment becomes property of the
City. However, the City must purchase a minimum supply of 5,000 lbs. of chlorine briquettes,
which is the amount estimated to be necessary for the 2024 season of operation. The estimated
cost of the chlorine briquettes was approximately $20,900. A purchase order was written for $20,864
which included the briquettes and freight cost.
The minimum order of 5,000 lbs. of chlorine briquettes was an estimate given to staff from Carrico
Aquatics for the 2024 pool season. However, after operating the new equipment with the chlorine
briquettes for the 2024 season, staff had to purchase more briquettes to complete the season. Prior to
ordering additional briquettes, staff spent $18,496.52 leaving a balance of $2,367.48 on the PO. In
order to complete the 2024 season, staff ordered an additional $14,278.73 worth of briquettes, adding
$11,911.25 to the original purchase order of $20,864. Since the additional cost is greater than 20%
of the original contract value, City Council approval is required. Current funding available for
pool chemicals in the FY 2024/25 budget is $26,600. Staff have spent $6,390 in pool chemicals for
FY 2024/25.
Staff is pleased with the solid briquette chlorine system compared to the liquid chlorine system
that was previously used. Even though the costs of the solid briquettes are more than liquid
chlorine, the new system requires less than half of the carbon dioxide needed to reduce pH,
resulting in a $4,500 savings compared to the 2023 swimming season. Also, purchases of other
chemicals (i.e. sodium bicarbonate, calcium, stabilizer) needed to balance the water have been
reduced. Another benefit is chlorine briquettes do not lose their efficacy when stored for long
periods of time, unlike liquid chlorine. Staff has approximately 500 lbs. leftover from this season
which will be used for startup next season. Lastly, this new system requires less maintenance and
has helped improve air quality in the mechanical room, creating a less caustic and safer working
environment for staff.
265
ALTERNATIVES:
1. Approve Change Order No. 1 in the amount of $11,911.25 to Carrico Aquatic Resources Inc., of
Oelwein, IA, for additional pool chemicals.
2. Do not approve the requested change order.
3. Refer back to staff.
CITY MANAGER'S RECOMMENDED ACTION:
The solid briquette chlorine disinfection system is a safer and more efficient system for staff to
operate. Even with the increased cost of the briquettes, other chemical inputs have been reduced
like carbon dioxide, stabilizer, and calcium, resulting in clearer water for patrons . Therefore, it is
the recommendation of the City Manager that the City Council adopt Alternative No. 1, as described
above.
266
ITEM #:20
DATE:09-10-24
DEPT:PW
SUBJECT:2021/22 CONCRETE PAVEMENT IMPROVEMENTS
(24TH ST AND STANGE ROAD)
COUNCIL ACTION FORM
BACKGROUND:
On January 24, 2023, the City Council awarded the 2021-22 Concrete Pavement Improvements (24th
Street and Stange Road) project to Con-Struct, of Ames, Iowa, in the amount of $4,252,584.23. This
project includes the reconstruction of Stange Road (Blankenburg Drive to 24th Street) and 24th Street
(Pinehurst Drive to Hayes Avenue). Stange Road reconstruction was completed in 2023 and currently
24th Street is under construction from Stange Road to the railroad tracks.
On February 14, 2023, the City Council directed adding the extension of the shared-use path on
the east side of Stange Road from south of Edenburn Drive to the intersection at 24th Street and
Stange Road, which added additional expenses to the project. It was also found that several
sections of the shared path along the south side of 24th Street had accelerated deterioration and
needed to be replaced. Due to soft and unstable subgrade conditions that were encountered, it was
determined that a rock subbase was required underneath all shared-use path sections to provide
greater long-term durability.
To make these additions and improvements to the shared use path system, a change order
increase of $124,614 (Change Order 1) is necessary, resulting in a new total contract amount of
$4,377,198.23.
A summary of revenues and projected expenses is shown below:
Funding Source Available
Revenue Estimated Expenses
GO Bonds 2021/22 Concrete Improvements $2,600,000
MPO/STP Funds $1,600,000
Stormwater Quality Improvements $ 100,000
Unobligated GO Bonds $ 500,000
2023/24 Storm Sewer Improvements $ 200,000
Shared Use Path Maintenance $ 80,000
Union Pacific Agreements $ 117,270.00
Engineering/Administration $ 508,000.00
Stange and 24th Construction (Original Contract) $4,252,584.23
Change Order 1 (this action) $ 124,614.00
TOTAL $5,080,000 $5,002,468.23
267
ALTERNATIVES:
1. Approve Change Order 1 for 2021/22 Concrete Pavement Improvements (24th Street and Stange
Road) in the amount of $124,614.
2. Do not approve Change Order 1.
CITY MANAGER'S RECOMMENDED ACTION:
Including this additional work provides significant improvements to the connectivity and longevity of
the shared use path system. Therefore, it is the recommendation of the City Manager that the City
Council adopt Alternative No. 1, as noted above.
268
ITEM #:21
DATE:09-10-24
DEPT:ELEC
SUBJECT:RAPID NEEDS PURCHASE FOR 161 KV TIE LINE REPAIR - APPROVE
CHANGE ORDER #2
COUNCIL ACTION FORM
BACKGROUND:
The City's Electric utility operates a 161kV transmission line between Ames and Ankeny. This line is a
critical component of utility infrastructure to ensure reliable service to Electric Services customers. On
May 21, 2024, the transmission line was damaged by a destructive tornado in the vicinity of
Ankeny. Eleven transmission poles were broken from the tornado, leaving the line out of service
until replaced. To ensure that reliable electrical service could be maintained to the City’s electric
customers, immediate repairs were needed to re-establish this line. The repair work involved
replacement of poles, restringing the conductor, and re-establishing the fiber communication link.
City staff decided to implement rapid need purchases for the materials and installation labor for
the transmission poles. Per the Purchasing Policies & Procedures, a “rapid-need situation” occurs
when materials and/or services could not have been predicted and must be procured in less than
the normal allotted time in order to continue a service to the public”.
The City’s Purchasing Policies & Procedures state that "if the cost of purchases related to [an]
emergency or rapid need is $50,000 or more, the using department shall maintain records” of the
expenditure. It further states that the using department “shall report the situation and related expenses to
the City Manager for presentation to the City Council. The report shall be in a format as directed by the
City Manager."
Following the authorization of this "Rapid Needs" purchase by the City Manager’s Office, seven
purchase orders were issued. Hooper Corporation, Milwaukee, WI, was issued one of these
purchase orders for the installation of poles and necessary repairs. The Hooper purchase order
w as in the amount of $100,000 (inclusive of sales tax). This amount was a preliminary estimate
from City of Ames Electric Staff. Once Hooper Corporation was onsite and able to assess the
damage in detail, Hooper provided an estimate of $329,835.86 to perform the work. Change
Order #1 was then issued, bringing the total to the $329,835.86.
Following construction, Change Order #2 (This Action) totaling $67,546.17 is now being
requested to account for unexpected additional equipment rental costs required for the specific
site conditions that Hooper could not anticipate ahead of construction. These additional funds
are for actual time and materials, based on unit rates provided in the quoted rates sheet, material
receipts, and subcontractor payments.
Except for minor cleanup and repairs, the necessary repairs are now substantially complete, and
the 161 KV tie line has been returned to service. The repair costs will be paid from the Electric
Fund available balance. As a follow-up to this action, City staff is seeking FEMA reimbursement
for these expenses through the approved federal disaster declaration related to the storm.
269
ALTERNATIVES:
1. Approve Change Order #2 in the amount of $67,546.17, inclusive of tax, to Hooper Corporation,
Milwaukee, WI, for repairs to the 161kV Transmission Line, Ames to Ankeny, due to the storm
damage on May 21, 2024, increasing the project total with Hooper from $329,835.86 to
$397,382.03.
2. Refer this item to staff for further information.
3. Reject this change order.
CITY MANAGER'S RECOMMENDED ACTION:
To restore reliable electric service to the City’s customers in the quickest manner possible
following the May 21 tornado, the use of a rapid needs purchase was required. Repairs have been
completed to critical electric infrastructure through this process and a report to the City Council
is required. Change Order #2 is a balancing Change Order for actual time and materials.
Therefore, it is the recommendation of the City Manager that the City Council adopt Alternative No. 1
as described above.
270
To:Mayor & City Council
From:John C. Joiner, P.E.
Date:September 6, 2024
Subject:Scenic Valley 7th Addition Financial Security Reduction
Item No. 22
MEMO
Please see attached documentation for a partial release of financial security on file with
the City.
ATTACHMENT(S):
Scenic Valley 7th - Partial Release #1.docx
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
271
Smart Choice
Public Works Department 515.239.5160 main 515 Clark Ave. P.O. Box 811
Engineering 515.239.5404 fax Ames, IA 50010
www.CityofAmes.org
Public Works Department
515 Clark Avenue, Ames, Iowa 50010
Phone 515-239-5160 Fax 515-239-5404
August 30, 2024
Honorable Mayor and Council Members
City of Ames
Ames, Iowa 50010
RE: Scenic Valley 7th Addition Financial Security Reduction #1
Mayor and Council Members:
I hereby certify that the subgrade preparation, curb and gutter, partial sidewalk, and asphalt
base pavement required as a condition for approval of the final plat of Scenic Valley 7th Addition
have been completed in an acceptable manner by Manatt’s Inc. of Ames, Iowa.The above-
mentioned improvements have been inspected by the Engineering Division of the Public Works
Department of the City of Ames, Iowa, and found to meet City specifications and standards.
As a result of this certification, it is recommended that the financial security for public
improvements on file with the City for this subdivision be reduced to $200,097. The remaining
work covered by this financial security includes asphalt surface pavement, utility adjustments,
public sidewalk, ADA sidewalk ramps, COSESCO (erosion control), streetlights, and street trees.
Sincerely,
John C. Joiner, P.E.
Director
JJ/HI
cc:Finance, Planning & Housing, Subdivision file
272
Scenic Valley 5th Addition
December 3, 2020
Page 2
Items to be completed and accepted
Item Unit Quantity
Pavement, HMA, Surface 2”Ton 431
Manhole Adjustments EA 9
Sidewalk PCC 4”SY 14104
ADA Sidewalk Ramps LS 1
COSESCO AC 15.87
Street Trees EA 60
Streetlights LS 1
273
To:Mayor & City Council
From:John C. Joiner, P.E.
Date:September 6, 2024
Subject:Financial Security Release
Item No. 23
MEMO
Attached is the full release of financial security pertaining to the completion of all public
improvements at Scenic Valley 5th Addition.
ATTACHMENT(S):
Scenic Valley 5th - Release - Final.docx
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
274
Smart Choice
Public Works Department 515.239.5160 main 515 Clark Ave. P.O. Box 811
Engineering 515.239.5404 fax Ames, IA 50010
www.CityofAmes.org
Public Works Department
515 Clark Avenue, Ames, Iowa 50010
Phone 515-239-5160 Fax 515-239-5404
August 27, 2024
Honorable Mayor and Council Members
City of Ames
Ames, Iowa 50010
RE: Scenic Valley 5th Addition Financial Security Reduction - Final
Mayor and Council Members:
I hereby certify that the PCC Sidewalk, 4”, COSESCO, street trees, and all public improvements
required as a condition for approval of the final plat of Scenic Valley 5th Addition, have been
completed in an acceptable manner by various contractors. The above-mentioned
improvements have been inspected by the Engineering Division of the Public Works Department
of the City of Ames, Iowa and found to meet City specifications and standards.
As a result of this certification, it is recommended that the financial security for public
improvements on file with the City for this subdivision be reduced in full.
Sincerely,
John C. Joiner, P.E.
Director
JJ/HI
cc:Finance, Planning & Housing, Subdivision file
275
ITEM #:24
DATE:09-10-24
DEPT:PW
SUBJECT:FINAL ACCEPTANCE OF SOUTH 16TH STREET IMPROVEMENTS
PROJECT
COUNCIL ACTION FORM
BACKGROUND:
This project, to reconstruct and add turn lanes at S. Duff Avenue and S. 16th Street, is one of the phases
associated with the extension of S Grand Avenue. The projects were broken into three phases to allow
for flexibility in timing of construction and funding:
1. S. 5th St and S. Grand Ave (Ioway Creek Drive to S. 5th St.) (Complete)
2. S. Grand Ave south of S. 5th Street (this portion includes two bridges to accommodate Ioway
Creek under the roadway). (Complete)
3. Reconstruction and additional turn lanes at S. Duff Ave and S. 16th St. (This project)
On April 26, 2022, City Council awarded the contract to Con-Struct Inc. of Ames, Iowa, in the amount
of $4,085,830.80. Three change orders were previously approved:
CO No. 1 in the amount of $7,454.30 for temporary pavement markings. Approved by staff.
CO No. 2 in the amount of $21,372.75 for insertion of valve. Approved by the City Manager.
CO No. 3 in the amount of $28,600 for removal and replacement of additional shared use path.
Approved by the City Council.
Change Order No. 4 is the balancing change order for this project, reflecting final field measured
quantities, and is a deduction in the amount of $25,351.19. This brings the total construction cost
of the project to $4,117,906.66. A summary of final expenses and corresponding revenues is shown
below:
Activity Expenses Revenue
Engineering (Overall total)$ 2,816,193.23
South 5th St Project (Completed)$ 3,187,255.70
South Grand Ave Extension (Completed)$ 8,883,564.62
South 16th St Imp (This project)$ 4,117,906.66
Land Acquisition $ 841,848.40
Tree Clearing & Temporary Signal $ 138,206.39
Traffic Signal (Cabinet/Poles/Camera)$ 210,000.00
Pedestrian Bridge (Relocate to Schulte)$ 250,000.00
G.O. Bonds $ 11,580,000.00
2022/23 Stormwater Imp. Program $ 200,000.00
2021/22 Water System Imp. $ 186,373.00
MPO/Grants $ 8,457,433.00
SUP Maintenance CIP (Local Option) $ 28,600.00
Total $ 20,444,975.00 $ 20,452,406.00
276
ALTERNATIVES:
1. Accept the South 16th Street improvements project as completed by Con-Struct Inc. of Ames,
Iowa in the amount of $4,117,906.66
2. Direct staff to pursue changes to the project.
CITY MANAGER'S RECOMMENDED ACTION:
This project was completed in accordance with the approved plans and specifications. Therefore, it is
the recommendation of the City Manager that the City Council adopt Alternative No. 1, as noted above.
ATTACHMENT(S):
Overall Map.pdf
Certification Letter- S 16th Street Pavement Improvements.pdf
277
FINCH ST
ORIOLE ST
CARDINAL RD
LARK AVE
WREN ST
ACCESS TO MOBILE HOME PARK
ACCESS TO MOBILE HOME PARK
WREN ST LARK AVE
ACCESS TO MOBILE HOME PARK
S 16TH ST
S DUFF AVE
SE 16TH ST
S 17TH ST
BUCKEYE AVE
S HIGH AVE
S KELLOGG AVE
¯1 in ch = 308 feet
South 16th StreetPavement Improvement
South 16th St & South Duff AveOverall Project
2022 Construction Season2023 Construction Season
278
Smart Choice
Public Works Department 515.239.5160 main 515 Clark Ave. P.O. Box 811
515.239.5404 fax Ames, IA 50010
www.CityofAmes.org
August 20, 2024
Honorable Mayor and Council Members
City of Ames
Ames, Iowa 50010
Dear Mayor and Council Members:
I hereby certify the South 16th Street Improvements project was completed in an acceptable
manner by Con-Struct Inc. of Ames, Iowa, in the amount of $4,117,906.66 and was inspected
by the Public Works Department of the City of Ames, Iowa.
Sincerely,
John C. Joiner, P.E.
Public Works Director
JCJ/lbc
cc: City Clerk, Finance, Contractor, Administrative Services, Project File
279
ITEM #:25
DATE:09-10-24
DEPT:P&H
SUBJECT:PHASING PLAN AMENDMENT AND FINAL PLAT FOR THE BLUFFS AT
DANKBAR FARMS, THIRD ADDITION
COUNCIL ACTION FORM
BACKGROUND:
Friedrich Land Development Company, LLC is requesting approval of a Final Plat for The Bluffs at
Dankbar Farms, Third Addition. This is a major subdivision that would create 24 lots for single family
homes. Lots 1-20 are located west of Scenic Valley 7th Addition along the south ridgeline of the
development. Lots 21-24 are located to the north near Cameron School Road and are the second phase
of the Domani homes being within the Bluffs at Dankbar Farms Second Addition.
This is the second final plat for development of part of the larger Bluffs at Dankbar Farms Subdivision
encompassing 87.19 acres (see Attachments A & B – Location Map & Proposed Final Plat). A Final
Plat for The Bluffs at Dankbar Farms Second Addition, consisting of 15 single-family home lots, was
approved in June. The entire subdivision for the Bluffs at Dankbar Farms includes a Preliminary Plat
with a PRD Masterplan, which was approved for a total of 150 lots and other development. The
overall development is subject to a pre-annexation agreement, rezoning master plan agreement,
and a phasing plan.
The Third Addition creates Lots 1-24 for single family detached housing and two outlots (E and VV)
for various purposes, including stormwater treatment, detention, open space, greenbelt preservation,
pedestrian access and future development. Cartier Avenue will have right-of-way dedicated in Lot A
extending from its current northwest end at the west end of Scenic Valley 7th Addition northwestward
providing access to lots 1-20. Erickson Avenue will be extended in Lot B southward from its existing
south end that was approved with the Second Addition to serve lots 21-24. Cartier and Erickson Avenue
are the two streets being extended to serve the lots being created with the Third Addition. Future Plats
will include extension of the street network as approved by the PRD Phasing Plan.
A Public Improvement Agreement in the amount of $678,812.09 has been signed and a Letter of Credit
has been received for that amount. The City Engineer has reviewed this amount against the required
Public Improvements and agrees with this amount based on the required improvements.
A PRD phasing plan was approved in conjunction with the Preliminary Plat and PRD approval last year.
The phasing plan must be adhered to as the subdivision is platted as it includes certain conditions
triggered by development phasing, such as the extension of Erickson Avenue and approval of a private
park.
The City Council is being asked to approve an amended PRD phasing plan with this addition as
the developer is proposing to reassign the lots into different phases based on the lots they desire to
plat with this Addition. Essentially, the developer is not fully building out parts of previously
assigned phasing boundaries and does not want to trigger certain improvement obligations.
Notably this includes the splitting of Phase 3 in the Domani area and adjustments to Phase 2 for
the other area. Staff has reviewed the amended phasing plan and can support it, as it: 1) is found
to provide for orderly development and phasing of development of the lots and street network
280
both with and after this Addition, and 2) meets the intent regarding when certain improvement
are intended to be designed and built. The conditions and triggers of development are not
changed overall, just the boundaries of phasing. (See Attachment C)
As the second final plat in this subdivision, a Development Agreement signed between the City and the
developer required that a payment for the turn lane and traffic signal planned at the corner of GW
Carver and Cameron School Road would be paid. The developer will provide this payment of the
required $135,000 prior to Council approval on September 10.
ALTERNATIVES:
1. Approve the Amended PRD Phasing and Third Addition of the Bluffs at Dankbar Farms based upon
the finding that the Final Plat conforms to relevant and applicable design standards, ordinances and
policies, and plans with:
a. Resolution approving amended PRD Phasing Plan
b. Resolution accepting Financial Security for Public Improvements, including the sidewalk and
street tree agreement
c. Resolution approving Final Plat
2. Deny the PRD Amendment or Final Plat for the Third Addition of the Bluffs at Dankbar Farms on the
basis that the proposed Plat does not meet the City's subdivision standards in Chapter 23.
3. Defer action on this item and request more information from staff or the applicant.
CITY MANAGER'S RECOMMENDED ACTION:
City staff has reviewed the proposed Final Plat for The Bluffs at Dankbar Farms Third Addition
and determined that the Plat meets the City's Subdivision Standards.
Staff can support the amended PRD Phasing Plan. Upon payment of the $135,000, the developer
will be in compliance with all agreements. Therefore, it is the recommendation of the City Manager
that the City Council adopt Alternative #1, as described above.
ATTACHMENT(S):
Attachment A-Bluffs at Dankbar Farms Subdivision-Third Addition- Location.pdf
Attachment B- Bluffs at Dankbar Farms Third Addition.pdf
Attachment C- Amended Phasing Plan.pdf
Attachment D- Applicable Rules and Policies.pdf
281
CARTIER AVE
ALDRIN AVE
BARCELOS ST
EVEREST AVE
515TH AVE
GEORGE W CARVER AVE
CAMERON SCHOOL RD
GEARGE W CARVER AVE
CAMERON SCHOOL RD CAMERON SCHOOL RD
The Bluffs at Dankbar Farms Subdivision
´Legend
PARCELS
STREET LABELS - ALL @ 50000FT
Private
ISU Road
City Road
County Secondary
County Hwy
State Hwy
US Hwy
US Interstate Hwy
Bluffs at Dankbar Farms Third Addition
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DESIGNED
DRAWN
CHECKED
CLIENT PROJ. NO.
DATEDESCRIPTION REV FRIEDRICH LAND DEVELOPMENT LLC
THE BLUFFS AT DANKBAR FARMS
TLB
TWA
GAB
0A1.126833
1519 BALTIMORE DRIVE
AMES, IOWA 50010
Phone: (515) 233-6100
Email: Ames@bolton-menk.com
www.bolton-menk.comR
C2.01
PHASINGFEETSCALE
0 150 300
HORZ.
R
PHASE 1
PHASE 2
PHASE 3A
PHASE 4
DOMANI II PHASING (LOTS 101-151)
PHASE 5
PHASE 6
PHASE 3B
PHASE 1
PHASE 2
PHASE 3
PHASE 4
RESIDENTIAL PHASING (LOTS 1-55)
PHASE 5
PHASE 6
PHASE 7
PHASING NOTES:
-DOMANI II RESIDENTIAL PHASES MAY BE COMPLETED
AT THE SAME TIME.
-FSRM DEVELOPMENT MAY BE COMPLETED AT
ANYTIME REGARDLESS OF DOMANI II OR RESIDENTIAL
PHASING.
292
Attachment D
Adopted laws and policies applicable to this case file include, but are not limited to, the following:
Ames Municipal Code Section 23.302
293
To:Mayor and City Council
From:Keith Abraham, Parks and Recreation Director
Date:September 6, 2024
Subject:Fitch Family Indoor Aquatic Center Update and Construction Errors
Item No. 26
MEMO
PROJECT UPDATE:
Construction is moving ahead on the Fitch Family Indoor Aquatic Center and
representatives from Story Construction (Construction Manager) and RDG Planning and
Design (Architect) will be at the September 10 City Council meeting to provide an
overview of progress thus far. Staff has informed these team members that City Council
would benefit from periodic progress updates in the future as well.
CONSTRUCTION ERRORS:
The surge tank, pump pit, and backwash basin were installed in mid-August and
construction errors were discovered by Story Construction on Friday, August 30. On
Tuesday, September 3, staff was informed of these errors. On Thursday, September 5,
Staff met with Story Construction, RDG, Water's Edge Aquatic Design (project aquatic
designer), and KPFF (project structural engineer) to further understand the errors and
discuss possible solutions.
Two issues where brought to the attention of the City Staff:
Issue 1. A vapor barrier was installed beneath the surge tanks slab as is required.
However, rigid insulation was not installed beneath the slab as shown in the pool design
plans.
Issue 2. A vapor barrier and insulation were not installed beneath the slab for the pump
pit and backwash basin.
The work related to both of these issues was performed by Sande Construction.
ISSUE 1. INSULATION:
A pre-installation meeting with Sande was conducted by Story Construction and the
vapor barrier was discussed at that time. Installing insulation under these slabs was not
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
294
discussed as the insulation was not shown on the architectural drawings that were being
reviewed. The insulation detail was later found on a diagram showing the placement of
equipment in the surge tanks, pump pit, and backwash basin.
Water's Edge provided the following comments regarding the insulation under the slabs:
"Sheet SP-F3 of the original documents showed rigid insulation on the vertical pit
walls and under the horizontal pit slabs. Rigid Insulation should be installed on the pit
walls. Reference the architectural wall details for the insulation requirements.
Rigid insulation under the horizontal pit slabs shown on Sheet SP-F3 in the
original documents was inadvertently included. The insulation under the horizontal
slab is overdesign. It is not needed for thermal protection."
In addition, KPFF, (the structural engineer) stated that the insulation below the
slabs does not need to be there as it provides no benefit to the overall structural
integrity of the building.
Therefore, a decision has been made by the design team not to require the
horizontal insulation be installed under the surge tanks, pump pit, and backwash
basin. This recommendation is found in that attached letter from RDG.
ISSUE 2. VAPOR BARRIER:
Due to the contamination in the northeast corner of the site, the decision to install a vapor
barrier was made during the design phase and is clearly shown in the drawings. Having
this vapor barrier is a level of protection that is important to City Council, staff, and,
most importantly, Ames residents and potential users of the facility. Sande did install the
vapor barrier under the surge tanks, but did not install it under the pump pit and
backwash basin. This must be corrected.
Story Construction is rejecting the work of the pump pit and backwash basin due to the
vapor barrier not being installed. Story's recommendation is attached. This will require
Sande Construction to remove this material, install a vapor barrier, and construct the
pump pit and backwash basin according to the plans without the insulation under the slab.
Time is of the essence, so Story/RDG is issuing a Construction Change Directive (CCD)
as Sande will need to tear out work and procure new materials such as floor drains,
embeds for precast concrete panels, rebar, etc. This will be at no cost to the City.
STAFF COMMENTS:
The construction errors by Sande Construction is unfortunate, but it was discovered by
Story Construction and can be corrected before the framing steel and precast concrete
panels are ready to be installed. Staff discussed with Story and RDG representatives the
City's expectation that the building be constructed according to the plans and
specifications and they need to ensure the prime contractors understand this as well. Staff
is not asking City Council to take any action at this time, but share this information to be
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
295
transparent regarding these construction errors, especially as it relates to the important
vapor barrier component.
ATTACHMENT(S):
Story Construction Recommendation Rejection of Pump Pit and Backwash Basin.pdf
RDG Recommendation of Rejection of Work_9.6.2024.pdf
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
296
GENERAL CONTRACTING | DESIGN+BUILD | CONSTRUCTION M ANAGEMENT
2810 Wakefield Circle
Ames, IA 50010
515-232-4358
September 6, 2024
Keith Abraham, Director of Parks and Recreation
City of Ames
1500 Gateway Hills Park Drive
Ames, Iowa 50010
Re: Recommending Rejection of Pump Pit and Backwash Basin
Fitch Family Indoor Aquatic Center
City of Ames, Iowa
Dear Mr. Abraham:
Due to the omission of the required vapor barrier beneath the pump pit and backwash basin concrete slabs, we are
recommending that this work be rejected and subsequently removed and replaced by the responsible Bid Package
Contractor at no cost to the City of Ames.
Time is of the essence, so we would also communicate to the Bid Package Contractor that this work is to be completed by
October 11, 2024.
If the City of Ames agrees with our approach, we will officially notify the Bid Package Contractor.
Sincerely,
STORY CONSTRUCTION CO.
Troy Turner
Senior Project Manager
Enc.: Graphic of Rejected Work
CC: Brad Rodenburg, AIA, LEED AP BD+C, WELL AP, RDG Planning & Design
297
298
299
ITEM #:27
DATE:09-10-24
DEPT:Parks and
Recreation
SUBJECT:CARR PARK AGILITY COURSE AND SHELTER/RESTROOM PROJECTS
COUNCIL ACTION FORM
BACKGROUND:
BACKGROUND:
As part of the City's Capital Improvement Plan (CIP), Parks and Recreation Department makes an effort
to diversify the play equipment offerings in the parks. In October of 2021, City Council approved the
placement of agility course equipment in Carr Park, 1704 Meadowlane Avenue. An agility course
consists of multiple pieces of equipment that allows individuals (youth and adults) to utilize their upper
and lower body strength to complete multiple activities which may include cargo nets, over-head
ladders, balance beams, ledge hanger, spider walk, and others. There is currently $342,260 available to
complete the agility course project which includes engineering, equipment, poured-in-place safety
surfacing, and sidewalk connections.
A second CIP project for Carr Park is the addition of a shelter-restroom structure with funding being
allocated in the FY 2022-23 (Engineering and Design $45,000) and FY 2023-24 (Construction
$350,000) CIP. Current available funding for this project is $393,208. Between these two projects,
available funding is $735,468.
Project Funding
Agility Course $342,260
Shelter/Restroom $392,208
Total $735,468
PUBLIC ENGAGEMENT:
Prior to Council approving placement of the agility course equipment in Carr Park in October of 2021,
staff held two public meetings. Approximately 180 households in the Carr Park neighborhood received
a postcard for the first meeting which was held virtually on August 11, 2021. Staff explained the project
to the approximately eight individuals who attended the meeting. Shortly after the initial meeting, staff
started receiving emails and phone calls from neighbors indicating they heard about the proposed
project but did not know about the meeting. Feedback from these calls included comments in favor and
opposed to the addition of the agility course in Carr Park.
After receiving the additional feedback, staff determined a second meeting was necessary. To make
neighbors aware of the meeting and the project, an informational letter with pictures and links to similar
equipment as to what was being proposed was sent to approximately 400 homes surrounding the Carr
Park neighborhood. The second meeting was held in late August of 2021 at Homewood Golf Course.
Staff again presented information about the agility course, as well as, addressed the questions and
concerns that were received from the email and phone correspondence.
300
Engineering and
Design
$
16,650
Mobilization $
25,000
Earth Work and Site
Utilities
$
62,510
Agility Equipment
and Surfacing
$
406,740
Agility Course
Subtotal
$
508,400
Contingency (10%)$
50,840
Agility Course
Total Cost
$
559,240
Several concerns staff committed to working on included: demolishing the bathhouse (done); add
sidewalk in order to make a continuous walkway along Meadowlane Ave. (included in the agility
course design); complete regular maintenance on the agility course equipment (will be done); review the
parking lot to ensure efficient use of the lot (will be done); and work with the neighborhood in
providing equipment with colors that fit into the existing landscape of the park (another public meeting
will be scheduled to review the final design and colors before the project is bid).
COST OPINIONS:
With two projects in the same park, staff contracted with Snyder and Associates, Ankeny, Iowa to
develop a site plan and cost opinion which included the agility course and the shelter/restroom. It was
noted to Council in October 2021 that staff would work on addressing the concerns of the neighbors as
it relates to these projects. One concern entailed adding sidewalk in order to make a continuous
walkway along Meadowlane Ave. This has been included in the cost estimates shown below.
AGILITY COURSE, SAFETY SURFACING, CONCRETE BORDER AND SIDEWALK
CONNECTIONS
SHELTER/RESTROOM
Design $
45,000
Utility installation
and connection
$
43,240
Pavement $
16,150
Shelter/Restroom
Building
$
400,000
Shelter/Restroom
Subtotal
$
504,390
Contingency (10%)$
50,439
Shelter/Restroom
Building Total Cost
$
554,829
BOTH PROJECTS
Agility Course $
559,240
Shelter/Restroom $
554,829
301
Total Cost $
1,114,069
The combined total cost estimate for both projects is $1,114,069. Total available funding for both
projects is $735,468, leaving a shortfall of $378,601. Since there is insufficient funding to do both
projects in their entirety, staff is proposing to move forward with the Agility Course, Safety
Surfacing, Concrete Border, and Sidewalk Connections, and a shelter with concrete pad. The
shelter would require an additional $61,765 (shelter - $40,000; concrete pad - $16,150;
contingency - $5,615). This would bring the total estimated cost to $621,005. The restroom would
not be constructed at this time but could be programmed into a future CIP if it still has merit.
ALTERNATIVES:
1. Approve the construction of the Agility Course, safety surfacing, concrete border, sidewalk
connections, and shelter and reallocate funds from the Carr Park Shelter/Restroom Project to cover
the shortfall to complete the project.
This alternative eliminates the restroom at this time.
2. Approve the construction of only the Agility Course, safety surfacing, concrete border, and sidewalk
connections and reallocate funds from the Carr Park Shelter/Restroom Project to cover the
shortfall to complete the project.
This alternative eliminates the restroom and shelter at this time.
3. Approve the construction of the Agility Course, safety surfacing, concrete border, sidewalk
connections, and the Shelter/Restroom.
This alternative includes all of the originally planned features (agility course, shelter, and restroom),
but will require additional funding of S378,601.
4.Refer back to staff.
CITY MANAGER'S RECOMMENDED ACTION:
The agility course provides a diverse type of play equipment that is not offered anywhere else in
the parks. However, the estimated cost of adding this type of equipment has increased
significantly since 2021 due to increased material and labor costs. Also, with the estimated cost of
the Shelter/Restroom project being so high, there is a funding shortfall to complete both projects.
Based on the aforementioned information, staff's priority is to complete the agility course, safety
surfacing, necessary pavement, sidewalk connections and only construct a park shelter similar to
others that are in neighborhood parks throughout the City. Therefore, it is the recommendation of
the City Manager that the City Council adopt Alternative #1, as noted above.
If Alternative #1 is approved, the staff will move forward with soliciting bids this fall for the
construction of the Agility Course, safety surfacing, concrete border, sidewalk connections, and a
302
shelter. Funding of $735,468 will be available for the project, with an estimated cost of $621,005. The
restroom would not be constructed at this time, but could be programmed into a future CIP if it still has
merit.
303
ITEM #:28
DATE:09-10-24
DEPT:FIN
SUBJECT:RESOLUTION AUTHORIZING AND APPROVING A LOAN AGREEMENT,
PROVIDING FOR THE SALE AND ISSUANCE OF GENERAL OBLIGATION
CORPORATE PURPOSE BONDS, SERIES 2024A, AND PROVIDING FOR THE
LEVY OF TAXES TO PAY THE SAME
COUNCIL ACTION FORM
BACKGROUND:
The FY 2024/25 Budget includes General Obligation (G.O.) Bond-funded capital improvement projects
in the amount of $18,534,116. The City Council held a public hearing on the issuance of the non-pool
bonds on March 26, 2024. Separately, on September 14, 2021, the City Council held a public hearing
for the issuance of G.O. Bonds to fund a capital improvement project for the Indoor Aquatic Center.
Council action is now required to authorize the sale.
Projects to be funded by this bond issue include the following:
Intelligent Transportation System 476,100
Airport Entryway Improvements 680,000
Ada Hayden Heritage Park 700,000
Total G.O. Essential Corporate Purpose: 1,856,100
Indoor Aquatic Center: 16,678,016
Total G.O. Issuance: 18,534,116
Estimated Issuance Costs 275,884
Grand Total - 2024/25 G. O. Issuance 18,810,000
On the morning of September 10, 2024, the City will accept bids for the bonds per the terms of
our offering statement. The bids will be evaluated by the City's financial advisor, the City’s Bond
Counsel, and by City staff to recommend an award to the bidder with the lowest cost. A report of
bids will be provided to Council at the September 10, 2024 meeting. The City Council will then be
asked to adopt a resolution accepting bids and authorizing award of the sale of bonds to the
chosen bidder.
ALTERNATIVES:
1. Adopt a resolution accepting bids and authorizing the sale and issuance of General Obligation Bonds
in an amount not to exceed $18,810,000.
2. Reject the bond sale resolution and delay the capital projects.
CITY MANAGER'S RECOMMENDED ACTION:
Issuance of these bonds is necessary in order to accomplish the City’s approved capital improvements
during this fiscal year. Therefore, it is the recommendation of the City Manager that the City Council
adopt Alternative No. 1, as described above.
304
ITEM #:29
DATE:09-10-24
DEPT:FLEET
SUBJECT:FLEET REPLACEMENT PROGRAM - TWO FULL-SIZE EV PICKUPS
COUNCIL ACTION FORM
BACKGROUND:
The City’s departments use many pickups and vans to conduct City operations including general
maintenance and transportation. Two vehicles are designated for replacement in FY 2024/25. One
vehicle is a 2011 full-sized, 4WD cargo van used by Water Pollution Control (WPC) to travel to Ames
area sites and collect samples of ground water and conduct maintenance. The other is a 4WD pickup
used by Electric Distribution’s technician for locating and surface marking underground powerlines.
WPC and Electric Distribution staff determined these two vehicles are good candidates to replace
with all-electric (EV) full-size pickups equipped with 4WD.
Bids were solicited for two EV 4WD Pickups, and responses were received from dealers as follows:
Bidder Make / Model Year Base Bid
Unit Cost
Optional
Item
Price for two
(2) EV
Pickups
Karl Ford
Story City, IA
Ford Lightning F150
Crew Cab 2025 $ 43,466 No Bid $ 86,932
Dewey Ford
Des Moines, IA
Ford Lightning F150
Crew Cab 2025 $ 45,920 $ 750.00 $ 91,840
Stiver's Ford
Waukee, IA
Ford Lightning F150
Crew Cab 2025 $ 47,306 $ 390.00 $ 94,612
Gregg Young
Auto
Newton, IA
Ford Lightning F150
Crew Cab 2025 $ 58,100 No Bid $116,200
The low bid for two (2) 2025 full-size Ford F150 Lightning Crew Cab Pickups is from Karl Ford of
Story City, Iowa for $86,932. Delivery is expected in 20 weeks. Each truck will be eligible for an
Inflation Reduction Act Refund of $7,500.
The budget for these purchases is shown below:
WPC Pickup:Revenues:Expenses:
Purchase price: $ 43,466.00
Replacement & Estimated Salvage for WPC van $ 51,432.75
Inflation Reduction Act Refund $ 7,500.00
TOTAL:$ 58,932.75 $ 43,466.00
305
Electric Distribution Pickup:Revenues:Expenses:
Purchase price: $ 43,466.00
Replacement & Estimated Salvage for Electric Pickup $ 40,216.00
Inflation Reduction Act Refund $ 7,500.00
TOTAL:$ 47,716.00 $ 43,466.00
Because the Inflation Reduction Act refund comes as a reimbursement, there will be a shortfall of
approximately $3,250 at the time of delivery for the purchase of the Electric Distribution pickup.
Fleet Services will finance the shortfall using funds established for the purchase of electric
vehicles until the refund is received, at which time the electric vehicle fund will be reimbursed.
ALTERNATIVES:
1. Award a contract to Karl Ford of Story City, for two 2025 Ford F150 Lightning Crew Cab Pickups
for $86,932.
2. Reject award of bid.
CITY MANAGER'S RECOMMENDED ACTION:
The purchase of these two all-electric vehicles are in support of the City Council's carbon reduction
goals. Therefore, it is the recommendation of the City Manager that the City Council adopt Alternative
No. 1 as described above.
306
ITEM #:30
DEPT:P&H
September 10, 2024
Staff Report
DOWNTOWN FACADE GRANT CHANGES FOR REAR FACADES AND MAINTENANCE
BACKGROUND:
The Downtown Facade Grant Program was created in 2000 to facilitate private improvements to
Downtown retail and other commercial storefronts. City Council considered a request from Scott
Moorman on August 13th to consider changes to the program to include rear facades, which included
adding maintenance activities as eligible. Currently neither of these activities are eligible for a facade
grant.
The current Facade Program utilizes matching grants to encourage building owners to make changes to
the non-compliant facades that will bring traditional structures into line with the historic character of
Downtown. A building is only eligible for the grant if changes needed to be made to update its
appearance for removal of non-compliant elements or for rehabilitation of historic character defining
features, such as original wood windows. Replacement of like for like features that are already
compliant elements are not eligible. The Downtown Design Guidelines for building facades can be
found on the Planning Division webpage. The most recent application packet from Spring 2024 that
describes the program requirements is also available online.
City Council has from time to time revisited the Downtown Facade Program and its requirements. Staff
believes the most significant Council decisions about the program and how it currently operates include:
2011/12 updates to project eligibility for front facades, two grant application periods, and
creation of scoring criteria for competitive grant reviews;
May 2022 review of the program for historic preservation, resulting in the creation of a new
Historic Feature rehabilitation grant option; and
May 2023 decision to increase the per grant funding from $15,000 to a maximum of $25,000.
ORIGINAL REQUEST:
Staff spoke with Scott Moorman about his request prior to the August 13th meeting to gain a better
understanding of his interests. He outlined the following as his intent for the property for the back of the
building at 226 Main Street:
Paint a mural
Repoint the brick (the brick facade at the rear is not original to the building)
Structural repairs
Repair the stucco on the east and west sides
Replace the windows
Mr. Moorman explained that no design changes were proposed to the existing facade. Mr. Moorman
also stated that he would like to see other properties on the south side of Main Street have funds
available for work on the rear of those structures.
307
COUNCIL DIRECTION:
At the meeting on August 13th, Council directed staff to return with language that 1) expands the grant
program to cover rear facades of buildings that contribute to the Downtown Ames Main Street National
Register Historic District and 2) expands the program language to include costs for structural
maintenance of those buildings with the understanding that the current grant guidelines will be a
priority, with maintenance being the lower priority to the existing program.
City Council did not indicate that development of new specific guidelines was desired at this time as
Facade Program Updates were not included in the Planning Division Work Plan. Staff's approach to
addressing the new rear and maintenance objectives is to consider the current program guidelines and
its general intent.
OPTIONS:
The existing program is designed to award grants that make permanent improvements to the
buildings that enhance the commercial aspects of building and are based on compliance with the
adopted design guidelines. The key is to remove noncompliant features and then make
improvements consistent with the guidelines. These guidelines were created for the historic,
commercial front of the buildings. The current guidelines do not include any standards for the rear or
alley-side of historic structures and do not address maintenance eligibility. As such, applying these
guidelines to parts of the building not facing a street will be difficult if not impossible, since the
objectives are not the same. The only application of the current guidelines staff could identify are
putting windows in openings that have been filled in or removing additions to the buildings that restore
what was originally built. Establishing what was original, however, will be difficult as there are few
historic photos of the rear or alley-side of these structures.
REAR FACADE ELIGIBILITY:
Absent direct design guidelines, staff believes evaluation of rear improvements will be subject to
much more discretionary review and decision making by the City Council based on general
expectations. Staff proposes the Council consider the following for Rear Facades improvement
eligibility:
Eligible facades are only those along rights-of-way, including alleys or the CDB parking lot, and
only for contributing buildings to the Historic District.
Rear facade grants are only allowed in the spring application round.
Rear improvements are to follow eligibility requirements of a regular front facade improvement
grant, meaning the project must remove noncompliant elements on the facade and improve the
facade to its historic character. (same as the front)
Only buildings with ground floor commercial, office, and trade uses are eligible. (same as the
front)
The Design Guidelines were written for building storefronts and other building improvements,
such as opening up windows and restoring characteristic features. These guidelines will apply to
proposed rear changes, but the program will not require a storefront improvement as would be the
case in the front. (same as the front, to extent practicable)
Grant awards will be prioritized for those facades that are readily visible from public streets and
public parking lots; any building face distant from a street would be a secondary priority, as it is
lacking public use and general visibility.
Due to the lack of defined guidelines, each proposal will be evaluated on case-by-case basis for
308
its visual significance and general improvement of its historic character. A final determination
will be made by City Council for consistency with the intent of the program. As is the case with
all current grant requests, there is no guarantee in any one year that a grant will be awarded for a
rear facade improvement.
The rear would also be eligible to receive funding to preserve character defining, historically significant
features under the current rehabilitation grant option.
MAINTENANCE ELIGIBILITY:
Planning staff met with Inspections staff to discuss what structural maintenance should include and our
experience with building conditions downtown. Discussion revolved around intent of the Council for
building stability, focus on perimeter or exterior elements of a facade, improvements to be consistent
with historic character, and that how or why a building is in disrepair is not a criteria.
Staff concluded that the following items be included as maintenance that is eligible for funding, for any
facade of a contributing historic building:
Repair of exterior walls - external repair only. This includes the repointing of brick walls and
structural repair.
Foundation repairs
Roof repair/replacement - external repair only
Staff concluded that the following activities would n o t be eligible for funding as maintenance of
structural features of the building:
Replacement windows/doors (note that a rehabilitation grant or removing noncompliant features
would otherwise remain as eligible work)
Painting
Signage or murals
Lighting
HVAC systems
Awnings or canopies
External stairways
Redesigned facades
Internal structural elements are not eligible.
In discussions with Inspections, Planning staff realized that a method of evaluation of the
worthwhile-ness of the activity was needed for maintenance grants. Staff members discussed
requiring a structural evaluation of a building by a qualified architect or engineer to assess what
work needed to be done, as opposed to what work may be cosmetic or not have lasting value. The
intent is to have some type of evaluation of the structural soundness of the building to prioritize
improvements needed for the long-term integrity of the building. The program currently has this as
optional requirement for front facades. Staff would be able to require this assessment prior to grant
award if deemed necessary. Up to $2,000 would be available to offset the cost of the evaluation along
with the maximum award amount of $23,000.
Council Members stated at the August meeting that they would like to see maintenance funding
available in the second, spring round of funding. Priority is to be given to the existing facade grant
program.
With maintenance grants there would be no guarantee of funding as it is competitive against other
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priorities. One downside of creating this category of assistance is promotion of maintenance deferral to
potentially be eligible for a grant. Staff could not identify a solution to this concern.
STAFF COMMENTS:
The goal of the Downtown Facade Grant Program is to facilitate commercial building improvements in
Downtown Ames and reinforce its historic character. Since its inception, the Downtown Facade Grant
Program has awarded three loans and 53 grants, four of which were later withdrawn by the applicants.
Along with other City investments Downtown, the program has had a noticeable impact on Downtown,
including the Moorman's Clothier building that is part of this discussion.
Council directed staff to consider improvement grants for rear facades and for structural maintenance,
both for contributing historic buildings to the National Register District. The proposed options address
what staff feels are appropriate expectations in relation to making significant improvements to buildings
that will enhance the quality of buildings downtown, consistent with the original intent of the program.
Without more detailed discussion of design interests for the rear of buildings, staff believes the
proposed changes should be viewed as interim until we have reviewed specific proposals and had the
benefit of input from the upcoming Downtown Plan initiative. Some of Mr. Moorman's interests are
addressed with the proposed facade grant changes, but not all of his original proposal would be eligible.
Staff provided notice of the item to Mr. Moorman and to the Downtown Ames Executive Director in
advance of the Council meeting.
If City Council supports the language provided for Rear Facades and Maintenance or has
modified language, it can direct staff to prepare updated Facade program documents for Council
approval at a future meeting. If Council does not decide to pursue amendments at this time, no
action is needed.
ATTACHMENT(S):
Attachment A - Historic District.pdf
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Attachment A
Downtown Ames Main Street National Register Historic District
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ITEM #:31
DEPT:P&H
September 10, 2024
Staff Report
REQUEST FOR PARTIAL WAIVER OF PAVING FOR 700 FEET OF CEDAR LANE
RELATED TO THE ANSLEY DEVELOPMENT
BACKGROUND:
This request is to remove the paving requirement for a portion of Cedar Lane. City Council first
reviewed this request on September 12, 2023 and deferred taking action until staff could review the
request in light of consideration of potential Pioneer Infrastructure policies that may be applicable to the
site. The original request and staff report with background information are unchanged and can be found
at this link.
The paving requirement is for construction of 700 feet of Cedar Lane (See attached graphic). The
700 feet is the frontage of three parcels (two developed, one vacant) along the east side of Cedar
Lane that are not included within the Ansley development. However, because the second entrance
to Ansley is located south of the subject 700-foot, gravel segment of Cedar Lane, the Subdivision
Code requires the Ansley developer to have a paved access to the second entrance. Fortunately,
for the developer, a prior agreement will require ISU to pay half of this improvement cost.
The developer estimated his cost at $150,000 for half of the 700 feet of road improvement in his letter
to Council. Public Works estimated City costs to be approximately $200,000 for the half street
improvement of 700 feet of Cedar Lane.
The original three options to address the request are also still applicable: 1) Waive the
requirement for Ansley, 2) Approve a development agreement for required improvements with
full or partial responsibility assigned to the City, or 3) Take no action on the request with an
option to reconsider at the time of platting of the phase with the improvement requirement (see
Options section below for details).
Although City staff has not yet presented the City Council with a proposed policy related to
infrastructure costs and assistance for pioneer infrastructure or oversizing, staff is bringing back
this request at the request of Steve Burgason. Apparently, he needs a decision regarding this
matter in order to finalize the funding for his second phase. City staff described pioneer
infrastructure interests as part of the staff report to the City Council in response to the AEDC
Short Term Housing Taskforce letter. The working definition is for infrastructure that is
necessary to serve large areas of growth as identified within Plan 2040 or is needed to fill a gap
between developable areas to make a larger area developable. Improvements could include water
main extensions, sewer trunk lines, or road paving. Examples of projects include recent City
water and sewer line extensions to serve growth to the east, south, and west.
Public Works and Planning staff have reviewed potential projects meeting this working definition, but
have not yet reached a conclusion on cost estimates and potential financing strategies to finalize a
policy with the City Council. The City Council may choose to take responsibility for all or some of the
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costs for pioneer infrastructure as city projects, shared cost development agreement projects, connection
districts, or as property assessments.
After considering initial pioneer examples, staff does not believe Cedar Lane clearly fits within
the scope of improvements contemplated for pioneer infrastructure. This is primarily because the
Cedar Lane segment serves a second entrance to Ansley and ISU land that is not currently
available for development. Completing this segment does not open up additional development
a r e a . If Council believed this segment was a gap between developments, it could be treated as a
pioneer infrastructure opportunity, and the subsequent question would be how to determine an
appropriate cost share, if any.
The developer's requirement to pave this portion of Cedar Lane was agreed to with the rezoning and as
part of the subdivision approval. The Subdivision Code requires paved access to subdivisions, which
has been applied in practice as requiring at least a two-lane paved road section to subdivision entrances
from existing paved roads.
There is little precedent for this situation as there have not typically been gravel roads on the periphery
of developments, with two exceptions: 1) Paving Grant Avenue (Hyde Avenue) as a City street
assessment project, and 2) a requirement for the former Regional Mall development to pave 570th
Avenue for access to its site. Looking forward, there will be larger scale street paving questions for
gravel roads within growth areas, such as 550th and 265th Street in the South Growth Area, 570th
Avenue to the east, and County Line Road to the west of the City all as potential pioneer infrastructure
projects. However, these are larger scale projects compared to this request.
Regardless of the Pioneer Infrastructure classification, Council could determine that a waiver of
the paving requirement is justified because of "extreme hardship" to the developer or
"inconsistent of the purpose of the regulations" as provided for in Chapter 23.103 of the
Municipal Code. With this outcome, the developer would still be required to pave all of their
Cedar Lane frontage related to Ansley. In addition, the paving would not occur unless the
existing lots redevelop or the City is involved in paving the street in the future. Although one of
the lots is vacant, the City currently exempts construction of new one- and two-family homes
from triggering missing infrastructure improvements.
OPTIONS:
OPTION 1: Subdivision Amendment for No Paving of 700 Feet of Cedar Lane
This option would require the developer to seek approval of a new preliminary plat as a major
amendment to the approved preliminary plat in order to remove paving of 700 feet of Cedar Lane. This
option would allow for consideration of a new plat and would not specify any obligation for
paving of Cedar Lane related to the development.
Future paving of Cedar Lane would be accomplished over time only if, or when, each of the properties
along this road section are further subdivided. In the meantime, the road segment will remain unpaved.
The Ansley developer would have no responsibility for this segment. The City could elect to pave the
segment at Council's discretion at some point in the future.
With this option, the Developer would apply for a major amendment to the Preliminary Plat to consider
approving the development without the paving requirement.
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OPTION 2: Development Agreement for City Responsibility to Complete Paving of the 700 Feet
of Cedar Lane, Rather Than the Developer
This option would not require an amendment to the subdivision approval. Howev er, it would
require an agreement with the City to share in the cost of paving Cedar Lane specifically for the
700 feet between the entrances of the subdivision. If the City Council assumes 100% of the
Developer's responsibility, the current cost estimate is $200,000 to the City. The paving would not
be required until three or more years after the start of the first phase of Ansley and would be
coordinated with future Ansley phases.
With this agreement, the developer would be responsible for providing plans for the
improvements, but the City would be responsible for constructing the project because state law
would require bidding of the project as a public improvement.
As an alternate, the City Council could commit to provide partial funding of developer’s share to
improve the 700 feet of Cedar Lane, rather than 100% of the developer's obligation.
With this option, staff would prepare an agreement for coordination of plans and cost sharing with the
Developer as directed by the City Council. No amendment to the Preliminary Plat would be required.
The agreement would be required prior to final plat approval for a future phase that would require
paving of Cedar Lane.
OPTION 3: Defer Action or Decline the Request
The developer is looking forward to future phases of the project and desires clarity as to their future
obligations. The current request is based upon cost escalation of the overall development since the time
of the original approval related to their first phase. Future phases to the south are anticipated being
ready for development three or more years from the start of the first phase. City Council could either:
1) take no action on the request at this time by determining that the improvements to be
constructed with the development are required for the project as approved, or 2) take no action
at this time because the paving issue will not be required until a later phase of the project when
updated cost estimates will be known along with pace of development buildout to guide a City
Council decision.
STAFF COMMENTS:
The history of paving streets has primarily been the responsibility of the development, including the
example of Cedar Lane paved north of Ansley with the Ringgenberg subdivision. The developer has a
50% responsibility due to prior agreements for the property to the west of their development site and
City Council has already waived the long-term extension of Cedar Lane to the south that would extend
past their planned southern entrance.
The developer believes the overall costs for development of the project with the Cedar Lane paving are
a hurdle to continuing with development of future phases. Cost escalation over the past two years has
impacted multiple subdivisions within Ames. The developer indicated to staff that although the
improvement is not required until a later phase of the project, they desire to have Council remove the
obligation now to assist in the financing of upcoming phases.
City Council has not adopted a particular policy to consider infrastructure assistance for any projects
and staff does not believe the 700-foot segment is truly pioneer infrastructure per staff's initial
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evaluation. Although there is no infrastructure assistance policy, since last September the City has
adopted a citywide property tax abatement incentive to encourage new ownership housing construction
in an effort to support developers' efforts to build additional housing.
As a unique request, there are few, if any precedents to rely on in this instance. Council would have to
consider the options to waive or modify the paving requirement in consideration of Subdivision criteria
and how proportionally the offsite improvement relates to the development and the inherited future
expense to the City for assisting with the paving.
Option 1 is the original request of the developer to remove the paving requirement, which would result
in the City being the responsible party for paving the segment at a time of the City's choosing. Option 2
would also meet the needs of the developer by removing some or all of the paving cost, but with a
development agreement to provide engineered plans and to share some cost as so determined by the
Council.
If the City Council selects either Option 1 or 2, follow up action will be needed to modify the Plat
approval or to approve an actual development agreement. Option 3 requires no further action.
ATTACHMENT(S):
Ansley Cedar Ln.pdf
315
700 feet
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ITEM #:32
DATE:09-10-24
DEPT:P&H
SUBJECT:ACCEPTANCE OF FIRST SPECULATIVE BUILDING IN NORTH DAYTON
TIF DISTRICT WITH NO PENALTY FOR DELAYED COMPLETION&NBSP;
COUNCIL ACTION FORM
BACKGROUND:
The City entered in a development agreement in October 2022 for the North Dayton TIF Subdivision
that provided for a development incentive of a Tax Increment Financing (TIF) rebate to the developer of
certain public improvements costs, not to exceed $3,119,951.05. The developer's obligations within the
agreement were to develop the site with a combination of large and small lots, install infrastructure, and
to construct speculative buildings of at least 10,000 square feet on a defined timeline upon small lots
owned by the developer. The concept of building speculative buildings was part of the original RFP for
the site as an economic development tool. The prior South Bell TIF development also included
requirements to building speculative buildings.
At the time development agreement was prepared the phrase "shell condition" was added to the
speculative building requirement to clarify that fully completed building with tenant improvements was
not expected in order to meet the development agreement requirements. Staff had discussed with the
developer the condition of buildings in South Bell and agreed that a finished shell of a building that was
ready for a prospective tenant to finish out the interior was acceptable and had been the practice for
South Bell. The practice was to complete the full exterior of the building and to include site
improvements for parking, loading, and landscaping.
The First Speculative Building was initially required to be completed approximately 13 months after
approval of the development agreement in November 2023. However, due to delays in the developer
receiving a federal permit for filling a wetland, the City Council agreed to extend the deadline to May 1,
2024. Staff notified the developer in May that the building was not complete on time and was subject
to a $15,000 penalty per the requirements of the agreement. The building had incomplete siding, no
openings were filled, and no-site improvements were complete at the time. As part of broader
request, the developer asked for an extension in May with no payment of a penalty and Council
granted the request with an extension to June 28th.
On July 2nd the developer contacted staff with a picture of the building asking that it be considered a
completed shell in accordance with the agreement. See attachment for building condition pictures.
Staff initially indicated they had concerns that it did not meet the requirements. Upon further review of
the development agreement, building conditions, prior South Bell Speculative buildings, and
consultation with Inspections staff regarding building permit; the Planning Director determined the
building was not a completed building to a shell condition and sent a letter notifying the developer of
their noncompliance on August 9th and an invoice for the $15,000 penalty. Staff's determination was
based upon that fact that on July 2nd the openings had not been filled and the building was not a
weather tight completed building. Staff determined the site improvements were not required per the
language of the agreement that referenced only a building condition.
The developer subsequently reached out to staff to discuss the building condition after receiving the
letter noting that the building now had the openings filled and the remaining siding in place by the
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beginning of August, approximately one month after the deadline. He indicated he had been working
with prospective tenants for the building and considering changes to the building's loading area garage
door to meet their needs. Ultimately, he questioned staff's determination that the building was not
a complete building to a shell condition on July 2nd because it had a roof and partially completed
walls.
He is hoping that the Council agrees that a penalty is not required based upon the condition of the
building on July 2nd and that it is now a completed shell with siding, windows, and doors
consistent with the minimum expectations of the agreement. Furthermore, the developer agrees
that any future required speculative building will be, at a minimum, a weather tight building.
Per the terms of the agreement, a second building is required to be completed within 18 months
of the first building being no longer being speculative, which may or may not result in
construction of another speculative building.
ALTERNATIVES:
1. Direct staff to cancel the issuance of $15,000 penalty for the first speculative building and accept the
Developer's building as a complete shell building at this time, and for staff to verify t h a t future
construction of required speculative buildings be weather tight with completed windows, doors, garage
doors, siding and roofing consistent with an approved site development plan for the building.
2. Direct staff to continue to with collection of the $15,000 penalty for noncompliance of constructing a
complete building to a shell condition by June 28, 2024.
CITY MANAGER'S RECOMMENDED ACTION:
Speculative building construction was one of the inducements to the City to provide a financial
incentive for economic development for this subdivision. The developer had previously requested
extension of speculative building construction deadlines, with the most recent extension until June
28th. During the extension, the developer did not discuss the condition with staff and had not
indicated their expected level completeness as less than a completed building. The developer believes
that since he had started the building, he was working in good faith to complete it on a timeline
similar to the stated June 28th deadline by fully completing the shell by the beginning of August.
Although the staff disagrees with the developer that the building was complete on July 2 in
accordance with the development agreement, staff agrees that in its current condition the intent
of requirement is now met. Therefore, it is the recommendation of the City Manager that the City
Council approve Alternative #1. and direct staff to cancel the issuance of $15,000 penalty for the first
speculative building and accept the Developer's building as a complete shell building at this time, and
for staff to verify that any future construction of required speculative buildings be weather tight with
completed windows, doors, garage doors, siding and roofing consistent with an approved site
development plan for the building.
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ATTACHMENT(S):
Bailey Speculative Building.pdf
319
First Speculative Building-2542 Bailey Avenue
May 22nd
July 2nd
August
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ITEM #:33
DATE:09-10-24
DEPT:PW
SUBJECT:2024/25 SHARED USE PATH MAINTENANCE CONTRACT 2
(STUART SMITH PARK AND STATE AVENUE)
COUNCIL ACTION FORM
BACKGROUND:
This project includes shared use path replacement in Stuart Smith Park and on State Avenue. City staff
has received several requests from the public to replace the shared use path in both locations.
The shared use path in Stuart Smith Park was overlaid with asphalt in 2022. A portion of the shared
use path on the southern end of the park was not overlaid during the 2022 project because of significant
deterioration to the path. This project will remove and replace the deteriorated portion of the existing
eight-foot wide asphalt path and replace it with a new ten-foot wide concrete path.
In addition, this project includes shared use path maintenance project along State Avenue, from Arbor
Street to south of the Baker Subdivision, which is an important route to the Middle School. This
portion of the shared use path has a significant number of cracked and displaced concrete panels that
collect and pond water during moderate rainfall events. This project will remove the existing eight-foot
wide shared use path, improve drainage in the ditch along State Avenue, and replace it with a new ten-
foot wide concrete path.
On September 6, 2024 bids for the project were received as follows:
Bidder Bid
Engineer's Estimate $153,440.60
TK Concrete, Inc.$106,664.90
Howry Construction $123,553.50
Absolute Group $139,992.97
Concrete Professionals $155,575.82
Caliber Concrete $165,800.48
There is $300,000 of Local Option Sales Tax allocated to this program in FY 2024/25 in the Capital
Improvement Plan. City Council awarded the first construction contract under this program on July 23,
2024, in the amount of $75,340, which leaves over $220,000 to fund this project. Remaining funding
will be utilized for other shared use path maintenance priorities.
ALTERNATIVES:
1. a. Accept the Report of Bids for the 2024/25 Shared Use Path Maintenance Contract 2 (Stuart Smith
Park and State Avenue).
b. Approve the final plans and specifications for the project.
c. Award the 2024/25 Shared Use Path Maintenance Contract 2 (Stuart Smith Park and State Avenue)
project to TK Concrete, Inc of Pella, IA in the amount of $106,664.90.
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2. Award the contract to one of the other bidders.
3. Reject the bids and direct staff to make changes to the project.
CITY MANAGER'S RECOMMENDED ACTION:
The shared use paths in this project have reached the end of their useful life and are in need of
replacement. These two locations are also a priority for users of the shared use path system.
Replacing these shared use paths will improve the quality of the network within the City.
Therefore, it is the recommendation of the City Manager that the City Council adopt Alternative No. 1,
as described above.
ATTACHMENT(S):
24-25 SUP Maint No 2 Location Attachment for CAF.pdf
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Stuart Smith Park
State Avenue
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ITEM #:34
DATE:09-10-24
DEPT:PW
SUBJECT:2024/25 WATER SYSTEM IMPROVEMENTS PROGRAM
(N RUSSELL AVENUE - LINCOLN WAY TO N 2ND STREET)
COUNCIL ACTION FORM
BACKGROUND:
The Water System Improvements program provides for replacing water mains in areas that are
experiencing rusty water problems. It also provides for installing larger distribution mains in areas that
have a high concentration of 4” supply lines, transferring water services from 4” water mains in streets
where larger water mains exist, and abandoning 4” water mains. Eliminating duplicate water mains,
where possible, improves water flow and helps reduce rusty water.
This project is for the replacement of water mains on N. Russell Avenue from Lincoln Way to N. 2nd
Street. On September 4, 2024, bids for the project were received as follows:
Bidder Bid Amount
Engineer's Estimate $171,856.50
Iowa Water & Waste Systems $104,910.50
Keller Excavating, Inc.$152,372.00
Jet Drain Services, LLC.$157,498.90
Morris Enterprises, Inc.$166,180.50
Synergy Contracting, LLC $168,818.10
Riley-Armstrong Plg. & Htg.$169,144.22
On Track Construction, LLC $182,500.00
J & K Contracting LLC $189,898.00
Revenue and expenses associate with this program are estimated as follows:
Funding Source Available Revenue Estimated Expenses
24/25 Water System Imp.$2,050,000
Construction (This project) $ 104,910.50
Construction (Future project) $ 1,600,000.00
Engineering/Administration $ 280,000.00
TOTAL $2,050,000 $ 1,984,910.50
The water infrastructure on N. Russell Avenue from Lincoln Way to N. 2nd Street is in urgent
need of repair. There are multiple leaks in the main and services that require this section to be
replaced this year. The remaining water main along other portions of N. Russell will be replaced
next year through a Community Development Block Grant project.
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ALTERNATIVES:
1. The City Council can approve the following:
a. Accept the report of bids for the 2024/25 Water System Improvements Program (N Russell
Avenue – Lincoln Way to N 2nd Street) project.
b. Approve the final plans and specifications for this project.
c. Award the 2024/25 Water System Improvements Program (N Russell Avenue – Lincoln Way to
N 2nd Street) project to Iowa Water & Waste System, LLC of Ames, Iowa, in the amount of
$104,910.50.
2. Award the contract to one of the other bidders.
3. Do not proceed with this project.
CITY MANAGER'S RECOMMENDED ACTION:
By approving the final plans and specifications and awarding the contract, this project will improve the
water system along N. Russell Ave. Residents will see improved water quality and firefighting capacity.
Therefore, it is the recommendation of the City Manager that the City Council adopt Alternative No. 1,
as described above.
ATTACHMENT(S):
N Russell Water.pdf
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2024/25 Water System
Improvements Program
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ITEM #:35
DATE:09-10-24
DEPT:Fleet
SUBJECT:AUDITORIUM HVAC REPLACEMENT PROJECT
COUNCIL ACTION FORM
BACKGROUND:
The City Auditorium is currently served by a HVAC system that contains a fan and heating coils
dating to the building's original construction in 1938. A condenser and cooling coils were added in
1990. Over the last several years there have been ongoing maintenance issues with the system.
Due to the age of the equipment and the ongoing maintenance issues, it was determined that the
best course of action is to replace the system and modernize it for ease of use and maintenance.
The project was bid and rejected twice in 2021 due to proposals being significantly over budget. The
project was then modified to eliminate the use of natural gas and incorporate a heat pump to replace the
air-cooled condenser, which would result in lower electrical use throughout City Hall during the winter
months. On August 13, 2024, City Council approved preliminary plans and specifications for the Ames
City Auditorium HVAC Replacement project. The project design consisted of removing the existing
systems and installing a traditional rooftop unit to provide heating and cooling to the Auditorium.
Bid documents were sent to six contractors. The bid was also advertised on the Current Bid
Opportunities section of the Purchasing webpage and a Legal Notice was published on the websites of a
contractor plan room service with statewide circulation.
On September 4, 2024, two bids were received as shown on the table below.
BIDDER BID AMOUNT
MECHANICAL COMFORT, INC.
Ames, IA $1,430,000
HPC, LLC
Ames, IA $1,465,000
The engineer's estimate for this project is $1,097,912. Design expenses for the project total $30,221.
The current total funding for the project is $1,128,140 and the sources of funds are as follows:
$650,000 from one-time General Fund savings;
$200,000 from American Rescue Plan funds;
$150,100 from City Hall Improvements Capital Improvement Project;
$128,040 from Electric Services through the Department of Energy's (DOE) Energy, Efficiency and
Conservation Block Grant (EECBG).
$1,128,140
Staff is working with the consultant and the apparent low bidder to see if there are any ways to
reduce costs. Staff will also explore whether additional funding opportunities are available. This
item will be brought back to City Council at a later date for further action.
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ALTERNATIVES:
1. Accept the report of bids and delay the award to provide staff additional time for review.
2. Approve final plans and specifications and award a contract to Mechanical Comfort, Inc. of Ames,
Iowa in the amount of $1,430,000.
3. Reject the bids and direct staff to rebid.
CITY MANAGER'S RECOMMENDED ACTION:
The bids received exceed the available funding for this project. However, the existing equipment
is becoming increasingly unreliable. Staff would like more time to evaluate the bids and identify if
additional funding is available to complete this needed project. Therefore, it is the recommendation
of the City Manager that the City Council adopt Alternative No. 1, as described above.
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ITEM #:36
DATE:09-10-24
DEPT:P&H
SUBJECT:ZONING TEXT AMENDMENTS TO PUD OVERLAY FOR INFILL SITES,
POCKET NEIGHBORHOODS, AND FRONT DOOR DESIGN STANDARDS
COUNCIL ACTION FORM
BACKGROUND:
The City established the Planned Unit Development (PUD) Overlay in 2021 as a zoning tool to
assist in the development of diversified housing types. A PUD Overlay is combined with a base
residential zoning district to establish density and design standards. A PUD site must be at least
two acres in size. The PUD Overlay allows for flexibility regarding some base and general zoning
standards, such as building types, setbacks, lot size, and lot coverage.
Development within a PUD Overlay requires a more precise development plan than standard
development to take advantage of the allowed flexibility. Examples of PUD approvals include the
townhomes at Hayden’s Ridge, Ansley subdivision in south Ames, and the Baker Subdivision
Creekside Townhomes.
In response to City Council priorities to support diverse housing opportunities, including more
infill development options, the City Council has initiated consideration of three amendments to
the PUD Overlay:
1. Support infill development options on sites less than two acres in size and allow for maximum
density of the base zoning district plus one (1) dwelling unit.
2. Create a specific development option for a Pocket Neighborhood within the PUD Overlay.
3. Modify compatibility design standards in relation to the garage door and front door.
1. INFILL DEVELOPMENT -MINIMUM SIZE AND DENSITY:
The current Minimum Area requirement is two acres, except for extenuating circumstances established
by City Council related to natural areas, scenic areas, environmental assets, or a Council initiated
rezoning process. Density currently is required to match the base zoning allowance with an option for a
15% bonus for affordable housing. The proposed amendment would allow for; 1) infill sites less
than two acres to be eligible for a PUD Overlay, and 2) a Density Bonus for one additional unit
more than the base zoning allowance, regardless of affordability.
Although no minimum site size threshold would exist with the proposed change, a development cannot
be for one lot with a single permitted building to obtain development relief by way of a PUD. In
practice, a minimum of three or more units would need to be included in a development proposal to
propose a PUD Overlay with a minimum lot area of 18,000 square feet (.41 acres) in RL zoning.
Staff believes the proposed density bonus is beneficial to small projects where density calculations have
large rounding variations on smaller sites and having one additional unit can help the financial
feasibility.
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POCKET NEIGHBORHOODS:
City Council reviewed the concepts of Pocket Neighborhoods at its June 11 meeting and reviewed
general concepts for a pocket neighborhood. Pocket neighborhoods are commonly a cluster of 4-12
homes around open space. Pocket neighborhoods are defined by key characteristics of individual
homes, typically smaller homes, fronting along a common open space shared between the homes.
Each home site has limited or no private yard areas. Parking is either rear loaded or located in
common area away from the homes. This type of development is a niche opportunity, but it could be
a successful option within Ames.
The proposed text amendment describes this unique development type and includes key elements to
support this design concept with no lot size or setback requirements; an allowance for reduced parking
of one parking space for 50% of the homes; location of parking anywhere within the development site;
and design requirements for the fronts of homes to common space and walkways.
DESIGN COMPATIBIITY-GARAGE AND FRONT DOOR:
At the time of approving the PUD Overlay ordinance, the design compatibility features were created to
address the quality and interest of front façades in consideration of the higher density, reduced spacing,
and desired pedestrian scale features. One specific design feature within the PUD Overlay is a goal to
limit the prominence of the garage in defining the character of the home. The intent was to promote the
front entry as the defining element of the home rather than the garage door as can be typical of standard
lot subdivisions.
The primacy of the front entry over the garage face has been an issue for development of some
townhome development types that are through lots with the front door by a garage and the opposite
façade as the rear of the home along the street. City Council directed staff to exempt front doors for
townhomes on through streets to remove this potential conflict. This direction was determined at the
time of approval of homes in Hayden’s Ridge townhomes along 190th Street. The proposed
amendment grants Council authority to determine it is impracticable to meet this design
requirement for through lots.
Developers believe the relationship of the front door to the garage face limits their options of
building certain home types that may be built in other communities without design requirements
and would like the limit on protruding garages eliminated from the PUD standards. This specific
issue was brought up for discussion this past winter as part of the AEDC short term housing
taskforce letter requesting greater design flexibility in support of housing production.
In practice, this standard had been met through either the use of porch elements that extend out to the
garage face or having the garage face equal to or recessed from the front façade. However, staff has had
feedback that this approach discourages housing because existing house designs may have to be
modified to meet this expectation.
Rather than delete the expectation in its entirety or to define it as a guideline, staff is proposing in
the attached ordinance to modify the requirement with a maximum setback allowance related to
the front door location. Staff believes the setback option is a predictable expectation compared to a
guideline. Staff proposes to utilize the recently adopted 12-foot setback standard of the two-family
home design requirements as the basis of the allowance. The maximum 12 feet would be from the
face of the garage to the front door, it would not include the face of a porch. A builder would
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have the choice of meeting the requirement through the current methods related to bringing a
facade or porch in front of a garage or with an allowance of the 12-foot setback or less to the
front door.
PLANNNING AND HOUSING COMMISSION:
The Commission reviewed the proposed changes at its August 7 meeting. Prior to the meeting, staff
sent email notices to its interested parties developer contact list. Two comments were received from
developers in support of the changes. One of the two developers spoke at the meeting describing their
problem with the current garage front door requirement and how it impacted their housing construction
choices for a project, but the proposed changes address his concern.
The Commission asked for clarification regarding what types of homes or tiny homes could be built on
City lots currently. Staff responded that only homes on foundations with utilities are permitted within
the City as meeting the definition of a dwelling. Other housing types would be allowed within an RLP-
zoned mobile home park. The Commission also inquired about the design compatibility standards for
garages and other communities. Staff responded that it believes in this area only Des Moines, which
utilizes a form-based code city-wide, includes standards about garage design for all residential areas.
The Commission voted 7-0 in support of the changes as proposed by staff.
ALTERNATIVES:
1. Approve on first reading the proposed amendments to the PUD Overlay.
2. Modify the proposed amendments and approve on first reading.
3. Direct staff to provide more information or to make modifications to the proposed ordinance
and return at a future meeting.
4. Decline to approve the proposed amendments.
CITY MANAGER'S RECOMMENDED ACTION:
The PUD Overlay is a tool designed to allow for individual design review of custom designed
developments. Development within a PUD requires a public hearing as a zone change and a site
development plan, which requires property owner notification within 200 feet of a site. If the proposed
ordinance is adopted, an applicant will still be required to obtain a city development in order to
take advantage of the flexibility allowed within the PUD.
Changing the minimum area requirements will support City goals for infill without changing
general density standards of a neighborhood, but allows for design flexibility to make infill more
feasible. Pocket neighborhoods are a unique, non-mandatory development type that could
address many housing interests of the City related to greater diversity of building types and
context sensitive design features.
Changes to the garage standard are designed to addressed feedback about impediments to
housing production as viewed by builders. Although removing the standards would grant the
most flexibility, staff proposes to keep the expectation, but define the maximum setback of the
front entry as 12 feet. The proposed ordinance allows the exemption certain through-lot designs
from the requirement. if it is not practicable. Therefore, it is the recommendation of the City
Manager that the City Council adopt Alternative 1, as described above.
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ATTACHMENT(S):
Ordinance ZTA PUD Overlay.PDF
332
ORDINANCE NO. __________
AN ORDINANCE TO AMEND THE MUNICIPAL CODE OF
THE CITY OF AMES, IOWA, BY AMENDING SECTIONS
29.1114(5), 29.1114(6)(a), AND CORRESPONDING TABLE AND
ENACTING A NEW SUBSECTION 29.1114(6)(e) THEREOF,
FOR THE PURPOSE OF AMENDING SUPPLEMENTAL AND
COMPATIBILITY STANDARDS AND DEFINING POCKET
NEIGHBORHOODS WITHIN THE PUD OVERLAY DISTRICT
REPEALING ANY AND ALL ORDINANCES OR PARTS OF
ORDINANCES IN CONFLICT TO THE EXTENT OF SUCH
CONFLICT; AND ESTABLISHING AN EFFECTIVE DATE.
BE IT ENACTED, by the City Council for the City of Ames, Iowa, that:
Section One. The Municipal Code of the City of Ames, Iowa shall be and the same is hereby
amended by amending Sections 29.1114(5), 29.114(5) Table and 29.1114(6)(a) and enacting a new
subsection 29.1114(6)(e) as follows:
“Sec. 29.1114 “PUD” PLANNED UNIT DEVELOPMENT OVERLAY DISTRICT
***
(5)Supplemental Development Standards.Property that is zoned PUD shall be developed in
accordance with the Zone Supplemental Development Standards listed in Table 29.1114(5) below, except
Alternative Design approvals of 29.1502(7) or Pocket Neighborhood compatibility standards have priority
over Development Standards if there is a conflict:
Table 29.1114 (5)
Planned Unit Development Overlay District (PUD)
Supplemental Development Standards
SUPPLEMENTAL
DEVELOPMENT
STANDARDS
PUD ZONE
Area Requirement
Minimum area of two acres or more, except when environmental sensitive areas, natural
features, or scenic assets are being preserved. Exceptions include City Council initiated
rezoning; sites with environmentally sensitive areas, preservation of natural areas, or scenic
locations;and infill development sites.
Density
Zoning district density requirements shall apply subject to the allowances of this section.
Where a development encompasses more than one zoning district, each area of the PUD
development shall comply with the density requirements that are set by the zone for that area.
Density transfer is not permitted.
Developments with a minimum of 10% affordable housing units made available for sale or
rent to moderate or low-income households as defined by the Federal Housing and Urban
Development Department (HUD) for the City of Ames, may include a density bonus of 15%
rounding up to the next whole unit, or one (1) dwelling unit, whichever is greater. An
affordable housing plan and binding agreement for maintaining affordability must
accompany the PUD application.
Infill development sites may be approved for one additional dwelling unit that exceeds the
stated maximum density calculation of units per acre of the base zoning district.
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***
(6)Compatibility Standards.Minimum lot area, lot width, lot frontage, setback, and
maximum site coverage requirements may be reduced to provide for a variety of dwelling types. Any such
modification to the Zoning District requirements must be noted on the Master Plan.
Due to the concentration of dwelling units that will occur if these dimensional requirements are reduced,
the following compatibility standards are required:
(a)Garages and Driveways. Garages and off-street parking areas must be located so
that they do not define the front façade of the dwelling. This standard is met when a garage does not
protrude forward from the front facade façade of the front entry is setback typically no more than 12 feet to
the front door and includes the required entrance design requirements. City Council may approve a
development on through-lots without meeting this standard when it is determined to be impracticable for
the home design and street types.
The development must include adequate right-of-way and driveway spacing to accommodate parking and
street trees. The width of driveways may need to be reduced and garages setback an adequate distance to
accommodate these elements. Shared driveways are encouraged to address street design goals. Alley or
private rear lane access is also an option.
The development must include adequate right-of-way and driveway spacing to accommodate parking and
street trees. The width of driveways may need to be reduced and garages setback an adequate distance to
accommodate these elements. Shared driveways are encouraged to address street design goals. Alley or
private rear lane access is also an option.
(b)Entrances. Main entrances to dwelling units must be clearly identifiable and
accessible to the owner and visitors. The main entrance must be demarcated by one of the following:
covered porch or stoop; sidelight windows; or other significant architectural treatment that emphasizes
main entrances. Main entrances shall be directly connected to the pedestrian circulation system of the
development.
(c)Massing. Multi-family buildings proposed abutting single-family and or two-
family buildings should be of a scale, massing, window proportions, and architectural style that is
compatible with abutting lower density residential development.
(d)Commercial. Commercial buildings shall have main entrances that are clearly
identifiable and accessible. The buildings will be oriented towards the street or towards a pedestrian/bicycle
corridor.
(e)Pocket Neighborhood. Pocket Neighborhoods are a specific housing
development type of small homes clustered around a common open space as a shared front yard of the
homes. The common open space is a defining organizing element of the site layout. Typical home clusters
would range in size from 4-12 units to maintain the intent of a small, clustered development concept. The
cluster design shall not have the effect of walling off the development from the public street with rear
facades of homes, this means the common open space should visually and physically connect with the
public sidewalk along the street frontage when possible, or for the abutting home along the street to include
front façade type features along the street or incorporate side or corner entries that tie to both the street and
open space.
Pocket Neighborhoods are permitted to have no minimum lot size, setbacks, or coverage limitations for the
individual homes. Frontage requirements for vehicle access are not required. Parking may be provided on
the lot of the home or within the development area. Up to 50% of the homes may have a parking reduction
of one required space.
The home design shall include front entryway patios or porches to help define the private lot and home area
from the common open space at the front of the homes. Walkways shall extend from the front door to the
and through the common open space. The compact and close-knit design nature of the pocket
neighborhood shall include an emphasis on architectural design features related to window placement,
visual interest, massing, and landscaping to support privacy and architectural compatibility.
***”
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Section Two. All ordinances, or parts of ordinances, in conflict herewith are hereby repealed to
the extent of such conflict, if any.
Section Three. This ordinance shall be in full force and effect from and after its passage and
publication as required by law.
Passed this day of , 2024.
_____________________________________________________________________________
Renee Hall, City Clerk John A. Haila, Mayor
335
To:Mayor & City Council
From:Planning & Housing Department
Date:September 6, 2024
Subject:Second Reading Zoning Text Amendment - DSC Exception Standards
Item No. 37
MEMO
The ordinance relating to a Zoning Text Amendment to amend the Exception Standards
for the Downtown Service Center "DSC" Zoning District is attached for the Council's
review and consideration for second reading. The Council should note that, consistent
with the Council's direction on August 27, the version now being presented has been
modified to prevent replacement of a "multi-story structure" with a one-story structure.
The original version or the text amendment was more specific, and prevented the
replacement of a "two-story structure" with a one-story structure.
ATTACHMENT(S):
REVISED Draft DSC ZTA.PDF
City Clerk's Office 515.239.5105 main
515.239.5142 fax
515 Clark Ave. P.O. Box 811
Ames, IA 50010
www.CityofAmes.org
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ORDINANCE NO. ___________
AN ORDINANCE TO AMEND THE MUNICIPAL CODE OF
THE CITY OF AMES, IOWA, BY AMENDING SECTION
29.808(4)(b)(ii) THEREOF, FOR THE PURPOSE OF
AMENDING STANDARDS FOR THE DOWNTOWN SERVICE
CENTER ZONING DISTRICT (DSC); REPEALING ANY AND
ALL ORDINANCES OR PARTS OF ORDINANCES IN
CONFLICT TO THE EXTENT OF SUCH CONFLICT; AND
ESTABLISHING AN EFFECTIVE DATE
BE IT ENACTED, by the City Council for the City of Ames, Iowa, that:
Section One. The Municipal Code of the City of Ames, Iowa shall be and the same is hereby
amended by amending Section 29.808(4)(b)(ii) as follows:
“Sec. 29.808. "DSC" DOWNTOWN SERVICE CENTER.
***
(4)
***
(b)Standards for Existing Structures. The Zoning Board of Adjustment shall review each
application for the purpose of determining that each proposed expansion or enlargement of a
building not meeting the minimum number of stories or floor area ratio, meets each of the
following standards:
(i)The proposed project is an expansion or enlargement of an existing building and not for
new construction,
(ii)The property has frontage on 6th Street. For properties on a through lot, existing
buildings on the south half of the lot shall have a second story along the entire 5th Street
frontage.The proposed project does not replace a multi-story structure with a one-story
structure.
(iii)The proposed project retains or creates an active pedestrian street entrance,
(iv)The proposed project demonstrates a height and building placement that emphasizes an
urban design of Main Street style development characterized by a height compatible
with buildings in downtown and maintaining or creating a street edge with buildings,
(v)The proposed project deemphasizes the quantity and visibility of surface parking spaces,
and
(vi)The proposed project has a minimum floor area ratio of 0.50.
***”
Section Two. All ordinances, or parts of ordinances, in conflict herewith are hereby repealed to
the extent of such conflict, if any.
Section Three. This ordinance shall be in full force and effect from and after its passage and
publication as required by law.
Passed this day of , 2024.
_____________________________________________________________________________
Renee Hall, City Clerk John A. Haila, Mayor
337