HomeMy WebLinkAboutA001 - Council Action Form dated September 22, 2026ITEM #:34
DATE:09-22-26
DEPT:P&H
SUBJECT:REZONING OF THE PROPERTY AT ONTARIO STREET & SCHOLL ROAD -
FROM S-GA TO FS-RL WITH A PUD OVERLAY AND MASTER PLAN
COUNCIL ACTION FORM
BACKGROUND:
Hunziker Development Group, LLC and 574 Investments, LLC are requesting a rezoning from
Special Purpose Government / Airport District (S-GA) to Floating Suburban Residential Low
Density District (FS-RL) with a Planned Unit Development Overlay (O-PUD).
A Master Plan for the PUD is included that defines a maximum of 97 dwelling units, the mix of
single-family detached and attached homes, the general layout of the site, and requested
deviations. Subsequent to approval of a rezoning, additional approvals for a preliminary plat
and site development plan application will also be reviewed by the City Council to allow for
development of the site.
The property is on the north side of Ontario Street, south of the Union Pacific Railroad tracks,
west of Minnesota Avenue, and east of the homes on the east side of Garfield Avenue
(Attachment A). The land is bisected by Scholl Road, a private road leading to the Iowa State
University Applied Sciences Complex north of the site.
The land has never been developed and was formerly owned by ISU. The land is 17.4 acres,
including the Scholl Road area and planned right-of-way dedication for Ontario Road and
Minnesota Avenue.
Earlier this year, ISU sold the subject land to the developers with the understanding that it
would be developed for housing. Staff indicated early on that the City would not accept Scholl
Road in its current condition and that it would need to be reconstructed and dedicated to the
City if it were part of a development. The developers approached the City Council in January
requesting development incentives related to the reconstruction of Scholl Road in support of a
development targeted towards workforce housing. Council indicated support for considering
the use of TIF to help with the cost of reconstructing Scholl Road, subject to approval of
development plans and a development agreement for workforce housing.
The Ames Plan 2040 Future Land Use Map designates this land, and the ISU property north
of the railroad tracks, Civic – University. In the Redirection section of Ames Plan 2040, the
development guidelines state: “[c]ivic or public land designations will require a Future Land
Use Map amendment prior to rezoning for any use other than RN-3 with single-family zoning.”
The RN-3 (Expansion) land use designation includes rezoning to FS-RL, which is the
proposed base zoning district for the subject property along with the PUD Overlay. As such,
the land use designation for this property does not need to be changed to
accommodate the residential use.
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The requested PUD Overlay has additional findings and justifications (see Addendum) related
to the proposed housing type and design features, including requested deviations. The PUD
process requires either a Master Plan that defines the types of buildings, unit counts, and
design standards for the site or a Major Site Development Plan with all site and architectural
details for attached housing. In this case, the single-family detached development to the
east will have a Master Plan approval, while the proposed housing to the west will have
Master Plan approved with a requirement to obtain a Major Site Development Plan
approval for the site-specific layout details and design of the housing.
The developer ’s proposal for workforce housing will be tied to a future development
agreement related to any incentives offered by the City Council related to the reconstruction of
Scholl Road. For the purpose of the PUD request, the staff considers the description of
workforce housing as it relates to size and type of housing proposed more than specific sales
price controls. If the project takes advantage of City incentives or state tax credits, there will be
specific home sale price limitations already agreed to. The January 27, 2026 proposal for City
incentives also described a mix of rental and ownership units.
OVERALL SITE LAYOUT:
The two developers intend to split the property into two separate but related projects. Hunziker
Companies will developer the east side with a plan for 26 small-lot, single-family homes on
individual lots. The 574 Investments group will develop the west side with 71 single-family
attached townhomes on individual lots with building combinations of duplexes, triplexes, and
quadplexes.
The two developments will generally function independently, with the exception of sharing
private open space area on the west side of the site and have a common intersection at Scholl
Road. Both sites are planned to have access to Ontario Street and to Scholl Road. There will
be no access to Minnesota Avenue.
The FS-RL district allows for a maximum of 10 dwelling units per net acre with a minimum of
3.75 dwelling units per net acre. The entire development (both sides of Scholl Road) has a
combined estimated net density of 8.3 units per acre. The west side (Ontario Townes) has a
net density of 9.5 units per acre, and the east side (Ontario Park) has a net density of 6.2 units
per acre.
The PUD Overlay includes requests for certain deviations summarized as allowing for
43-foot lots for single family detached home where 50 feet is required, reduced side
setbacks to 5 feet, reduced minimum lot size, corner lot side setbacks of 15 feet, and an
allowance for private streets for the townhomes. The combination of these requests allows
for somewhat smaller housing development size with additional lots. The townhome
development will likely include other internal lot and setback deviations once a detailed Major
Site Development Plan for the site is submitted in the future.
Staff estimate that the PUD allows for an increase in units of approximately 10-15% compared
to standard development. This is due to reductions in minimum lot size and minimum
setbacks. Of the requested deviations, the 43-foot lot width on a public street is the most
significant variation as it impacts total lots and the functionality of the street. Staff has included
a condition to address driveway coordination to address on street parking and street trees
requirements.
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For a more complete analysis of the details for the two sides of the development, see the
Addendum.
NOTIFICATION AND OUTREACH:
A neighborhood outreach meeting was held by the developers on March 9, 2026, at 5:00 p.m.
at the offices of Friedrich Realty at 100 6th Street. Several dozen neighbors attended from
various areas adjacent to the site, including to the northeast across the railroad tracks and
neighborhoods directly abutting the site.
Neighbors expressed concerns about the number of units in the development
specifically with regard to vehicular traffic along Ontario Street. There was a general
concern that Ontario Street had too much traffic and that vehicles speed on the street.
Numerous neighbors stated that it was difficult to make left turns, either onto Ontario
Street from a side street, or from Ontario Street onto a side street.
Concerns about existing traffic and additional traffic with development of the site are a primary
concern expressed to staff after the meeting as well.
Notice for the P&Z meeting followed the City Council policy with mailed notice to owners within
400 feet, newspaper published notice, and placement of a sign along Ontario Street for each
site. Notice for the City Council Meeting included the same notice.
ONTARIO TRAFFIC:
The most persistent concern expressed by neighbors involves traffic issues regarding Ontario
Street, a minor arterial street and Avenue designation in the Complete Streets Plan. Ontario
Street is 45-foot-wide in this area and allows parking on both sides of the street. This street
carries traffic to the residential areas in the northwest part of Ames and includes through-traffic
traveling to and from County Line Road.
The traffic volumes on the street are reflective of the nature of the road as a higher order
street with between 7,000 Average Daily Traffic (ADT) to 8,600 ADT in this area based upon
2023 information. The 2050 Transportation Plan, Ames Connect 2050, projects an increase of
10% to 15% of total trips in this area of Ontario Street with the growth of the City.
The City’s Traffic Engineering Division did not require a specific traffic study by the
developer for the project based upon the existing conditions and projection of less than
100 p.m. peak hours trips being generated by the development. However, because of
expressed concerns by the public at the Planning and Zoning Commission (see below)
a memo about the the operation of Ontario and left turns from side streets is included
with this report. See attached memo. This traffic memo was not available at the
Planning and Zoning Commission meeting.
City staff was able to prepare additional analysis about the operations Ontario as a result of
radar collected data in 2025. Staff collected data over a four-day period for both directions of
travel as part of a speed study. However, with this data staff was able to calculate daily and
peak hour trip volumes based on the radar location near Scholl Road, which is the frontage of
the proposed project. In addition, City staff also reviewed the accident history along this
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corridor of Ontario.
The findings of the memo include:
1. Trip generation in the PM peak hour for the 97- unit project is estimated at 64 vehicles.
2. Radar collected data for Ontario regarding the current situation consists of Average Daily
Trips of approximately 9,100 vehicles, with peak hour traffic of 763 vehicle in the AM and
826 in the PM.
3. Currently, travel is very directional in the peak hours, nearly 70% to the east in the AM
and reversed in the PM.
4. The radar data allowed for calculation of "gaps" to estimate the ease of making left turns.
A gap of 7.1 seconds is needed to make a left turn across two lanes of traffic.
5. The current average wait time for a gap is estimated at 17 seconds and 23 seconds in
the AM and PM Peak hours.
6. Longer wait times measured at the 85th percentile is 31 and 44 seconds respectively
and the 95th percentile wait time is 47 and 69 seconds. Another way to represent the
95th percentile is that 1 out of 20 vehicles making a left turn has to wait 69 seconds or
more in the PM peak hour.
7. Staff utilized the DOT Minnesota Avenue traffic counts and the radar collected data to
estimated wait times and level of service for Minnesota/Ontario as a side street stop-
controlled intersection. This intersection has the highest traffic volumes of any side street
in the area.
8. The average peak hour delay, with projected development trips, was calculated to
perform at Level of Service (LOS) "C" with an average of 21 seconds of delay. The
City’s performance target is LOS D or better with a delay range of 25-35 seconds.
9. Staff estimated that traffic levels on Ontario would have to increase by 50% before
LOS would likely exceed LOS D and warrant additional review.
10. Crash data from 2021 - 2025 identified 17 accidents, no fatalities or severe injuries. Most
frequent cause of accident was deer (six).
11. Crash levels do not appear comparatively elevated; however, the corridor is identified in
the AAMPO's Comprehensive Safety Study Action Plan (CSAP) and the Walk Bike Roll
Ames Plan to consider corridor improvements related to traffic calming and vulnerable
road users.
12. Corridor needs are likely not impacted by the development. They should be
monitored as conditions change and evaluated with future Transportation Plan
updates that are conducted on citywide basis.
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PLANNING AND ZONING COMMISSION:
The Planning and Zoning Commission met on September 2, 2026, to review the proposed
rezoning. At the meeting the development team described their proposal and approach to
provide moderately priced workforce housing building mix. They emphasized use of consistent
front and rear setbacks of standard homes along the periphery and the layout adds no traffic to
Minnesota. The developer asked the Commission to interpret PUD garage to door setback
standards to not apply to the homes with a literal measurement of 12 feet from garage to front
door. (The design standard is discussed in the addendum.)
Many members of the public were present and 13 spoke during the public comment period.
The most common views expressed were:
a concern about the existing traffic on Ontario Street and that the proposed development
will exacerbate the traffic problems
traffic concerns were described primarily related to turning movements onto and off of
side streets, speeding, congestion throughout the area
a desire to see a traffic study for Ontario Street to address potential project impacts from
97 additional housing units
a concern about the loss of the ISU demonstration prairie and pollinator habitat on the
east side of Scholl Road (a more general concern about the loss of open space was also
expressed)
a concern that the new development building sizes, small lots, and layout would be
incompatible with the surrounding neighborhood patterns of homes of mostly single-
family detached homes with some duplexes.
The Commission discussed the Ontario Street traffic conditions and rationale of staff for not
requiring a traffic study. The Commission reviewed context sensitive design goals of Ames
Plan 2040 for infill and how it applied to the proposed PUD with different lot and building sizes
along with the proposed front and rear setbacks. Staff reviewed the developer request related
to the 12 foot maximum setback and noted that the langue was specific and not open to
interpretation.
The Commission voted 5-0-0 to recommend approval of the project, but that a traffic
study be required by the City Council.
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ALTERNATIVES:
1. The City Council may approve on first reading the request for rezoning of Ontario Park
and Ontario Townes from “S-GA” Special Purpose Government / Airport District to “FS-
RL” Floating Suburban Residential Low Density District with:
a. a “PUD” Planned Unit Development Overlay and Master Plan for Ontario Park
(east of Scholl Road) with 26 units with a requirement to complete a preliminary
and final plat for development of the site;
b. PUD Overlay with Master Plan for Ontario Townes for single-family attached
dwellings configured as duplex, triplex, and quadplex dwellings not to exceed a
total of 71 units. Additionally, address the private open space configuration and
amenity details with the required Major Site Development Plan and Preliminary
Plat; and
c. The following conditions:
a. the driveway plan shown in Attachment H be adopted in order to maximize
on-street parking
b. the street trees on Ontario Street shown in Attachment I be placed on the
private lots if necessary to provide room from the overhead powerlines.
2. The City Council may approve with modified conditions for rezoning of Ontario Park and
Ontario Townes from “S-GA” Special Purpose Government / Airport District to “FS-RL”
Floating Suburban Residential Low Density District with:
a. a “PUD” Planned Unit Development Overlay and Master Plan for Ontario Park
(east of Scholl Road) with 26 units with a requirement to complete a preliminary
and final plat for development of the site; and
b. PUD Overlay with Master Plan for Ontario Townes for single-family attached
dwellings configured as duplex, triplex, and quadplex dwellings not to exceed a
total of 71 units. Additionally, address the private open space configuration and
amenity details with the required Major Site Development Plan and Preliminary
Plat.
3. The City Council may take no action on the proposed rezoning and require the developer
to prepare a traffic study that addresses operational impacts to Garfield, Scholl, and
Minnesota and proposed Yukon with a scope of work agreed upon by the City's Traffic
Engineer prior to consideration of approval of the rezoning. (The P&Z Commission's
recommendation)
4. The City Council may deny the rezoning of Ontario Park and Ontario Townes from “S-
GA” Special Purpose Government / Airport District to “FS-RL” Floating Suburban
Residential Low Density District by determining the request is not consistent with the
PUD Overlay criteria for establishment or the Rezoning requirements of Chapter 29
Zoning Ordinance.
5. The City Council may defer action on this request and refer it back to City staff and/or
the applicant for additional information.
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CITY MANAGER'S RECOMMENDED ACTION:
The proposed rezoning based upon FS-RL is consistent with the Ames Plan 2040
Comprehensive Plan, which allows for Residential Neighborhood-3: Expansion (RN-3) uses
within the Civic – University designation. The proposed housing types are allowed in the
proposed zoning, and although the proposal is at the higher end of the range, the proposed
density achieves the required minimum and maximum density.
The PUD Overlay is intended to address two issues for the sites. The first is design
compatibility with the surrounding neighborhood. The second is to promote diverse housing
types with high-quality design features. Deviations related to lot configurations, setbacks, and
private streets are all related to promoting different housing types.
The proposed development on the east side of Scholl Road (Ontario Park) will contain 26
single-family homes on smaller lots, which will generally have small square footage homes
that applicant states will allow them to be marketed at a lower price point. Deviations to lot
size/width allow for houses than the base zone. The proposed development on the west side
of Scholl Road (Ontario Townes) enables desirable townhome units (71 total units) with
garages that would likely otherwise be difficult to accommodate on the site with a public street.
The site has been designed to complement existing infrastructure. These features make it a
good candidate for PUD zoning and site plan approval due to the arrangement of the site
improvements and housing variety.
At this time, the proposed PUD Overlay identifies the Master Plan for development of the site,
identifies the maximum number and types of dwellings, and proposed deviations for the
development. The site layout respects the perimeter interface with the neighborhood with
setbacks and landscaping combined with building types and architectural elements can be
found to support a finding of consistency with the PUD standards.
In response the neighbor's expressed concerns, the City's Public Works Department was able
to analyze the Ontario Street conditions in response to neighborhood concerns. With data
collected in 2025, staff determined that Ontario and Minnesota intersection conditions
operated within our City policies for level of service with or without the additional traffic
generated by the proposed development.
Therefore, it is the recommendation of the City Manager that the City Council act in
accordance with Alternative No. 1.
ATTACHMENT(S):
Addendum.pdf
Attachment A.pdf
Attachment B.pdf
Attachment C.pdf
Attachment D.pdf
Attachment E.pdf
Attachment F.pdf
Attachment G.pdf
Attachment H.pdf
Attachment I.pdf
1915 Scholl Road Rezoning.pdf
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Ontario Traffic Analysis Memo.pdf
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ADDENDUM
FS-RL development standards are listed in Tables 29.1202(5)-1 and 29.1202(6) of the
Zoning Ordinance. The PUD Overlay allows with a Master Plan for deviations that are
identified as part of the Plan. The following table provides an overview of the deviations.
Standard FS-RL Standard Ontario Park
Front Setback 20 feet, 25 feet to garage 35 feet for Lots 13-16 (Ontario
Park)
Side Setback 6 or 8 feet (depending on
stories)
5 feet
Minimum Lot Area 6,000 square feet 5,000 square feet
Corner Lots 2 front & 2 side yards 1 front & 1 street side (15 feet)
Minimum Frontage 35 feet @ street, 50 feet @
building line
27 feet @ street, 43 feet @
building line
Residential
Driveways
Can be up to 34 feet wide at
the curb line with flares
Max. 16 feet wide plus flares –
driveways will be clustered
minimize curb cuts
The Ontario Townes Master Plan includes assumptions on reduced lot area, a private
street, and reduced internal setbacks as part of the Master Plan for attached single -family.
Formal details about siting of buildings will be part of the future Major Site Development
Plan review for Ontario Townes. Corner units would otherwise require 3,500 square feet
per unit and interior units 1,800 square feet. Minimum frontage would be 24 feet along a
street. Setbacks would be 20 feet to the rear and 6 or 8 feet for side setbacks.
The Zoning Code requires through lots (such as those between Yukon and Ontario
Streets) to provide the same setback along both streets.
East of Scholl Road (Ontario Park)
A preliminary plat with lot dimension will be required to develop the site. The
preliminary plat was originally anticipated to be on the same agenda but has been
delayed and will follow the rezoning request.
As a part of the PUD, the applicant is requesting deviations from the base zoning district
to support development of 26 single-family homes on individual lots.
▪ Minimum lot size Reduction from 6,000 square feet to 5,000 square feet.
▪ Minimum lot width of 43 feet at the building line compared to 35 feet at the curbline
and 50 feet at the build-to line.
▪ Minimum side yard setback reductions for the smaller lots of 5 feet regardless of
one- or two-story home construction where 6 or 8 feet would be required.
The through lots that front on both Ontario Street and Yukon Street will face Ontario Street
to the south. The garages will face and be accessed from Yukon Street.
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The lots on the north and east sides of Yukon Street will have both their front doors and
garages on the same façade.
One component of a PUD is design compatibility when smaller housing sites and
deviations are proposed. The intent of a PUD is not just to increase efficiency, but to
encourage well-designed neighborhoods with housing variety. The PUD requires the
following to address design quality (Sec. 29.1114(6)(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 façade or the front entry is
setback typically no more than 12 feet to the front door and includes the required
entrance design requirements.
House plans that do not have front doors more than 12 feet back from the front of the
garage are required with defined entrance elements. This standard, enacted in 2024, is
a change from the previous requirement that prohibited garages from protruding fart her
forward than other elements of the house. More flexibility was created by allowing an
offset of up to 12 feet. The homes facing Ontario Street will be able to meet this standard
with rear loaded garages. The homes on the north side will require specifi c floor plans
that achieve this standard.
This is the first proposal with a PUD for narrow lots along public street rather than private
streets. Due to the narrowness of the lots, the applicant intends to have minimum width
driveways on Yukon Street to the extent practicable and to arrange the driveways in
groups to maximize on-street parking. This helps to address staff concerns about the
functionality of narrow lots related to on -street parking and snow removal. Staff find that
the east-west portion of Yukon Street can fit four cars on the north side of the street and
the north-south portion of Yukon can fit three parking spaces on the west side of the
street. (Due to the width of the street, parking is only allowed on one side.) See
Attachment H.
The Subdivision Ordinance requires street trees for residential developments
(Attachment I). The applicant is showing street trees on the reconstructed Scholl Road,
on the newly constructed Yukon Street, and along Ontario Street. (The frontage of this
development on Minnesota Avenue is under existing overhead powerlines, and the
existing sidewalk is on the other side of the street. As such, staff do not require street
trees along the Minnesota Avenue frontage.) There are existing overhead power lines
along Ontario Street. Staff recommend that the trees along this street may need to be set
several feet into the front yards so that, as the trees mature, they do not interfere with the
powerlines.
West of Scholl Road (Ontario Townes)
The development to the west of Scholl Road is proposed to have 71 attached single -
family dwellings, with a current proposed mix of buildings as:
- 9 duplexes (18 units)
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- 7 triplexes (21 units)
- 8 quadplexes (32 units)
The units will be spread along private, internal streets from which all the units will take
garage and front door access. The 25 units along Ontario Street will face that road. All
other units will have both the garage and the front door on the same side. The dwellings
on this side of the street will also need to comply with the PUD requirement that the front
door be no more than 12 feet back from the garage face.
The applicant intends to subdivide Ontario Townes and to place each unit on an individual
lot as a single-family attached home. Further details will be addressed as a part of a future
preliminary plat and Major Site Development Plan review that will occur subsequently to
the rezoning approval.
The west side does not request any perimeter setback reductions. Internal to the site the
lots will be smaller and have reduced setbacks compared to single -family base zone
requirements. The details on deviations will be defined with the subsequent approva ls.
However, staff notes that along the west side of Ontario Townes is the only part of the
development that directly touches existing development. There are six houses to the west
(one fronting on Ontario Street, the others fronting on Garfield Avenue) that a but the
Ontario Townes development. The applicant is proposing a rear yard setback along this
common property line that exceeds the minimum 25 feet and included extra landscaping
along this western edge to serve as a buffer between the existing and proposed homes.
The Ontario Townes PUD component will include private streets and included common
area guest parking shown as 14 spaces with the master plan. Each unit will have a two -
car garage and a driveway in front that will be long enough (at least 20 feet) to fit tw o
more parking spaces. There is existing public parking on the north side of Ontario Street
that will remain.
The PUD standards require that developments containing more than 50 units “shall
provide for usable open space and amenities to serve the residents of the development
which may include a combination of common area and private usable yard areas located
outside front yard setbacks.” The requirement applies to the Ontario Townes component
of the PUD; the single-family homes contain private yard areas and there are fewer than
50 dwellings.
The applicant for Ontario Townes is proposing to have two small, private parks within the
development along with a trail around the perimeter of the stormwater pond. The open
space areas do not have any specific features or improvements proposed at this time.
The proposed small size of the open space areas limits the ability to create usable space.
The size also makes it difficult to include an amenity, such as tot lot or gathering / picnic
shelter. The applicant has not specified a surface material for the trail. A final decision on
the open space configuration and any improvements needs to meet the PUD amenity
standard will be addressed in more detail with the future submittals. Staff find that paving
the trail, as opposed to having it surfaced with crushed granite or another aggregate
material, would increase its usefulness through out the year and be consistent with how
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typical FS-RL subdivision achieve open space requirements.
REZONING BACKGROUND:
Comprehensive Plan (Ames Plan 2040). The Ames Plan 2040 Comprehensive Plan
designation of the entire subject area is Civic – University. The Redirection section of the
plan states:
Civic or public land designations will require a Future Land Use Map amendment
prior to rezoning for any use other than RN-3 with single-family zoning.
The RN-3 (Expansion) designation has as an allowable use FS -RL and PUD. As such,
no land use designation change is required and the designation will remain Civic –
University, though ISU will not be using the land. When the comprehensive plan is
updated at a future date, the designation for this development will be brought into line
with residential use.
The designations of this and adjoining properties can be found in Attachment B.
The applicant has provided support materials (see Attachment G) regarding the
proposed rezoning and its conformance with the Ames Plan 2040 Comprehensive
Plan. There are several goals in Ames Plan 2040 that can support the proposed
rezoning.
Goals:
- G3-2. Coordinate infill development with the capacity of existing infrastructure.
- G3-4. Establish design standards and guidelines for individual infill sites that are
compatible with the scale of surrounding neighborhoods or other urban design
factors. In specific areas, planned increases in intensity of use will determine
increased height and an urban form, but still include architectural design quality
- G4-4. Provide clear local connections to the community trail and path system.
Encourage clear paths and wayfinding techniques that direct people to
destinations such as schools, activity nodes, and trail access points. Use trails as
part of an active transportation system. See also Parks, Trails, & Greenways
Element.
Existing Zoning. The site is zoned “S-GA” Special Purpose Government / Airport District.
The zoning to the west, south, and east is “RL” Residential Low Density District.
The zoning to the north across the railroad tracks is “S-GA” Special Purpose Government
/ Airport District. This land belongs to Iowa State University and is home to the Applied
Science Complex.
An excerpt of the zoning map can be found in Attachment C. The proposed rezoning is
reflected in Attachment D.
Existing Uses of Land. Land uses that occupy the subject property and other
surrounding properties are described in the following table:
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Direction from
Subject Property
Existing Land Uses
Subject Property Greenfield (Vacant)
North
(across railroad tracks)
ISU land – used for agriculture and university
teaching and laboratory structures
East
(across Minnesota Avenue)
Single-Family Residential
South
(across Ontario Street)
Primarily Single-Family Residential, one church
along Ontario.
West Single-Family Residential
PUD MASTER PLAN AND SITE DEVELOPEMNT PLAN. Approval of the PUD requires
the findings of conformance to the Principles of the PUD Overlay inclusive of the Site Plan
or Master Plan that accompanies the request (See PUD Purpose below in the
Addendum). The PUD requires a site plan approval for development, which is typically a
Major Site Development Plan. However, it also allows for Master Plan approval of
conceptual uses when a precise site plan is not yet ready for consideration. Both plan
types set building types, site development features, and deviation allowances.
The submitted Major Site Development Plan for Ontario Park (east of Scholl Road)
propose 26 single-family houses on narrow lots.
The plans for Ontario Townes (west of Scholl Road) propose 71 townhomes in the
following configuration:
- 9 duplexes (18 units)
- 7 triplexes (21 units)
- 8 quadplexes (32 units)
The Site Plan addresses deviations in setbacks, parking and the design of the required
landscaping.
For Ontario Townes, the approval of the PUD is only a conceptual layout with the master
plan; additional refinement of site planning and improvements will be needed with the
eventual Major Site Development Plan needed under the PUD Overlay . Potential zoning
deviations, infrastructure improvements, landscape design, building locations and design,
and other features will be addressed with future required Major Site Development Plan.
Infrastructure. During the review, an analysis of the necessary infrastructure to
accommodate residential development was undertaken.
Water
The development is currently served by City of Ames water. New mains will be extended
into and through the developments.
Sewer
The development is currently served by City of Ames sewers. Extension of mains and
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services into the sites will be accomplished with development. An existing trunk line on
the westside of Scholl will be relocated within the development.
Electric
The development is within the Ames Electric service territory.
Stormwater and Drainage
The site complies with the requirements for on-site retention/detention. Each side of the
development will treat its stormwater separately. A formal storm water management plan
for water quality and control is required with Preliminary Plat approval.
Shared Use Paths and Trails
A shared-use path runs along the south side of Ontario Street, opposite from the
development. A shared-use path along Scholl Road is part of the City’s Walk Bike Roll
plan, adopted in 2024. The proposed path extends up through the ISU property and
connects to Moore Memorial Park across a future bridge over Ioway Creek. The
development will build the first part of this shared-use path on the west side of the
reconstructed Scholl Road. The path will stop just south of the railroad tracks.
Streets
A portion of the right-of-way for both Ontario Street and Minnesota Avenue has never
been formally dedicated. This dedication will occur with the development.
Scholl Road is currently a private street maintained by Iowa State University. With this
development, Scholl Road south of the Union Pacific Railroad tracks will be dedicated to
the City and rebuilt. The current road is in poor condition.
Ontario Park, east of Scholl Road, will dedicate Yukon Street as a public road. The
internal roads for Ontario Townes, west of Scholl Road, will be private and will therefore
be privately maintained by that development.
Applicant’s Statements. The applicant has provided an explanation of the reasons for
the rezoning in Attachment G.
PUD OVERLAY Purpose. Sec. 29.1114(1) outlines the intent of a Planned Unit
Development. Staff find that the proposed development complies with the standards:
(a) Provide for innovative and imaginative development through flexibility in the
design, placement of buildings, clustering of housing types, use of open
space, and related site and architectural design considerations;
The proposed design of the west portion of the development (Ontario Townes)
provides clusters of townhome designs with a variety of open spaces. The homes
along Ontario Street will face the street, in keeping with the surrounding
development.
The proposed homes on the east portion of the development (Ontario Park) will
have single-family detached homes. The through lots that front on both Ontario
14
Street and Yukon Street will face Ontario, the main artery of the neighborhood,
and will take vehicular access from the rear. This will present a more attractive
face to the surrounding community than if the homes both faced and took access
from Yukon Street.
(b) Increase the stock of diverse housing types for a variety of income levels;
The detached homes in Ontario Park are on smaller lots, which will make them
more affordable. The townhomes on Ontario Townes will also be on individual lots.
Townhomes, because of the smaller lot sizes, shared walls, and density, are
generally more affordable than single-family detached homes on standard (6,000-
square-foot) lots.
(c) Promote efficient land use and infrastructure construction, while
maintaining high-quality living environments for privacy, architectural
interest, streetscape, walkability, and open spaces for private and common
use;
The development is considered infill, as the site sits along an existing street. There
will be two new public roads: Scholl Road up to the railroad tracks (currently a
private street) and Yukon Street. The internal streets for Ontario Townes (west of
Scholl Road) are private and will therefore be privately maintained.
The developments will treat stormwater on each site; stormwater facilities will not
be shared. The site will, however, share open space. Both HOAs will contribute to
the upkeep and maintenance of the open spaces, which will be on the west side
of Scholl (Ontario Townes).
Both developments will comply with the requirements for street trees and other
landscaping. Sidewalks and internal paths will connect the sites internally and to
the surrounding neighborhood.
(d) Provide for a variety of private and common open space areas
corresponding to smaller lot sizes along with additional amenities for larger
developments;
For Ontario Park (east of Scholl Road), each lot will have a front, side, and rear
yard. For Ontario Townes (west of Scholl Road), each home is intended to be
platted on an individual lot and will have a small outdoor area.
Both sides of the development will share the open spaces: two small parklets and
the path around the stormwater pond.
(e) Encourage and preserve opportunities for energy efficient development; and
The development will comply with the maximum density of 10 units per acre and
will make sidewalk and trail connections to surrounding amenities.
15
(f) Encourage context-sensitive infill development.
The single-family and townhome development is designed to complement the
surrounding single-family neighborhoods. The development does not contain
commercial uses or apartment buildings. The homes adjacent to Ontario Street will
face one of the primary east-west streets on the west side of Ames creating an
attractive addition to the neighborhood.
Findings of Fact. Based upon an analysis of the proposed rezoning and laws pertinent
to the applicant’s request, staff makes the following findings of fact related to rezoning
and a PUD Overlay with Master Plan request.
1. Ames Municipal Code Section 29.1507(2) allows owners of 50 percent or more of
the area of the lots in any district desired for rezoning to file an application
requesting that the City Council rezone the property. The property represented by
the applicant is entirely under one ownership representing 100 percent of the
property requested for rezoning.
2. The subject property does not require a Future Land Use Map designation of
change. The existing designation, Civic – University, allows for RN-3 (Expansion)
uses without a change to the FLUM. The intended zoning districts, “FS-RL” and the
PUD, are both allowable within the RN-3 designation.
4. Infrastructure is adequate to serve the site. New sidewalks will be constructed along
the north side of Ontario Street. No new sidewalk will be constructed on the west
side of Minnesota Avenue, as the narrow bridge over the railroad tracks cannot
accommodate sidewalks on both sides (a sidewalk already runs on the east side of
this street). The reconstructed Scholl Road will have a shared-use path on the west
side of the street. The east side of Scholl Road will have a sidewalk that continues
up to the newly built Yukon Street. The sidewalk will not continue north beyond
Yukon Street, as there is no connection beyond on the ISU land.
5. The Master Plan identifies developable areas and range of uses consistent with the
proposed FS-RL zoning district. Densities can be achieved that are consistent with
the FS-RL maximum of 10 units per acre. Open spaces are identified within the
project site.
6. The rezoning includes a PUD Overlay that allows for flexibility in design standards
and uses. The findings for a PUD Overlay support the intent of the Master Plan in
its arrangement of uses, preservation of open space, and variability in design
standards.
Public Notice. Notice was mailed to property owners within 400 feet of the subject site,
and signs were posted on the subject property.
Conclusions. Based upon the analysis in this report, staff concludes that the proposed
rezoning of the subject property is consistent with the Ames Plan 2040 Comprehensive
Plan. The proposed rezoning is consistent with the allowances of the proposed FS -RL
16
zoning district and PUD Overlay Master Plan requirements for rezoning.
17
Attachment A
Location Map
18
Attachment B
Ames Plan 2040 Future Land Use Map
19
Attachment C
Existing Zoning
20
Attachment D
Proposed Zoning
21
Attachment E
Master Plan and Site Development Plan Sheets
22
23
24
25
26
PROPOSED SINGLE-FAMILY HOMES FOR ONTARIO PARK
(EAST OF SCHOLL ROAD)
27
28
29
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Attachment F
Applicable Regulations
• Ames Plan 2040 Goals, Policies, and the Future Land Use Map:
The Ames Plan 2040 identifies the land use designations for the property proposed for
rezoning.
• Ames Municipal Code Chapter 29, Section 1507, Zoning Text and Map Amendments,
includes requirements for owners of land to submit a petition for amendment, a
provision to allow the City Council to impose conditions on map amendments,
provisions for notice to the public, and time limits for the processing of rezoning
proposals.
• Ames Municipal Code Chapter 29, Section 1200, Floating Zones, includes a list of uses
that are permitted in the Village Residential, Suburban Residential and Planned
Residential zoning districts and the zone development standards that apply to
properties in those zones.
Sec. 29.1114 “PUD” PLANNED UNIT DEVELOPMENT OVERLAY DISTRICT
(1) Purpose. The Planned Unit Development (PUD) Overlay zone is intended to allow
flexibility in Zoning District and General Standards where design flexibility helps
further the goals of the Comprehensive Plan and is compatible with its surroundings.
The PUD zone is intended to:
(a) Provide for innovative and imaginative development through flexibility in the
design, placement of buildings, clustering of housing types, use of open space,
and related site and architectural design considerations;
(b) Increase the stock of diverse housing types for a variety of income levels;
(c) Promote efficient land use and infrastructure construction, while maintaining
high-quality living environments for privacy, architectural interest, streetscape,
walkability, and open spaces for private and common use;
(d) Provide for a variety of private and common open space areas corresponding
to smaller lot sizes along with additional amenities for larger developments;
(e) Encourage and preserve opportunities for energy efficient development; and
(f) Encourage context-sensitive infill development.
(3) Establishment. The PUD Overlay zone applies to all lands that are zoned PUD on
the Zoning Map. A Zoning Map Amendment may be approved provided the City
Council makes the following findings:
(a) The Zoning District and Overlay are consistent with the comprehensive plan.
(b) The property on which the PUD is requested has a residential zoning of RL,
RM, UCRM, RH, FS-RL, FS-RM, S-SMD, or is concurrently proposed to be
changed to one of these Zoning Districts.
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(c) The existing and proposed infrastructure is sufficient in design and capacity to
support the project with water, sanitary sewer, storm drainage, streets and
other transportation related facilities.
(d) The PUD Master Plan includes interconnected pedestrian and bicycle
circulation routes to the surrounding areas and within the development.
(e) The proposed PUD Master Plan is consistent with the requirements of this
ordinance and all deviations, exceptions, and limitations stated on the Master
Plan are clear, identifiable, and necessary in support of the design concept and
the purpose statements of the overlay.
(f) The proposed PUD Master Plan is in harmony with the purpose of the overlay.
(g) Findings for approval of a Master Plan with a PUD Overlay rezoning may be
deferred, when the City Council initiates a property rezoning.
32
Attachment G
Applicant’s Statement
33
34
35
36
37
38
39
40
41
42
43
44
Attachment H
Driveway and Parking Exhibit
P
P
P
P
P P P P = Parking Space
45
Attachment I
Landscaping Exhibit from Preliminary Plat
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DO NOT WRITE IN THE SPACE ABOVE THIS LINE, RESERVED FOR RECORDER
Prepared by: Renee Hall City Clerk’s Office, 515 Clark Avenue, Ames, IA 50010 Phone: 515-239-5105
Return to: Ames City Clerk, P.O. Box 811, Ames, IA 50010
ORDINANCE NO.
AN ORDINANCE AMENDING THE OFFICIAL ZONING MAP OF THE
CITY OF AMES, IOWA, AS PROVIDED FOR IN SECTION 29.301 OF THE
MUNICIPAL CODE OF THE CITY OF AMES, IOWA, BY CHANGING THE
BOUNDARIES OF THE DISTRICTS ESTABLISHED AND SHOWN ON
SAID MAP AS PROVIDED IN SECTION 29.1507 OF THE MUNICIPAL
CODE OF THE CITY OF AMES, IOWA; REPEALING ALL ORDINANCES
AND PARTS OF ORDINANCES IN CONFLICT HEREWITH AND
ESTABLISHING AN EFFECTIVE DATE
BE IT HEREBY ORDAINED by the City Council of the City of Ames, Iowa;
Section 1: The Official Zoning Map of the City of Ames, Iowa, as provided for in
Section 29.301 of the Municipal Code of the City of Ames, Iowa, is amended by changing
the boundaries of the districts established and shown on said Map in the manner
authorized by Section 29.1507 of the Municipal Code of the City of Ames, Iowa, as
follows: That the real estate, generally located at Ontario Street and 1915 Scholl Road,
is rezoned from Special Purpose Government/Airport District (S-GA) to Floating
Suburban Residential Low Density (FS-RL) with Planned Unit Development Overlay and
Master Plan / Site Development Plan.
Real Estate Description: 1915 Scholl Road, Ames, Iowa Story County
Section 2: All other ordinances and parts of ordinances in conflict herewith are
hereby repealed to the extent of such conflict.
Section 3: This ordinance is in full force and effect from and after its adoption and
publication as provided by law.
ADOPTED THIS ________ day of _________________________, ______.
_____________________________ _______________________________
Renee Hall, City Clerk John A. Haila, Mayor
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MEMO
Page 1 of 12
To: Mayor and City Council
From: Kyle Thompson, P.E., PTP, Transportation Planner
Date: September 22, 2026
Subject: Ontario Street (1915 Scholl Rd) Development – Traffic Analysis
1 – Background
At its September 2, 2026, meeting, the Planning and Zoning Commission added a condition to
its recommendation that a traffic study be conducted for the proposed rezoning and associated
development at the 1915 Scholl Road property. The concerns raised were that additional traffic
from the development would add congestion and that turning from local side streets like
Minnesota Avenue onto Ontario Street is already difficult at existing traffic levels and would
become even more so with the new development.
While the projected number of trips to and from the proposed development falls below the
City’s typical peak-hour trip threshold that would require the developer to prepare a full traffic
impact study, staff performed a high-level analysis of the proposed development traffic and
existing conditions along the corridor.
2 – Current Ontario Street Volume
For a prior engineering study, a temporary radar detection unit was placed alongside Ontario
Street between the intersections with Scholl Road and Michigan Avenue, or approximately 475
feet west of the Minnesota Avenue intersection. The unit recorded every passing vehicle in
both directions continuously from 10:17 AM on Monday, April 28, 2025, through 8:59 AM on
Thursday, May 1, 2025, capturing 25,930 individual vehicles. For each vehicle, it logged a
timestamp, direction of travel, speed, and vehicle length. Figure 1 shows where the radar unit
was mounted.
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Figure 1: Radar Detection Unit Location
During the data collection period, Ontario Street carried roughly 9,100 vehicles per day. That
exceeds the Iowa Department of Transportation’s (Iowa DOT’s) latest 2023 average annual
daily traffic (AADT) counts in this area of 7,100–8,600 vehicles per day. The difference is likely
because the Iowa DOT typically collects its counts in the summer. Although those counts are
annualized using statewide seasonal data, that adjustment does not always fully account for
major swings in traffic volume on routes carrying a high level of student and school-related
traffic, such as Ontario Street. AADT also averages all seven days of the week, while the radar
data covered only portions of four weekdays.
Table 1 summarizes volume information from the radar data:
Table 1: Ontario Street Existing Traffic Volumes
Measure Eastbound Westbound Both directions
Average daily traffic (ADT) — — 9,124 vehicles
Morning peak hour (7:30 – 8:30 AM) 552 212 763 vehicles/hour
Evening peak hour (4:30 – 5:30 PM) 288 539 826 vehicles/hour
Heavy vehicles (trucks and buses) 6.9% 2.7% 4.7%
Key takeaways from the Ontario Street volume data include:
• Traffic was strongly directional and reversed between the morning and evening peak s,
with more eastbound traffic in the morning and more westbound traffic in the evening.
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• The PM peak hour accounts for about 9.1 percent of daily traffic and the AM peak hour
about 8.4 percent.
• While the PM peak hour had the highest total traffic of any hour, the highest volume in a
single direction was 552 vehicles per hour heading eastbound during the AM peak hour.
• The eastbound direction had a notably higher percentage of heavy vehicles (likely from
school and transit buses).
3 – Development-Generated Volume
Based on current information, the proposed development is expected to include:
• 26 small-lot, single-family detached homes (east of Scholl Road)
• 71 attached townhomes (west of Scholl Road)
• 97 total dwelling units
• No direct access to Minnesota Avenue
To estimate the total number of trips that would be generated by this development, average
trip rates (with no reductions for walking, biking, transit, or trips internal to the site for a
conservative estimate) were taken from the Institute of Transportation Engineers (ITE) Trip
Generation Manual (12th Edition). The estimated number of trips from the development based
on this methodology is shown in Table 2.
Table 2: Development Trip Generation
Land Use Units Weekday Daily
Trips
AM Peak Hour
Trips
PM Peak Hour
Trips
ITE 210: Single-Family
Detached Housing 26 245 18 24
ITE 215: Single-Family
Attached Housing 71 520 34 40
Total: 97 765 52 64
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Overall, the development is expected to generate approximately 765 vehicle trips on an
average weekday. Of these, approximately 52 trips would occur during the AM peak hour and
64 trips during the PM peak hour.
Using the Ames Area Metropolitan Planning Organization (AAMPO) regional travel demand
model together with aggregated origin-destination data for nearby neighborhood traffic from
AAMPO’s subscription to the StreetLight Data Insight Platform, staff determine d the directional
split of development traffic. In both peak hours, approximately 35 percent of development
traffic would travel to and from the west along Ontario Street and 65 percent would travel to
and from the east.
4 – Gap Analysis for Side-Street Traffic
A primary concern raised by residents in the area is that it is already difficult to make left turns
onto Ontario Street from side streets today. To evaluate this concern further, staff used the
radar data to perform a gap analysis for a vehicle making a l eft turn onto Ontario Street from a
side street. This analysis used Minnesota Avenue as the side street, because that is where
most of the concerns were raised. However, similar results would likely be seen from any
nearby side street given that gap availability is governed by the Ontario Street traffic stream
rather than by the side street itself.
A driver turning left from Minnesota Avenue must first cross one direction of Ontario Street
traffic and then merge into the other, which requires an opening (or gap) in the combined
stream of vehicles traveling in both directions at once. The Highway Capa city Manual provides
a methodology for determining the minimum opening, or acceptable gap, that a driver needs
before entering the roadway. Applying that methodology to this intersection and adjusting for
the percentage of heavy vehicles measured on Ontario Street, the acceptable gap was
determined to be about 7.1 seconds for left-turning vehicles leaving Minnesota Avenue to enter
Ontario Street.
To measure the gaps that drivers face at the intersection, every vehicle the radar recorded in
both directions on Ontario Street was placed on a single combined timeline, and the opening
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between each consecutive pair of vehicles was calculated. Table 3 shows the gap availability
during the peak hours.
Table 3: Gap Availability During Peak Hours
Measure AM Peak Hour PM Peak Hour
Mainline volume, both directions 763 veh/hour 826 veh/hour
Median gap between mainline vehicles 2.7 seconds 2.3 seconds
Gaps of 7.1 seconds or more (as a
percentage of total gaps) 18.7% 14.8%
Number of acceptable gaps per hour 143 122
Average time between acceptable gaps 25 seconds 29 seconds
While acceptable gaps arrive every 25 to 30 seconds on average, they are not spaced evenly,
so waits can vary widely. For example, a driver who reaches the stop sign just as a gap opens
turns immediately, but a driver who arrives at the start of a long platoon (a closely spaced
group of vehicles) can sit for over a minute before an acceptable gap appears. Table 4 and
Figure 2 show the observed wait times for an acceptable gap.
Table 4: Wait Time for Acceptable Gaps
Measure AM Peak Hour PM Peak Hour
Average wait for an acceptable gap 17 seconds 23 seconds
Typical (median) wait 13 seconds 16 seconds
85th percentile wait 31 seconds 44 seconds
95th percentile wait 47 seconds 69 seconds
Longest wait observed 88 seconds 125 seconds
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Figure 2: Percentage of Minnesota Avenue Left-Turning Drivers Still Waiting After a Given Number of Seconds
While the average and median wait times for an acceptable gap are reasonable (13 –23
seconds) during peak hours, the more extreme wait times are what drivers tend to remember.
In the PM peak hour, the 95th percentile wait time was just over one minute (69 s econds) and
the longest observed wait time was just over two minutes (125 seconds) before an acceptable
gap appeared. Another way to view the data is that 1 in 20 left -turning drivers will wait at least
47 seconds in the AM peak hour and at least 69 second s in the PM peak hour.
5 – Side-Street Traffic Delay Estimation
The gap analysis in Section 4 describes how often an acceptable gap appears on Ontario
Street. Pairing that with an estimate of how many vehicles turn left out of Minnesota Avenue
allows staff to estimate the delay those drivers experience.
No turning movement count has been collected at Minnesota Avenue, so left -turn demand was
estimated from the Iowa DOT’s 2023 AADT count of 500 vehicles per day, applying the peak -
hour and directional characteristics measured on Ontario Street. Table 5 shows that estimate.
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Table 5: Estimated Minnesota Avenue Left-Turn Volume
Measure AM Peak Hour PM Peak Hour
Minnesota Avenue AADT (Iowa DOT,
2023)
500 veh/day 500 veh/day
Peak hour as a share of daily traffic 8.4% 9.1%
Two-way peak-hour volume 42 veh/hour 46 veh/hour
Share of peak-hour traffic exiting onto
Ontario Street
75% 37%
Exiting peak-hour volume 32 veh/hour 17 veh/hour
Share of exiting vehicles turning left 65% 65%
Estimated left-turn demand 21 veh/hour 11 veh/hour
Two assumptions were made when generating the volume estimates shown in Table 5:
1. Share of Minnesota Avenue traffic exiting onto Ontario Street in each peak hour:
o Minnesota Avenue is a local residential street with no through function, so its
traffic is almost entirely resident trips, which leave in the morning and return in
the evening. Staff applied the directional distributions published in the ITE Trip
Generation Manual for single-family residential land uses: 75 percent of peak-
hour trips exiting during the AM peak hour and 37 percent exiting during the PM
peak hour.
2. Share of exiting vehicles from Minnesota Avenue that turn left:
o Minnesota Avenue meets Ontario Street from the north, so vehicles leaving the
neighborhood travel southbound and turning left places them eastbound on
Ontario Street. As noted in Section 3, approximately 65 percent of neighborhood
traffic is oriented to and from the east. Staff therefore assumed that 65 percent of
exiting vehicles turn left and the remaining 35 percent turn right.
Average delay for the left-turn movement from Minnesota Avenue was then estimated using
the two-way stop-controlled (TWSC) intersection methodology in the Highway Capacity
Manual (HCM), which translates the gaps available in the Ontario Street traffic stream and the
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estimated side-street left-turn demand into an average delay per vehicle and a corresponding
level of service.
New development traffic would also slightly reduce gap availability on Ontario Street . As noted
in Section 3, approximately 65 percent of development trips are oriented to and from the east
and would pass through the Minnesota Avenue intersection, which amounts to about 34
vehicles in the AM peak hour and 42 vehicles in the PM peak hour, o r an increase of roughly 5
percent in Ontario Street peak-hour volume at that location. Adding those trips to the observed
traffic stream increases the average wait for an acceptable gap by approximately one second
and the 95th percentile wait by approximately two seconds. Table 6 summarizes the resulting
delay and level of service for the left-turn movement.
Table 6: Minnesota Avenue Left-Turn Delay and Level of Service
Measure AM Peak Hour PM Peak Hour
Estimated left-turn demand 21 veh/hour 11 veh/hour
Average delay per vehicle, with
development
21 seconds 20 seconds
Level of service, with development C C
Level of service is a letter grade from A to F describing the average delay a driver experiences
at an intersection. The City’s typical standard for an overall intersection is to achieve Level of
Service D or better, which allows up to 35 seconds of delay per vehicle at stop-controlled
intersections. However, at two-way stop-controlled intersections (common where minor
residential side streets intersect major collector or arterial-type streets), delay may sometimes
exceed 35 seconds for certain individual movements. This is expected and is not considered a
deficiency since operational need and priority are typically emphasized for collector and
arterial-level streets. Additionally, delay on a stop-controlled side street is governed by traffic
volume on the major street, which the side street cannot control, so holding every individual
movement to 35 seconds citywide would require either restricting through traffic on major
streets or signalizing intersections that do not otherwise warrant it.
In this case, the left-turn movement from Minnesota Avenue operates at Level of Service C in
both peak hours, with or without the development.
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Staff also tested how much conditions would have to change before the left turn fell below the
City’s Level of Service D threshold. Side-street traffic would have to grow to roughly six times
what Minnesota Avenue currently carries during the AM peak hour before average delay would
exceed 35 seconds.
Alternatively, holding side-street traffic constant, Ontario Street would have to carry about
50 percent more traffic in the AM peak hour before side-street delay would exceed 35
seconds. This development would increase Ontario Street traffic by only about 5
percent. Additionally, AAMPO’s Regional Travel Demand Model, which already partially
accounts for this development, shows only about 10 to 15 percent growth on Ontario
Street by 2050.
6 – Crash Data Review
According to the Iowa DOT’s statewide crash database, a total of 17 crashes occurred along
Ontario Street between Garfield Avenue and Minnesota Avenue over the five -year analysis
period of 2021 through 2025, as shown in Figure 3.
Figure 3: Crash Locations (Screenshot from Iowa DOT Crash Analysis Tool – ICAT)
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A total of 34 people and 28 vehicles were involved in these crashes. Four crashes involved
either a possible injury or a suspected minor injury, while the remaining 13 crashes were
property damage only. No crashes involved a fatality, a suspected serious injury, or any
vulnerable road users (including pedestrians and bicyclists).
The two most frequently identified causes of these crashes, based on police reports, were:
1. Animal/Deer (6 crashes)
2. Followed too close (4 crashes)
The two most common manners of collision were:
1. Non-collision/Single vehicle (7 crashes)
2. Rear-End (front to rear) (5 crashes)
Staff also reviewed the Iowa DOT’s latest statewide potential for crash reduction metrics,
which cover analysis years 2020 through 2024. Potential for crash reduction is a screening
measure that compares the crashes actually observed at a location against the number
expected at similar locations statewide carrying comparable traffic. The difference represents
crashes that could potentially be addressed through improvements. A high value flags a
location that is performing worse than its peers and may warrant a closer look; it does not by
itself identify a specific deficiency.
While no intersections along this corridor had a notably elevated potential for crash reduction,
the segment of Ontario Street from North Dakota Avenue to Hyland Avenue was identified as
having a high potential for total crash reduction. Additionally, that same segment was included
as part of the High-Priority Safety Network in AAMPO’s Regional Comprehensive Safety
Action Plan (CSAP).
Specifically, near the frontage of the proposed development, the CSAP recommended
improved vulnerable road user facilities and traffic calming along Ontario Street as well as an
improved pedestrian crossing treatment near the intersection of Ontario Street and Iowa Circle.
The Walk Bike Roll Ames Plan likewise identified the need for an improved pedestrian crossing
near Iowa Circle, although it was scored as a lower priority for implementation.
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7 – Conclusion
The proposed development is estimated to generate approximately 765 vehicle trips on an
average weekday, including 52 trips during the AM peak hour and 64 trips during the PM peak
hour. These development volumes fall below the City’s peak-hour trip threshold for
requiring a developer-prepared traffic impact study, and the high-level analysis in this
memorandum does not identify a condition that would justify requiring an additional
study based upon the concerns raised by the public.
Regarding a key concern raised at the Planning and Zoning Commission meeting, the analysis
confirms that longer waits do occasionally occur today when turning left from side streets onto
Ontario Street. However, those waits are outliers and are a function of the traffic Ontario Street
already carries rather than of the proposed development, which is expected to add only
about 5 percent to peak-hour volume and about one second to the average wait.
Additionally, left turns from Minnesota Avenue operate at Level of Service C both today and
with the development in place, and average delay would not fall below the City’s Level of
Service D threshold until Ontario Street traffic grew by about 50 percent. For reference,
this development would increase traffic by only about 5 percent, and AAMPO’s Regional
Travel Demand Model, which already partially accounts for this development, shows
only about 10 to 15 percent growth on Ontario Street by 2050.
The crash history along this stretch of Ontario Street is modest in both number and severity,
with no fatal crashes, no suspected serious injuries, and no crashes involving pedestrians or
bicyclists over the five-year period.
Regional plans do identify safety-driven needs along the broader Ontario Street corridor,
including improved facilities for people walking and biking, traffic calming, and an improved
pedestrian crossing near Iowa Circle. However, these are existing corridor-wide needs
rather than conditions created by the proposed development, and nothing in this
analysis indicates the development would worsen them. They are better addressed
through a comprehensive corridor study that can consider the full length of Ontario
Street rather than through a required traffic impact study tied to a single rezoning
request.
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While currently adopted plans do not identify that a comprehensive corridor study is
needed in the near term along this corridor, AAMPO’s next Metropolitan Transportation
Plan update, which assesses the regional transportation network as a whole, will revisit
where corridor studies are most needed, and because this segment is part of the High-
Priority Safety Network and already has recommended improvements identified, it may
be a strong candidate to appear on the next plan’s recommended studies list.
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