ECIA Transportation DMATS LRTP

DMATS

2031 Long Range Transportation Plan

Dubuque Metropolitan Area Transportation Study

Prepared by: ECIA

Table of Contents Chapter

1:

Introduction

...................................................................................................................

3

Chapter 2:

Human Enviroment

Chapter 3:

Roadway Element

Chapter 4:

Transit Element

Chapter 5:

Bike and Pedestrian Element

Chapter 6:

Freight Element

............................................................................................................. 141

Chapter 7:

Airport Element

............................................................................................................. 158

Chapter 8:

Environmental Analysis

Chapter 9:

Finance Element ............................................................................................................. 182

Chapter 10:

Public Participation

....................................................................................................... 198

Chapter 11:

Implementation Plan

...................................................................................................... 216

........................................................................................................

15

.........................................................................................................

44

.............................................................................................................

94

........................................................................................ 123

................................................................................................. 168

Appendix A ................................................................................................................................................223 Please Note That All Maps Are Located At The End of Each Chapter DMATS 2031 Long Range Transportation Plan

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Introduction

Chapter 1

2031 Long Range Transportation Plan (LRTP) A long range transportation plan is a plan focusing on transportation related issues in a specific area over a 25-year period. This plan is required by federal law and is designed to provide a view of the current transportation trends in the area as well as to aid in projecting potential future changes for the area.

The current planning process is for the year 2031 and the plan is called the 2031 Long-Range Transportation Plan. The Plan is an update from the 2025 Long Range Transportation Plan adopted in October of 2001. The 2031 plan is guided by a set of Goals, Principles, and Objectives updated from the 2025 Long Range Tansportation Plan. The major focus of the update to 2031 is to: • •

ensure that Federal requirements are met; and reflect current transportation issues and concerns of the Dubuque Metropolitan Area Transportation Study (DMATS).

The Dubuque Metropolitan Area The Dubuque Metropolitan Area is a small metropolitan area located at the intersection of state boundaries for Iowa, Illinois and Wisconsin. The 2000 Census population for the City of Dubuque (the largest city represented in DMATS) was 77,018 with approximately 90% of the total population living in the Iowa portion of the area. The Dubuque area was the first area settled in Iowa. Early settlement in the area was primarily motivated by lead mining, trading and river transportation. Map 1-1 shows the location of Dubuque in relation to surrounding metropolitan areas in the three states.

The Dubuque Metropolitan Area Transportation Study (DMATS) The Dubuque Metropolitan Area Transportation Study (DMATS) is the metropolitan planning organization for the Dubuque Metropolitan Area. Two committees make up the organization; Technical and Policy. As the MPO for the three-state Dubuque Metropolitan Area, DMATS is responsible for maintaining a continuous, comprehensive and coordinated (“3-C”) transportation planning process.

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Chapter 1

Introduction

DMATS is also responsible for carrying out the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) in the area.

DMATS is composed of a broad mixture of local, regional, state and federal officials from all three states. The local governments represented on the DMATS Committees are the cities of Asbury, Dubuque and Sageville (non-voting), and Dubuque County in Iowa; East Dubuque and Jo Daviess County in Illinois; Jamestown Township, the unincorporated town of Kieler and Grant County in Wisconsin. In addition, DMATS has representation from each of the three state Departments of Transportation (Iowa, Illinois and Wisconsin); East Central Intergovernmental Association (ECIA), a member of the regional councils of government in Iowa; Southwest Wisconsin Regional Planning Commission; Keyline Transit; Region 8 Regional Transit Authority; and the Federal Highway Administration.(FHWA) Map 1-2 shows the local governments that are involved in DMATS. Over the years, DMATS has been active in carrying forward the federally required 3-C process.

The first DMATS Long Range Transportation Plan was adopted by the agency in 1970. Updates of the plan were prepared and adopted in 1990, 1995, and 2001. In addition, the organization has developed specific plans for Rail (1983), Barge Fleeting (1985), Transit (1996) and Bike and Pedestrian Trails (1997). DMATS has been assisted by the City of Dubuque’s Keyline Transit, Region 8 Regional Transit Authority and East Dubuque Transit with the development of numerous transit development plans, on-board rider surveys, Americans with Disabilities Act accessibility plans, and maintenance plans as required by the Iowa and Illinois Departments of Transportation and the Federal Transit Administration (FTA).

DMATS has also been the lead agency for numerous corridor and design studies leading ultimately to the major transportation system improvements that have taken place in the area in the last 30 years. These have included studies for the new US 61-Wisconsin Bridge, project concept, design and environmental studies for the elevated US 61 freeway through Dubuque; studies for various phases of the IA 32 project, and studies for improvements to John F. Kennedy Rd., among others.

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Chapter 1

Introduction

The 2031 DMATS Long Range Transportation Plan The 2031 DMATS Long Range Transportation Plan lays out the avenue the metropolitan area wants to travel down in the next 25 years. This plan looks at the current information concerning the area, data analysis, and recommendations for the DMATS Committees to follow to help them reach their goals by the year 2031. The plan is organized into chapters, each addressing different aspects of the entire transportation system.

Chapter 2 – Human Environment. This chapter addresses the people of the DMATS area. It identifies the transportation needs of the people with specific emphasis on planning for the transportation needs of all race and income groups. In addition, Chapter 2 also describes the DMATS Long Range Forecasts of Population and Employment.

Chapter 3 – Roadway Element. This chapter of the plan focuses on the roadway system that supports the vehicular movement of people and goods throughout the area. The focus of this chapter is on congestion and safety and a description of the DMATS Travel Demand Model.

Roadway system projects have also been identified to address current and forecasted problems within the area. Using a travel demand model, forecasts have been identified by roadway and sections of the system and compared with existing and anticipated roadway capacity. As a result, this plan identifies long range forecasts of the area’s mobility needs and vehicular travel demands.

Chapter 4 – Transit Element. The transit element describes some needs of the transit dependent population of the DMATS area as well as the five transit systems which provide service in the area. This chapter points out the possible long term needs for transit services within the area.

Chapter 5 – Bicycle and Pedestrian Transportation Element. This element focuses on the bicycle and pedestrian transportation system including existing and planned separated and on-street bike paths. The needs of various types of users and the safety of bicycle and pedestrian travel are also featured in this chapter.

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Chapter 1

Introduction Chapter 6 – Freight Element. The freight element discusses the development of the region’s freight system to help improve efficiency and reduce conflict with other transportation modes.

Chapter 7 – Airport Element. This element concentrates on the development of the Dubuque Regional Airport system and its connections to the rest of the metropolitan transportation .

Chapter 8 – Environmental Analysis. The environmental analysis for this plan reflects SAFETEA-LU’s emphasis on plan level environmental analysis.

Key environmental issues will be analyzed to determine if any environmental issues exist, which could prevent the long-term development of the project list described in the plan. It should be noted that the environmental analysis undertaken in the plan will not be sufficiently detailed to take the place of a project’s environmental review as required by the National Environmental Policy Act. Chapter 9 – Financial Constraints. SAFETEA-LU requires that MPO long range transportation plans be financially constrained. This means that the identified amount of financial resources should only include funding to be available for maintenance and improvements of the transportation system.

Prioritization of regional efforts should be based on the financial constraints exposed.

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Introduction

Chapter 1

Chapter 10 – Public Participation. To encourage public participation in the decision making process of the DMATS Technical and Policy Committees, the Dubuque Metropolitan Area Transportation Study Public Involvement Policy (PIP) was developed. This chapter covers the guidelines that have been set forth as well as goals, objectives and policies designed to inform the general public about public in-put meetings where they may voice their opinions concerning various DMATS policies and projects.

Chapter 11 – Plan Implementation. The process of implementing the development of the transportation system as described in this plan begins with the adoption of this plan. The effective implementation of the DMATS Long Range Transportation Plan requires a continuous process by DMATS Technical and Policy Committees and its members. In addition, changes in federal regulations will require changes to the DMATS transportation planning program. This chapter will describe the steps that must be taken to implement the transportation plan and put into effect the changes called for in SAFETEA-LU. As required by SAFETEA-LU, the DMATS Long Range Transportation Plan is required to plan for a 20-year time horizon. Each of the 11 transportation mode chapters of the 2031 DMATS Long Range Transportation Plan includes an introduction for the chapter that describes what the chapter specifically covers. Following the introduction, each chapter will have an analysis of the data related to needs, existing facilities and forecasted needs to help identify system deficiencies. The information contained in these chapters has been used to create the goals, priorities and objectives contained in this chapter.

The goals and objectives for the entire DMATS area transportation system are identified below. This insures that the goals, objectives and projects are consistent and that all transportation needs in the area are addressed based on the priorities set by the DMATS Policy Board. Projects in Chapter 3 – Roadway Element have been identified that are consistent with the goals, objectives and policies, and which will resolve the issues that have been identified throughout the plan. As with the goals, objectives and policies, the projects proposed for all modes were developed at the same time to insure consistency and coordination among the different modes.

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Chapter 1

Introduction

Vision, Goals, Priorities, and Objectives President Bush signed SAFETEA-LU on August 10, 2005. SAFETEA-LU is an extension of Transportation Equity Act for the 21st Century (TEA-21), which established the direction for the development of most aspects of the transportation system in this country by metropolitan planning organizations like DMATS. SAFETEA-LU builds on the initiatives established in TEA-21. This new act combines the improvement of current programs with initiatives to meet the challenges of improving safety, protecting and enhancing communities and the natural environment as traffic continues to increase at record levels. The new Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU) bill sets out the following guidelines for metropolitan planning: •

Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency;

•

Increase the safety of the transportation system for motorized and non-motorized users;

•

Increase the security of the transportation system for motorized and non-motorized users;

•

Increase the accessibility and mobility options available to people and freight;

•

Protect and enhance the environment, promote energy conservation, and improve quality of life;

•

Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight;

•

Promote efficient system management and operation; and

•

Emphasize the preservation of the existing transportation system.

Based upon the eight SAFETEA-LU planning goals listed above, the following vision, goals, priorities, and objectives have been previously adopted by the DMATS Policy Board.

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Chapter 1

Introduction

The DMATS Vision The Dubuque Metropolitan Area remains a vibrant Upper Midwest Mississippi River Region, with a transportation system that provides efficient movement of people and goods. This system promotes the area’s economy and environmental quality, and operates in an attractive and safe setting that serves everyone. The system is fiscally sustainable, driven by a collaboration of involvement by citizens and key stakeholders, promotes areas of concentrated growth, manages both demand and capacity, employs the best technology, unites air, bicycle, pedestrian, rail, roadway, mass transit, and waterway facilities into one fully interconnected network.

DMATS has created specific goals along with priorities and objectives for each goal according to the area’s transportation needs. These goals, priorities and objectives are as follows:

Goal 1:

Complete IA 32/SW and other priority transportation projects essential to economic growth and development of the DMATS area.

Priority #1: Priority #2: Priority #3: Priority #4: Priority #5: Priority #6: Priority #7: Priority #8: Priority #9: Priority #10: Priority #11:

IA32/SW. New US 20 Mississippi River Bridge between the cities of Dubuque, IA and East Dubuque, IL – Julien Dubuque Bridge US 20 Capacity Improvements from City of Peosta Interchange to Devon Drive University Avenue and Asbury Road from Delhi Street to Seippel Road Pennsylvania Avenue and Middle Road John F. Kennedy Road from Wacker Drive to Asbury Road Clarke Drive from West Locust Street to Asbury Road US 20 Frontage Road from Barge Terminal Road to Frentress Lake Road Intersection Improvements on US 20 at Barge Terminal Road and Frentress Lake Road IA32/NW Arterial Ext. from US 20 to North Cascade Road Ice Harbor Street projects associated with the America’s River Project (including Bell Street, 3rd Street, 4th Street, 5th Street and proposed road around the west side of the Ice Harbor.)

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Chapter 1

Introduction

Goal 2:

Improve the economic vitality of the region.

Objective 1: Objective 2: Objective 3: Objective 4:

Improve access to major job centers for all modes of transportation.

Develop roadways that support development consistent with locally adopted plans.

Support the development of regionally significant projects by the states of Iowa, Illinois and Wisconsin.

Increase the reliability of the transportation system for the movement of freight.

Objective 5: Objective 6: Objective 7: Objective 8:

Encourage increased commitments from employers to offer measures that will improve the convenience of the commute for their employees.

Develop increased public transit options for air passengers using the Dubuque Regional Airport.

Plan for the increase in air passengers, air cargo, and waterborne cargo.

Enhance the coordination of transit operations to improve efficiency and effectiveness.

Goal 3:Improve safety and security for system users.

Objective 1: Objective 2:

Objective 3: Objective 4: Objective 5:

Minimize accidents through roadway improvements in existing high accident areas.

Reduce conflicts and minimize accidents between vehicles and other transportation modes by implementing access management strategies.

Maximize the safety and security of motorists using the area’s transportation system.

Maximize the safety and security of mass transit system users and operators.

Assist local jurisdictions in their efforts to implement effective strategies to enhance safety for pedestrians and bicyclists.

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Chapter 1 Goal 4: Objective Objective Objective Objective Objective Objective Objective Objective Objective Objective

Introduction

Improve mobility and connectivity for persons and freight.

Complete the IA32/SW Corridor Complete the four-lane US 20 Mississippi River Crossing – Julien Dubuque Bridge.

Complete long-term capacity improvements to US 20 from Devon Drive to the Peosta interchange.

Expand regional transit systems to improve transit access to all destinations including new job centers.

Improve truck access to the primary freight business locations.

Implement intelligent transportation systems to reduce travel delays and minimize traffic congestion.

Improve the pedestrian and bicycle trails network.

Implement access management strategies in major corridors.

Improve the integration of transportation modes.

Develop a regional freight movement system to minimize travel delays.

Objective 11: Develop mass transit connections between the Mississippi riverfront and the downtown area.

Objective 12: Expand fixed-route bus service to the outer limits of the DMATS boundary.

Goal 5:

1: 2: 3: 4: 5: 6: 7: 8: 9: 10:

Enhance sensitivity to the environment.

Objective 1: Implement intelligent transportation systems to reduce travel delays and minimize air pollution.

Objective 2: Minimize the impacts of projects to low-income and minority populations, and environmentally sensitive areas including flood plains.

Objective 3: Ensure the DMATS plans and programs conform to federal requirements and support reductions in mobile source emissions.

Objective 4: Provide incentives to use transit and promote the usage of carpooling.

DMATS Long Rangethe Transportation Plan Goal 6: 2031 Preserve existing transportation system

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Chapter 1

Introduction

Objective 1: Minimize the cost of the area’s transportation systems through appropriate maintenance practices and the application of new technologies.

Objective 2: Develop monitoring systems which track the current status of the area’s transportation systems.

Objective 3: Improve the reliability of the transportation system so that users can expect relatively consistent travel times from day-to-day for the same trip on the same mode.

Objective 4: Prepare a Transportation Improvement Program (TIP) to balance roadway needs and priorities with fiscal constraints.

Goal 7:

Promote a viable and livable region

Objective 1: Explore new ideas for improving the DMATS area transportation system through transportation investments.

Objective 2: Assist with efforts to plan and implement transitoriented development projects.

Objective 3: Support plans and programs that make it more convenient and safer to walk and bike.

Objective 4: Develop transportation system enhancements that improve regional livability.

The 2031 Long Range Transportation Plan describes the current and future transportation needs of the DMATS area; and identifies the actions that must be undertaken to implement the above goals and objectives so that the area will promote a safe, continuous, comprehensive and coordinated transportation system.

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In-

Chapter 1

troduction Chapter 1

Introduction

Chapter 1

Introduction

Chapter 2

Human Environment

Introduction The human environment in which the transportation system exists is a primary consideration in the development of the DMATS (Dubuque Metropolitan Area Transportation Study) Long Range Transportation Plan for the year 2031. The people of the area and their diverse needs determine the type and variety of transportation services that are required within the region. In addition, the transportation system is subject to the requirements of federal law that states all benefits are to be distributed equally. As a result, it is vital that DMATS analyze and plan for the transportation needs of all income levels, minority groups, elderly and disabled groups of the general population. In order to do this, many factors concerning the current human environment as well as future anticipated changes need to be reviewed. This chapter provides information on the human environment for the DMATS area and its effects on the transportation needs of the area presently and in the future.

Human Environment Information in this chapter shows the changes in demographics from the census years of 1990 to 2000. Future projections for economic, social and demographics within the DMATS recently expanded boundary and how these changes have impacted DMATS transportation infrastructure and service investments from the DMATS perspective and how they could impact the region by the year 2031 is also covered in this chapter. The topics that are covered describe the socioeconomic changes within the DMATS area and give a full view of the human elements within the DMATS area.

The focus of this chapter of the long-range plan will be on data analysis, which is most useful for determining the transportation needs of the area.

The 1990 & 2000 US Census data along with the 2000 Traffic Analysis Zones provide several sets of information which can be analyzed to identify transportation needs and changes in the area. This data will be depicted with the use of tables and maps throughout this chapter.

Socioeconomic Changes The people of the DMATS area have diverse needs, which influence the type and variety of transportation services provided within the area. The U.S. Census Bureau’s data from 1990 and 2000, including previous data contained in the DMATS’s 2025 Long Range Transportation Plan (adopted in January 2004,) and the 2000 Traffic Analysis Zones are used in the following tables and maps to help analyze and compare the socioeconomic trends in the DMATS area over the last ten years. This data also allows for projections to be developed through past and current trends in the DMATS area well into the year 2031. These projections are described in some the maps that accompany this section.

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Chapter 2

Human Environment

The best way to begin is to show the trends in population and accompanying forecasts for the future then followed with ethnic diversity; related affects on transportation concerning births and deaths in the area; employment trends; income levels from different perspectives; vehicle availability; ownership of vehicles relating to race; and analysis for trip productions and attractions. Overall, the intent is to create a full visual of the current and possible future transportation system needs for the DMATS area.

Population Growth by Cohorts Population growth, if significant, can be a contributing factor in how the current transportation system functions in an identified area. Table 2-1 presents the population growth over the last ten years in the DMATS area. It is broken into cohorts to aid in following the shifts from age group to age group. The shifts help with following the movements, increases and decreases and aging processes of the population from 1990 to 2000 and projects into the year 2031 the possible effects the shifts could make to the area.

Table 2-1 shows a significant increase in the overall population between 1990 and 2000 of 6,850 persons (9.76%) however, this number is a little misleading. The 2000 population counts include the recently expanded boundary of the DMATS area bringing more people into the area. This is still a significant jump in population within the DMATS area and warrants the increased need for DMATS to provide good transportation systems within the area.

The shift in the elder population group of 70+ from 1990 to 2000 shows an increase from 7,589 to 8,581 (an increase of 992), bringing awareness to DMATS of the potential for special needs in transportation issues relating to this particular age group. This alone could indicate the need for more viable transit services within the DMATS area at the current time and more so over the next 25 years as the general population continues to age. A look at the population forecasts for age groups 70+ will help give a clearer picture as to the effects the increase in this particular population group could have on future transportation systems; specifically in the transit services area.

DMATS 2031 Long Range Transportation Plan

Table 2-1 Age

by Cohort

Population by Cohort 1990

%

2000

%

0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-70 70+

4,279 4,748 4,463 4,873 5,039 4,716 4,941 4,961 4,023 3,233 2,890 2,734 2,931 2,926 7,589

6.65% 7.38% 6.94% 7.57% 7.83% 7.33% 7.68% 7.71% 6.25% 5.02% 4.49% 4.25% 4.56% 4.55% 11.79%

4,967 5,321 5,387 6,010 5,501 4,217 4,918 5,659 5,985 5,635 4,896 3,836 3,235 2,870 8,581

6.45% 6.91% 6.99% 7.80% 7.14% 5.48% 6.39% 7.35% 7.77% 7.32% 6.36% 4.98% 4.20% 3.73% 11.14%

Total

64,346

77,018

Data Source: US Census Bureau, DMATS Population Adopted January 2004

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Chapter 2

Human Environment

Population Forecasts From current population data findings, one can build on the population projections over the next 25 years. Forecasts provide some insight as to the direction the DMATS’s Long Range Plan should take with the intent of providing safer, more efficient transportation systems, in this case, roads and transit services The DMATS area population forecasts were developed using a cohort survival methodology. A cohort survival methodology identifies three factors which result in changes in population: births, deaths and net in-and out- migration. A different sub-model is used to forecast the changes in population resulting from each of these three factors.

Births New births are one of the primary factors leading to population increase. Two factors must be known to predict new births. The first is the birth rate per 1,000 women for each five-year age cohort of women. This factor represents the statistical likelihood that a woman in a five-year age group will give birth in a five-year period of time. These birth rates per 1,000 women are closely tracked by the Iowa Bureau of Vital Statistics. It was assumed that the birth rate per 1,000 women by age cohort would not be significantly different in the Illinois and Wisconsin areas of the region. As a result, the Iowa birth rate statistics have been used throughout the forecast. The second factor that is needed to forecast new births in the region is the population of women in each five -year age group. This data is available from the census every ten years. New births are forecast by applying the birth rate per 1,000 women in each five-year age cohort to the population of that cohort identified in the census. The total number of new births predicted is then used as the population for the 0- to 4 -year old cohort during the next forecast period. This process is then repeated for each five-year period, with the population of women in each five-year cohort advancing in five-year increments.

Deaths Deaths are the second primary factor leading to population change. Deaths by sex and age group are also tracked very closely for each county in Iowa by the Iowa Bureau of Vital Statistics. Deaths per 1,000 for each five- year age and sex cohort were calculated for Dubuque County based on five years of vital statistics data. These death rates are then applied in the model to identify the decrease in population expected in each age group due to death.

Again, it was assumed that the death rates in the Dubuque County portion of the region are representative of the entire region and so was used throughout.

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Human Environment

Chapter 2 Net In- and Out-Migration

Net in- and out-migration represents the rate at which population is increasing or decreasing due to the movement of people in and out of the area. In the DMATS area, as in most areas of the country, employment is the main driving force behind in- and out-migration. As a result, the rates of increase in employment are assumed to represent the rate at which population will change due to in- or out-migration. The rates of increase in employment are converted to increases in adult population using a labor force participation rate. This is the historical rate at which adults age 18 to 64 years participate in the labor force. During the late 1950’s and early 1960’s the labor force 2031 Population Forecasts for the DMATS Region Table 2-2 participation rate increased steadily as women increasingly entered the work force. National data shows that the Age by Cohort 2000 2005 2010 2015 2020 2025 2031 labor force participation rate peaked in mid-1980 and has changed little 0-4 4,967 7,497 7,643 8,201 8,667 8,332 7,644 since.

5-9 5,321 2,204 4,734 4,880 5,437 5,904 5,569 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-70 70+

5,387 6,010 5,501 4,217 4,918 5,659 5,985 5.635 4,896 3,836 3,235 3,235 8,581

5,740 5,868 6,388 5,019 3,997 5,240 6,025 6,165 5,944 5,095 3,917 3,217 8,969

2,623 6,220 6,245 5,905 4,799 4,319 5,606 6,205 6,474 6,143 5,176 3,899 9,703

5,153 3,103 6,598 5,763 5,685 5,121 4,685 5,786 6,514 6,673 6,224 5,157 11,117

5,299 5,634 3,481 6,116 5,543 6,008 5,487 4,865 6,095 6,713 6,754 6,205 13,785

5,856 5,780 6,011 2,999 5,896 5,865 6,373 5,667 5,174 6,294 6,794 6,735 17,495

6,323 6,337 6,157 5,529 2,779 6,218 6,231 6,553 5,976 5,373 6,375 6,775 21,725

77,018

81,284

85,695

90,661

96,089

101,175

105,564

Assumptions related to the in- and outmigration rates for two populations should be noted. It is assumed throughout these forecasts that the population of dependent children between the ages of 0 and 19 years will be the same as the average for adults’ age 20 to 64 years. It should also be noted that in- and outmigration rates for adults over age 65 are much less dependent on changes in employment than the rate for younger adults.

Data source: US Census Bureau, DMATS Population Adopted January 2004 DMATS 2031 Long Range Transportation Plan

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Chapter 2

Human Environment

As a result, the in- and out-migration rates for adults age 65 years and over were set based on historical data from the 1970, 1980, 1990 and 2000 Census’.

Table 2-2 shows the adopted forecasts of population for the entire DMATS region from 2000 to 2025 taken from the 2025 Long Range Transportation Plan (Adopted January 2004) along with additional year of 2031 projections of the 2000 US Census Data. Population is expected to increase regionally by a total of 41,921 between 2000 and 2031. As this increase develops, more emphasis is placed on the current and future road systems and transit services abilities to carry the additional influx.

The projections of persons within the 70+ population group in 2031 (21,725) is a significant jump from 7,689 in 2000 (a total of 14,036).

According to the data, the 70+ population group shows a significant increase in size compared to the age group of 65-70 by the year of 2031.

This growth is expected with the gradual aging of the “Baby Boomers” generation and improved life longevity. It is also noted at this point that developing good transit services over the next 25 years would be of great importance in the long-range planning efforts to aid in safety issues as well as easier mobility for the aging population. The remaining cohort groups show areas of growth along with some groups showing a reduction. This is characteristic as the ages shift from one cohort bracket to another through the years. The locations of current population concentrations and the projected population growth in the area will aid in developing future improvements of the existing transportation systems. Map 2-1 indicates where the population is currently located per square mile within the DMATS area in the year 2000. All maps are at the end of the chapter.

As expected, Map 2-1 shows that the larger concentrations of population coincide with the locations of the various cities within the DMATS area where major highway transportation is easier to access. Other reasons for the population concentrations along major highways could be related to employment at corporations where transportation access is vital.

Map 2-2 is a map of the projected population increase from 2000 to 2031 indicating the possibilities for changes in transportation planning strategies to match the needs of the area by the time 2031 arrives. The map aids in visualizing the locations of expected increases in population which is of vital importance to the DMATS area. Knowing where the larger concentrations of population are located or may locate in the future in what is now currently rural areas; and, seeing if these potential areas will be adequately services by transportation systems, allows time for DMATS to plan for those potential future improvements to- or additions in- infrastructure that would allow for the growth within the area. The increases to the City of Dubuque itself could be associated with the completion of US 151’s four-lane highway leading to Madison, Wisconsin though the biggest growth is expected between the cities of Peosta and Dubuque.

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Chapter 2

Human Environment

The completion of US 20 Improvement Project could have an even greater impact of the growth potential for the western edge of the DMATS area. The improvements to major highways in the area help in attracting other business and people to relocate to the DMATS area because of the easier access to the transportation systems. It would also be expected to see East Dubuque expand should the US 20 four-lane by-pass be completed on the Illinois side of the Mississippi. Time will be the telling factor in this case. Further growth could be expected as well with the development that could be associated with the IA32/SW Arterial project upon its completion.

Map 2-2 also shows where there is an expected decrease in population concentrations by the year 2031 in outlying areas and the north-central portion of downtown Dubuque, IA. It is easy to understand the outlying areas but not the decrease in population in the downtown areas except for the economic growth that is occurring on the fringe areas around the cities of Dubuque and Asbury. There is a tendency for the general population to follow employment. It could also be the expected deteriorations of the downtown region, which is common with larger cities with populations migrating to the suburbs. These projections were based on only traffic analysis data and do not take into affect any current City plans for future downtown improvements and growth.

Other important information concerning the population makeup involves the ethnic diversity of the region. The following topic covers this information.

Knowing how the population is composed could aid greatly in designing transportation systems for DMATS.

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Human Environment

Chapter 2

To identify the extent ethnic diversity has changed in the DMATS area between 1990 and 2000; Table 2-3 has been created using population breakdowns by ethnic groups. The table provides a clear picture of the racial breakdown of population along with the percentage of each grouping to show the increases and decreases between the races over the ten-year time period.

The 2000 Census Data shows the settlement pattern within the DMATS area is still predominately Caucasian but less so than in 1990. There are 1,950 in the combined non-white groups identified in Table 2-3 for 2000 residing in the tri-state urbanized area showing an increase in the nonwhite population group of 122.9% between 1990 and 2000. Of the 1,950 non-white groups in 2000, the largest single race/ethnicity group was African Americans with 807 individuals or 2.5% of the total population. Asian or Pacific Islanders are the second largest group with 457 individuals in 2000. Even though the main body of residents within the DMATS area remains white, there have been increases to the various other ethnic groups within the same Table 2-3 Ethnic Diversity area over the past ten years and a decrease in the white population. At 1990 2000 this time, the mix in ethnic groups in the DMATS area has no real Persons % Persons % significance in how the transportation systems within the area function. Map Caucasian 63,458 98.62% 75,068 97.47% 2-3 shows the concentrations of the African American 315 0.49% 807 1.05% minority groups within the DMATS American Indian, Eskimo, or Aleut 77 0.12% 133 0.17% area and where the largest Asian or Pacific Islander 393 0.61% 457 0.59% concentration is located in the year Other race 103 0.16% 53 0.72% 2000.

63,634 Total Non-white

888

Data Source: US Census Bureau, DMATS Population Adopted January 2004

DMATS 2031 Long Range Transportation Plan

77,018 1.38%

1,450

2.13%

According to the data, the largest concentration of minority residents lives just northwest of the downtown area in Dubuque, IA and along US 52 also in the downtown area.

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Human Environment Table 2-4

Group Quarters Population

Another key statistic for transportation planning purposes Type of Group Quarters 1990 2000 particularly in transit systems is the number of people in the metropolitan area that are living in group quarters.

Correctional institutions 77 91 People living in group quarters usually have different Nursing homes 998 962 transportation needs from the population living in Mental (Psychiatric) hospitals 0 households. These people are much less likely to have a Juvenile Institutions 0 vehicle available for their own personal use. They are also Other institutions 81 89 much more likely to have a disability that limits their ability Institutionalized persons 1,156 1,142 to operate a vehicle. Table 2-4 shows the population in different types of group quarters as well as the total number College dormitories 1,646 2,054 of residents living in group housing in the DMATS area in Military quarters 34 1 1990 and 2000.

Emergency shelters for homeless persons 73 Visible in street locations 72 Overall, 3,616 people or 5.62% of the population of the Other non-institutional group quarters 635 1,105 DMATS lived in group quarters in 1990 compared to Other persons in group quarters 2,460 3,160 4,302 or 5.59% in 2000. Noted, individuals in group quarters for the elderly and persons with disabilities Total 3,616 4,302 typically have much lower income levels than the general Data Source: 1990 Census of Population; 2000 Census of Population population as a whole due to age related issues, mental and/or physical difficulties causing them to have very limited incomes. Many of these same people do not have vehicles for the same reasons. There is a greater need for public transportation for this particular group of residents within the DMATS area.

Population in a region greatly affects the need for safe and efficient transportation systems. Employment also greatly affects the transportation system of an area. The next portion of this chapter looks at the employment statistics for the year 2000 and the projected employment data for the year 2031.

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Employment Forecasts The employment forecasts for the DMATS area are based on county level economic forecasts developed for Dubuque County by Woods and Poole Economics (WPE) of Washington, D.C. These forecasts are developed by WPE using an econometric model for long term employment growth in the entire U.S., individual states, and counties within the states. As part of the forecasting process, it was assumed that the relationship between Dubuque County, which includes the majority of the DMATS area, Dunleith Township in Illinois, and Jamestown Township in Wisconsin was so close that the growth forecast for Dubuque County would be representative of the entire area. In addition, it was assumed that the relationship between the DMATS portion of Dubuque County and the remainder of the county would remain stable without any change in the percentage of employment that is located in each. The data from WPE was then used to determine the growth rate for employment in each industrial category for each five-year forecast period.

Base-year employment was then determined for the three-state DMATS area in the following fashion. Computer files from the employment development agencies of each of the states were obtained and sorted by industry and location. The files were geo-coded to specific street locations throughout the region for later use in the process. The data was also summarized for each of the three-state areas to determine base year employment in each of the states. The WPE forecast rates were applied to this data by industrial sector for each of the states to determine employment forecasts. Table 2-5 shows the employment forecast for the entire DMATS area as adopted in January 2004 plus the projection to 2031.

Map 2-4 of the 2031 Employment Forecast is also a good visual aid in analyzing the data.

The map shows the projected employment 2000 2005 2010 2015 2020 2025 2031 increases and, in some cases, decreases in certain areas by the year 2031 in the DMATS Employment 46,745 48,908 51,953 54,482 57,011 69,601 62,191 area with the use of the Traffic Analysis Zones Data Source: DMATS Employment Forecasts Adopted January 2004 2000 data. Total employment is expected to be 62,191 by 2031, with steady growth in employment expected throughout the area.

Overall, an increase in employment of 15,446 is expected to take place in such locations as the Dubuque Technology Park, the Dubuque Westside Industrial park, the Asbury Square Mall, Downtown Dubuque area along the river front, Peosta Business Park and the area of East Dubuque surrounding US Highway 20 and along the Mississippi River.

Table 2-5

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2031 Employment Forecast

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The data used in this case does not take into account the possible affects the completion of the IA 32 (SW Arterial) project will have on the area. Once the project is completed, the arterial will open up the southwestern edge of the City of Dubuque. A new four-lane highway through this area will not only give rise for the possible increase in the DMATS population through potential residential zoning but also opens up lands for industrial uses, as the City of Dubuque will determine through their planning policies.

The decreases in employment locations appear to occur in the rural areas and the main downtown area of the cities of Dubuque, Iowa, and East Dubuque, Illinois. The area in East Dubuque actually centers over residential areas and a minimal downtown area. The same is true in the Iowa side of the Mississippi River. It is useful in analyzing the maps to have some idea of the cities’ land use and zoning practices to help bring the data into prospective.

Both Population and Employment Forecasts help to serve as the quantitative link between locally developed land use plans and the Table 2-6 estimates of future transportation demands on all of the transportation modes, especially highway in this region. Employment forecasts also Income have a great effect on the income levels within the region and, as a result, the vehicle availability, trip productions and trip attractions. The next portion reviews relative aspects of income in the DMATS area.

The remaining portions will look at the impact on vehicle ownership and usage within the area Less than $5,000

Income Income is an important variable for identifying the transportation needs of the DMATS area, specifically the ability to own and operate a vehicle and the number of vehicles using the transportation system. Table 2-6 gives data for comparison from 1990 to 2000, broken down into groups based on earnings. Review of the table also gives a good indication of the economic development over the last ten years; whether there has been growth or not or if the area is keeping up with the nation on growth of earnings.

Household Income Number of Households

1990

% of Iowa Hosuehold 2000

2000

$5,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999

1,208 2,358 2,487 2,506 2,125 4,403

5% 10% 11% 11% 9% 19%

855 1,596 1,936 2,322 2,553 4,625

3% 5% 7% 8% 9% 16%

------8.20% 6.70% 6.90% 7.50% 14.6%

$35,000 to $49,999 $50,000 to $74,999 $75,000 to $99,999 $100,000 to $149,999 $150,000 or more

4,405 2,885 577 294 214

19% 12% 2% 1% 1%

6,047 5,725 2,084 1,243 763

20% 19% 7% 4% 3%

19.0% 21.0% 8.80% 4.80% 2.40%

Total

23,462

29,749

Data Source: US Census Bureau and DMATS Population Adopted January 2004

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According to the table, the DMATS area has made gains in the income levels of its residents. There are few people in the “Less than $5,000” and Less income bracket in 2000 than there were in 1990 (353: a decrease of approximately 29%). There are relatively steady increases through the “$20,000 to $34,999” levels with much greater increases to levels “$35,000 through $150,000 or More”. The bracket that grew the most is income from “$50,000 to $74,999”; an increase of 2,840 households. This gives a good indication of the economic viability in the area in the way of higher paying jobs or it could mean that there is more than one wage earner per household. The median income in both 1990 and 2000 rests at the “$25,000 to $34,999” bracket: 2000 data indicating an increase of the number of households in that income bracket at 222 households. Percentage wise, DMATS Households pass the Iowa percentage of households for the income brackets “$15,000 to $19,999” through to “$35,000 to $49,999.” The last two brackets are overshadowed by the percent of Iowa households indicating that the DMATS area falls far short of the State percentage in households who make a substantial amount of income. The last bracket, however, shows a slightly higher percentage than the State. Overall, this table, at the least, indicates economic growth in the region and helps to explain the vehicle available data.

Map 2-5 shows the average household income levels in the DMATS area of the year 2000. It basically states that on average people in the respective areas have incomes within the specific income levels. It does not mean that where the areas match the levels all households within that income bracket live in that specific area.

As mentioned before, income levels have the potential to affect the number of vehicles on the roadways in the DMATS area. The following information relates the overall household incomes to the number of available vehicles per household as well as to the effects it will have on the non-white population.

Income data is one way to measure a household’s economic capability to meet its transportation needs. Vehicle availability represents the number of vehicles that are available to members of the household for general transportation purposes. Table 2-7 illustrates that there were a total of 51,150 (CTPP data) vehicles available for household transportation purposes in the Dubuque area in 2000 compared to 38,196 in 1990 (Available Vehicles: 2025 LongRange Transportation Plan, Adopted January 2004). This works out to an average of 1.72 vehicles available per household in 2000 verses 1.62 vehicles available in 1990. What is most notable is the increase in the number of households who have the economic means of owning a vehicle(s) in 2000; an indication of economic growth in the DMATS area.

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Table 2-7 is useful in indicating the increased need for highway maintenance, re-surfacing, re-construction and new construction in the DMATS area now and, if the trend continues, through the next 25 years. It also shows the potential need for efficient transit services now and in the future to help alleviate some of the potential traffic congestion problems associated with additional vehicles on the roadways. The current 2000 Census information concerning the number of vehicles available for households includes the newly expanded DMATS area.

Vechiles Available for Households Interesting statistics from the US Department of Transportation Table 2-7 show that in 1997 the average household in the United States 1990 2000 traveled a total of 20,894 miles per year in private vehicles.

The average cost per mile including gas and oil, maintenance, Number of Vehicles insurance, car payments and financing and all other costs was $ Available Households % Households % 0.263 per mile. This means that in 1997, the average household 2,526 10.71% 2,762 9.28% spent $ 5,495 on transportation costs associated with personal None One 8,398 35.60% 10,925 36.72% vehicles. The average household income in the DMATS area in Two 9,263 39.26% 11,773 39.57% 1990 was $ 27,335 with the median household income at $ Three or more 9,251 14.44% 4,291 14.42% 27,027. In 1990, the median household was spending 20% of 23,592 29,751 their income for the privilege of owing and driving a vehicle. In 2000, the average cost increased to $ 0.36 per mile. Looking Data Source: US Census Bureau, DMATS Available Vehicles Adopted January 2004 at the median household income in 2000 sitting at $ 36,785, the cost of maintaining a vehicle was now costing approximately $7,522 (based on the 1990 total miles traveled per year) which has resulted in still using 20% of the total annual income. It is found that there is an increase of 36.1% in median household income in DMATS area between two census periods with no significant increase in the percentage of income used for maintaining a motor vehicle. The big picture still focuses on the number of vehicles each household owns and operates regardless of income. However, the current gasoline prices at the high levels of nearly $3 per gallon could change the overall transportation picture on the number of vehicles that are actually driven on the transportation infrastructure and the usage of the public transit systems.

On the transit side, the population count on the lower end of the income levels shown in Table 2-6 indicate the potential need of good transit systems within the DMATS area as those who make minimal incomes find it extremely difficult to afford owning and maintaining a motor vehicle.

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Map 2-6 shows the average number of vehicles per households in the DMATS area for the year 2000. The areas showing less than one vehicle per household lay in the rural areas where the population is sparse due to the terrain or in areas where the land is zoned for industry or commercial uses. The 1.0 to 1.5 vehicles per household indicators mean that there are fewer householders that own two vehicles compared to those who own just one as this is an average for the area. The areas that indicate 1.5 vehicles to 2.0 indicate that there are more households owning two vehicles compared to the households owning just one.

Map 2-7 is a visual aid for the possibilities of vehicle ownership in Table 2-8 the year 2031. There are some anticipated increases to a region near Centralia, along JFK Rd north of US 20 and along the Race Mississippi River to the north of downtown Dubuque. These increases could be associated with expected growth of residential housing as the area continues to develop (as demonstrated by Maps W h i t e : 2-1 and 2-2). The areas that indicate large spaces with less than one vehicle per household again relate to the City’s land use policies.

Households with No Vehicles Available by Race of Householder 1990 Vehicles Available

Households

2000 %

Households

%

None One or more

2,501 20,881 23,382

10.70% 89.30%

2,275 26,281 28,556

7.97% 92.03%

None One or more

10 55 65

15.38% 84.62%

52 187 239

21.76% 78.24%

None One or more

8 32 40

20.00% 80.00%

0 32 32

0.00% 100.00%

None One or more

7 83 90

7.78% 92.22%

0 76 76

0.00% 100.00%

None One or more

0 15 15

0.00% 100.00%

21 68 89

23.60% 76.40%

Black:

Another aspect of the issue of the availability of personal transportation is the availability of personal transportation to households composed of members of minorities or the elderly.

Table 2-8 shows the occurrence of households with no vehicle available for personal transportation in the DMATS area sorted by race group for the years 1990 through 2000. As noted in 2000, 8.1% of all DMATS households do not have a vehicle available for personal transportation. Households headed by an African American had a somewhat higher percentage of households without a vehicle available: 0.18% in 2000.

American Indian, Eskimo, or Aleut: Asian, Pacific Islanders

Other race:

Total Households:

23,592

28,992

Data Source: 1990 and 2000 Census of Population

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Zero percent of households headed by persons of American Indian, Eskimo or Aleut descent are without a vehicle for personal transportation. In 2000, 7.85% of households without vehicles for personal transportation were headed by Caucasians.

A connection between vehicle ownership works itself into the overall picture of the area’s adequacy of transportation systems and model choice for work trips. The following paragraphs and tables produce an interesting picture of the region and how households prefer to travel to work on a daily basis.

Mode Choice Another key issue for the region’s transportation system is transportation modes that are being used by workers to get to work. Trips to work make up the largest single group of trips and, in most urban areas, account for about 25% of all trips on an average day. Work trips place the single largest demand on the transportation system. The mode choice made by workers for their trip to work is one of the best indications available of the modes that will be chosen for other types of trips . Table 2-9 shows the modes that are being chosen by workers for work trips in the tri-state DMATS area. There are several interesting facts contained in this table. The first is that only 76.8% of workers are choosing to make their work trip in a single occupant vehicle. Although this is more than ¾ of the total work trips, it is still less than is typically seen in urbanized areas.

Nearly 11% of all workers are choosing to carpool with at least one other person. It is also interesting to note the very high percentage of walking trips. After the private vehicle, walking to work is the second largest mode, with slightly over 8% of all work trips in the region.

Table 2-9

Mode Choice for Work Trips Workers using Mode

% of Workers

Workers using Mode

1990

% of Workers

2000

Car, truck, or van: Drove alone Carpooled

20,996 2,995

76.80% 10.96%

39,213 4,151

83.92% 8.88%

293 33 40 53 2,198 124 605

1.07% 0.12% 0.15% 0.19% 8.04% 0.45% 2.21%

203 27 26 53 1,877 117 1061

0.43% 0.06% 0.06% 0.11% 4.02% 0.25% 2.27%

Public transportation: Bus or trolley Taxicab Motorcycle Bicycle Walked Other Means Worked at home Total

27,337

46,728

Data Source: US Census Bureau, DMATS Avaible Vehicles Adopted January 2004

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Over 2% of people in the region worked at home in 1990 and 2000. Although this group was relatively small in 1990 and 2000, most transportation experts expect that working at home will be the most important change in work transportation in the coming 25 years. It is anticipated that telecommunications and information technology will enable more people in the future to choose to work at home. The last transportation mode that was chosen by more than 1% of workers in the area was transit. Only 293 workers chose transit for their trip to work in 1990 and only 203 chose transit in 2000.

In comparison, 2000 Census data indicates a shift to workers preferring driving alone to work with a decline in those carpooling. The table also shows a decrease in all of the other modes of travel through the ten-year period. Many factors could have contributed to this decrease but perhaps the main influencer of the change is the increase in income by household and the ability to afford the purchase and maintenance of vehicles or additional vehicles as demonstrated in the income portion of the report. It is also noted that the availability of home computers has made it easier for workers to work from their own homes as indicated in the rise in the “Worked at Home� category. The decrease in workers who walk to work or the steady number in bikers could easily be associated with the development of businesses and industries in the fringe areas around the city boundaries of the communities within the DMATS area where the jobs are not easy to access through those means. Increased in traffic volumes could also be a contributing factor for safety reasons. This could also be a factor in the decrease of motorcycle usage for work purposes in the area. Improved and/or newly designed trails connecting the major destinations within the area to improve safety and reduce time for pedestrians and cyclists could impact these categories. Also possible changes to the transit systems such as bike racks on buses could aid in increasing usage in these categories. With the current gas prices, it would be expected to see more workers finding other means to work other than the use of their vehicles.

Aside from the number of vehicles used for access to work, it is important to understand where the trips originate within the area and what attractions are located where that maybe causing increases in traffic counts effecting safety and efficiency of the current transportation system and how transportation in the future might be effected if the trends continue. The following portion investigates both of these areas as they are very similar in nature.

Trip Productions and Attractions The purpose of the development of forecasts of population and employment for the entire DMATS area is the forecasting of trips. Trips are defined as any movement by any transportation mode from one location to another. Research has shown that there is a statistically significant relationship between land use and trip generation.

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The variables that are forecast by DMATS (population, dwelling units, vehicles available, school enrollment and employment) are all chosen because local research developed mathematical equations predicting the number of trips that will be generated in the DMATS area based on these variables.

Trips are broadly divided into two groups – trip productions and trip attractions. Trip productions are the beginnings or origins of the trips. Trips can begin at any point. The DMATS transportation modeling effort categorizes trip productions into five categories: trips that begin at home, trips that begin at a work site, trips that begin at a retail or commercial site, trips that begin at a service locations (school, medical, etc.) and trips that begin outside the region at some external point. The largest single source of trip productions is residential areas, since most trips are made from home to some other location.

Trip attractions are the ending points of the trips or the destinations. Trips can also end at any point. As with the trip productions, trip attractions are also categorized by the DMATS transportation modeling effort into five categories: trips that end at home, trips that end at a work site, trips that end at a retail or commercial site, trips that end at a service location and trips that end outside the region. The largest trip attractions are employment centers, particularly retail or service employment centers. These types of employment centers are large trip attractors because they have both a relatively high number of employees and also because they attract many patron trips.

In addition to the types of trips described above, the DMATS modeling effort also assigns truck trips within the region. Truck trips are assumed to balance, meaning that truck trips which begin and end in the region will ultimately end each day at the same location. The types of trips represented are therefore typical delivery truck trips. Truck trips that either goes through the area without stopping, which begin in the region, but end outside of it, or begin outside the region and end inside of it are included in the external to internal trip purpose.

There are four maps included with this portion of the report. Maps 2-8, 2-9, 2 -10, and 2 -11 provide visual data of the current and forecasted trip productions and attractions within the DMATS area. These maps have been developed with the use of the Traffic Analysis Zones 2000 that is used through the modeling processes. The information included in the maps show major changes in both the production and attractions trips into the year 2031.

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Trip Productions Map 2-8 matches the current land uses segregating residential from industrial and commercial zones. Residential areas and population densities have an effect on the trip production numbers and the time of day that the transportation system may be at its fullest use in respect to traffic counts. Industrial and commercial zones have more of an impact on the system related to heavy freight traffic and possibly the time of day when certain road systems are heavily used. The map helps to explain the transportation system more in relationship to traffic counts.

Map 2-9 also shows the forecast of new trip productions by Traffic Analysis Zones (TAZ) for the year 2031. This forecast applies the statistically derived formulas mentioned above to the forecasts of population and employment by TAZ’s described previously to determine the areas that will experience the greatest growth in trip productions by 2031. The data contained in the map indicating 2031 projections strongly connects to the current and future land use practices of the cities located within the DMATS boundaries. Residential expansions could have huge impacts on the transportation systems in certain areas while the increased industrial and commercial regions could have impacts to the major roads throughout the area. As a reminder, the proposed IA 32/SW Arterial has not been incorporated into the projections as the project has yet to begin construction. Only after a number of years after the project is completed will the effects on the transportation systems be known.

The increases in Map 2-9 follow along with some of the expected population growth patterns for the area; most along the major roadways and along the Mississippi River. It also broadens the picture as to where potential developments could have an effect on the current transportation system in the future and how the traffic counts could become maxed out if the trend continues.

Trip Attractions The maps associated with the Trip Attractions in the area bring focus to certain portions of the DMATS area in regards to the potential of heaver traffic at certain times of the year related to tourism practices or to regular spots of interest such as the Port of Dubuque, Grey Hound Park and Casino and the shops along the historic Bluff Street Shopping District. Included in the attractions are locations of malls, shopping areas, restaurants, museums, parks, and major work locations, etc. In general, anywhere people go when leaving their place of residence. This information also tends to follow the cities’ land use practices in respect to locations of the industrial and commercial areas. It is in these particular areas where the transportation system focuses on the traffic counts the most. With higher traffic, congestion and all of the problems connect with it can result and safety issues arise; most commonly corrected with expansions of lanes and traffic signals.

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Map 2-10 shows the current areas where congestion can result at certain times of the day or year because of the need for motorists to reach certain destinations. One of the larges areas attracting the most trips at this time is located along the Mississippi River on the Illinois side.

Map 2-11 shows the forecast of new trip attractions by TAZ or the year 2031. Again, this forecast is developed by applying the statistically derived formulas mentioned previously to the forecasts of population and employment by TAZ. In this map, the largest trip attractions have shifted to the area just northwest of the IA 32/NW Arterial. This could possibly be related more to the area opening up for more commercial usage in the future. More potential attractions along the river front could be the result in the possible growth of trips into that area. Both maps are good analytical tools for the DMATS area to help with current transportation system needs and potential needs in the future. Maps in general are good analytical tools in nearly all instances as visuals help bring prospective to the data contained in the tables and reports.

Chapter 2 brings important information to the long-range plan as it explains the current transportation systems and trends as well as what the needs may be in the future. This was done by way of explaining the human development aspect that is so vital in the DMATS area. Without this data, DMATS might not be able to correct major transportation issues of the future, thus making the area difficult to maneuver through for local as well as passing-through traffic. Since this is a major hub for four major US highways, having a good transportation system is key to the continued development of the area.

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Chapter 3

Roadway Element

Introduction The Dubuque Metropolitan Transportation Study (DMATS) area has been significantly shaped through its history of the dominant transportation systems throughout time. In the 19th century the transportation system included the railroad, water navigation, and horse drawn wagons. Since the mid-20th century, the metropolitan area has been substantially transformed by the proliferation of the private automobile for personal mobility and truck for the movement of goods. It is clear that the predominant transportation system in the DMATS area today, as in the rest of the United States, is an intricate network of streets and highways being used by a huge number of automobiles and trucks. This chapter focuses on a systems approach to the issues related to the mobility problems facing the DMATS area. In a systems approach, the entire system is studied to identify all issues present. It should also be recognized that often, problems in one part of the system are merely symptoms of causes in other areas. As a result, treating the symptoms of a problem often will not successfully treat the cause and can make existing conditions worse.

It should be stated that one of the most basic assumptions of this plan is that automobiles and trucks will remain the predominant transportation mode in the DMATS area throughout the 25-year period covered in this plan. It has been assumed that the ownership and use of cars and trucks will continue to rise in line with the historical norms of the area and that there will be an ever increasing demand for roadway capacity in the DMATS area and that there will be no changes in the transportation environment that would dampen this demand.

Inventory The DMATS area is crissed-crossed by a system of roadways that radiate out from and around the historical core of development in the downtown Dubuque area. These roadways serve the circulation needs of both local residents and employers and travel generated from outside the area. The following describes the roadway system in the DMATS area in terms of the classification of the system, the use of the system, the existing capacity of the system, congestion and safety of the system. It should be noted that there are many other characteristics of the system that could be used to describe it for other purpose, however, these are the characteristics that are most meaningful to transportation planning.

Functional Classification In general, the roadway network is identified by a federal functional classification. Functional classification defines roadways based on the type of service which they provide. Roadways provide two basic types of service: land access and mobility.

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The degree to which a roadway provides access and/or mobility determines its functional classification. The key to planning an efficient roadway system is finding the appropriate balance between mobility and accessibility. The following defines each of the functional classifications in the DMATS area based on the balance between mobility and land access.

Principal Arterials Arterial roadways primarily serve a mobility function with minimal land access. Principal arterials are typically US highways and are usually part of the National Highway System (NHS). They are very high in capacity and are high-speed facilities with restricted access.

Trips on principal arterials usually have a relatively long trip length that reflects the purpose of rapid movement of people and goods for extended distances. US 20 west of Swiss Valley Road in Dubuque County is an example of a principal arterial in the DMATS area.

Minor Arterials Minor arterials interconnect with and augment principal arterials. Minor arterials within urban areas like DMATS serve inter-community trips of moderate length. Although the primary use of the minor arterial is mobility, this functional class provides additional access points as well as increased land access. John F. Kennedy Road (JFK) in the DMATS area is an example of a minor arterial road.

Major Collectors Major collector streets channel trips between the local street system and the arterials. Major collectors serve a balance between mobility and land access. Parking is typically allowed on major collectors and these roads will have direct driveway access into the street. However, collectors are usually wider, have higher capacity and permit somewhat higher speeds than the local street network.

Chaney Road is considered a collector street.

Minor & Local Collectors Local streets primarily provide local land access and offer the lowest level of mobility. Characteristics of local streets include uncontrolled intersections where the right-of-way is assigned to the rules of the road, posted speed limits are 25 miles per hour or less and there are few restrictions on parking. Local streets are not a significant consideration in metropolitan planning and will not be addressed in any systematic fashion in this plan. Local streets are all other streets that are not classified as interstate, principal arterial, minor arterial or collector.

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Map 3-1 shows the Federal Functional Classifications for the roadways in the DMATS area. Table 3-1 shows the distribution of roads in the Iowa portion of the DMATS area into the four functional classifications identified earlier in this chapter. It demonstrates the relationship between mobility and land access. The smallest system by mileage is the Table 3-1 Federal Functional Classifications minor collectors with only 87.33 miles of system in the DMATS area. Minor collectors also carry the Lane Miles Annual Average Vehicle lowest level of traffic as defined by both the Annual Daily Traffic Miles Traveled Average Daily Traffic (AADT) (624,724) and Vehicle Miles Traveled (VMT) (126,594). The principal Principal Arterials 128.2 3,741,294 990,743 arterials carry an annual average daily traffic of Minor Arterials 52.7 4,030,103 368,510 3,741,294 vehicles. The entire system has a daily Major Collectors 69.6 829,562 198,680 vehicle miles traveled of 1,684,527 miles.

Minor & Local 87.3 624,724 126,594

Use of the Roadway System

Collectors Source: IDOT

There are many different measures that can be used to describe the total use of the roadway system in a metropolitan area. Typically, planners are most concerned with general measures that are an overall indication of the use of the system. As a result, planners most often use the AADT to measure the use of the roadway system. AADT is an annualized measure of the traffic volume on a particular road. After traffic counts have been conducted by traffic engineers, AADT is determined by using a mathematical approach and field data from other locations to indicate the relationship of travel on a few particular days with annual average traffic on the same road segment.

Using AADT as a measure of system use, several different types of analysis can be conducted to provide information about the total roadway system. Use of the entire system can be examined to identify areas with the greatest or least amount of use. Time sequence data that is developed over the course of several years can be reviewed to identify areas of concern. Both techniques have been conducted for the development of this plan. Map 3-2 shows the AADT for roads within the DMATS area. Data for the analysis is from the Iowa Department of Transportation’s 2005 Annual Average Daily Traffic Count (AADT) conducted in the summer of 2005. One important fact that should be addressed prior to any analysis of roadway use is that the causes of change in roadway use patterns are complex.

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The opening of parallel facilities or congestion on parallel facilities, surrounding land uses and the actual condition or safety of the roadway itself can all be factors that influence the driver’s choice of route Table 3-2 ( page 48) shows the change in the AADT at 21 different key areas or points within the DMATS area. Map 3-3 shows the location of these points, which were selected for analysis in the DMATS area. Several conclusions are available from the data in the table. Overall the AADT increase for the selected points was 37.22%. In general there has been a consistent growth in traffic on the road system in the western part of the DMATS area. There has also been an increase of traffic on east-west roads that lead to the new developments on the west side of the area. Roads and intersections in the eastern and northern portions of the area have experienced much less growth in traffic. For example, total traffic on North Grandview Avenue between Kaufmann Avenue to West 32nd Street decreased 46.43% or a decrease of 2,150 AADT from 2001 to 2005. Asbury Road and IA 32/NW Arterial, which are located in the western area of the region, have experienced an increase of 84.21% in comparison.Table 3-3 (page 50) demonstrates that changing land use patterns are key components in the overall change in traffic patterns. Specific intersections have been identified in the table that are of interest to the DMATS area. US 52 north at the intersection of the IA 32/NW Arterial has experienced a percent change of 112 % between 1997 and 2005. Map 3-4 shows the location of these points, which were selected for analysis in the DMATS area.

Congestion Congestion is one of the greatest sources of driver discomfort and dissatisfaction from the roadway system. Congestion is typically caused from a lack of roadway capacity in the link, intersections or both. A roadway link is the segment of the roadway between intersections. The capacity of a roadway link is defined as the maximum number of vehicles per hour which can reasonably be expected to traverse a uniform section of the roadway during a given period, under prevailing roadway, traffic and control conditions. Roadway conditions refers to the geometric characteristics of the street or highway including the type of facility, surrounding development, number of lanes, shoulder widths, design speeds and horizontal and vertical alignments. Traffic conditions look at the type of vehicles in the traffic stream, amount and distribution of traffic in the available lanes as well as the direction of the flow of traffic. Control condition is the type of traffic control devices and regulations for the facility.

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Chapter 3 Table 3-2

Julien Dubuque Bridge

Historical Annual Average Daily Traffic for Key Roadways 1997

2001

19,500

26,700

2005% Change 31,000

58.97%

IA 32/NW Arterial US 20 to Asbury Road North Bound South Bound

6,750 6,750

9,600 9,600

10,700 10,700

58.52% 58.52%

Asbury Road to JFK North Bound South Bound

2,850 2,850

4,050 4,050

5,250 5,234

84.21% 83,65%

N/A N/A

N/A N/A

4,150 4,150

N/A N/A

JFK to Kennedy North Bound South Bound Kennedy to US 52 North Bound South Bound Asbury Road University Ave to JFK JFK to NW Arterial IA 32/NW Arterial to City of Asbury Within City of Asbury

N/A N/A

N/A N/A

4,900 4,900

N/A N/A

15,200 8,300

15,500 11,600

19,000 14,400

25.00% 73.49%

7,600 6,200

15,400 6,000

19,300 6,900

153.95% 11.29%

University Avenue Delhi Street to Asbury Road 20,000 Asbury Road to Pennsylvania Avenue 16,000 Pennsylvania Avenue to US 20 8,600 Pennsylvania Avenue University Avenue to JFK JFK to IA 32/NW Arterial Middle Road IA 32/NW Arterial to Seippel Road Seippel Road to Sundown Road

20,000 16,500 11,000

24,000 20,00 9,900

20.00% 25.00% 15.12%

9,900 11,000

11,600 13,800

10,700 13,600

8.08% 23.64%

9,900 2,530

12,700 2,330

14,500 3,780

46.46% 49.41%

DMATS 2031 Long Range Transportation Plan

1997 JFK & Wacker Wacker (US 20 to JFK) 10,000 JFK (US 20 to Wacker) 17,000 JFK (Wacker to Asbury Road 26,700 JFK (Asbury Road to IA 32/NW Arterial) N/A

2001

2005% Change

10,200 16,400 28,300

9,300 15,800 18,800

-7.0% -7.06% -29.59%

8,500

11,800

38.82%

4,530 8,000 7,900

11,700 8,200 6,000

13,300 9,000 7,000

193.60% 12.50% -11.39%

Locust Street Connector Locust & US 151/61

16,300

20,000

20,000

22.70%

Loras Blvd.

University Avenue to Bluff Street Bluff Street to Central Avenue

10,000 7,900

10,100 7,900

10,100 7,900

1.00% 0.00%

5,200 9,000

5,600 13,000

5.66% 18.18%

12,200

12,800

13,00

6.56

6,300 7,000

6,800 5,900

6,100 3,750

-3.17% -46.43%

13,200

10,700

11,200

-15.15%

Cedar Cross & Kelley Lane US 20 to Fremont Kelley Lane to Rockdale Road Rockdale Road to US 151/61

Kaufman Avenue JFK to N. Grandview Avenue 5,300 N. Grandview Avenue to Central Avenue11,000 N. Grandview Avenue US 20 to University Avenue University Avenue to Kaufmann Avenue Kaufmann Avenue to W 32 nd Street S. Grandview Avenue US 151/61 to US 20

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Chapter 3 Table 3-2

Historical Annual Average Daily Traffice for Key Roadways Continued 1997

US 20 Peosta to Old Highway Road East Bound West Bound Old Highway Road to Devon Drive East Bound West Bound Devon Drive to Locust Street East Bound West Bound US 52 4th Street to 21st Street South Bound North Bound 21st Street to Aquin Street Aquin Street to IA 32/ NW Arterial NW Arterial to Sherrill Road

2001

2005

% Change

9,500 9,500

10,000 10,000

10,450 10,450

10.00% 10.00%

14,550 14,550

15,150 15,150

15,900 15,900

9.28% 9.28%

8,400 8,400

15,650 15,650

17,500 17,500

108.33% 108.33%

11,100 7,300

9,700 7,000

9,000 7,400

-18.92% 1.37%

N/A

9,800

11,100

13.27%

8,200 4,610

8,000 2,500

10,100 5,300

23.17% 14.97%

1997 US 151/61 Bridge to Maquoketa Drive Maquoketa Drive to US 151/61 Intersection

2001

2005 % Change

19,900

19,700

20,000

0.50%

12,000

20,200

16,000

33.33%

US 151/61 Bridge

17,000

18,300

19,600

15.29%

US 151/61 North of Wisconsin 11

14,100

14,600

N/A

3.55%

6,600

6,100

N/A

-7.58%

4,700

4,400

4,250

-9.57%

US 20 East of 6 th Street in Illinois 10,500

11,800

10,100

-3.81%

Wisconsin 11 between US 61/151 and Illinois 35 Illinois 35 between Wall Street and Wisconsin 11

Source: DMATS

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Chapter 3 Table 3-3

Historical Annual Average Daily Traffic for Key Intersections 1997

2001

2005

% Change

US 20 and Locust Street Locust Street North Bound South Bound

25,100 12,400

26,400 13,700

27,700 11,900

10.36% -4.03%

US 20 East West

19,500 23,300

26,700 31,900

26,700 29,900

36.92% 28.33%

Locust Street Connector Locust Street North

16,300

20,100

19,000

16.56%

US 151/61 North South

28,500 14,600

33,500 16,200

31,100 14,900

9.12% 2.05%

% 1997

2001

2005

Change

US 20& NW Arterial US 20 East West

18,500 18,500

23,900 23,900

25,300 24,600

36.76% 32.97%

NW Arterail North

12,900

19,200

21,400

65.89%

US 20& Swis Valley Road US 20 East West

N/A N/A

17,700 15,300

18,200 16,500

2.82% 7.84%

Swiss Valley Rd

N/A

810

610

-2469%

NW Arterial & Pennsylvania Avenue NW Arterial North N/A South N/A

12,700 19,900

15,200 20,700

19.69% 7.84%

Grandview Ave & US 20 Grandview Ave. North South

13,200 14,500

12,600 10,700

13,000 11,200

-1.52% -22.76%

US 20 East West

23,000 23,000

31,300 32,300

29,900 31,800

30.00% 38.26%

Pennsylvania Avenue East West

N/A N/A

13,700 12,700

14,500 13,100

5.84% 3.15%

Northwest Arterial & Asbury Road NW Arterial North South

N/A N/A

8,100 12,600

10,000 15,800

23.46% 25.40%

Asbury Rd East West

N/A N/A

11,600 15,400

14,300 19,300

23.38% 25.32%

US 20& JFK/Cedar Cross Road US 20 East West

31,200 23,300

31,300 25,700

33,400 27,100

7.05% 16.31%

JFK Road North Cedar Cross Road South

15,200 9,000

18,200 12,100

15,800 10,200

3.95% 13.33%

US 20& Wacker Drive US 20 East West Wacker

22,500 20,900 10,000

25,100 24,600 10,200

26,400 25,600 9,300

17.33% 22.49% -7.00%

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Chapter 3 Table 3-3

Historical Annual Average Daily Traffic for Key Intersections continued 1997

2001

2005

NW Arterial & US 52 US 52 North South

N/A N/A

2,500 8,000

5,300 10,100

112.00% 26.25%

NW Arterial John Deere Road

N/A N/A

N/A 3,790

9,800 7,000

N/A 84.70%

JFK Road & Pennsylvania Ave JFK Road North South

20,500 20,500

28,500 23,600

19,500 18,800

-4.88% -8.29%

Pennsylvania Avenue East West

9,200 17,500

11,000 13,800

11,300 13,600

22.83% -22.29%

JFK Road & Asbury Road JFK Road North South Asbury Road East West

11,600 20,500 15,200 10,200

11,600 17,200 14,300 11,600

11,800 16,000 16,400 14,400

1.72% -21.95% 7.89% 41.18%

JFK Road & Wacker Drive JFK Road North South

18,600 17,400

23,600 16,400

18,800 15,800

1.08% -9.20%

Wacker Drive Cedar Cross Road South

10,000 9,000

10,200 12,100

9,300 10,200

-7.00% 13.33%

Wacker

10,000

10,200

9,300

-7.00%

Source: DMATS

DMATS 2031 Long Range Transportation Plan

%

% Change

1997

2001

2005

Change

19,900 16,880

19,900 19,900

18,000 18,000

3.45% 6.64%

6,100

6,900

7,200

18.03%

19,900 14,900

19,900 20,900

18,000 13,900

-9.55% -6.51%

Bellevue Rd East (US 52) Twin Valley Drive West

6,400 3,610

7,700 6,000

7,300 5,700

14.06% 57.89%

US 52 & 32nd Street US 52 North South

8,500 9,500

9,800 11,000

9,400 9,600

10.59% 1.05%

32nd Street East West

7,000 8,900

7,900 10,000

5,700 6,200

-18.57% -30.34%

University Avenue & Asbury Rd University Avenue East Southwest

20,300 20,300

24,000 16,500

24,000 20,000

18.23% -1.48%

Asbury Road Northwest

13,600

11,900

14,500

6.62%

20th Street & Central Avenue Central Avenue North South

10,800 10,800

10,300 11,300

9.000 9,400

-16.67% -12.96%

4,050

4,780

3,820

-5.68%

US 151/61 & Grandview Ave US 61/151 North South Grandview Avenue West US 151/61 & Bellevue Rd US 61/151 North South

20th Street

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Traffic engineers are concerned about the current function of an existing facility and designing improvements to an existing facility usually refers to the peak-hour lane volumes. For long-range planning purposes, less specific information is generally used. Planning documents such as long-range plans usually are focused on the 24-hour capacity as expressed in the AADT. There are two methods of identifying congestion within an area. The first is simply through observation of the road system to identify road segments or intersections that are congested. Please note that this method can be extremely time consuming. The second method is to carry out a comparison of the estimated roadway capacity with the AADT that has been measured for the roadway. This approach supplies a general indication of the road segments that are congested but will not identify every location where congestion is being experienced. Some locations may not be identified because the segment is subject to very high peak-hour volumes that exceed lane capacity and result in congestion. These locations typically relate to a land use practice that produces very high traffic peaks. Examples of land uses practices that produce high traffic peaks include schools, businesses (which operate strictly regulated shifts) and sporting or entertainment facilities. It should also be noted that many road segments are subject to congestion on an infrequent basis due to unusual events that either limit roadway capacity or result in a very high traffic peak. An example of an event might be the county fair or the Grand Excursion which occurred in the summer of 2004 along the Mississippi River. The purpose here is not to carry out a highly technical analysis of any type required by a specific study of a road segment, but this analysis is designed to indicate roads that could be approaching capacity for further study. The following assumptions have been made for this capacity analysis: •

Capacity is analyzed for Level of Service D, which represents high-density, stable traffic flows. Speed and freedom to maneuver are severely restricted and generally the driver experiences a poor level of comfort and convenience. Small increases in traffic flows will cause operational problems. Level D represents the highest traffic level that would be considered “stop and go” traffic by motorists.

•

The capacity analysis assumes a moderate level of land development adjoining the road and a moderate number of access points for non-access controlled roadways.

•

The capacity analysis will be based on three factors: number of lanes, presence of a median and the presence of left turning lanes.

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Chapter 3

Table 3-4 shows the roadway capacity that will be used as the maximum capacity for each combination of lanes, median and left turn lanes.

Table 3-4

Estimated Roadway Capacity

Number of Lanes

Estimated Capacity

Two Lanes Undivided Without Left Turn Lanes With Left Turn Lanes

6,030 7,980

Four Lanes Undivided Without Left Turn Lanes With Left Turn Lanes

12,145 16,045

Four Lanes Divided Without Left Turn Lanes With Left Turn Lanes

13,540 17,720

Four-Lanes-Access Controlled

75,730

Map 3-5 identifies the road segments in which the above method concludes as being congested. Red lines on the map indicate street segments that are congested due to the capacity of the road. Yellow lines indicate roads that may not be congested now but may be congested in the next five to ten years based on current traffic growth rates. Congested intersections were also identified in the analysis and are shown on the map as red dots. The locations identified are only situations that the roadway or intersection capacity is a limiting factor. Congestion caused by land use and unusual events has not been identified.

These roadway segments have been identified as congested: Central Ave from E. 32nd St to E 21st St Locust St from Dodge St to Locust St Connector US 20 from Julien Dubuque Bridge to Locust St US 20 from Devon Dr to Old Highway Rd University Ave from Delhi St to Asbury Rd Asbury Rd from University Ave to IA 32/NW Arterial Kaufmann Ave from Central Ave to Kane St Pennsylvania Ave from Radford R to Algon St Clarke Dr from Asbury Rd to Algon St Cedar Cross Rd from US 20 to Delhi St

In a number of cases, roadways that are not identified as congested would be considered by some residents in the DMATS area to be congested based on personal experience. A good example of this would be JFK Rd south from Asbury Rd to US 20. In this case, the congestion that is being experienced is not the result of inadequate capacity in the roadway segment, but a capacity problem at the intersection. Capacity problems at the intersection result in traffic backups at the signals that cause vehicles to wait through several light cycles before clearing the intersection.

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Safety Safety is also an important concern related to the roadway system. Most accidents do not result from a single cause. Causes of accidents can include behavior (drunk driving, inattention), driver errors, weather-related factors, operational failures of the vehicle, roadway geometrics and prevailing traffic patterns. Accident analysis is a complex and technical field of study that is beyond the scope of this long-range transportation plan. Nonetheless, safety is clearly a high priority for the transportation and roadway systems in particular.

To address this concern, a statistical study of the roadways in the DMATS area has been undertaken. The purpose of this study was to identify road segments and intersections that have been the location of a significantly higher proportion of accidents over the course of a five-year period than other locations. This analysis was carried out using crash data provided by the IDOT for the years 2001 to 2004. These years represented the most recent period for which data is available. During this period there were a total of 5,892 accidents reported in the DMATS area. These accidents were analyzed statistically to identify areas that had the highest rate of accidents.

For these intersections, the accident rate was determined by using the number of accidents per intersection , AADT or the average number of trips per day through the intersection. Once the rate of accidents in each intersection was identified, the criteria for statistical significance would be determined. Overall, it was determined that any intersection which was greater than the average for its intersection class by two or more standard deviations would be considered significant. Two standard deviations represents a 95% confidence interval, meaning that there is 95% confidence statistically that the intersection is indeed a high crash intersection. Map 3-6 shows the 2005 traffic counts for the DMATS area.

As shown in Table 3-5, JFK Rd from Wacker Dr to Asbury Rd had the highest number of crashes at 316. However, Loras Blvd from Bluff St to Central Ave had the highest crash rate at 3,512. The crash rate takes into consideration factors such as the AADT count.

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Chapter 3

Map 3-7 shows the highest crashes for road segments in the DMATS area. Table 3-5 shows the highest accident street segment in the DMATS area, which is Bluff St to Central Ave. Table 3-5 Road Name

Asbury Rd University Ave to JFK University Ave Delhi St to Asbury Rd Asbury Rd to Pennsylvania Ave

Highest Crash Rates By Street Segment # of Crashes

223 80 34

Average # of Accidents

557 680 741

Average #of accidents in Iowa

465 465 465

Road Name

# of Crashes

Average # of Accidents

Average #of accidents in Iowa

59

954

465

93 22

758 874

465 465

US 20 Old Highway Rd to Devon East Bound West Bound

184 184

336 339

309 309

N. Grandview Ave US 20 to University Ave Uniersity Ave to Kaufmann Ave Kaufmann Ave to W 32nd St

Pennsylvania Ave University Ave to JFK JFK to IA 32/NW Arterial

104 181

534 1,203

465 465

JFK US 20 to Wacker Dr Wacker Dr to Asbury Rd

88 316

1,109 937

465 465

Devon Dr to Locust Dr East Bound West Bound

125 125

241 290

309 309

Clarke Dr W Locust St to Asbury Rd

25

1,529

465

Locust St Connector

37

1,171

309

US 52 4th St to 21st St North bound South Bound

274 157

1,979 922

309 309

142 119

778 3,512

465 465

21st to Aquin

255

1,045

309

Loras Blvd.

University Ave. to Bluff St Bluff St to Central Ave

DMATS 2031 Long Range Transportation Plan

Source: DMATS 55

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Chapter 3

Table 3-6 shows the number of crashes as well as the crash rate for several key intersections within the DMATS area. US 20 at the intersection of JFK Rd and Cedar Cross Rd had the highest number of crashes in the DMATS area at 96. However, JFK Rd at the intersection of Pennsylvania Ave followed closely with 93 crashes. Map 3-8 shows the highest crashes for intersections within the DMATS area. Table 3-6 shows the highest accident intersections in the DMATS area.

Table 3-6 Road Name

Highest Crash Rates by Intersection # of Crashes Years

Crash Rates

Average Accident Rate

Road Name

# of Crashes Years

Crash Rates

Average Accident Rate

US 20 & Locust St Locust Ct Connector Grandview Ave & US 20 US 20 & JFK/Cedar Cross Rd US 20 & Wacker Dr

77 56 44 96 77

4 4 4 4 4

1.10 1.18 0.170 1.52 1.72

0.9 0.9 0.9 0.9 0.9

US 52 & 32nd St 20th St & Central Ave University Ave & Asbury Rd N. Grandview Ave, Delhi St & Grace St

37 69 31

4 4 4

1.64 4.25 0.73

0.9 0.9 0.9

31

4

1.37

0.9

US 20 & IA 32/NW Arterial US 20 & Swiss Valley Rd IA 32/NW & Pennsylvania Ave IA 32/NW & Asbury Rd IA 32 N/W & US 52 N

48 6 34 42 24

4 4 4 4 4

0.92 0.23 0.73 0.97 1.02

0.9 0.9 0.9 0.9 0.9

Locust St & W 10th St E. 11th St & Central Ave E. 11th St & White Loras Blvd & Locust St Loras Blvd & Central Ave.

25 21 14 34 31

4 4 4 4 4

1.66 1.39 1.08 1.79 1.34

0.9 0.9 0.9 0.9 0.9

JKF Rd & Pennsylvania Ave JFK Rd & Asbury Rd. JFK Rd & Wacker Dr US 151/61 & Grandview Ave US 151/61 & Bellevue Ave

93 55 68 21 32

4 4 4 4 4

2.02 1.29 2.12 0.67 0.98

0.9 0.9 0.9 0.9 0.9

E 17th St & White St E 17th st & jackson St E 20h St & Jackson St

21 21 19

4 4 4

1.74 1.37 0.72

0.9 0.9 0.9

DMATS 2031 Long Range Transportation Plan

Source: DMATS

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Travel Demand Forecasts The Dubuque Metropolitan Area Transportation Study Model - The previous section provides an inventory of the roadway system within the DMATS area as it exists presently. However, this long range transportation plan is also concerned with the next 25 years and what the transportation needs for the area will be. The technique used for forecasting travel on the roadways of the area is called Travel Demand Forecasting. Travel demand forecasting is roughly 45 years old. The earliest DMATS Travel Demand Forecast Model was prepared in 1965. The object of this early model was to help evaluate major infrastructure investments.

Travel demand forecasting involves four steps: trip generation, trip distribution, modal choice and trip assignment.

Trip generation is the number of vehicle trips to and from activities in the analysis area. Trip generation is based on the use of land that is generally described in terms of population and employment. Specific factors which influence the number of trips in an area include auto ownership rate, income, household size, density, type of development, availability of public transportation and the quality of the transportation system. Trip generation estimates the number of trip productions (starting points) and trip attractions (ending points) for each traffic analysis zone. Traffic analysis zones are small geographic area for which the socioeconomic data described above is summarized.

In the current DMATS Travel Demand Model there are 153 TAZs. Trip distribution is the second step in the travel demand modeling process. Trip distribution links the trip productions to the trip attractions for each pair of TAZs. The critical factor which influences trip distribution is the distance between the pair of TAZs and the ease or difficulty of the trip.

Modal choice analysis is the third step in the travel demand forecast process. In the modal choice analysis, the number of trips between all pairs of TAZs is split between the possible modes of travel between those TAZs. In a large metropolitan area the modes that are possible might include vehicle, transit, light rail, bicycle or walking and in some areas even ferry or water taxi. The Dubuque Metropolitan Area is much simpler than the large urban areas. In the DMATS area over 95% of all trips are made in vehicles. As a result, the other modes are largely ignored in the development of the travel demand model and all trips are assumed to be made in vehicles for modeling purposes.

Trip assignment is the last step in the travel demand forecasting process. In trip assignment, trips are assigned to specific travel paths in the model which represent the main streets and intersections in the DMATS area. The model chooses the travel path for each trip to minimize the total travel time for the trip from beginning to end. In addition, in trip assignment, the travel demand model accounts for the amount of congestion on each of the roads and the delay that results from that congestion.

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As a result, in trip assignment, if the model determines that a particular trip could be accomplished in less time on a parallel route that is a longer distance but allows faster travel due to a lower level of congestion, the model will chose that path over the shorter distance path.

The Dubuque Metropolitan Area Transportation Study Model Model development begins with the preparation of socioeconomic forecasts for the entire area for a 25-year time horizon. The forecasts used in the DMATS travel demand model are documented in Chapter 2 of DMATS 2031 LRTP and Appendix A. Forecasted variables include population, number of households, employment by type, and auto ownership.

These forecasts are developed for the 153 TAZs. A computerized roadway network is then developed. All the main roads in the area are categorized based on their capacity, speed of travel, number of lanes, existence of turn lanes and surrounding land uses. This road network is then used by the model to simulate trips between the production and attraction pairs of TAZs as described in the previous paragraph for trip assignment. The model is then calibrated.

In calibration, all the parts of the model are checked for accuracy against the actual roadway system, see Appendix A for calibration results. Most importantly, the actual travel that is predicted by the model for the base year is checked against actual traffic counts that were conducted in that year. This allows the model developer to be confident that the model is accurately predicting travel patterns across the entire area. The standards used for testing the calibration of the model are set by the National Cooperative Highway Research Program and the Transportation Research Board.

Map 3-9 shows the forecast of congested roads in the Dubuque Metropolitan Area for the year 2020 based on the DMATS Travel Demand Forecasting Model. Map 3-10 shows the forecast of congested roads in the Dubuque Metropolitan Area for the year 2031 based on the DMATS Travel Demand Forecasting Model. These maps were produced by using the model to forecast traffic for major Dubuque streets resulting from the adopted population and employment forecasts as described in Chapter 2. Roadways are identified as being over capacity for which the forecast of traffic volume to roadway capacity ratio is over 1.00. This means that the forecast shows that more traffic will attempt to use the road than it is designed to accommodate. One important assumption has been made in these forecasts related to the availability of new road facilities that are not yet built at this time. It is assumed that the IA 32/SW Arterial will be built.

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IA 32/SW Arterial – The travel demand modeling for the DMATS 2031 LRTP assumes that the IA 32/SW Arterial will be constructed and available for use by 2020. The proposed project is a four-lane, controlled access facility which extends from US 20 southeast to the intersection of US 61/151 and Old Davenport Rd. This alignment will have its north terminus of the project at the location of the current intersection of US 20 and Seippel Rd; and, the south terminus at Us 151/61 and Old Davenport Rd intersection. It should be noted that if the IA 32/SW Arterial Project is not constructed as proposed, it will have a very large impact on traffic in the Dubuque area. As is noted in the issues section, South Grandview Ave and Kelly Ln are both forecast to be over capacity by 2005. If the IA 32/SW Arterial Project is not constructed, the DMATS Travel Demand Forecast Model shows that these roads will come under increasing pressure. This will result in heavy congestion on these streets and in the surrounding areas. If for any reason it is determined that the IA 32/SW Arterial Project will not be built, the travel demand modeling used in this plan should be re-evaluated. In addition, travel demand modeling that was conducted as part of the IA 32/SW Arterial Project Location Study shows that use of the roadway by travelers is very sensitive to the location of the northern and southern end points.

Issues Based on the analysis of current and forecasted conditions, the following issues have been identified.

IA 32/SW Arterial – As described previously, the project location study and environmental assessment for the IA 32/SW Arterial Project are completed. At this point, there has not been a funding commitment to the project by the IDOT Commission nor has the project been scheduled for construction. Until such time, it should remain an issue for the DMATS area due to the area-wide traffic circulation impact that will result if the roadway is not constructed.

US 20 Mississippi River Crossing Capacity Improvement (Julien Dubuque Bridge Parallel Span) –This project is also under study. Due to the impact of this project on the US 61/151 Wisconsin Bridge it should continue to be considered an issue for DMATS future planning.

US 20 from Devon Dr to the City of Peosta Interchange – Two segments of US 20 from Devon Dr to IA 32/NW Arterial and IA 32/ NW Arterial to the city of Peosta interchange have already been identified as experiencing traffic problems based on current data. The segment between Devon Dr and IA 32/NW Arterial is reaching capacity. The segment between IA 32/NW Arterial and the Peosta interchange is one of the fastest growing corridors in the DMATS area. Modeling shows that traffic will continue to grow rapidly in this corridor through 2031.

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University Ave from N. Grandview Ave to Asbury Rd – This corridor is currently over capacity from N Grandview Ave. to the intersection of Asbury Rd. Travel demand modeling shows that the entire corridor will be over capacity by 2031.

Asbury Rd from University Ave to Radford Rd – This corridor is currently reaching capacity from the intersection of University Ave. and Asbury Rd to the intersection of Asbury Rd and Radford Rd. Travel demand modeling shows that the entire corridor will be over capacity by 2031. In addition, several congested intersections (University Ave and Asbury Rd; Asbury Rd and Hillcrest Ave; Asbury Rd and JFK Rd; and Asbury Rd and IA 32/NW Arterial) are also in this corridor. Also, the segment of this corridor from the intersection of University Ave and Asbury Rd to the intersection of Asbury Rd and Hillcrest Ave is one of the highest accident corridors in the area. As is described later, this corridor is also a key route for bicycle transportation.

Pennsylvania Ave / Middle Rd from University Ave to Sieppel Rd – A portion of this corridor is currently reaching capacity (JFK Rd to IA 32/NW Arterial). Other segments will exceed capacity over the course of the next 25 years due primarily to new development on the west side of the city of Dubuque.

Clarke Dr from W Locust St to Asbury Rd – This segment is over capacity primarily due to it is the easiest travel path to Dubuque Senior High School and Clarke College from the west/southwest. The narrow right-of-way and on street parking severely limit capacity.

In addition, the intersections at both ends are very difficult visually to maneuver through.

Central Ave from 21st St to 29th St – The southern portion of this road segment is already over capacity and congestion is forecast to spread north during the next 25-year period.

Locust St Connector – The segment of Locust St immediately north of US 20 and the Locust St Connector is expected to exceed capacity in approximately 2015. This will be due to increasing traffic levels on both US 20 and US 61/151 and the resulting increase in movements between the two primary roads. Although this is a very short segment that is over capacity, it is important because of the effect of congestion at locations on both US 20 and US 61/151.

N. Grandview Ave between US 20 and Clarke Dr – This segment is expected to exceed capacity in the next 25 years of the plan.

Map 3-11 shows the projected AADT in the Dubuque Metropolitan Area for the year 2031 based on the DMATS Travel Demand Forecasting Model.

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Projects Based on the list of issues for the DMATS area, staff and the Technical Advisory Committee identified a series of projects through a selection process which would address the major capacity, safety and access control issues. These projects were then tested using the DMATS Travel Demand Model and the adopted DMATS socioeconomic forecasts to determine if the proposed projects would result in the expected traffic improvements at the horizon year (2031). This was an interactive process. In some cases, the projects as initially suggested failed to provide the expected improvements. As a result, those projects were re-conceptualized and re-tested until a solution was identified. The cost of development of the proposed projects was then estimated using construction estimates and right-of-way costs provided by the city of Dubuque’s engineering department and the IDOT. In several cases, more specific cost estimates have been developed for projects as part of the environmental assessment and project feasibility process. In those cases, the more specific project cost estimates have been used and identified in the project descriptions.

The proposed roadway projects in this plan have a total cost of over $353 million. This substantially exceeds the federal fund budget that is available to the MPO. Under ISTEA, TEA-21 and SAFETEA-LU, metropolitan planning organizations like DMATS are required to produce financially constrained transportation plans. This means that the MPO must identify its priorities for the expenditure of federal funds that it can reasonably be expected to have access to in the 20-year plan time frame. The following description of the proposed projects divides the projects between prioritized projects and illustrative projects. The prioritized projects are those that the DMATS Policy Board views as highest priorities and to which the DMATS Policy Board has made a commitment of federal funds. Illustrative projects are those that are necessary to meet the transportation needs of the area in the future, but for which funding sources have not yet been identified. When and if additional funding sources are identified from local, state or federal sources some of the illustrative projects may be prioritized by the DMATS Policy Board.

Prioritized Projects After reviewing the list of proposed projects, the DMATS Policy Board identified it’s priorities for this 2031 LRTP based on consideration of the following factors: Road System Funding – In evaluating the entire list of proposed projects, the DMATS Policy Board recognized that there are three different road systems with access to different funding streams and established different levels of regional priorities for each. The NHS roadways like US 20, US 61 and US 151 are considered a priority concern for the federal government and the three states. As a result, specific funds are set aside at the federal level and provided to the state to pay for improvements to the NHS roads. The DMATS Policy Board believes that it is the responsibility of each state’s Department of Transportation to fund improvements to these NHS roads using the funds set aside for that purpose.

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As a result, the DMATS Policy Board has not prioritized any of the proposed NHS road projects for DMATS federal funds. This does not eliminate the possibility of any future funding commitment to the projects by the DMATS Policy Board.

On the State Primary Road System, the DMATS Policy Board chose to maintain its commitment to projects that will bring about the greatest improvement in regional mobility. In reviewing the list of proposed projects, the DMATS Policy Board felt that the greatest area of unmet needs for transportation improvements was on the federally eligible local road system. As a result, the majority of the available DMATS federal funds have been prioritized for projects on that system.

Federal Requirements – Expenditure of DMATS federal funds requires that all projects meet federal requirements. Federal requirements include environmental review, specific procurement requirements, right-of-way requirements and others. These requirements are imposed whether the project is proposed to receive the maximum percentage of federal funds (80%) or a lesser percentage. The members of the DMATS Policy Board also felt that it was most efficient to commit federal funds to a few high cost projects and avoid imposing the federal requirements on smaller projects that could be accomplished with local funds.

Project Selection– There are 14 projects proposed in the draft of the 2031 LRTP for the Federally Eligible Local Road System. In reviewing the list of proposed projects, the DMATS Policy Board has decided to prioritize funding for projects based on Economic Vitality, Access & Mobility, Safety, Physical Conditions and Connectivity.

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Environmental Assessment and Preliminary Engineering Studies – As noted above, each of the projects proposed to be accomplished with DMATS federal funds will require an environmental assessment and a preliminary engineering study. The DMATS Policy Board has determined that these studies should also be accomplished with federal funds. These studies will provide the public with more information on the cost and the anticipated impacts of the proposed projects. Once these studies are completed, it will be possible to make decisions in regard to the timing of each project. In addition, if the impacts of the proposed projects are identified as too high, the DMATS Policy Board will have the opportunity to change priorities to other projects that have been identified in the DMATS 2031 LRTP.

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The following projects have been prioritized by the DMATS Policy Board for the use of federal funds. Table 3-7 shows the prioritizations of roadway projects in the DMATS area. Map 3-12 shows the location of the prioritized projects that are planned to be done between the Federal Fiscal Years (FFY) of ‘07 to ‘16. Map 3-13 shows the location of the prioritized projects that are planned to be done between FFY ‘16-FFY’ 31.

Table 3-7

DMATS Roadway Projects Priorities Period of Construction

Type of Projects

Estimated Cost

2006 - 2016 2016 - 2031

National Highway System Projects US 20 West from Peosta Interchange to Devon Drive Plumb St Extension in East Dubuque US 20 Repaving State Primary Road Projects IA 32/SW Arterial (Two Lane) IA 32/NW Arterial - US 20 to US 52

$60,000,000 $3,650,000 $2,450,000

$70,000,000 No Estimates Available

Local Road Projects - Federally Eligible Asbury Rd from University Ave to IA 32/NW Arterial Asbury Rd from IA 32/NW Arterial to Seipple Rd North Cascade Rd Clarke Dr from West Locust St to Asbury Rd Bell St Extension University Ave from Delhi St to Asbury Rd Middle Rd N Grandview AveExtension to IA 32/NW Arterial Y-21 Sundown Rd East Dubuque Transportation Study DMATS 2031 Long Range Transportation Plan

$12,612,000 $4,700,000 $1,324,000 3260000 $494,000 $5,242,000 4515000 $3,017,000 $250,000 $125,000

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1. IA 32/SW Arterial The travel demand modeling for the 2031 LRTP assumes that the IA 32/SW Arterial will be two lanes and available for use by 2010 and completed by 2020. The proposed project is divided into two phases. Phase I is treated as a funding available project and Phase II is treated as Illustrative.

Phase I is a two-lane controlled-access facility from US 20 southeast to the intersection of US 61/151 and Old Davenport Rd. Phase II is the addition of two more lanes in each direction. This section will then become a four-lane, controlled-access facility project which extendsfrom US 20 southeast to the intersection of US 61/151 and Old Davenport Rd. The IDOT has completed a Supplemental Environmental Assessment and Project Location Study for the project. This alignment will have its north terminus of the project at approximately the location of the current intersection of US 20 and Seippel Rd and south at US 151/61 and Old Davenport Rd. Estimated Cost: Phase I Project Environmental and Preliminary Design Study Development Cost

Completed $70,000,000

2. US 20 West from the City of Peosta Interchange to IA 32/NW Arterial The proposed project includes a wide range of potential improvements ranging from a fully access controlled, four-lane facility to a signalized arterial. In July of 2002 the IDOT split the project area into two project areas. The first (west segment) extended from the Peosta interchange to just past the IA 32/NW Arterial intersection in Dubuque. The second segment (east segment) extends from IA 32/NW Arterial to Devon Dr. An Environmental Assessment (EA) and Finding of No Significant Impact (FONSI) were completed on the west segment in 2003. A Corridor Preservation Zone (CPZ) within the west segment was subsequently established to assist in protecting development within the west segment. Preliminary Design of an area within the west segment encompassing the Swiss Valley Interchange has been completed.

The east segment is explained in the Illustrative Project Listings later in the chapter.

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Funding for both east and west segments has not presently been identified. However, it is anticipated that each segment will be constructed in stages as funding becomes available.

A Description of the proposed improvements and potential construction time frame within each of the segments is as follows: The West Segment extends from the Peosta interchange to just beyond the intersection with the IA 32/NW Arterial. The proposed improvements within this segment include: *Thunder Hills Rd Interchange, development of frontage roads and purchase of existing points of access, and Cox Springs Rd overpass – 2016 to 2031 *Relocation of the west bound lanes in the North Cascade Rd-Swiss Valley Rd area – 2006 to 2011 *An interchange at Swiss Valley Rd and associated frontage roads and purchase of existing points of access – 2006 to 2016 *Seippel Rd Interchange and associated frontage roads to be constructed with the completion of the IA 32/SW Arterial currently under design by the City of Dubuque – 2016 to 2031 *Upgrade of the intersections at Old Highway Rd and the IA 32/NW Arterial. The preferred alternative at each of these locations is currently controlled by traffic signals – 2011 to 2031 Estimated Cost: Western Segment Project Environmental and Preliminary Design Study Development Cost

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Completed $60,000,000

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3. IA 32/NW Arterial from US 20 to US 52 The IA 32/NW Arterial corridor in western Dubuque is a high level growth area for the metropolitan area. Operational and safety concerns are heightened with the dramatic growth of traffic volumes along the road in the last five years. A study is currently underway to document present traffic and roadway characteristics, assess current (year 2005) peak-hour traffic operations, and evaluate the three-year crash data to recommend short-term operational or safety-related improvements of the corridor. Additionally, the study is to document future improvement needs to include short-term, intermediate and long-term recommended improvements based on future years 2010, 2020, and 2030 respectively.

Funding has not presently been identified for future corridor improvements. However, it is anticipated and recommended that improvements be constructed in stages as funding becomes available. There is no estimate of cost for corridor improvements at this time. Potential construction time frame is projected to occur between 2016 and 2031.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost

Completed Not Calculated

4. Asbury Rd from University Ave to IA 32/NW Arterial The proposed project would be developed in three segments: Segment 1 includes Asbury Rd from University Ave to JFK Rd. This segment will require a three-lane undivided section with left turn lanes at the high traffic intersections. In addition, some intersection improvements/realignments may be necessary at Clarke Dr, Hillcrest Rd, and JFK Rd. DMATS Travel Demand Model indicates that this segment of the project will serve approximately 20,000 AADT in 2031 east of JFK Rd. Segment 2 includes Asbury Rd from JFK Rd to the IA 32/NW Arterial. This segment will require a three-lane undivided section with left turn lanes at the high traffic intersections. In addition, some intersection improvements/realignments may be necessary at Sam’s Club entrance and IA 32/NW Arterial intersection. DMATS Travel Demand Model indicates that this segment of the project will serve approximately 23,000 AADT in 2031 west of JFK Rd. Prior to undertaking this proposed, project a corridor study would be required. With the required 20% local match this represents full funding for the project.

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Estimated Cost: Project Preliminary Design Study Development Cost Segment 1 – Asbury Rd from University Ave to JFK Rd Segment 2 – Asbury Rd from JFK Rd to IA 32/NW Arterial

$343,000 $8,726,000 $3,543,000 Total $12,612,000

5. Asbury Rd from IA 32/NW Arterial to Seipple Rd The segment includes Asbury Rd from IA 32/NW Arterial to Seipple Rd. This segment is currently a two-lane, rural type road in the City of Asbury. This particular segment of roadway would need to be improved to an urban design with at least two lanes and a left turn lane. In addition, some intersection improvements/realignments may be necessary at Saratoga/Heacock Rd and at Seippel Rd. The DMATS Travel Demand Model indicates approximately 14,000 AADT west of that point. Prior to undertaking this proposed project, a corridor study and environmental assessment would be required.

Project Preliminary Design Study Development Cost Segment - Asbury Rd from IA 32/NW Arterial to Seipple Rd

$200,000 Total

$4,500,000 $4,700,000

6. North Cascade Rd from Proposed IA 32/SW Arterial to Cedar Cross Rd In this proposed project, North Cascade Rd would be reconstructed in the existing alignment including grade improvements and some geometric improvements to curves. These improvements would be undertaken in anticipation of increased traffic levels after the completion of the IA 32/SW Arterial. The DMATS Travel Demand Model indicates that this roadway will serve approximately 9,000 AADT in 2031.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost Total

DMATS 2031 Long Range Transportation Plan

$57,000 $1,267,000 $1,324,000

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7. University Ave from Delhi St to Asbury Rd Segment 1 includes University Ave. from Delhi St. to Loras Blvd. This segment would be improved to a four-lane urban arterial without turn lanes. The DMATS Travel Demand Model indicates that this segment of the project will serve approximately 15,000 AADT in 2031.

Segment 2 includes University Ave from Loras Blvd to Asbury Rd. Traffic forecasts show that this segment requires a minimum of a fourlane, divided urban arterial facility with both left and right turn lanes. An alternative could be a one-way couplet with three lanes in each direction. The DMATS Travel Demand Model indicates that this segment of the project will serve approximately 27,500 AADT in 2031.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost University Ave from Delhi St to Asbury Rd

$100,000 Total

$5,142,000 $5,242,000

8. Middle Rd The segment includes Middle Rd from IA 32/NW Arterial to Seippel Rd. This segment would be improved to a three-lane divided section. The proposed project will help in connecting IA 32/SW Arterial to IA 32/NW Arterial reducing congestion on US 20. Prior to undertaking this proposed project, a corridor study and environmental assessment would be required.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost Segment – IA 32 to Seippel Rd

$270,000 Total

$4,245,000 $4,515,000

9. Clarke Dr from West Locust St to Asbury Rd This proposed project would improve the segment of Clarke Dr to a one-way couplet with two lanes in each direction. Prior to undertaking this proposed project, a corridor study and environmental assessment would be required. The DMATS Travel Demand Model indicates that this roadway will serve approximately 14,000 AADT in 2031.

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Estimated Cost: Project Environmental and Preliminary Design Study Development Cost Total

$60,000 $3,200,000 $3,260,000

10. N Grandview Ave Extension In this proposed project, N Grandview Ave would be extended north approximately one mile from its current end point at W32nd St to a signalized intersection on the IA 32/NW Arterial. The proposed road would be a two-lane, urban collector street design. The DMATS Travel Demand Model indicates that this roadway will serve approximately 16,300 AADT in 2031.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost Total

$100,000 $2,917,000 $3,017,000

11. Ice Harbor Area Streets (Bell St) This proposed project is part of reconstruction and potentially realignment of streets in the Ice Harbor area in support of the America’s River Project. The America’s River Project is a series of distinct but interrelated projects in the Ice Harbor area. The combination of these projects did dramatically change the waterfront of the City of Dubuque and increased the City of Dubuque’s attractiveness as a visitor destination. Included are the Mississippi River Museum, a new hotel and water park, an education and conference center, and a river walk and amphitheater. Total project cost was around $188 million. As part of the project, the City of Dubuque did reconstructed and realigned streets providing both internal circulation in the Ice Harbor area and also access to the Ice Harbor area from outside. These changes did assist in increasing internal circulation within the project and also improved access to the project for the community and for visitors from outside the area. The final improvement for this project is to connect Bell St Extension (Shot Tower Dr) to 3rd St overpass or 5th St and the railroad tracks to Central Ave. Estimated Cost: Development Cost

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$494,000

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12. Y -21 Sundown Rd The proposed project is to widen and resurface Sundown Rd on the northern part of the City of Peosta. This project will help in increasing safety on Sundown Rd as Sundown Rd is designated as a truck route in the DMATS area.

Estimated Cost: Development Cost

$250,000

13. Plumb St Extension in East Dubuque The proposed project is to Extend Plumb St to US 20 by adding a retaining wall; a new storm sewer, curb and gutters; and grading and paving. This project is part of improvements done to US 20 to accommodate the new bridge. This project is done through earmark funds that the IADOT and ILDOT received through the SAFETEA-LU Bill.

Estimated Cost: Development Cost

$3,650,000

14. US 20 Repaving This proposed project is for repaving US 20 from Barge Terminal Rd to the Little Menominee River. This project is fully funded by the Illinois Department of Transportation.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost

Not Required $2,450,000

15. East Dubuque Transportation Study In view of the changes that are taking place in and around the City of East Dubuque, the City management felt that a transportation study should be done for the City which will help the City to adjust to the new development. The City is contracting with ECIA to do this project. This project is 80% funded with Illinois STP monies.

Estimated Cost:

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$125,000

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Illustrative Projects The following projects have been identified by the DMATS Policy Board as essential for meeting the expected traffic demand in the DMATS area by 2031. However, at this time, sufficient funds have not been identified to allow DMATS to move forward with these projects. As a result, these projects have been included in the 2031 LRTP as illustrative projects. If at some point in the future, additional funds from existing sources or new funds are identified, the DMATS Policy Board may chose to prioritize some of the following projects.

1. IA 32/SW Arterial (Phase II) The travel demand modeling for the 2031 LRTP assumes that the IA 32/SW Arterial will be two-lane and available for use by 2010 and completed by 2020. The proposed project is divided into two phases. Phase I is treated as a funding available project and Phase II is treated as illustrative. Phase II is the completion of a four-lane, controlled-access facility which extends from US 20 southeast to the intersection of US 61/151 and Old Davenport Road.

The IDOT has completed a Supplemental Environmental Assessment and Project Location Study for the project. This alignment will have its north terminus of the project at approximately the location of the current intersection of US 20 and Seippel Rd and southeast at US 151/ 61 and Old Davenport Rd. Estimated Cost: Phase II Project Environmental and Preliminary Design Study Development Cost

Completed $60,000,000

2. IA 32/SW Arterial Extension The Seippel Rd corridor alignment was chosen as the main alignment for the IA 32/SW Arterial in May 2001 as it showed that it will enhance safety, economic development and free-flowing traffic in the area. The IA 32/NW Arterial Extension will provide a substantial benefit to local circulation. In this proposed project, the IA 32/NW Arterial would be extended south from its current intersection with US 20 to tie into the interchange for IA 32/SW Arterial at North Cascade Rd. This segment would be expected to be a four-lane roadway with access only available at English Mill Rd. This extension of the IA 32/NW Arterial would provide substantial traffic relief to local streets. Construction of this roadway would be dependent upon the completion of the IA 32/NWArterial - North Cascade Rd interchange and the US 20- IA 32/NW DMATS 2031 Long Range Transportation Plan

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Arterial interchange by the IDOT. An environmental assessment would be necessary prior to construction of the project. Estimated costs are very preliminary at this point due to the fact that the alignment and length of the project will depend upon the interchange types chosen by the IDOT for the interchanges at US 20 and at IA 32/NW Arterial.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost

$250,000 $40,000,000

3. US 20 Julien Dubuque Bridge Capacity Improvement The proposed project is a parallel span of a two-lane bridge immediately to the south of the existing US 20 Julien Dubuque Bridge. The project also includes an interchange at the current intersection of US 20 and Locust St in Dubuque, and an interchange and realignment of US 20 in East Dubuque/Jo Daviess County. The DMATS Travel Demand Model indicates that the improved bridge and roadway will serve38,000 AADT in the immediate area of the bridge in 2031. Further east toward Barge Terminal Rd, US 20 traffic volumes will be approximately 17,000 in 2025. A discretionary grant in the TEA-21 legislation has provided $28,000,000 toward the project. Iowa and Illinois have jointly agreed to pay one half of the required match for a total state commitment of $7,000,000.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost

In process $162,000,000

4. US 20 East from IA 32/NW Arterial Interchange to Devon Dr The East Segment extends from IA 32/NW Arterial east to Devon Dr. A portion of the environmental studies and analysis have been completed in this area. Final verification and documentation as well as preliminary design have not been completed. No preferred alternative has been identified and current concepts range from a full access controlled facility to a signalized arterial concept. A cost estimate was completed in 2004.

Estimated Cost: Eastern Segment Project Environmental and Preliminary Design Study Development Cost DMATS 2031 Long Range Transportation Plan

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5. Pennsylvania Ave This segment includes Pennsylvania Ave from JFK Rd to the beginning of the current four-lane section. This segment would be improved to a four-lane undivided section. Prior to undertaking this proposed project, a corridor study and environmental assessment would be required.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost JFK Rd to IA 32/NW Arterial

$150,000 $2,510,000

6. Badger Rd from Illinois State HWY 35 to US 20 In this proposed project, Badger Rd would be upgraded to a two-lane urban section with a continuous center turn lane for its entire length.

In addition, the southern terminus would be redesigned to allow a direct connection between Badger Rd and US 20 in conjunction with the US 20 Julien Dubuque Bridge Project. A project environment and design study will be necessary for this project.

Estimated Cost: Project Environmental and Preliminary Design Study Development Cost

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$250,000 $7,000,000

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City of Dubuque Illustrative Road projects Name

To

From

Type

Road Projects Locust St

5th St

17th St

HMA Resurfacing

Cedar Cross

Starlite

Cedar Cross Ct

PC Concrete Reconstruction

Kaufmann

Chaney

Bonson

HMA Resurfacing

9th/ Hill St Intersection

Spruce

Bluff

HMA Resurfacing

Studies Alternate East/West Corridor Study of Collector Streets Rockdale Rd Corridor Study

Asbury Rd, Pennsylvania Ave and Fremont/ N. Cascade Rd

Corridor Study

Maquoketa Dr

Grandview Ave

Corridor Study

Downtown Dubuque

Study

Downtown Traffic Study

Total

FY 08

FY 09

FY 10

FY 11

FY 12

$611,000 $1,635,000 $993,000 $200,000

$250,000 $100,000 $70,000

$250,000

$781,000

$1,635,000

$993,000

$200,000

FY 11

FY 12

City of Asbury Illustrative Road projects Name

TO

From

Type

FY 08

FY 09

FY 10

Road Projects Seipple Rd

Asbury Rd

Middle Rd

Heacock Rd

Asbury Rd

Middle Rd

Hales Mill RD

Within City Limits of Asbury

DMATS 2031 Long Range Transportation Plan

A detail financial estimate plan has not been develeoped at this time.

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Status of 2001 Long-Range Transportation Plan Projects The adopted 2001 LRTP included a list of projects. The following describes the projects that were proposed at that time and the current status of those projects: 1. IA 32/SW Arterial – A Supplemental Environmental Assessment and Project Location Study is done. The proposed project is included in the list of prioritized projects in the 2031 LRTP. 2. Capacity Improvement for the Julien Dubuque Bridge – The Environmental Assessment and Project Feasibility Study is currently underway and is scheduled for completion in 2010. The proposed improvement is included in the list of illustrative projects in the 2031 LRTP. 3. IA 32/NW Arterial - Phase IV – the project has been completed and opened for traffic on April 2002.

4. Frentress Lake Interchange and Frontage Road – The 2001 LRTP proposed a full interchange at US 20 and Badger Rd with an overpass into the Frentress Lake area and a frontage road connector from 6th St in East Dubuque to Frentress Lake Rd. This project was proposed to address safety concerns related to the intersection of Frentress Lake Rd and US 20. It was also proposed to avoid problems with trains blocking access to the Frentress Lake area at the at-grade railroad crossing. Since that time, it has been determined that Frentress Lake Rd is not eligible for Federal funds. In addition, the problem of intersection safety and of access across the railroad tracks will be addressed by the realignment of US 20 in the Julien Dubuque Bridge Capacity Project.

5. N Grandview Ave Extension from West 32nd St to IA 32 /NW Arterial – This project was proposed to increase mobility from the IA 32/NW Arterial project to the mid-town area in Dubuque. Travel demand modeling for the 2025 LRTP showed that based on current adopted socioeconomic forecasts there would be a total travel demand on the extension forecasted to be less than 16,300 vehicles per day. The project has been included in the list of funding available projects for the 2031 LRTP. 6. Mitigation of Traffic Congestion on US 20 from the City of Peosta Interchange to Devon Dr – The proposed project includes a wide range of potential improvements ranging from a fully access-controlled, four-lane facility to a signalized arterial. In July of 2002 the IDOT split the project area into two project areas. The first (West Segment) extended from the Peosta interchange to just past the IA 32/NW Arterial intersection in Dubuque. The second segment (East Segment) extended from IA 32/NW Arterial to Devon Dr. The western segment has been included in the list of funding available projects and the eastern segment has been treated as illustrative because of financial constraints.

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7. Elimination of Curb Cuts on Lower Dodge St – This project has been completed.

8. Mitigation of Traffic Congestion on Asbury Rd from University Ave through the City of Asbury – This project proposed capacity improvements on Asbury Rd from University Ave through the west side of the city of Asbury. This project has not moved forward at this time. However, the DMATS Travel Demand Model shows increasing traffic in this corridor in the coming 20-year period. This project is included in the list of prioritized projects for the 2031 LRTP. 9. Mitigation of Traffic Congestion on University Ave from Delhi St to Pennsylvania Ave – This project was completed in 2005.

10. Improvements to Middle Rd from Radford Rd to Seippel Rd – The 2001 LRTP identified a need for capacity and grade/geometric improvements in this segment of Middle Rd. The travel demand modeling for the 2031 LRTP shows that these improvements are necessary and the project has been included in the prioritized list of projects in the 2031 LRTP. 11. US 20 Intersections Project-This project did improve traffic flow on US 20 in Dubuque on the most congested segment, between Century Drive and Devon Dr. The overall approach was to add lanes on the cross streets. This did increase cross street capacity and improved the signal phasing for the cross street movements. In addition, signal coordination was also added. These actions did reduce the “green time” required by the cross streets on this segment of US 20 and improved traffic progression on US 20. Specific intersection improvements have been made for the following intersection on US 20: Century Dr, Wacker St/Center Grove Rd, JFK Rd/Cedar Cross Rd, Brunskill St, and Devon Dr. In addition, the project did remove the existing signal at the Best Western Midway drive which did not meet signal warrents. This project was funded with Iowa DOT primary road funds and federal ICAAP (part of CMAQ funds) funds.

12. University Avenue Extension from JFK to Pennsylvania Ave -This project was developed as an extension of University Ave south from a point about 100 feet south of Ethel St to intersect with US 20 opposite the driveway for Thiesen’s creating a four-way intersection. This intersection was signalized. This project was completed in 2005. This project did reduce traffic at both the JFK Rd/Cedar Cross Rd intersection with US 20 and also the Devon Dr intersection with US 20. This project was funded with DMATS STP funds and a local match by the city of Dubuque.

13. Ice Harbor Area Street -This proposed project is part of a reconstruction and potentially realignment of streets in the Ice Harbor area in support of the America’s River Project. The America’s River Project is a series of distinct but interrelated projects in the Ice Harbor area. The combination of these projects did dramatically change the waterfront of the city of Dubuque and increased the city’s attractiveness as a visitor destination.

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Included are the Mississippi River Museum, a new hotel and water park, an education and conference center, and a river walk and amphitheater.

Total project cost was around $188 million. As part of the project, the city of Dubuque reconstructed and realigned streets providing both internal circulation in the Ice Harbor area and also access to the Ice Harbor area from outside. These changes did assist in increasing internal circulation within the project and also improved access to the project for the community and for visitors from outside the area. Proposed improvements include the following: Bell St Blvd Improvements – Bell St was completely reconstructed between 3rd St and 4th St from a two-lane street to a four-lane boulevard concept with streetscape amenities, landscaping and lighting incorporated. The Bell St Project was completed in FY2002.

3rd St Enhancements – 3rd St was the only unimpeded access corridor to the Ice Harbor area. It provided the main access route to and from the America’s River Project. 3rd St was done with STP and enhancement funds between Locust St and Bell St with streetscape amenities, landscaping and lighting. The 3rd St Project was completed in FY2003.

4th St Improvements – 4th St extends from Bluff St and the Historic Cable Car Square District to the Ice Harbor area and terminates at the Riverwalk/Brewery. Improvements between Bluff St and the Ice Harbor area included streetscape amenities, landscaping and lighting.

Within the Ice Harbor area, 4th St was completely reconstructed and realigned to improve circulation. The reconstruction of 4th St within the Ice Harbor area included streetscape amenities, landscaping and lighting. The 4th St Project was completed in FY2003 5th St Improvements – Within the Ice Harbor area, 5th St was completely reconstructed and realigned to improve circulation. The reconstruction of 5th St included streetscape amenities, landscaping and lighting. The 5th St Project was completed in FY2003.

14. US 20 Julien Dubuque Bridge Capacity Improvement - The proposed project is a parallel span of a two-lane bridge immediately to the south of the existing US 20 Julien Dubuque Bridge. The project also includes an interchange at the current intersection of US 20 and Locust St in Dubuque, and an interchange and realignment of US 20 in East Dubuque/Jo Daviess County. DMATS Travel Demand Model indicates that the improved bridge and roadway will serve 38,000 AADT in the immediate area of the bridge in 2031. Further east toward Barge Terminal Rd, US 20 traffic volumes will be approximately 17,000 in 2031. A discretionary grant in the TEA-21 legislation has provided $28,000,000 toward the project. Iowa and Illinois have jointly agreed to pay one half of the required match for a total state commitment of $7,000,000. This project has been listed as Illustrative in 2 2031 LRTP.

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15. IA 32/NW Arterial Extension - Seippel Rd corridor alignment was chosen as the main alignment for the IA 32/SW Arterial in May 2001 as it showed that it will enhance safety, economic development and free-flowing traffic in the area. The IA 32/NW Arterial Extension will provide a substantial benefit to local circulation. In this proposed project, the IA 32/NW Arterial would be extended south from its current intersection with US 20 to tie into the interchange for IA 32/SW Arterial at North Cacade Rd. This segment would be expected to be a four-lane roadway with access only available at English Mill Rd. This extension of the IA 32/NW Arterial would provide substantial traffic relief to local streets. Construction of this roadway would be dependent upon the completion by the IDOT of the IA 32/NW Arterial - North Cascade Rd interchange and the US 20 - IA 32/ NW Arterial interchange. An environmental assessment would be necessary prior to construction of the project. Estimated costs are very preliminary at this point due to the fact that the alignment and length of the project will depend upon the interchange types chosen by the IDOT for the interchanges at US 20 and at IA 32/NW Arterial. This project has been listed as Illustrative in 2031 LRTP.

Priority Projects Outside the DMATS Region It is clear from the study of transportation issues and projects in the DMATS area that the projects proposed in this plan within the area are not the only ones of importance. The DMATS area is not autonomous but exists in a complex social and economic network with the surrounding metropolitan areas.

There is a constant exchange of people and goods between the area and other metropolitan areas in Iowa, Illinois and Wisconsin. As noted in the Introduction, the DMATS area is at the hub of the transportation system for the tri-state area. Many of the main transportation corridors that link the metropolitan areas of the tri-state area come together in the DMATS area. Ultimately, the strength of that relationship between metropolitan areas depends upon the ability of the transportation system to allow people and goods to move easily between them. Dubuque will prosper as those transportation links are improved and the flow of people and goods through the area increases.

The following projects are in the planning stages by the Illinois, Iowa or Wisconsin State Departments of Transportation. Each of these proposed projects is outside the DMATS boundaries and ineligible for funding prioritization by DMATS. Nonetheless, the DMATS Policy Board supports each of these proposed projects and wishes to provide the support that is necessary to see each of them move to completion in a timely fashion.

US 20 Between Galena and Freeport, Illinois The largest metropolitan area in the Midwest and the third largest in the US is the Chicago metropolitan area, approximately 180 miles east of Dubuque.

East of Freeport, Illinois, Interstate 90 provides a high speed, high capacity link to the Chicago metropolitan area and points east. However, travel and trade between Dubuque and Chicago has been hampered by the condition of US 20 between Galena and Freeport.

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This segment of the highway is in places extremely hilly and passes through the center of all the small towns between Galena and Freeport. In addition, there has been no access control on the highway in the past and in many places US 20 is primarily used for local access to property rather than high speed interregional travel.

The Illinois Department of Transportation currently has an on-going, lengthy environmental and project location study aimed at identifying the long term facility needs and best alignment for US 20 between Galena and Freeport. This study is nearing completion. It appears that the preferred alternative identified in the study will be a four-lane, access-controlled facility with bypasses around intervening communities and a major realignment away from the current US 20 corridor. The anticipated cost of the total project is expected to be in excess of $600 million. The State of Illinois has not yet committed funds for full construction of the project. Nonetheless, commitments have been made for some of the sections of the project including purchase of rightof-way for the Galena bypass and funding for completion of the Freeport bypass.

US 20 between Barge Terminal Rd and Illinois State HWY 84 The Illinois Department of Transportation is also studying US 20 between Barge Terminal Rd on the extreme east side of the DMATS area and Illinois 84 on the west side of Galena, Illinois. For most of its length between these two points US 20 is currently a four-lane facility. Immediately west of Illinois 84 the highway merges to a two-lane facility. Although US 20 is a fourlane facility in this segment there are a number of problems that need to be addressed. The road features several interchanges that were constructed to antiquated standards and need updating or replacement. In addition, the surface of the roadway is deteriorating.

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Introduction The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) requires Metropolitan Planning Organizations (MPO’s) such as the Dubuque Metropolitan Area Transportation Study (DMATS) to consider all modes of transportation when formulating metropolitan transportation plans and programs. These plans and programs can then lead to the development and operation of an integrated, intermodal transportation system that facilitates the efficient, economic movement of people and goods.

In the past 50 years transit use in the United States has steadily decreased, mostly due to the greater availability and dependence on private automobiles. However, public officials recognize that transit continues to play an important role in the fulfillment of travel needs, especially for the transportation disadvantaged.

Transit serves two markets: persons in the transit-dependent market and the transit -choice market. Persons in the transit-dependent market have no personal transportation, no access to such transportation, or are unable or not allowed to drive. This group may include people with low- incomes, people with disabilities, the elderly, children, and families whose travel needs cannot be met with only one car. The transit-choice market also includes people who opt not to own personal transportation, employees who ride transit to work as well as others who chose to use transit for recreational, social, medical, or other journeys. These riders are not required to use transit, but choose to do so for personal reasons of economy, comfort, convenience, speed, or environmental principles.

Most major life activities depend upon having personal mobility. The public must have access to transportation in order to obtain education or training, employment, and to access social, health and recreational services. Access to transportation also plays a major role in maintaining independence for seniors in their traditional homes. However, not all DMATS residents have the same mobility options. Transit services have been shaped to serve the needs of those with limited options, i.e., people who are transportation disadvantaged.

The development of transportation services is directly influenced by a number of factors including population, demographics, travel demand, population density, shifts in travel patterns, and local support. Because of this, there is a great variation in the scope and level of service provided from one system to another. Fixed-route bus service is a characteristic of urban areas. While, in the more rural areas the majority of the services are subscription and demand responsive.

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The DMATS Area is serviced by several transit providers. The City of Dubuque is served by Keyline Transit, which the City of East Dubuque Illinois is also served by through an intergovernmental contract. Dubuque County is serviced by Region 8 Regional Transit Authority (RTA). Grant County in Wisconsin has transit service operated by the Grant County Center on Aging. Finally, Jo Daviess County in Illinois has service provided by Jo Daviess County Workshop. Map 4-1 (at the end of the chapter) shows the service areas for each of the trasit service providers. The types and extent of services offered by each provider vary from fixed -route, demand/ response and service some where in the middle with service called established routing patterns/flex route. Some providers only offer one type of service, whereas others offer a combination. A more detailed description of the each provider is provided below.

Developments Design of a Community Transportation System.

Over a ten year period from the middle 1990’s to 2005, a series of transit integration initiatives have occurred to promote efficiency in public services through integration and elimination of barriers.

In the middle 1990’s a group of transit providers, elected officials, non-profits and others came together in the Dubuque area based on a shared concern for the regions’ transit systems under the umbrella of the Innovation Zone Group.

The Innovation Zone Group met for about two years. During that time they collected a great deal of information on the various transit systems through transit provider surveys and closely examined the transit needs of the Dubuque community. The group developed a Request for Proposals for consultant services to design a community wide transit cooperative. After interviews with six firms, the committee recommended Carter Goble Associates (CGA) of Columbia, South Carolina. A contract was approved between the City of Dubuque and CGA and the study began in April 1999.

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The study involved another extensive data collection process by the consultant to further identify the operational patterns of each of the transit providers.

The consultant identified a number of potential strategies for accomplishing greater coordination among the transit providers in the region. The consultant prepared a detailed service plan that described the operational changes that would be needed to accomplish the level of transit integration that was desired. The plan identified proposed route alignments and service patterns for Keyline Transit as well as for the Delaware, Dubuque, and Jackson County Regional Transit Authority. Service hours were identified, as was the best method for facilitating transfers and coordination between the two systems. Since the completion of the study, many of the strategies to accomplish greater coordination had been implemented.

Community Transportation Association of America Grant.

Additional projects addressing issues related to coordination between Keyline Transit and the Delaware, Dubuque, Jackson County Regional Transit Authority. Under a grant from the Community Transportation Association of America (CTAA) and facilitated by ECIA, a transit stakeholders group developed implementation strategies to further the initiatives of the prior CGA study and address additional transportation issues along the City’s urban fringe area.

DMATS Transit Demographics When attempting to improve the existing transit systems, it is important to establish an estimate of the number and location of the potential transit users and transit destinations in the study area. Data from the 2000 US Census is a good source of information for the purpose of locating populations that have a strong possibility of being dependent on public transportation. One of the indicators of the transit dependence is the number of vehicles per household. Table 4-1 shows that 2,762 households did not own a vehicle in 2000. This represents over 9.28 percent of the Dubuque urbanized area households. In Chapter 2, Map 2-2 shows the concentration of these households.

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Number of Vehicles Available

Vehicles Available for Households

Households

None One Two Three or more

2,762 10,925 11,773 4,291

Total

29,751

Percent of Households 9.28 % 36.72 % 39.57 % 14.43 %

Data Source: 2000 CTPP

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Age of Household by Vehicles Available

Age of Householder

Houshold

% Households

15 to 64 years none 1 or more

1,165 24,748

4.49 % 95.51%

65 years and over none 1 or more

1,256 8,242

13.22 % 86.78%

Data Source: 2000CTPP

Another indicator of transit dependency is age. As people age there comes a time when they can no longer safely drive a car. Table 4-2 shows that 13.22 percent of householders 65 years of age or older in the Dubuque area do not own a vehicle. This statistics indicate that there is a high rate of transit dependence among elderly persons in the DMATS area.

Major trip generators include those destinations to which persons need to travel. They typically include medical and health facilities, human service agency activity centers, education institutions, major employment sites, public complexes, shopping districts and /or malls, recreation facilities and similar destinations. Map 4-2 shows all of the major trip destinations in the Dubuque urbanized area that could generate trips.

Due to this fact the map is difficult to read, Map 4-3 through Map 4-8 demonstrate the same information only in a closer view for a more detailed map presentation and are explained in more detail later in the plan.

Transit Providers Description Public transit in the DMATS area is provided by in five service areas: The City of Dubuque (Keyline Transit), the Region 8 Regional Transit Authority (RTA), City of East Dubuque (Keyline Transit), Jo Daviess County (Jo Daviess County Workshop) and Grant County (the Center on Aging of Grant County).

City of Dubuque The City of Dubuque operates a municipal transit system known as Keyline Transit. Keyline Transit is administered by a transit manager who reports to the Economic Development Director and the City Manager.

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A five-member Transit Trustee Board serves as an advisory capacity to the City Council for transit issues. The public is welcome to attend the bi-monthly Transit Trustee Board meetings, which are held at 4:15 p.m. on the second Thursday at the Carnegie-Stout Library.

Keyline operates four fixed-routes which are available Monday through Saturday, excluding the major holidays (New Year’s Day, Memorial Day, July 4th, Labor Day, Thanksgiving Day, and Christmas Day). All routes operate on an hourly schedule (weekdays and Saturdays). Routes can start at 6:51 a.m. and can go up until 6:00 p.m. (times vary by route). All routes operate within the City of Dubuque and meet at the transfer zone located in downtown at Main and 9th Streets. Most of the routes also meet at the transfer point located on Grandview Avenue at the intersection of Grandview and Delhi Street (near Finely Hospital). Transfer zones are locations where all buses meet at given times in order for passengers to transfer from one bus to another. Maps 4-3 to Map 4-8 show all of Keyline Transit’s current fixed-routes with major transit attraction zones within DMATS Area The routes provide connections between residential areas to areas of interest. These areas include: Area Residential Care, Asbury Shopping Center, Clarke College, Downtown, Dubuque Greyhound Park and Casino, Dubuque Internal Medicine, Emmaus Bible College, Finely Hospital, Hempstead High School, Housing Services, Kennedy Mall, Loras College, Medical Associates West Campus, Mercy Health Center, Plaza 20, Port of Dubuque, Riverfront Attractions, University of Dubuque, Wal-Mart and Warren Plaza.

One authentic trolley replica bus operates a looped route approximately every 20 minutes from Memorial Day weekend through the end of October between the attractions in the Port of Dubuque and the downtown area. The hours of operation are from 10:00 a.m. to 7:00 p.m. Monday through Thursday and from 10:00 a.m. to 10:00 p.m. Friday and Saturday and from 10:00 a.m. to 7:00 p.m.

Sunday.

In accordance with requirements of the Americans with Disabilities Act (ADA), Keyline Transit provides door to door demand/ response paratransit services for persons who, because of a physical or mental disability, are unable to use the fixed- route service. Persons over 65 years of age are also eligible. Paratransit service is available within the city limits of Dubuque. To schedule a ride, persons can call Keyline between 6:00 am and 5:00 pm Monday though Friday and from 8:00 am to 4:50 pm on Saturday, at least 24 hours in advance. The service is being provided between 6:00 am and 6:00 pm Monday through Friday, and from 8:00 am to 6:00 pm on Saturday (days when fixed-route service is being operated).

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A fare is charged for both the fixed -route and demand /response service. Special discounts are being offered to students (between the ages of 5 and 17), senior citizens 65 years of age and over, and persons with disabilities. Children under five years of age ride free when accompanied by a parent. The regular adult fare is $1.00 per one-way trip. The student, senior, and persons with disabilities one-way discount fare is $0.50. Free transfers are issued allowing passengers to make a complete one-way trip and are only valid for the first connecting bus. The system offers a ten percent discount on ten ride tickets for regular riders (ten rides for $9.00). Ten ride tickets for students, the elderly, and disabled are also available. However, there is no discount (ten ride tickets for $5.00). The fare for ADA paratransit service is $1.00 per one-way trip for all eligible persons. A book of ride tickets for $10.00 is available. No special discounts are provided for this service.

Keyline has 12 fixed -route vehicles, 13 demand /response units, and one service truck. Of the 12 fixed -route vehicles, three are spares.

Table 4-3, below, shows basic operating and cost statistics for Keyline Transit in the past five years. Clearly, the period has been one of rapid change for the fixed- route system. Most notably, annual ridership for the fixed- route system has almost stayed constant for annual riders between 2000 and 2004.

At the same time, annual fares collected have declined between 2001 and 2003 but fares began to rise again in the years 2004 and 2005. The annual cost per trip has increase from $5.26 in 2000 to $6.15 in 2004. While at the same time revenue per trip has declined from $0.76 in 2000 to $0.56 in 2004.

Table 4-3 Fixed route Total Costs Total Fares Collected Total Passengers Annual Revenue Hours Annual Revenue Miles Cost/Trip Revenue/ Trip

Keyline Fixed -Route Systems Cost and Revenue History 2000 $1,659,577 $240,253 315,667 35,386 361,709 $5.26 $0.76

2001 $2,113,725 $267,739 370,086 48,084 530,868 $5.71 $0.72

2002 $1,939,852 $180,573 365,116 51,781 572,354 $5.31 $0.49

2003 $1,732,485 $110,646 312,844 23,603 526,096 $5.54 $0.35

2004 $2,187,946 $197,803 355,592 44,623 563,440 $6.15 $0.56

2005

404,800 36,200 367,600

Source: Keyline Transit

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The City of East Dubuque The East Dubuque Transit System is a function of the City of East Dubuque’s city services, which is located at the East Dubuque City Hall. The service is contracted through Keyline Transit under an intergovernmental agreement between the City of Dubuque and the City of East Dubuque. According to the Federal Transit Administration (FTA) ,the East Dubuque System is the smallest urban transit system receiving 5307 funding.

East Dubuque Transit provides demand /response service for the residents of East Dubuque. The system operates on weekdays from 9:30 am to 2:30 pm providing rides to and from locations in Dubuque, IA The system does not operate on weekends or holidays. The system is open to the public and can be used by anyone. However, priority is given to persons with disabilities, the elderly and to medical appointments. Rides on the system are arranged by telephone at least 24 hours in advance.

There is no required fare to ride the East Dubuque Transit System. However, a donation of $1.50 per ride for the general public and $0.75 for handicapped riders is recommended. No resident of East Dubuque is refused service based on ability to pay the recommended donation. To this date over 95 percent of the riders have provided the recommended donation.

The East Dubuque Transit fleet is made up of one ADA accessible light duty bus and one ADA accessible minivan.

Dubuque, Delaware & Jackson Counties The Region 8 Regional Transit Authority (RTA) was formed in the 1970’s to improve, consolidate, and coordinate transportation services in the State of Iowa Planning Area 8. This planning area includes Dubuque County (excluding the City of Dubuque), Delaware County, and Jackson County.

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The RTA contracts with East Central Intergovernmental Association (ECIA), a regional council of governments, for management services and office space. The RTA Corporate Board is comprised of all of the county supervisors from Dubuque, Delaware, and Jackson Counties. The Board meets every other month to review the RTA’s budget and general operating policies.

RTA and ECIA’s administration and main dispatch office is located at 3999 Pennsylvania Avenue in Dubuque, IA. A second dispatch office and small storage facility is located at the Maquoketa Senior Center in Maquoketa, IA. Delaware County has a small office in Manchester , IA, and dispatching for this area is administered out of the Dubuque office. Consumers in all locations can use the toll free phone number, 1-800-839-5005.

The RTA provides several agencies with agency specific -service; also know as client-centered service. These agencies have contracts for transit.

Currently, the RTA has over 15 client -centered service contracts which includes: one city, two school systems, several daycares, several job access programs as well as medical and senior citizen programs.

The RTA uses paid and volunteer drivers to provide rural transit service in Delaware, Dubuque, and Jackson Counties. Rural service hours vary by community. In the county seats, it is generally available 8 a.m.-4 p.m. Monday through Friday. Service is not available on the following holidays: New Year’s Day; Good Friday; Memorial Day; Independence Day; Thanksgiving Day; and Christmas Day. Volunteers are used where ridership is low to keep service affordable as ridership develops. Buses are used whenever necessary to meet the demand and/or to guarantee equal access to all consumers.

The RTA has established routing patterns in each County and in the Dubuque Metro Area. The route patterns are designed to provide meaningful service to the general public while accommodating the needs of particular funding agencies. All service is coordinated and open to the general public, all service is handicapped accessible and all services are coordinated to provide the most effective as well as efficient ride possible. To encourage maximum use of existing routes, many rider incentives were created by the RTA. In the Dubuque Metro Area, the RTA has nine routes with morning, midday and afternoon elements.

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These routing patterns run Monday through Friday and are based partially on time and on geography. RTA also provides weekly service to important communities outside the region (Iowa City, Cedar Rapids, Coralville and the Quad Cities.)

A weekly route to Dubuque also serves northern Dubuque County along U.S. 52. Routes to Dubuque from Bellevue only occur Tuesdays, Thursdays and Saturdays along U.S. 52. Service along U.S. 20 between Dyersville and Dubuque occurs Monday thru Friday between two to three times per day, depending on the community. Service to Dubuque from southern Dubuque County occurs on an as-needed basis, and is being developed into a weekly service.

Rates vary depending on funding source and nature of the service being delivered. The RTA Dispatch Office can provide actual pricing upon scheduling.

The RTA provides transit services to other agencies not under contract with the RTA and additional transit services to those agencies under contract. The RTA has a one-hour minimum charge for any request for service and it must be coordinated with any existing service and be made available to general public ridership.

RTA currently has a fleet of 29 vehicles. In Spring 2006 the average odometer reading was 87,083 miles. The average age of the fleet was 7.4 years. Ten new buses are being replaced this year, which will reduce both the average age and average odometer. Based on history, it will be a few years before additional buses are again replaced. Incremental growth in the fleet is anticipated at an average of one vehicle per year.

Vehicles are stored at multiple locations including Dubuque (10), Bellevue (3), Dyersville (3), Maquoketa (7) and Manchester (4). A storage facility is available in Maquoketa. The majority of the fleet are kept outdoors and plugged in during inclement weather. Storage facilities are planned for Dubuque and for Manchester.

Table 4-4 shows operating statistics for RTA’s entire three -county system for the past five years. A dominating factor for this five- year period was the decision of the urban transit system in 2000 to begin absorbing contracted work previously done by RTA within the metro area. In total, 150,000 annual trips done by the RTA were phased into the urban system over this period.

Virtually all rides were for elderly and disabled persons. During that time, all other regional trips grew 7%. However, a much higher percentage of work currently being conducted by the RTA is service for youth.

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RTA Three -County System Cost and Revenue History 2001

Total Costs Total Fares Collected Total Passengers Annual Revenue Hours Annual Revenue Miles Cost/Trip Revenue/Trip Trips/Revenue Hour Revenue Miles/ Trip

$954,383 $67,881 218,797 57,797 872,008 $4.37 $0.31 3.7 7.3

2002 $1,349,968 $123,321 229,300 59,242 950,466 $4.99 $0.54 3.9 4.1

2003 $1,093,643 $177,965 200,399 45,035 777,799 $5.55 $0.89 4.4 3.9

2004 $868,258 $127,045 136,925 29,419 545,010 $6.76 $0.85 4.8 4.0

2005 $929,298 $130,660 149,242 27,371 509,484 $6.23 $0.88 5.5 3.4

These services are highly efficient and help contribute to a nearly 50% increase in productivity (Trips/ Revenue Hour) over the five-year period. Some inefficient routes (less than two trips per hour) were combined and “one rider taxi type� service was incorporated into regular route services. This resulted in a 21% increase in route efficiency (Revenue miles/ Trip) Fare box revenue has

Data Source: RTA

increased by 91% but continues to be a modest portion of the real cost of operation, as is the case in all public transit systems (13%).

Revenue miles decreased from 872,008 in 2001 to 509,484 in 2005, a decrease of 41.6%.

Revenue hours also decreased from 57,797 in 2001 to 27,371 in 2005, a decrease of 51.6%. The decreases in revenue miles and hours were primarily due to the lose of the urban service contract. However, the remaining service did see increased efficiencies.

More trips per hour and fewer miles per trip resulted in significant unit cost reductions in FY2005. The cost per trip decreased from $6.76 in 2004 to $6.23 in 2005, a drop of $0.53 per trip or 7.8% reduction overall.

During the years of transition, maintaining sufficient revenue to offset costs was challenging.

During the first full year since the losses were last experienced, revenues outpaced expenses by more than 8%.

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Those resources have been set aside for capital improvements and as “start up funding� for expanded services. Overall, there is very strong service growth potential in the region, now that the urban losses are completed. Ridership grew 9% in FY2005 and has continued growing with the beginning of FY2006. The growth was attributed to increased services to youth and a variety of rider incentives. The recent dramatic jumps in fuel costs are bringing people to public transit that never considered the option before. Transit populations continue to grow at dramatic rates- particularly the disabled and youth.

Funding in general looks much better than in the past. Federal operating resources are growing. Region 8 has been a leader among regional systems using Job Access funding to increase services. Region 8 also converted a year earlier than many systems to waiver based billings for persons with disabilities. These sources have saved local governments tens of thousands of dollars in local costs. This could provide additional opportunities for local funding matches for expanded services as well.

Currently the RTA is conducting a system -wide analysis as well as creating conceptual routing patterns. This process is being used to look at how the RTA can expand services to reach a greater percentage of the population, as well as to increase efficiency. The analysis is in the process of collecting data on types and times of trips of both volunteer driver riders and bus riders. Then the analysis will be expanded to find areas where service could be expanded to better serve the population. Some conceptual routing patterns have been created in areas where there has been huge public outpouring for increased services. This route process will be continued as needed after the initial system -wide analysis has occurred.

Grant County The Grant County Center on Aging is the public transportation provider for residents of Grant County, Wisconsin. The Center on Aging is located in the lower level of the Community Services Building, 8820 Hwy 35-61 South, Lancaster, Wisconsin. The Center on Aging provides a variety of service options based on the client needs.

The Center on Aging provides handicap accessible bus transportation to people age 60 and older and disabled individuals of any age for many purposes. The bus service is divided into a north and a south route. The south route serves the communities of: Lancaster, Potosi, Dickeyville, Kieler, Sinsinawa, Hazel Green, Cuba City and Platteville. The north route serves Lancaster and the communities of Muscoda, Blue River, Boscobel, Woodman, Bagley, Patch Grove, Mt. Hope, Fennimore, Montfort, Livingston, Arthur, Stitzer, Lancaster, Cassville, Bloomington, and Glen Haven. A fee is charged.

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Transit Element The Center on Aging has a taxi service, Grant County Taxi, for people of all ages.

The taxi is available in Boscobel, Fennimore and Lancaster on scheduled days.

The taxi provides handicap accessible transportation using a minivan. The taxi is dispatched by volunteers in the three communities. A fee is charged.

The Center on Aging also provides volunteer driver service for people age 60 and older and disabled individuals who are NOT on Medical Assistance. The primary purpose is medical and important business trips (such as grocery shopping). A fee is charged.

TRIPS is a service provided by the Center on Aging of Grant County which is available to residents of Grant County who are transit dependent for medical or physical reasons. A volunteer staff uses their personal vehicle to transport individuals to medical and other important business.

The fares for the bus service and the TRIPS service are described as a small fee. The taxi service costs $1.00 each way for a ride.

The Center on Aging of Grant County has a 3-vehicle fleet, which consists of the following vehicles: Two- ADA light duty bus, and one- ADA minivan.

The revenue and cost histories for the past five years for the Center on Aging of Grant County for bus, taxi and TRIPS program are shown in Table 45, Table 4-6 and Table 4-7. In Table 4-5 passenger totals for the fixed -route service are down 1,664 passengers between 2000 to 2005. Table 46 shows a similar trend in passenger decline for the taxi service with fewer passengers in 2005 than in 2000, down by 3,993 passengers. Table 4-7 also shows a slight decline in passengers for the area.

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Total Costs Total Fares Collected Total Passengers Annual Revenue Hours Annual Revenue Miles Cost/Trip Revenue/Trip

Center on Aging of Grant County Bus Cost & Revenue History 2000

2001

2002

2003

$69,921 $9,444 12,995 3,563 47,228 $5.38 $0.73

$69,954 $9,024 13,410 2,855 43,711 $5.22 $0.67

$74,063 $10,480 11,616 3,195.5 45,589 $6.38 $0.90

$75,423 $12,116 12,460 3,384 47,146 $6.05 $0.97

2004 $102,080 $1,253 12,617 3,232 47,494 $8.09 $0.10

2005 $93,108 $11,245 11,331 3,085 41,721 $8.22 $0.99

Source: Center of Aging Grant County

Table 4-6

Center on Aging of Grant County Taxi Service Cost & Revenue History 2000

Total Costs Total Fares Collected Total Passengers Annual Revenue Hours Annual Revenue Miles Cost/Trip Revenue/Trip

$44,776 $6,212 7,694 18,07 2,0120 $5.82 $0.81

2001 $42,077 $7,988 7,471 2,004 19,977 $5.63 $1.07

2002 $48,895 $7,908 7,032 2,081 20,253 $6.95 $1.12

2003 $46,991 $5,714 5,632 1,940 18,036 $8.34 $1.01

2004

2005

$40,392 $4,989 4,932 1,640 15,128 $8.19 $1.01

$38,317 $5,278 3,701 1,612 15,831 $10.62 $1.43

Source: Center of Aging Grant County

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Chapter 4 Table 4-7

Center on Aging of Grant County TRIPS Cost & Revenue History 2000

Total Costs Total Fares Collected Total Passengers Annual Revenue Hours Annual Revenue Miles Cost/Trip Revenue/Trip

$59,623 $22,864 3,374 6470.75 115,988 $17.67 $6.78

2001 $52,406 $23,033 3,327 5904.25 105,646 $15.75 $6.92

2002

2003

2004

2005

$54,453 $22,467 3,246 6036.5 108,125 $16.78 $6.92

$64,090 $26,374 3,765 7991.5 125,439 $17.02 $7.01

$64,466 $27,309 4,059 6942.5 123,154 $15.88 $6.73

$51,733 $21,951 2,520 4,414 81,863 $20.53 $8.71

Source: Center of Aging Grant County

Jo Daviess County Jo Daviess County Transit is operated by the Jo Daviess Workshop Inc. (JDWI) which is located at 710 South West Street, Galena, Illinois. Jo Daviess County Transit provides a variety of services on a limited scale.

Jo Daviess County Transit, provides flex-route inter-city service to eight communities within Jo Daviess County. The Cities of Elizabeth, Stockton, Warren, Apple River, Scales Mound, Hanover, East Dubuque and Galena are served in a loop pattern. Each day in the morning, the bus leaves Galena then proceeds to each town before returning to Galena. This pattern is repeated in the afternoon allowing the riders return to their community of origin. East Dubuque is serviced by a separate bus due to its location west of the rest of the communities in the county. The flex-route is primarily used to serve clients of the Jo Daviess Workshop. However, the general public may also use this service if there is space available.

The Jo Daviess County Transit also provides a Galena route. This service offers demand/response service within the city of Galena.

Jo Daviess County Transit operates Monday through Friday and schedules vary depending on ridership. Persons using the transit system may board and de-board at their homes. Reservations are required and rides are restricted by seating capacity of the vehicles.

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Transportation service is available for medical appointments for the residents of Jo Daviess County that have no other means of transportation. This service transports county residents to medical appointments in Dubuque, Iowa City and other regional medical centers for treatments and appointments.

The cost for the general public to ride on the flex- route and Galena route varies from $0.75 to $1.25 based on the length of the trip. Riders on the demand/response system are asked to donate $5.00 an hour for the service. However riders are encouraged to pay what they can and no one is refused service because they can not afford to pay.

The Jo Daviess County Transit fleet consists of 11 ADA accessible light duty buses, two non-ADA accessible 15 passenger vans and one ADA accessible minivan.

Transit Programs United We Ride In February of 2004, President Bush signed Executive Order 13330. This executive order established the New Interagency Transportation Coordinating Council on Access and Mobility. It requires the coordination of human services transportation across 62 different federal programs and 9 federal departments. The purpose of the Executive Order is to provide the most efficient use of transportation resources by avoiding duplication and sharing of existing transportation and community resources.

Through the United We Ride Program the State of Iowa has launched the Iowa Mobility Action Planning Workshops. These workshops will serve as the framework for a statewide action plan as well as input for the DMATS Transit Development Plan which is in the process of being created.

Similar programs are being planned in Illinois and Wisconsin. These meetings will also provide input for the DMATS Transit Development Plan.

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Projects Based on the identified issues and on the Transit Integration Study, the following projects have been identified. Costs, in so far as they are available, are based on the cost estimates prepared in the Transit Integration Study by Carter Goble Associates. The following describes proposed projects and operational changes in the Dubuque Metropolitan Area.

1. Vehicle Replacement It is anticipated that Keyline Transit will replace vehicles on a rotating, 10-year schedule. Total cost every 10 years of the anticipated vehicle replacement is $1.475 million based on 2000 vehicle costs.

2. Keyline Route Changes Several changes are proposed to the Keyline Transit fixed-route structure. One change proposed is that Keyline Transit’s fixed-route vehicles would operate in a route deviation mode. In this mode, the vehicles would be allowed to deviate from the established route to pick-up/drop-off passengers at their door who could not travel to the nearest bus stop themselves. This would allow the more cost efficient fixed-route system to absorb some of the transit demand currently served by the on-demand system and would also improve customer convenience. If time testing results indicate that it could be done, Keyline Transit may choose to operate any or all of its fixed-routes in route deviation mode.

In addition, changes are proposed in several of Keyline Transit routes including the Red line, Green line, and Grey line. The consultant study also proposed dropping the Orange line and replacing it with a new route to be called the Westside Circulator.

3. Neighborhood Shuttle Service The consultant study recommends the development of a neighborhood shuttle service. In this service a vehicle would be available in particular locations on a scheduled basis. Patrons would call to schedule at-the-door pick-up during that time window. The shuttle would then transport the patrons to the nearest fixed-route stop or to their destination depending on customer characteristics. The neighborhood shuttle service is initially proposed to be tested in the Mt. Carmel/Technology Park area that is currently served by the Orange line.

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4. Integration of ADA and Contract Service The consultant proposes that the Keyline Transit ADA service and its contract services be integrated operationally. This would allow Keyline staff to use all demand/response vehicles to provide either ADA or contract service and to mix clients from different contracts or services in the same vehicle at the same time. The resulting service would be more efficient and result in higher vehicle occupancy. Accomplishing the required levels of coordination would require a computerized reservation system, real-time vehicle location system and an improved communication system.

5. General Public Demand/Response Service The consultant also recommended that once the integration of Keyline Transit’s ADA and contract services has been achieved, that Keyline should also integrate the general public demand/response service. However, to avoid drawing trips away from the fixed-route system, it is recommended that the fares for the general public demand/response service be based on actual costs.

Projects 6 to 13 address issues related to coordination between Keyline Transit and the Delaware, Dubuque, Jackson County Regional Transit Authority. Potentially, over the course of time some of these recommendations could also be extended to the other three transit systems operating in the DMATS area.

6. Joint Dispatch and Communications Center The consulting team recommends that Keyline and RTA establish a joint communications center with a single telephone point of contact.

Dispatchers/call-takers from both Keyline and RTA would be cross-trained to maximize flexibility.

7. Joint Purchase of Reservation and Scheduling Software The same scheduling software should be used by both transit systems to maximize the potential for coordinating rides and trips. Dispatchers from both RTA and Keyline would have access to the other transit system’s daily schedules and route services.

8. Mobile Communications It would be most efficient if both systems used a common mobile communications system. Each system would be designed so that RTA and Keyline would each have a private “line” and a shared line. This would allow drivers/dispatchers to communicate with whoever was needed.

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9. Coordination of Vehicle Maintenance It is the consulting team’s recommendation that the City of Dubuque offer maintenance services to the RTA. The consultant believes that city facilities could accommodate the additional requirements.

10. Coordinated Driver Training Coordinated training would enhance both systems by allowing overlapping training costs to be shared. This would allow both organizations to offer a higher level of driver training at the same or reduced cost.

11. Travel Training for Customers Travel training through the human resources agencies would help the customer base to better know how to travel through both the Keyline and RTA systems. This would help reduce customer resistance to typical aspects of transit service such as transfers.

12. Common Policies and Procedures Common policies would enhance the perception of an integrated regional system from the rider point of view. It would also decrease opportunities for riders to take advantage of differences between the systems.

13. Create a Regional Public Transit Image While each of the transit providers would maintain an individual identity, a regional public image would increase the public perception of an integrated regional system. Steps that could be taken to increase this include common vehicle color schemes, driver uniforms and fare structures.

Map 4-9 shows the locations of neighborhood associations in relationship to the Keyline fixed-route bus system. Map 4-10 shows future growth areas that the transit systems should expand in order to cater to the future needs of the community.

Table 4-8 provides information for each transit service provider including contact information and the types of routes they manage.The DMATS area is seeing an increase in transit service usages in the last few months. It is in DMATS interest to pursue future improvement strategies for the continued population growth in the area as the population begins to advance in age, perhaps decline in abilities and experience the potential higher costs of owning vehicles.

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Chapter 4 Table 4-8 Governmental

Transit Provider Information Operator

Jurisdiction City of Dubuque, Iowa

City of East Dubuque, Illinois

Contact Information

Keyline Transit

Keyline Transit

Transit Department 2401 Central Avenue Dubuque, IA 52001 Phone: (563) 589-4196 Phone: (563) 690-6464 ADA Minibus Fax: (563) 589-4340 Email: transit@cityofdubuque.org Transit Department 2401 Central Avenue Dubuque, IA 52001 Phone: (563) 589-4196 Phone: (563) 690-6464 ADA Minibus Fax: (563) 589-4340 Email: transit@cityofdubuque.org

Dubuque, Delaware & Jackson Counties, Iowa

Region 8 Regional Tranist Authority (RTA)

RTA 3999 Pennsylvania Ave., Suite 200 Dubuque, IA 52002 Phone: (563) 588-4592 Fax: (563) 557-3176

Grant County, Wisconsin

GrantCount Center on Aging

Center on Aging 8820 Hwy 35 & 61 P.O. Box 383 Lancaster, Wisconsin Phone: (608) 723-6113Alt. Phone: (800) 514-0066 Fax: (608) 723-6122 Email: gcaging@pcii.net

Jo Daviess County Transit

Jo Daviess Workshop Inc. 706 West Street P.O. Box 61036 Galena, Illinois, 61036 Phone: (815) 777-8088 Fax: (815) 777-3386 Email: jdwi@jdwi.org

Jo Daviess County, Illinois

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Fixed Route X

Demand Response

Established Routing Patterns/Flex Rout

X

X

X

X

X

X

X

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Introduction The focus of this nation’s surface transportation program for many years has been the development of the highway system for the efficient movement of goods and people. Our highways offer unprecedented mobility benefits. But increasing concerns about air quality, open space, and traffic congestion led Congress to create several new programs through the 2005 SAFETEA-LU bill. These programs broaden the Federal focus on transportation from much more than just building highways to funding tied to planning requirements aimed at promoting a transportation system to meet a greater range of mobility needs, to ensure that communities are more sustainable. One key concept established in TEA-21 and carried forward in SAFETEA-LU was the idea of multi-modal transportation planning and safety. This element of the DMATS plan will focus on the development of the bike and pedestrian segments of the metropolitan transportation system.

Existing Bicycle and Pedestrian Transportation When attempting to improve existing local bicycle and pedestrian facilities, it is important to establish an estimate of how many bicycle and pedestrian users there are in the DMATS area. Because of the difficulty in counting bicycle and pedestrian trips, there are no reliable data sources for estimating overall bicycle and pedestrian trips in the DMATS area. However, the 2000 Census data does provide a general perspective on the use of bicycle and pedestrian modes. According to the 2000 Census data, approximately 4.02 percent of the DMATS workforce walks to work daily, with only 0.11 percent biking to work as shown in Table 5-1.

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Chapter 5 Table 5-1

Mode Choice for DMATS Work Workers %

Car, truck, or van:

Drove alone Carpooled

Public transportation:

Bus or trolley bus Taxicab Motorcycle

Non-motorized:

Bicycle Walked Other means Worked at home

Total

39,213 4,151

83.92% 8.88%

203 27 26

0.43% 0.06% 0.06%

53 1,877 117 1061

0.11% 4.02% 0.25% 2.27%

46,728

Source: 2000 CTPP

This compares reasonably well to the national person trip percentages for walking, however it is low for biking as established by the National Personal Transportation Survey (NPTS), which are 2.93 percent and 0.38 percent respectively.

The low percentage of bikers riding to work could be associated with the rough terrain in and around the DMATS area.

Primary Bicycle and Pedestrian Destinations Map 5-1 shows the locations of primary bicycle and pedestrian destinations in the DMATS area. When preparing a bicycle and pedestrian plan, planners must look at the existing land use and transportation infrastructure in an effort to identify the safest and most direct route(s) to major bicycle and pedestrian destinations.

When establishing the location of future bicycle and pedestrian destinations in this plan, four general categories were identified.

These categories are park and recreation areas, schools, public libraries, and retail areas.

Existing Facilities Map 5-2 shows the existing bike/pedestrian trails in the DMATS area. Listed in Table 5-2, are the existing bike/pedestrian facilities in the DMATS area, with an approximate breakdown of facility mileage for each. A detailed description of each trail follows the table.

Radford Road: Radford Road in the City of Asbury has been striped with bike lanes on both sides of its paved surface and signed for bicycle travel. It is approximately half a mile long and extends from Asbury Road on its north end to Saratoga Road on the south end of the marked bikeway.

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Chapter 5 Table 5-2 Name of Facility Radford Road Stolz Principal Route Julien Dubuque Route Eagle Point Park Route Schmitt Island Route Port of Dubuque Route North End Neighborhood Trail Southern Levee Trail Heron Pond Wetlands Nature Trail Alliant Energy Powerline Trail Audubon Wildlife Overlook Trail Dubuque Jaycees Trail Mississippi Riverwalk Rec Trail Heritage Trail

Existing Bike and Pedestrian Facilities Length of Facility

Type of Facility

Termini of Facility

0.5 miles 10.5 miles 0.65 miles 5.75 miles 1.29 miles 1.0 miles

Bike Lanes On-Street On-Street On-Street On-Street On-Street

Asbury Road to Saratoga Road 22nd Street to Mines of Spain Inland Lane - Railway Overpass Kneist Street/Lincoln Avenue - Eagle Point Park / Jaycees trail 16th & Admiral Sheehy Drive - 16th & Grayhound Park Road 5th & Main to 3rd & Main via Bell St Loop

1.25 miles 2.0 miles

Separated Path Separated Path

32nd Street to 22nd Street Jones Street to Foot of the bluff below S. Grandview

2.0 miles

Separated Path

16th and Kerper to entrance of Miles to Riverview Park

0.7 miles

Separated Path

Grandview Ave to Julien Dubuque Drive

0.70 miles 1.23 miles

Separated Path Separated Path

16th & Kerper Blvd to Sycamore & 15th St 16th & Kerper Blvd to Shiras Avenue Extension

0.87 miles 26.0 miles

Separated Path Separated Path

Alliant energy Amphitheater to Ice Harbor Brewery Dyersville, IA to Heritage Pond

Data source: City of Dubuque, city of Asbury and Dubuque County

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Julien Dubuque Route: An on-street route along Julien Dubuque Drive between the off-road Alliant Energy Powerline Trail and the Iowa Department of Natural Resources picnic/overlook area along the Mississippi River at the end of Julien Dubuque Drive.

Eagle Point Park Route: An on-street route with several alternate loops and destinations, including Eagle Point Park and Lock and Dam No. 12.

Schmitt Island Route: An on-street route that links off-road trails along the Peosta Channel and at Miller-Riverview park to other recreational facilities on Schmitt Island, including the MacAleece Recreational Complex.

Port of Dubuque Route: An on-street route that connects the Stolz Principal Route through Downtown with the Port of Dubuque attractions via both 3rd Street and 5th Street.

North End Neighborhood Trail: Located on the former right-of-way of the Chicago-Great Western Railroad on the north end Dubuque.

It runs from 32nd Street to 22nd Street. It is a separated trail paved with asphalt, 12 feet wide for most of its length except for an 8-foot wide section between 24th and 26th Streets. The trail has been landscaped with trees, shrubs and benches. Due to these amenities the North End Neighborhood Trail has become not only a transportation link within the city of Dubuque but also a linear neighborhood park as well.

Southern Levee Trail: Located on the top of the southern levee along the Mississippi River Levee, from the Jones Street to South Grandview Avenue at the foot of the bluff. It is an asphalt path 6 feet wide, and provides users with wonderful views of the surrounding Mississippi River Valley.

Heron Pond Wetlands Nature Trail: Located on Schmitt Island, this 12-foot wide asphalt trail provides users with unique views of the timbered wetland which typifies the landscape of the land between the bluffs along the Mississippi River Valley. The trail makes a loop through Miller-Riverview Park, and connects to Pyatigorsk Park and the Dubuque Jaycees Trail via the 16th Street bridge over the Peosta Trail.

Alliant Energy Powerline Trail: A steep off-road asphalt trail with a wayside area that winds through a wooded corridor on a powerline easement between Grandview Avenue and Julien Dubuque Drive.

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Audubon Wildlife Overlook Trail: An off-road route asphalt trail with a wayside area and off-street parking at the 16th Street stormwater detention basin; bird watching site.

Dubuque Jaycees Trail: Located on top of the levee along the Peosta Channel, anchored by Pyatigorsk Park at 16th Street and Kerper Boulevard, and ending at Shiras Avenue extension. It is 12 feet wide and paved with asphalt, with rest areas. It is one of the most scenic trails in Dubuque with a panoramic view of the Peosta Channel and bluffs on either side of the Mississippi River.

Mississippi Riverwalk Recreational Trail: A 16-foot wide riverfront promenade of decorative colored concrete on the Port of Dubuque, with shade structures, benches, and interpretive signs offering tremendous views of the Mississippi River, bluffs, and Dubuque cityscape.

Heritage Trail: A 26-mile bicycling and hiking path linking the communities of Dubuque, Dyersville, Farley, Epworth, Graf, Durango and Sageville in Dubuque County. The trail surface is compacted crushed limestone with a one percent maximum grade. No horses or motorized vehicles are allowed. An extension of the Heritage Trail has received funding which will run on the former Chicago-Great Western Railroad right-of-way from its current terminus to its intersection with 32nd Street.

Catfish Creek Trail: As of now the Catfish Creek Trail is treated as an illustrative project due to the lack of sufficient funding at this time.

It is not, however, being looked at as an insignificant project. There just are not funds available for this project at this time.

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Bicyclists Skill Levels In order to create a bicycle/pedestrian system that will accommodate as many users as possible, the system must take into consideration the differing abilities of potential riders using the system. The Federal Highway Administration (FHA) uses the following general categories of bicycle users to assist planners in determining the impact of different facility types and roadway conditions on bicyclist. These categories are: Group A – Advanced Bicyclists, Group B – Intermediate Bicyclists, and Group C – Beginner Bicyclists.

Group A Bicyclists: Group A Bicyclists are experienced riders who can operate under most traffic conditions. They comprise the majority of users of collector and arterial streets and are best served by the following: • Direct access to destinations usually via the existing street and highway systems.

• The opportunity to operate at maximum speed and minimum delays.

• Sufficient operating space on the roadway or shoulder to reduce the need for either the bicyclists or the motorists to change position when passing.

Group B Bicyclists: Group B Bicyclists are casual or new adult and teenage riders who are less confident of their ability to operate in traffic without special provisions for bicycles. These bicyclists prefer: • Comfortable access to destinations, preferably by a direct route using either low-speed, low traffic volume streets or designated bicycle facilities.

• Well-defined separation of bicycles and motor vehicles on arterial and collector streets such as bike lanes or shoulders, or grade separated bike paths.

Group C Bicyclists:Group C Bicyclists are pre-teen riders whose roadway use is initially monitored by parents. Eventually they are accorded independent access to the system. They and their parents prefer the following: • Access to key destinations surrounding residential areas, including schools, recreation facilities, shopping or other residential areas.

• Residential streets with low motor vehicle volumes and speeds.

• Well-defined separation of bicyclists and motor vehicles on arterial and collector streets or separate bike paths.

The Bicycle Federation of America estimates that out of nearly 100 million people in the United States that own bicycles, roughly 5 percent qualify as Group A bicyclists, with the remaining 95 percent in Group B and C categories.

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Types of Bicycle Facilities When developing this plan, four types of bicycle facilities were considered for inclusion into the future bikeway system. These facilities included separate facilities, bike lanes, existing paved shoulders, and wide outside lanes. Descriptions of the different types of facilities are as follows: Separate Facilities A bikeway physically separated from motorized traffic by an open space or barrier and either in the highway right-of-way or in an independent rightof-way. These facilities are well suited for all groups of riders.

Bike Lanes A portion of the roadway has been designated by striping, signing and pavement markings for the preferential or exclusive use of bicyclists. The impact of marked lanes is particularly important for group B and C riders. The stripping of the pavement provides a sense of ownership of the roadway helping the B and C riders to feel less stress and more secure when riding.

Paved Shoulders Paved shoulders should be a minimum of 4 feet wide when designed to accommodate bicycle travel. The American Association of State Highway and Transportation Officials (AASHTO) and many states explicitly recognize that adding or improving shoulders is often the best way to accommodate bicycles – especially in rural areas. Group A and B riders are able to utilize paved shoulders almost as well as bike lanes. Paved shoulders may not be appropriate for Group C riders if much traffic is present.

Wide Outside Lanes Wide outside lanes are the right most through traffic lanes and are substantially wider than normal. Most practitioners agree that 14 feet is the minimum width necessary to allow a bicyclist and motorist to share the same lane without coming into conflict. Group A bicyclist and some Group B bicyclist are able to utilize wide outside lanes and navigate very well in all but heavy traffic.

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Bicycle and Pedestrian Accidents Table 5-3 shows the number of bicycle and pedestrian accidents in the DMATS area for the years 1997 to 2004. As shown on Map 5-3, University Avenue from North Grandview Avenue to Alta Vista Street, Loras Blvd. from Bluff Street to Washington Avenue and Central Street from 12th Street to 24th Street are the areas with the highest concentration of bicycle and pedestrian accidents.

Input from public input meetings conducted by the DMATS Staff and persons holding special interest in bicycle and pedestrian trails and safety formed the following list of safety issues in the DMATS region. These meetings were held in various locations around the area including DMATS, the public library, and city hall.

Table 5-3 1. Delhi Street, University Avenue and Asbury Road – Bicyclists in Dubuque Dmats Bicylce & Pedestrian Accidents view the corridor from the intersection of Delhi Street and N. Grandview Avenue 1997-2004 and extends through the intersection of University Avenue and Delhi Street to Year Bicycle the intersection of University Avenue and Asbury Road and then ultimately up & Asbury Road to the intersection with Hillcrest Street as one of the most hazardous Pedestrian Accidents in the community. As noted elsewhere in this plan, this is part of the main cross town corridor for bicyclists due to its relatively flat grade. However, the segment 1997 27 described above is characterized by high traffic volumes, heavy turning 1998 25 movements, many parked cars and substantial visual clutter. All of these factors contribute to an unsafe environment for all bicyclists, but particularly for those 1999 37 with less experience.

2000 42 2. John F. Kennedy Road from IA 32 (Northwest Arterial) to Rupp Hollow Road – This road segment is a heavily traveled route for bicyclists with destinations to the north of Dubuque. It is also a good connection from the west side of Dubuque to the Heritage Trail. It is the only connection to city for several subdivisions and the Dubuque Soccer Complex. This road segment is very narrow, with high traffic speeds and no shoulders. As a result, it is unsafe for experienced cyclists and unusable for inexperienced ones.

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2001 2002

30 33

2003 2004

41 39

Data Source: Iowa Dept. of Transportation

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3. Old Military Trail Road – Old Military Trail Road is a popular route for bicyclists to travel to destinations west and south of Dubuque; for example Swiss Valley Park. It has relatively little traffic and reasonable grades. However, the surface of the road is unsafe for most riders. The pavement is extensively cracked and pavement grooves have been widened to the point that the tires of most road bikes can get trapped in the grooves, causing the bicyclist to fall.

4. 16th Street Ramps to US 61/151 – The shoulders on US 61/151, like most highways today, have been deeply cut with warning grooves perpendicular to the direction of travel which gives motorists a warning that they have strayed from their lane onto the shoulder. Typically, when such grooves are cut into a shoulder they do not extend the entire way from the edge of the pavement to the edge of the travel lane. Usually a three foot wide area is left uncut to serve as a bicycle travel lane. The 16th Street ramps to US 61/ 151 have been cut all the way from the edge of pavement to the edge of the travel lane. These grooves make it difficult for experienced cyclist and impossible for inexperienced ones to access the US 61/151 Wisconsin Bridge. As a result, it is very difficult for bicyclists from Dubuque to get to Grant County Wisconsin. Due to the large variety of paved but lightly traveled county roads in Grant County it is considered one of the most desirable bicycle destinations in the region.

5. Shoulder Sweeping on the Wisconsin Bridge – The US 61/151 Wisconsin Bridge has 10 foot shoulders and is open for bicycle access. Unfortunately, local bicyclist state that it is not adequately cleared of debris and presents an unsafe riding environment.

Barriers to Bicycle and Pedestrian Travel If a successfully interconnected system of bikeways and walkways is to be established in the DMATS area, it will be important to overcome certain barriers to bicycles and pedestrians. Streets with steep inclines, major streets and highways with heavy traffic volumes, waterways, and railroads are examples of barriers to bicycle and pedestrian traffic.

It should be noted that different skill levels of bicyclists, as described above, are faced with different barriers. Physical features like steep hills or the Mississippi River are barriers for all bicyclists. High traffic, narrow streets could be a barrier to all bicyclist due to safety. Arterial streets with inadequate shoulder width may be a barrier to Group B and Group C cyclists.

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These streets would not be a barrier to the experienced cyclist in Group A. The necessity of crossing high traffic volume streets could pose a barrier to the children that make up Group C while it would not limit the movements of either Group A or B cyclists. Warning grooves that extend the entire way from the edge of the pavement to the edge of the travel lane, make it difficult for Group A cyclist and impossible for Groups B and C cyclists. Shoulders that are not adequately cleared of debris presents an unsafe riding environment for all cyclist levels.

Map 5-4 demonstrates the major bicycle and pedestrian barriers that have been identified in the Dubuque area. Features that are barriers to all bicyclists are shown in red. Those that are only a barrier to Groups B and C cyclists are shown in yellow. Features that are a barrier to only children (Group C) are shown in blue.

Issues The following issues have been identified which need to be addressed to develop a bike and pedestrian transportation system in the Dubuque area.

Identification of a Bicycle Transportation Network – Due to the nature of the topography and development patterns of the area, the Dubuque region is a challenging one for bicycle and pedestrian transportation. Nonetheless there is a population of people that would use bicycle transportation if a transportation network were in place providing access to the most common destinations and serving the range of skill levels for the three identified groups of cyclists. Due to cost, it is clearly not possible to provide the entire bicycle transportation system as grade separated trails. As a result, the focus should be on identifying networks that are appropriate for use by each of the three groups on existing streets and other transportation facilities.

Safety Hazard Areas – Safety is the overarching issue for cyclists. As identified earlier, some streets and locations in Dubuque are safety hazards for the lower skill levels of bicyclist or for all skill levels. These areas need to be more thoroughly studied and specific solutions to these safety issues developed.

Process – Representatives of bicyclist groups in the Dubuque area indicated when meeting with staff that there had been previous meetings with DMATS staff in the mid-1990’s related to bicycle and pedestrian transportation planning.

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These individuals felt that an on-going bicycle transportation planning process was a necessity to allow development of the bicycle transportation system to move forward in the Dubuque region.

Pedestrian Transportation – Current transportation plans do not analyze the pedestrian transportation needs of the DMATS region. As noted above, walking was the second most popular mode for the trip to work in the DMATS region in 2000.

Projects Based on the above identified issues, the following projects are proposed.

Bicycle and Pedestrian Transportation Implementation Plan A full bicycle and pedestrian transportation implementation plan should be developed by DMATS staff. This plan should identify in detail the implementation strategies necessary to develop a full bicycle and pedestrian transportation network. Previous work, carried out during the 1995 Long Range Transportation Plan Update identified a basic Bicycle and Pedestrian Transportation Network. Map 5-5 shows the adopted bicycle and pedestrian transportation network. The plan should include implementation strategies that can be pursued by DMATS member communities and guidelines for the development of bicyclist friendly land uses. In addition, safety issues should be addressed in greater detail.

Public Input Process for Bicycle and Pedestrian Transportation Planning DMATS should form a Bicycle and Pedestrian Advisory Committee to provide input to the DMATS Policy Board on bicycle and pedestrian issues.

The initial focus for this group should be public input for preparation of the Bicycle Transportation Plan and the Pedestrian Transportation Plan.

Illustrative Projects Trolley Line Trail The Trolley Line Trail will extend approximately a half-mile along the old trolley route in Eagle Point Park on the northeast side of the city of Dubuque.

The project follows the old trolley roadbed from the Ham House historic site to the park turn-around, a scenic route through a wooded area with limestone outcroppings. This 10-foot wide trail will provide an off-road alternative to the main entrance road into Eagle Point Park from Shiras Avenue.

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Bike and Pedestrian Element

Iowa Great Places Bilingual Trail System This project will create an integrated bike/hike trail system throughout the city of Dubuque to encourage recreation and wellness, and provide alternative transportation. Trailblazer signs in English and Spanish as well as bike lanes or paved shoulders would be installed where appropriate to provide safe and ready access from neighborhoods to paved, off-road trails, transit stops, schools, and parks. The project will provide links to the existing bike/hike trails in Asbury, Dubuque, and Dubuque County.

Trail on Middle Fork of Catfish Creek This project provides for acquisition of land and/or easements for and construction of a hiking-biking trail along the middle fork of Catfish Creek between the Bergfeld Recreation Area and Julien Dubuque Drive in the city of Dubuque, based on an engineering study to be conducted by the City in FY07. A trail in the Catfish Creek Corridor trail was one of the six priorities in the corridor assessment for the Heritage Trail Master Plan adopted by the Dubuque City Council in 1996. The 2006 Dubuque County REAP Plan includes a trail along the middle fork of Catfish Creek in the five year plan.

Iowa 32 (Northwest Arterial) Bike/Hike Trail This project is part of a phased extension of the Dubuque Heritage Trail to the west side of Dubuque. The Iowa 32 Bike/ Hike Trail project is planned for about 5 miles of a 10-foot wide off-road trail along Iowa 32 from U.S. 52 to U.S. 20. This trail was one of the six priorities in the corridor assessment for the Heritage Trail Master Plan adopted by the Dubuque City Council in 1996.

Phase 1, constructed in 2006, extends 2 miles from U.S. 52 to John F. Kennedy Road.

Phase 2 will continue this trail with a 10-foot wide paved trail 2.26 miles from John F. Kennedy Road to Pennsylvania Avenue along Iowa 32. The trail will be physically separated in the Iowa 32 right-of-way where IDOT completed preliminary grading during the expansion of Iowa 32 from two lanes to four lanes.

Phase 3 of the Iowa 32 Bike/Hike Trail will begin at Pennsylvania Avenue and continue to just north of U.S. 20 (Dodge Street). The 10-foot off-road trail will end near the highway bridge over Catfish Creek.

Iowa 32 (Southwest Arterial) Bike/Hike Trail This project would provide a bicycling and walking trail for the southern portion of the Dubuque metropolitan area. With the planned route of the IA 32 /Southwest Arterial, this trail provides continuity as well as access to future parks and residential subdivisions in this corridor.

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Iowa 32 (Northwest Arterial) Bike/Pedestrian Overpass This project is for construction of a 156-foot overpass to provide for safe bicyclist and pedestrian crossing of the Northwest Arterial at Pennsylvania Avenue. The bridge will provide a safe crossing for school children walking and biking west to the new middle school and future elementary school on Radford Road, as well as students walking and biking east to Hempstead High School.

The bridge is also part of the community bike/hike trail system. It would link with the planned extension of the Iowa 32 (Northwest Arterial) Bike/Hike Trail from John F. Kennedy Road to Pennsylvania Avenue.

Volunteer Drive Trail This project involves installing a 10’ wide physically separated bike/hike trail along the riverside of Volunteer Drive from McDonald Park /Harbor Street to Lock & Dam No. 11.

Southern Levee Trail This project would involve widening and improving an existing 6' asphalt path on top of the levee at the southern end of Terminal St. Existing path would be widened to 10-12 feet. This link could provide possible long-range linkage into the Mines of Spain.

Planned or Potential Multipurpose Trail Corridors Within the metropolitan planning boundary nearly 108-miles of multipurpose trails have been identified for implementation; this comes to around $13 million dollars in trail development at an average cost of $ 120,975 per mile. During the preliminary engineering phase of development optimal routing, trail classification, and materials for construction will need to be determined. For the purpose of this planning document and unless otherwise specified, the multipurpose trails identified in Map 5-5 are treated to be separated corridor trails.

Summary Trails for bicyclists and pedestrians in the DMATS area have been gaining strong interest and safety is the primary concern of all especially when people of low bicycling skills are involved. DMATS will pay attention to these issues and will work with federal, state, local agencies and area groups to ensure that the existing and future trails systems will fit the needs of the community.

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Chapter 6

Freight Element

Introduction The emphasis of freight planning has been carried over from the Transportation Equity Act for the 21st Century (TEA-21) to Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The movement of goods including raw materials, intermediary products and finished goods is one of the largest costs in the entire production cycle. The efficient movement of goods is one of the keys to effective competition in a world market system. As a result, policy makers, industry specialists and transportation planners have recognized that countries as well as regions that provide efficient systems for moving goods will have a competitive advantage in this global market.

Freight movement is an important consideration in transportation planning for the Dubuque Metropolitan Area Transportation Study area (DMATS).

However, freight planning is a significantly different type of planning in comparison to other transportation modes. For other transportation modes, the key facilities are under the jurisdiction of government agencies that are required to use and develop the facilities for the benefit of the entire community. For example, roads are under the jurisdiction of local or state governments. Trails are typically under local jurisdiction as are transit systems and airports.

Freight is the only mode in which the main capital facilities are under private control. As a result, information that is available for public scrutiny for the other modes is typically considered the confidential information of competitive private businesses, which makes the information and analysis carried out for freight modes much less extensive than that of other modes.

It is also important to note that each of the freight modes operate in a different jurisdictional and organizational environment. The location of trucking facilities is regulated by local zoning commissions. The operation of the trucks is controlled by each individual state’s Departments of Transportation. Rail is primarily regulated at the federal level. Decisions regarding the continued use or abandonment of railroad right-of-way are made by rail carriers which are regional or national corporations. The regulation of the landside of river freight, barge terminals and fleeting operations, varies tremendously and includes local, state and federal jurisdictions. The actual operation of the tows is regulated by the Coast Guard. The airport facility is operated by the local jurisdictions. However, actual air freight service is provided by national corporations that are regulated by the Federal Aviation Administration (FAA). This complex system of jurisdictions and organizations makes for little of the freight business that is directly under the control of local jurisdictions or the metropolitan planning organization.

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Freight Element Chapter 6 - Freight Element focuses on four different freight modes that are all active in the DMATS’ area: truck, rail, water-borne, and air freight. Although each of the freight shipping options are described separately in the text below, the different modes are often used in combination. For example, freight shipped by air usually begins and ends trips with truck shipment. Freight shipped by water often is brought to the port via rail. Freight from the railroad or river often ultimately reaches its final destination via truck. As a result, all four modes should be thought of as parts of the same system. SAFETEA-LU carries the emphasis that TEA-21 had placed on the locations where goods and materials can be moved from one freight mode to another – called Intermodal Connectors.

The DMATS area is of particular importance for freight with the region due to the intersection of the four freight modes. Of particular importance is the ability to move bulk commodities between rail and river freight modes in the DMATS water front area.

Map 6-1 shows the primary freight facilities in the Dubuque metropolitan area. One glance at the map shows the density of the freight network in the Dubuque area. Overall, Dubuque is connected to other metropolitan areas by four primary highways (US 20, US 52, US 61, and US 151), and three major railroads (Illinois Central, I & M Rail Link and the Burlington Northern Santa Fe). In addition, Dubuque has seven barge terminals or fleeting sites as well as the Dubuque Regional Airport.

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Chapter 6 National Freight Transportation Trends Table 6-1 illustrates national freight transportation trends since 1960. Overall, freight shipping by the four modes most important to the DMATS area has increased from 947,476 million ton-miles per year in 1960 to 2,839,837 million ton-miles in 2002. (A ton-mile is the movement of one ton of freight for one mile) This represents an increase of almost two million ton-miles in the last 42 years.

However, this growth has not been evenly distributed among the different freight modes. All freight modes have increased in ton-miles nationally from 1960 to 2002.

However from 1995 to 2002 both air freight and rail freight have experienced a decrease in ton-miles. Air freight has experienced a decrease of 6,919 million tonmiles between 1995 and 2002, whereas rail freight has experience a decrease of 106,281 ton-miles between 1995 and 2002. The 2002 data shows that truck has surpassed rail to become the largest single internal movement mode with 1,311,085 million ton-miles.

National Freight Shipping Mode

Table 6-1

Ton-Miles of Freight by Carrier type (millions of ton-miles) Year

Air Carrier

Truck

Rail

River-borne

Total

1960 1965

553 1,353

285,000 359,000

572,309 697,878

89,614 109,701

947,476 1,167,932

1970 1975

2,189 3,470

412,000 454,000

764,809 754,252

155,816 180,399

1,334,814 1,392,121

1980 1985

4,528 5,156

555,000 610,000

918,958 876,984

227,343 232,708

1,705,829 1,724,848

1990 1995

9,064 12,479

735,000 921,000

1,033,969 1,305,688

292,393 306,300

2,070,426 2,545,467

2002

5,560

1,311,085

1,199,407

323,485

2,839,537

Percent of Total 2002

Movement of freight by truck has grown relatively 0.20% 46.17% 42.24% 11.39% rapidly since 1960, and by the year 2020 the Federal Data Source: U.S. Department of Transportation Highway Administration (FHA) predicts that the total amount of tons being shipped will be 25,848 million and an estimated value of $29,954 billion. That is nearly an 11 million ton increase since 1998 in the amount of weight being shipped. The value of freight shipments between 1998 and 2020 will have an increase of nearly $21 billion. Map 6-1 also highlights key freight areas within the DMATS area.

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Iowa Freight Shipping Trends Data from FHA provides information on the movement of Iowa freight. Table 6-2 shows the amount of freight originating in Iowa in 2002 by mode of shipment: Several conclusions can be drawn from the data. Obviously, freight shipment by truck is the largest mode in Iowa. A large variety of different Mode Tons (millions) Value ($ millions) types of commodities are shipped from Iowa. Commodities shipped from Within From To Within From To Iowa ranked second in volume to Iowa Iowa Iowa Iowa Iowa Iowa commodities shipped within the State.

Cereal grains shipped from Iowa in Total 181.6 165.0 149.4 46,364.2 106,962.0 90,845.8 2002 totaled 42.1 million tons of the Truck 164.5 69.6 68.4 42,096.7 75,478.6 60,994.5 commodities by weight, which was the Rail 1.3 44.3 31.8 174.4 9,038.1 4,744.4 largest category of commodities Water <0.1 8.7 0.2 3.4 1,113.7 9.5 shipped from Iowa. Coal and other Air and truck <0.1 0.1 <0.1 12.7 2,122.9 539.5 petroleum products at 42.0 million tons Source: FHWA Freight management and Operations-Freight Shipments To, From and Within Iowa of weight follow. However; machinery was the highest value commodity shipped from Iowa in 2002 with a value of $14,786.4 million. Again coal and other petroleum products was second with a value of $12,676.1 million. The total value of commodities shipped from the State of Iowa was the highest compared to commodities shipped within and to the State.

Table 6-2

Iowa Freight Shipping in 2002 by Mode

Secondly, commodities shipped to and received in the State of Iowa come from both national and international sources. Not surprisingly, this flow of commodity activity is not evenly distributed. In 2002 $106,962 million of freight was shipped from points of origins in Iowa to destinations outside the State. However, only 149.4 million tons in weight was shipped to the State of Iowa from outside points of origins.

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Chapter 6 Finally, Iowa has a small surplus in commodity flow, meaning that there is slightly more freight shipped out of the state each year than is shipped in. Overall, 96% of all the goods shipped out of Iowa are shipped domestically. Iowaâ&#x20AC;&#x2122;s top trading partners in 2002 include the surrounding States of Illinois, Minnesota and Nebraska. Illinois was the top trading partner of the State of Iowa with 70 million tons of freight and a freight value of $38,477.5 million in 2002. The second largest trading partner of Iowa was Minnesota, which received 47.7 million tons in 2002.

DMATS Area Freight Shipping Trends Reebie Data from the Iowa Department of Transportation (IDOT) provides information on the movement of Dubuque County freight. County level is the smallest area that data was available for freight.

Table 6-3 shows the amount of truck freight originating and terminating in Dubuque County in 2001. As shown, freight shipment by truck is an extremely important element of moving freight through the DMATS area. Illinois receives the largest amount of the freight that originates in Dubuque County along with the southwestern part of the United States.

Table 6-3

Dubuque County Truck Freight 2001 Originating within Dubuque County

Location

Destination within Dubuque County

Truck

Truck

Tons

Value

Iowa

2,494,22

$ 2,604,364,834

3,434,293

$ 1,745,584,109

Illinois Kansas Minnesota Missouri Nebraska North Dakota South Dakota Wisconsin Non-Iowa State Total

425,762 25,504 234,155 45,545 85,511 2,162 72,071 52,752

$ 274,433,262 $ 64,357,413 $ 62,714,462 $ 2,799,467 $ 62,714,462 $ 2,799,467 $ 42,515,324 $ 51,495,853

499,623 49,038 138,720 49,841 68,561 7,876 3,104 521,023

$ 890,011,724 $ 56,150,350 $ 170,700,571 $ 54,588,177 $ 70,510,702 $ 4,844,095 $ 1,768,154 $ 1,573,675,261

943,462

$ 792,848,514

1,337,785

$ 2,822,249,034

Mid Atlantic Mid West Mountain New England North Prairie South Southwest West Canada Regional Total

71,353 100,342 17,820 16,527 5,033 120,136 353,189 24,357 708,756

$ 237,900,556 $ 113,271,976 $ 30,056,178 $ 28,595,874 $ 7,341,355 $ 164,576,886 $ 299,692,391 $ 53,954,220 $ 935,392,436

91,370 204,183 13,852 6,265 1,473 96,065 316,343 25,511 755,061

$ 238,155,742 $ 358,926,362 $ 25,136,938 $ 19,653,920 $ 3,752,735 $ 230,614,742 $ 254,330,401 $ 246,596,889 $ 1,377,167,729

4,146,447 $ 4,332,605,784

5,527,139

$ 5,945,000,871

Total

Tons

Value

Source: Reebie Data provided by Iowa DOT

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Chapter 6 Illinois receives 425,762 tons; where as the southwestern region of the United States receives 353,189 tons of truck Table 6-4 freight. North Dakota and the North Prairie Region receive the smallest tonnage of truck freight which originates in Dubuque County, at 2,162 tons and 5,033 tons. Dubuque County also receives the largest tonnage Location of destination freight from the State of Iowa. Wisconsin at 521,023 tons and the Southwestern Region at 316,343 tons are the largest suppliers of truck freight destined for Iowa Dubuque County.

Water freight within Dubuque County (unlike truck freight) does not ship within the State of Iowa. Illinois is the largest recipient of water originated freight from Dubuque County at 12,460 tons, with Canada being the largest region to receive water freight from Dubuque County at 27,440 tons. Minnesota and the Midwest are the lowest at 14,705 tons and 4,175 tons. However, Dubuque County receives water destination from other parts of Iowa making up 605,328 tons. Illinois and the Southwest Region again are the largest contributors of water freight destined for Dubuque County at 732,050 tons and 583,956 tons.

Minnesota and the Mid Atlantic Region provide the lowest water freight destined for Dubuque County at 72,228 tons and 83,046 tons. Table 6-4 provides more detail concerning the Water Freight elements in 2001.

Illinois Kansas Minnesota Missouri Nebraska North Dakota South Dakota Wisconsin Non-Iowa State Total Mid Atlantic Mid West Mountain New England North Prairie South Southwest West Canada Regional Total Total

Dubuque County Water Freight 2001 Originating within Dubuque County

Destination within Dubuque County

Water Tons

Water Value

Tons

Value

0

0

605,328

$ 106,349,800

13,056 0 14,750 0 0 0 0 438,407 466,168

$ 4,221,102 0 $ 3,461,954 0 0 0 0 $ 98,098,849 $ 105,781,905

732,050 0 72,228 189,760 0 0 0 0 994,038

$ 23,631,435 0 $ 17,082,376 $ 17,131,131 0 0 0 0 $ 57,844,942

0 4,175 0 0 0 47,627 47,627 0 99,429

0 $ 733,487 0 0 0 $ 13,849,531 $ 366,855,713 0 $ 381,438,730

83,046 172,477 0 0 0 135,767 583,956 0 975,246

$ 4,926,069 $ 12,975,633 0 0 0 $ 14,816,419 $ 59,295,068 0 $ 92,013,189

1,031,810

$ 487,220,636

2,574,611

$ 256,207,930

Source: Reebie Data provided by Iowa DOT

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Chapter 6 Table 6-5 shows that Rail freight contributes 172,523 tons to Iowaâ&#x20AC;&#x2122;s freight system from freight originated in Dubuque County. Illinois is the largest non-Iowa recipient of rail freight originated in Dubuque County at 12,460 tons. Canada is the largest regional recipient of rail freight originated in Dubuque County at 27,440 tons. Whereas, Minnesota and the Midwest are the smallest areas that receive freight that has originated in Dubuque County at 7,554 tons and 3,600 tons. Dubuque County receives the majority of its freight from Minnesota (88,084 tons) and the South (61,412 tons).

Water The Mississippi River as well as Lock and Dam #11 are within the DMATS area which makes this a very important location for river-borne shipping. The inland waterways transportation system in the US moved a total of 323,485 million ton-miles in national inter-city freight, according to the 2002 statistics from the Bureau of Transportation Statistics. Of the total, 607,900,000 short tons that were moved on the rivers, 52 % was moved on the Mississippi River. Most residents are unaware that the Mississippi River is the single most important freight shipping facility in the United States. The Mississippi River provides low shipping cost for corn and other farm products which is one of the reasons that the United States is one of the leading farm export nations in the world.

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Dubuque County Rail Freight 2001 Originating within Dubuque County

Location

Rail Tons

Iowa

Destination within Dubuque County Rail

Value

Tons

Value

172,523

$81,540,417

273,966

$ 50,182,746 $ 29,592,469 $17,983,038 $ 21,235,716 0 $987,163 $2,789,420 0 $2,810,637 $75,398,444

Illinois Kansas Minnesota Missouri Nebraska North Dakota South Dakota Wisconsin Non-Iowa State

12,460 0 7,554 0 0 0 0

$ 4,291,053 0 $ 7,427,856 0 0 0 0

20,014

$11,718,909

26,892 12,160 88,084 0 3,920 7,852 0 3,792 142,700

Mid Atlantic Mid West Mountain New England North Prairie South Southwest West Canada Regional Total

0 3,600 0 0 0 0 14,500 0 27,440 45,540

0 $692,388 0 0 0 0 $3,864,178 0 $8,655,548 $ 13,212,115

8,000 0 3,280 0 0 61,412 0 0 11,390 84,082

$ 15,072,598 0 $3,299,124 0 0 $21,893,570 0 0 $4,556,852 $ 44,822,144

238,076

$ 106,471,440

500,748

$ 170,403,333

Total

Source: Reebie Data provided by Iowa DOT

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Chapter 6 Chart 6-1

The freight that is typically moved via the Mississippi River freight system includes food and farm products (27%), petroleum (24%), crude materials (16%), and coal (14%), and other (19%).

National Inter-City Freight Transportation System Commerce on Selected W aterw ays from 1994-2002

350

300

Millions of Short Tons

250 Mississippi*** 200

Ohio Tennessee Illinois

150

GIWW***

100

50

0 1994

1995

1996

1997

1998

1999

2000

2001

2002

Chart 6-1 shows the comparisons between the movements of commerce on selected waterways in the United States from 1994 to 2002. The rivers that this chart focuses on are the Mississippi River, the Ohio River, the Tennessee River, the Illinois River and GIWW. It is clear by the chart that the Mississippi River carried the most tonnage in the United States through that time period.

Ye ar s

The Dubuque riverfront area has seven terminals and two barge fleeting sites. Terminals are locations at which materials can be loaded or unloaded from barges. Fleeting sites are used for temporary storage of barges that are being loaded or unloaded at one of the terminals or are delayed in moving through Lock and Dam #11. In addition, fleeting sites usually provide a variety of services to the tow operators which can include switching, cleaning, repairs, transfers and towing. The viability of the river freight industry requires the presence of both terminals and fleeting sites. In turn, the viability of many of the terminals depends on rail access. Loss of any of these key components in bulk freight business would have important economic impacts for both consumers and businesses in the DMATS area. A decline in the DMATS area of river/rail freight locations could affect the cost of electricity in the area, the cost of shipping of fertilizers and grain for area farmers and the cost of raw materials for area businesses.

In addition to the barge terminals and fleeting locations individually described below, the other key river-borne freight facility in the area is Lock and Dame #11. Table 6-6 shows yearly barge traffic through Lock and Dam #11 from 2000 to 2003. Overall, total freight traffic through Lock and Dam #11 has decreased 1,196 vessels since 2000. Total tons of freight in 2003 through Lock and Dam #11 in both directions was 13,030,107.

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Dubuque Area Terminals The following describes the river freight facilities that are currently present in the Dubuque water front area: Dubuque River Terminal (12th St.) The Dubuque River Terminal is located on 12th Street in the City of Dubuque. The terminal has capacity to unload or store two barges. The terminal has rail access to the Illinois Central and the Burlington Northern Santa Fe railroads. Rail car storage capacity is 12 cars and this terminal facility has liquid storage capacity of 3,384,000 gallons, outside bulk storage of 5 acres and a 20,000 square foot storage building. Major commodities handled at this terminal include steel, twine, salt and lignon liquor.

Koch Materials Co. Terminal The Koch Materials Co. terminal is located at 1550 12th Street in the City of Dubuque. The main material handled at the terminal is asphalt cement. This site has the capacity to work 2 barges simultaneously. There is a railroad siding adjacent to the site allowing transfer of bulk materials to railcars for shipment on any of the railroad providers in the Dubuque area. The terminal has a liquid material transfer capability of 4,000 barrels per hour as well as liquid bulkmaterial storage facilities on site.

Table 6-6 Barge Traffic through Lock and Dam #11 from 2000 to 2003 AGRI Grain Marketing Terminal The AGRI Grain Marketing terminal is Up-bound Down-bound primarily an intermodal shipping point for Tons of Tons of agricultural materials and products. The Year Vessels Barges Freight Vessels Barges Freight types materials handled include corn, soybeans, fertilizer and salt. The terminal is 2000 4,091 10,015 7,405,663 4,064 10,015 13,351,219 located at 1050 Kerper Blvd in Dubuque, 2001 3,119 8,027 6,978,092 3,162 8,010 10,362,349 Iowa. The terminal has the capability of 2002 3,583 10,193 7,401,658 3,583 10,123 13,564,491 2003 2,895 6,981 4,912,620 2,885 6,217 8,117,487 working and two barges as well as storing one barge. The terminal also has railroad Data Source: U.S. Army Corps of Engineers access and rail storage capacity of 40 cars.

The terminal has transfer capabilities of 200 tons per hour and dry storage facilities for 60,000 bushels of grain and 35,000 tons of fertilizer.

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Peavey Co. Terminal The Peavey Co. Terminal is primarily used for the storage and transfer of bulk dry materials including corn, soybeans, waxy corn, high oil corn, fertilizer, coal and salt. The terminal has rail access and storage for up to 45 rail cars. The terminal can work 2 barges simultaneously and has dry material storage capability for 320,000 bushels upright and 1.7 million bushels outside.

Dubuque Power Plant Terminal The Dubuque Power Plant terminal is used exclusively for coal for the coal fueled power plant. This facility is located at 920 Kerper Boulevard in Dubuque, Iowa. The facility does not have rail access or rail storage capability. One barge can be worked at a time and two barges can be stored.

Equipment at the terminal can unload one barge in approximately 5 hours and dry storage facilities exist on site for 130,000 tons.

Dubuque River Terminal (Jones St.) The Jones Street Dubuque River Terminal is operated in conjunction with the 12th Street Dubuque River Terminal. The facility has rail access and storage capacity for 12 cars. The major commodities handled at this location include steel, twine, salt and lignon liquor. The site can work and store two barges.

IEI Barge Services Inc. The IEI Barge Services Inc. is part of the Alliant Energy and is located at 18525 Highway 20 West in East Dubuque, Illinois or mile 574.5 on the Mississippi River. IEI Barge Services offers unloading, storing, and loading of dry bulk commodities to and from barge, rail and truck.

Dubuque Barge & Fleeting Service/Newt Marine This is one of two barge fleeting services in the DMATS water front area. This site has a capability of storing up to 100 barges. Services offered include six towboats, mechanical dredging, salvage, lock and bridge assistance, barge rental or repair, and cargo transfer.

ARTCO Fleeting Services ARTCO Fleeting Service provides full harbor service including barge switching, cleaning, fleeting, repairs, material transfers, towing, and lock and bridge assistance. ARTCO is currently fleeting from the east end of the 4th Street Peninsula in the Dubuque harbor. Their fleeting site accommodates approximately 80 barges.

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Rail The DMATS area is served by three rail carriers. The following describes the three carriers in general terms.

Illinois Central Railroad The Illinois Central Railroad (IC) was formed in December 1985 as a spin-off from the Illinois Central Gulf Railroad. Currently, the Illinois Central is a subsidiary of the Canadian National Railroad system that resulted from the merger of the Canadian National and the Illinois Central in July 1999.

The IC operates 736 miles of track in Iowa, Illinois and Nebraska with most of that total (75.8%) being located within the State of Iowa. The IC in Iowa extends from Dubuque through Fort Dodge to Council Bluffs. There is also a line that runs from Fort Dodge to Sioux City. Illinois Central Railroad’s system in the area runs east to west from Galena, across the Mississippi River via the railroad bridge and then follows Catfish Creek to the west. After leaving Dubuque, the IC continues through Peosta, Epworth, Farley and Dyersville as it heads west through Dubuque County.

The IC operates the railroad bridge across the Mississippi between the cities of Dubuque and East Dubuque. This bridge, which was built in 1865 and it will need to be replaced in the near future. The bridge does meet the requirements of the Truman-Hobbs Act and is currently considered a hazard to river navigation. The Truman-Hobbs Act requires 300 foot clearances for river traffic; the current bridge allows a maximum clearance of 175 feet. Bridge replacement will be the responsibility of the railroad.

The Illinois Central Railroad shares track in the downtown Dubuque area with the IC& E Rail Link. The shared track extends from the intersection of the two systems on the south side at Riprow Valley north as far as 12th Street in downtown Dubuque. The IC’s switching yard extends on the east side of the track from approximately Mt. Carmel north to Jones Street.

Burlington Northern and Santa Fe Railway The Burlington Northern and Santa Fe Railway (BNSF) is among the largest railroad in the United States today with track mileage totaling 33,353 miles covering 28 states and two Canadian provinces. In the DMATS area, the BNSF’s track is located exclusively on the east side of the Mississippi in the governmental jurisdictions of Grant County, Wisconsin, Jo Daviess County and the City of East Dubuque in Illinois.

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Chapter 6

The BNSF track which runs through the region has itâ&#x20AC;&#x2122;s eastern origin in Chicago, proceeds west to the Mississippi River at Savanna and then follows the eastern shore of the river north through the region to the Twin Cities.

I C& E Rail Link The Iowa, Chicago and Eastern Rail Link (I C& E) is a regional railroad which is owned and operated by the Dakota, Minnesota and Eastern Railroad. The IC & E recently purchased the I & M Rail Link which was formed in 1997 and operated through the DMATS area. Between the two branches (DM&E and IC&E) the railroad operates in Iowa, Illinois, Minnesota, Missouri, Nebraska, Wyoming, Wisconsin and South Dakota. The IC& E primarily provides service between Minneapolis, Chicago and Kansas City. The main route in Iowa parallels the Mississippi River on the west side from the Minnesota state line south through the Dubuque area as far as Muscatine. The I C& E also operates an east-west line that begins in Marquette and extends west through northern Iowa to Sheldon.

Truck The movement of goods by truck provides cost-effective, door-to-door service for businesses, industries and consumers. Factors such as speed, flexibility, specialization, and less stringent packaging requirements are some of the benefits to moving goods by truck. Very few products reach their ultimate destination without shipping via truck at some point in the journey. Many commodities are brought to terminals in the DMATS area loading onto barges for river transportation via truck. Although some firms in the area are shipping or receiving raw products directly via rail or by barge, the great majority of freight in the area is moved via truck.

Table 6-7

Track Traffic on Major Highway Corridors 1997

2002

2005

Highway Corridor

Truck aadt

Truck %

Truck Truck aadt %

Truck aadt

Truck %

US 20 West of Swiss Valley Road US 20 East on Julien Dubuque Bridge US 61/151 South of Tamarack Business Park US 61/151 on Wisconsin Bridge US 52/IA 3 North of John Deere Road US 52 South of the Mines of Spain

1,376 1,085 1,648 1,178 292 321

8.4% 5.6% 15.4% 6.9% 5.1% 6.4%

1717 1214 1191 1751 341 248

1,784 1,492 1,198 1,699 885 323

10.8% 7.5% 15.8% 8.7% 7.7% 6.2%

10.8% 4.5% 14.0% 9.6% 5.2% 5.0%

Table 6-7 below shows the annual average daily volume of trucks on the main highways in and out of the area as well as the percentage of truck traffic.

Trucks are also the mode used most often for the timely movement of goods. Because of this, logistics has become a very important tool in the movement of goods.

Data Source: Iowa Department of Transportation Data

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Many trucking firms are using logistics management to provide just-in-time shipments, and to help companies reduce inventories and warehouse stock.

Through this technique, needed supplies and inventory are regulated more efficiently.

Table 6-8 2006 Air Freight Flows through Dubuque Regional Airport Month January February March April May

On (lbs.)

775 847 10,821 6,068 72

Off (lbs.)

28 4 81,988 39,854 82,927

Due to the use of trucks for just-in-time delivery, a key concern for trucking firms is delay. Trucking firms depend on careful coordination between shippers, the trucking firms themselves and the recipients of the freight. This enables the freight to arrive at the end point at the right time. Delay at any point in the process can inhibit the coordination that must be present at all times. Without coordination, profit can be greatly reduced or lost all together.

Air

Since, the 1980â&#x20AC;&#x2122;s the major air freight companies have been establishing air freight centers at key locations. These locations are typically chosen due to their convenient travel distance to metropolitan areas and availability of quality airside facilities and relatively low levels of other air traffic which Data Source: Dubuque Regional Airport could potentially interfere with air freight operations. The air freight terminals in this portion of the upper Midwest were mainly established by the early 1990â&#x20AC;&#x2122;s. The United Parcel Service air freight center is located in Rockford, Illinois. The Federal Express air freight center is located in Cedar Rapids, Iowa. Due to the relatively short distance from the DMATS area to these locations, it is very unlikely at this point that a major air freight center would located to the Dubuque Regional Airport. As a result, the only air freight that currently comes through the Dubuque Regional Airport is limited to items shipped in the cargo holds of passenger airplanes or cargo planes operated by industries within the area. Table 6-8, shows the recent history of inbound and outbound airfreight shipments through the Dubuque Regional Airport.

Discussions with both the Dubuque Regional Airport manager and Freight professionals in the area revealed little expectation that there would be any changes in the use of the airport for air freight. Overall, it was felt that even if businesses were located in Dubuque with a very high demand for airfreight services that Rockford and Cedar Rapids airfreight centers are sufficiently convenient that there would be no economic advantage to the establishment of a new freight center at the airport.

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Issues for the Freight Industry in the Dubuque Region There are a number of issues that will affect the freight industry in the DMATS area in the next 20 years. As noted in the introduction, few of those issues are solely under the control of local or regional officials. The following are issues identified by freight industry representatives in a meeting with DMATS staff during the preparation of the plan.

International Competitiveness of US Grain – Other countries that are major producers of corn and soybeans (Brazil and Argentina) are making major improvements to their grain transportation system. This could place American grain producers at a competitive disadvantage in world markets. If the United States loses its competitive advantage, the economic impacts would be felt and could have a negative impact on the United States’ balance of trade.

Lock Delay – Cost of lock delays on the upper Mississippi River and the Illinois River is estimated to be $35 million per year.

Cost of Improvements to the Lock and Dam System – Improvements now understudy by the Army Corps of Engineers estimates that costs to repair or improve the lock and dam system could cost many billions of dollars over the next 30 to 40 years. The truck and rail shipping industries oppose the proposed improvements as a major subsidy by the federal government because it is their primary competition.

Environmental Impacts – As an expenditure of federal funds, environmental impacts are required to be identified and mitigated. Over $27 million is being spent to study environmental impacts. Potential impacts under study include: Sedimentation – Barge traffic has been proposed as the cause of sedimentation of the backwaters-Damage to Aquatic Plants – Waves generated by tows have been proposed as a cause of damage to plant communities bordering the main channel.

Bank Erosion – Wave action from river shipping has been suggested as a cause of increased bank erosion along the main channel.

Aquatic Wildlife – Propeller kills have been proposed as a major cause of death for fingerlings in the river.

Illinois Central-Canadian National Railroad Merger – Mergers and consolidation of the railroads in other instances have led to changes in pricing policies. These changes favored very large, regional shipping centers able to load 100 car train units. This has led to the closure or consolidation of smaller shipping centers.

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Dubuque Metropolitan Area Transportation Study area is not Equipped to Load the Larger Unit Trains – As a result, Dubuque could be one of the grain shipping locations that is not competitive after the merger of the Illinois Central and Canadian National Railroads. This would hurt the farmers of the area by increasing their shipping costs. It would also hurt the citizens of the Dubuque area due to the rise in shipping costs in commodities like coal for power, salt, building materials, etc. It is still too early in the merger to tell if this will still be an area of concern.

Changing Land Use Values – In the past we valued a successful river shipping industry because of its support to the local economy and industries.

Today, there is more emphasis on the Mississippi River as an environmental, cultural and historic resource. As a result, in many river towns there is a movement to convert river fronts from industrial and shipping land uses to more recreational, entertainment or cultural types of land uses. However, the businesses and industries that depend upon river shipping are still here and their competitiveness is tied to river access.

Replacement of the Illinois Central Railroad Bridge Under the Truman-Hobbs Act – As noted above, the Dubuque railroad bridge will require replacement soon to meet the requirements of the Truman-Hobbs act. The replacement will be the responsibility of the railroad. However, prior to beginning the replacement Congress must authorize a payment for the bridge to the railroad for the full depreciated value. This amount will probably be between $20 to $25 million. Two concerns have been raised regarding this event.

1).That the Illinois Central will not replace the bridge but simply sell off the portion of its system in Iowa and abandon the bridge. Although that could happen, it does not seem likely that it will because of the large percentage of the total Illinois Central system which is west of the Illinois Central Railroad Bridge. The railroad does not have another crossing over the Mississippi River. The loss of the system west of the Mississippi River will reduce the railroad to little more than a regional carrier.

2).That the railroad could be persuaded to construct the new bridge at a different location and free up the area of the river between the cities of Dubuque and East Dubuque currently dominated by the Illinois Central Railroad Bridge. It does not seem likely that this will take place because of the limited frontage on the Mississippi River actually controlled by the Illinois Central Railroad. The railroad’s actual track along the river is limited to the area between the Riprow Valley on the south and 12th Street on the north in Dubuque. Most of the Illinois Central Railroad’s track on the east side of the river is prevented from having direct access across the Mississippi River by the US Department of Fish and Game’s preserve which fronts the river from the Julien Dubuque Bridge south.

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Lack of Rail Accessible Sites and Business that Require Rail Access – Another concern for the region is the lack of rail accessible sites as well as the low amount of businesses that require rail access. There are many cities that railroads pass through, where they do not stop. Over the past 30 years railroad officials indicate that there has been a decline in the number of businesses in the Dubuque area requiring rail access. This trend is also affected by rail consolidation and pricing policies which favor large shippers and long hauls. At some point, officials from the freight industry point out that these factors combined will make Dubuque an unprofitable market for the railroads. When that happens, it will significantly damage the river and the truck freight industries in the Dubuque area due to the interrelationship between the three modes.

Increased DM&E and IC&E Trains through the DMATS Area– The impact of increased coal traffic along the IC&E rail lines will present significant environmental and safety issues for the Port of Dubuque and the Northend/Kerper Boulevard area, City of Dubuque and City of East Dubuque. Increased train traffic through any of these communities would increase the delay time significantly. Not only do these delays impact local traffic, they impact regional traffic as well. Many United States. and State highways in the area run adjacent to the rail lines with ramps or roads from the highway system feeding into local collector streets. Significant delays also impact emergency response vehicles that need access to areas that will be blocked from stopped trains. Tourist, educational, historic and conservation areas will be significantly and negatively impacted by increased train traffic, due to there close proximity to train tracks.

Freight issues are both highly complex and require a high degree of coordination between public and private partners. At the June 2000 Policy Board meeting, the DMATS Policy Board decided to appoint a standing Freight Advisory Committee. This committee is called upon at the request of the DMATS Policy Board to work with DMATS staff to study specific issues, collect data and develop more specific plans and recommendations for the DMATS Policy Board. Once those plans have been developed, they should be incorporated into the Long Range Transportation Plan in a fashion consistent with the region’s transportation priorities.

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Chapter 7

Airport Element

Introduction The Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) requires that long-range transportation plans for metropolitan planning organizations should be multimodal, meaning that plans are prepared for all of the main transportation modes. In the past, an airport element has been included in the Dubuque Metropolitan Area Transportation Study (DMATS) Long-Range Transportation Plan even though the airport was about two miles south of the adopted DMATS metropolitan planning area boundary. However, the DMATS boundary has been extended since the last long-range transportation plan and now includes the airport.

Since the last long-range transportation plan, the relationship between the Dubuque Regional Airport and DMATS has changed. The airport has been brought into the DMATS current boundaries. In the past it was not necessary for the expenditure of federal funds by the airport to be included in the DMATS Transportation Improvement Program (TIP). However, once the airport was included in the DMATS boundaries, that situation changed and DMATS is now responsible for the use of federal funds by the airport.

The Dubuque Regional Airport Master Plan was last updated in 2004 by Coffman Associates, Incorporated from Leeâ&#x20AC;&#x2122;s Summit, Missouri. The update of the master plan was undertaken to evaluate and recommend development of facilities that will be required to meet the increase in demand forecast for the airport. The plan is designed to provide systematic guidelines to the City of Dubuque in its overall development of the airport. The Airport Element of the 2031 Long-Range Transportation Plan will summarize and incorporate the recommendations of the 2004 Airport Master Plan update.

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Inventory Inventories provide information on existing conditions, which in turn allow for planning future needs for any project. The inventory of the existing facilities and infrastructure at the Dubuque Regional Airport aids in developing future projects designed to improve the airport and aid in projecting estimated costs for the TIP monies.

Existing Facilities The Dubuque Regional Airport is located about seven miles south of downtown Dubuque on US 61. Primary access to the airport is off of US 61. The airport location is shown on Map 7-1 . The airport occupies 1,057 acres and has a field elevation of 1,076 feet. The airport opened at the present location in 1948.

Airside Facilities The airport has two runways and five taxiways to support air operations.

Runway 18-36 is a north-south oriented runway that serves as the airports primary runway. Runway 18-36 is 6,325 feet long and 150 feet wide. The runway was constructed in 1947 with a nominal 9 inch Portland Concrete Cement section. An asphaltic concrete cement overlay was applied in 1975. The pavement is rated at 75,000 pounds for a single wheel gear aircraft, 173,000 pounds for duel wheel gear aircraft and 215,000 pounds for a duel tandem aircraft. Runway 18-36 is served by a full instrument landing system.

Runway 13-31 is a northwest-southeast oriented runway and serves as the airports secondary runway. Runway 13-31 is 6,498 feet long and 100 feet wide. The runway is constructed of Portland Concrete Cement with a nominal thickness of 9 inches. This was overlaid in 1970 with about 3 to 4 inches of asphaltic concrete cement. The pavement has been grooved to allow proper drainage.

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The pavement is rated to 75,000 pounds for a single wheel gear aircraft, 125,000 pounds for a duel wheel gear aircraft and 215,000 for duel tandem aircraft. A localizer, MALSR and MALS, serves runway 13-31.

Taxiways provide adequate access to both of the runways and consist of parallel, connecting, access and entrance/exit taxiways.

There is a taxiway parallel to Runway 13-31. In addition, three connecting taxiways provide access between the two runways and the terminal/hanger area.

Taxiway A is parallel to Runway 13-31 and is 50 feet wide, however a portion of Taxiway A is 75 wide (southwest of Taxiway B). This taxiway also provides access to the end of Runway 18-36.

Taxiway B provides a connection from Taxiway A to Runway 13-31 and is 50 feet wide.

Taxiway C extends southwest from the terminal apron to Runway 13-31 where it continues southwest until the intersection of Taxiway E where it turns south to connect to Runway 18-36 threshold. Taxiway C is 50 feet wide.

Taxiway D extends from the terminal apron southwest to Runway 13-31 where it continues southwest upon turning west to connect to Runway 18-36. Taxiway D is 50 feet wide until Runway 13-31, where it narrows to 35 feet wide.

Taxiway E connects Taxiway C to Runway 18-36 and is 100 feet wide.

Groundside Facilities The Dubuque Regional Airport has extensive groundside facilities serving passengers, freight, airport administration and general aviation needs. The current terminal building is 11,656 square feet in extent. The original terminal was built in 1948. A new terminal was constructed next to the existing one in 1969. In a remodeling project in 1989 the two buildings were combined. The airport also includes six T-hangers buildings and six conventional/executive hangar buildings. The airport has five parking lots. These parking lots include 440 parking spaces that are available for use by airport patrons, employees and other airport users.

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Aircraft Operations The Dubuque Regional Airport provides two distinct types of services. These are commercial air service for regional/commuter passengers and general aviation service. The Dubuque Regional Airport is designated as a Level I airport by the Iowa Aviation System Plan. There are ten Level I airports in the state. These airports are expected to provide 100 percent of commercial air service and 40 percent of general aviation service to the population within 45 miles of the airport.

Commercial Air Service The 2004 Dubuque Regional Airport Master Plan identified the market for commercial air service. The plan broke the area into categories: primary service area and secondary service area. The primary service area is as follows: Dubuque, Jackson, Clayton, Delaware Counties in Iowa; Jo Daviess County in Illinois and LaFayette and Grant Counties in Wisconsin. The following areas were classified as secondary service areas: Clinton, Jones, Buchanan, Fayatte and Allamakee Counties in Iowa; Carroll and Stephenson Counties in Illinois and Crawford County in Wisconsin. This core market area can generally be described as being the area that is Passenger Enplanements within two hours driving time. Airports that define the boundaries of Graph 7-1 the market area include Cedar Rapids, Waterloo, IA; Moline, Illinois, Passenger Enplanements Rockford, Illinois and Madison, Wisconsin.

Graph 7-1 shows the recent history of passenger enplanements at Dubuque Regional Airport.

Data Source DMATS 2031 Long Range Transportation Plan

70,000 60,000 Passengers

Terminal Access Roadway Principal access to the airport is from the U.S. highway 61 interchange with Airport road. This interchange is not currently signalized. Along Airport Road are several access points for other aviation and nonaviation facilities. Future planning should consider a loop road with the potential for a dedicated commercial access roadway system. It is advised that the interchange at U.S. 61 should be looked into to accommodate more commercial traffic.

50,000 40,000 30,000 20,000 10,000 0 19

80 985 990 995 996 997 998 999 000 001 002 003 004 005 2 2 2 2 2 2 1 1 1 1 1 1 1 years

Data Source: Dubuqeu Regional Airport

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Typically, commercial air service passenger enplanements are very cyclical. Changes in enplanement rates often come quickly in response to the type of service being offered at the airport, the overall cost of air travel and Table 7-1 General Aviation Aircraft Operations competitive pressure from the surrounding airports.

General Aviation General aviation encompasses all facets of civil activity except commercial operations. At Dubuque Region Airport this component of the aviation industry accounts for the largest overall share of operations. The level of general aviation activity is typically reported in terms of the number of operations. A general aviation operation is any takeoff or landing by an aircraft. Data in Table 7-1 shows the trend in aircraft operations since 2000:

Forecast

Year

Air Carrier

Air Taxi

General Aviation

Military

Total

2000 2001 2002 2003 2004 2005

4 0 42 38 28 28

4,114 6,946 5,058 4,049 3,630 3,959

14,526 40,767 48,471 49,446 51,534 50,926

38 238 73 91 136 109

18,682 47,951 53,644 53,624 55,328 55,022

Data Source: 2004 Dubuque Regional Airport Master Plan

Typically, airport master plans like the Dubuque Regional Airport Master Plan include forecasts of total aircraft operations, enplanements and based aircraft. These three factors are the keys for determining actual facility needs. Airline enplanements are key to sizing the terminal building, apron and automobile parking. Based aircraft is a primary indicator of growth in general aviation. As a result, it is used to indicate Table 7-2 Dubuque Regional Airport Forecast Summary the type and capacity of aircraft facilities for fueling and for 2010 2015 2020 2025 storage. Aircraft operations (takeoffs and landings) are used to examine the capacity of the airfield. Table 7-2 shows the Total Aircraft Operations 56,500 61,800 70,300 79,000 adopted forecast for the Dubuque Regional Airport.

Annual Enplaned Passengers 58,000 71,000 86,000 105,000 Dubuque Based Aircraft 89 100 124 The forecasts shown in the table above set out specific Data Source: 2004 Dubuque Regional Airport Master Plan levels of activity that are expected to be achieved in specific years. While it is necessary to focus on the timing of airport development for scheduling and budgeting purposes, the actual need for the facilities is in fact established by levels of activity themselves.

Therefore, implementation of the master plan by the Dubuque Regional Airport will depend more on when the specific levels of activity are achieved, rather than on the specific years that those levels were expected to be reached.

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Proposed Projects Based on the inventory of the airports existing facilities and the adopted aviation forecast, the Dubuque Regional Airport has determined that the following projects will be necessary over the coming 20 years to maintain and expand the airports level of service.

• • • • • • • • • • • • •

Snow Removal Storage Building Addition Equipment Replacement Slurry Seal Terminal Ramp Airport Master Drainage Study Environmental Assessment – Terminal Building Land Acquisition for Terminal Building (103 acres) Construct Executive Hagar Apron Engineering Design for Terminal Building Improve Runway 31 RSA (road, prop, aq., earthwork, localizer) Construction Water Tower Construct Terminal Entrance Road Aircraft Apron and Sitework Construct T-hangar Taxiways – Phase I Construct Terminal Taxiways, Phase 1 Terminal Building & Auto Parking Construct 10-unit T-hangar Facility

• • • • • • • • • • • • • • •

Construct Phase II Terminal Building, Loop Road and Terminal Curb Extend Partial Parallel Taxiway C to Taxiway D Construct T-hangar Taxiways – Phase II Construct 10 unit T-hangar Facility Construct Executive Hangar Apron – South GA Area Construct Executive Hangar Roads – South GA Area Construct New ATCT Acquire Property for Runway 18-36 Extension Relocate ILS Glideslope Antenna Extend Runway 18-36/Taxiway C 1,200 feet South Rehabilitate Airfield Pavements Rehabilitate Landside Pavements Construct T-hangar Taxiways – Phase II Construct 20 T-hangars (Two 10-unit facilities) Terminal Building Expansion

Detailed information on the projects proposed for the Dubuque Regional Airport can be found in the adopted 2004 Dubuque Regional Airport Master Plan.

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Financial Implementation of the Airport Master Plan will take a financial commitment of $61 million over the planning period. Financing of the improvement program will not rely entirely on one source. Federal, local and private sources will contribute to the development. In each case, the primary contributor will be the aviation community and the airport user through airport aviation user fees and leases.

Dubuque is eligible for up to 95% of the funding for the airport improvement projects from Federal grant aid programs to public airports. The source of these funds is the aviation trust fund. The trust fund is a depository of federal funds that result from taxes on airline tickets, aviation fuel, aircraft registrations and other aviation related fees. The Federal Aviation Administration (FAA) under appropriations set by Congress to all eligible airports distributes the funds.

Table 7-3 ,below shows the anticipated funding streams that are projected by the airport to meet the required needs.

Table 7-3

Dubuque Regional Airport Development Funding Sources

Dubuque Share

FAA Share

Total Costs

4,214,867

57,282,466

61,497,333

Data Source: 2004 Dubuque Regional Airport Master Plan

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Chapter 7 Table 7-4 shows project implementation and the funding breakdown for projects that need to be implemented. The projects have been broken into FYs from FY 2006 to FY 2010.

Table 7-4

Breakdown of FAA Fiscal Year projects

Total Project

FAA Share

FY 2007 (Planning) Terminal Land Acquisition RSA Land Acquisition – Phase 1 ($ 1,148,678 entitlement $ 302,222 discretionar)

$1,471,000 $50,000 $1,521,000

$1,397,450 $47,500 $1,434,950

FY 2008 (Planning) Terminal Schematic and Design Runway 31 parallel and connecting taxiway Water Reservoir RSA earthwork, road/fence relocation – Phase 2 ($1,000,000 entitlement $ 2,802,375 discretionary)

$521,000 $2,686,100 $610,400 $185,000 $4,002,500

$494,950 $2,551,795 $549,360 $175,750 $3,802,375

FY 2009 (Planning) Terminal Site Work Utility Improvements ($1,000,000 entitlements $3,328,010 discretionary)

$2,599,400 $1,956,400 $4,555,800

$2,469,430 $1,858,580 $4,328,010

FY 2010 (Planning) Terminal Roads and Apron Terminal Design PCI Study (required in 10‘) ($1,000,000 entitlements $ 3,856,172 discretionary)

$4,799,400 $285,360 $27,000 $5,111,760

$4,559,430 $271,092 $25,650 $4,856,172

FY 2011 (Planning) 1.

Terminal Phase 1 – Terminal (FAA 85% - Local 15%) 2.

Terminal Taxiway Stub (FAA 95% - Local 5%) 3.

Terminal Parking (Local 100%) ($1,000,000 entitlements $ 2,324,605 discretionary)

$3,231,100 $608,600 $1,545,600 $5,385,300

$2,746,435 $578,170 $0 $3,324,605

FY 2012 (Planning) 1.

Terminal Ring Road/ Load Area (FAA 95% - Local 5%) 2.

Terminal Phase 2 (FAA 85% - Local 15%) 3.

Terminal Parking (Local 100%) ($1,000,000 entitlements $ 4,060,095 discretionary)

$2,461,200 $3,202,300 $1,448,800 $7,112,300

$2,338,140 $2,721,955 $0 $5,060,095

The Map 7-2 shows the airport layout indicating where the facilities and infrastructure are located within the airport itself.

Summary DMATS Staff will work closely with the Dubuque Regional Airport to aid in federal funding sources for implementing the various projects that have been identified in the Airport Master Plan over the next several years.

Dubuque Regional Airport Project Cost Breakup by Years

: 2004

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Chapter 8

Environmental Analysis

Introduction Traditionally, planning documents were to have a long-range and a system-wide focus. The projects as proposed in the plan were not sufficiently specific in either concept or location to allow environmental assessment. Although a project might be proposed in an adopted long-range transportation plan, local decision makers along with the public would not actually know the types or severity of environmental impacts until the proposed project actually moved into the project development phase. Over time this has come to be viewed as something of a drawback to the traditional process, because it required the public and elected officials to prioritize proposed projects without information on the potential environmental impacts. Another drawback to the traditional process was the time required to conduct typical environmental reviews.

The Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU) as well as its predecessor the Transportation Equity Act for the 21st Century (TEA-21) changed that model. Under the proposed Federal rules, metropolitan planning organizations would be encouraged to carry out some environmental assessment of projects during the plan preparation. Results from that analysis could then be used in both project selections for the plan, and for the project environmental assessment when project development begins. MPOs would be encouraged to involve federal and state environmental agencies throughout the process so that environmental issues could be identified as early as possible. The level of environmental analysis would be left to the discretion of the participants in the planning process. Under the proposed regulations, local officials would be authorized to determine the manner in which planning level environmental review could best help streamline the project environmental process.

The final regulations regarding SAFETEA-LU implementation will not be adopted until after this plan has been adopted by DMATS Policy Board. As a result, this plan is being prepared under the previous transportation bill, TEA-21. Nonetheless, based on the concepts in TEA-21, this chapter of the plan contains a summary of anticipated environmental issues for all the projects proposed in the plan. This summary is not sufficiently detailed or precise to meet the requirements of the National Environmental Policy Act (NEPA).

The information that follows is designed to provide general information to the public and to decision-makers as they consider transportation priorities in this long-range transportation plan. The information has been provided on a project basis to allow easy review of the information.

Eight environmental issues were considered for all projects:

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Right-of-way – Right-of-way impacts were addressed qualitatively. Two considerations were addressed in the right-of-way analysis. The first was whether the project would require additional right of way. In some cases, it appears possible to accomplish the required transportation improvements without additional right-of-way. In other cases, the entire project will require new right-of-way or additional right-of-way. The second consideration was the amount of the additional right-of-way that would be required that is already developed with other uses. The reader of this document should keep in mind that the analysis of right-of-way impacts is based on general project concepts and a brief review of the project location. Final environmental analysis will be required for every project to fully identify right-of-way impacts.

Wetland – Wetland impacts were identified using the National Wetland Inventory. Since this environmental analysis does not include specific drainage or water quality assessments, the only purpose of this analysis was to identify known wetlands that could be impacted by the proposed transportation improvements.

Floodplain – The floodplain assessment was conducted using the National Flood Hazard Maps for City of Dubuque and Dubuque County which were updated in 2000. Projects are identified as no impact if they are completely outside identified flood plains. In the case where a project is within an identified flood plain it was identified in the analysis.

Cemetery – Cemetery impacts have been identified if the proposed project will pass next to or encroach on an existing public or private cemetery. Due to the general nature of project concepts at this point it is not possible to know if there will actually be an impact on the identified cemetery. All that can be known from this analysis is that there is a potential for such an impact.

Parks and Recreation – Park or recreational use impacts have been identified if the proposed project is adjacent to a known, existing public or private park or recreational use. Due to the general nature of project concepts at this point it is not possible to know if there will actually be an impact on the identified park or recreational use. All that can be known from this analysis is that there is a potential for such an impact.

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Historical/Archeological â&#x20AC;&#x201C; Known historical or archeological sites are identified that are within 500 feet of proposed projects. This analysis was carried out on the basis of the National Historic Register and on the location of archeological sites identified in other studies. As a result, the analysis only states that there is the potential for impact on known sites. More specific surveys will be necessary for each project to determine if there will actually be impacts and also to identify any historical or archeological sites which have not previously been identified.

Environmental Justice â&#x20AC;&#x201C; The only source of information available for identifying low income or minority communities is 2000 Census data. The 200 Census data for Transportation Analysis Zones (TAZ) has been used to identify instances when proposed projects could impact low income or minority communities. However, given the fact that TAZs are generally too large to allow the detail required for this type of analysis it will be necessary to carry out more specific analysis at the time of project development. The data contained herein is simply an indication that there is the potential for an impact.

Farmland â&#x20AC;&#x201C; A potential farmland impact has been identified in cases where it appears that a project will require additional right-of-way and that the right-of-way will be taken from a farm. There has been no effort to identify the farmland impacted on the basis of productivity or crop types or to identify the amount of farmland that will be impacted.

There are several types of analysis which are typically included in an environmental assessment which have not been addressed here. These include noise, storm water run-off, water quality, air quality, and geotechnical/seismic.

In each case, these types of analysis were sufficiently specialized that neither DMATS staff nor the DMATS Technical Advisory Committee were qualified to conduct a cursory analysis of the potential impacts.

There are projects identified in the plan that have not been analyzed for environmental concerns. Some of these are projects which staff believes are Categorically Exempt (CE) under NEPA. Categorically Exempt projects are usually those that will be constructed entirely in previously used and disturbed ground and from which no additional off site impacts are expected. Some roadway projects and all the transit projects fall into this group.

At this time, no Bike and Pedestrian Transportation projects have been analyzed for environmental concerns. This was done because planning for bicycle and pedestrian improvements is not sufficiently advanced to identify particular projects at this point. At a later date, when the Bike and Pedestrian

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Transportation Implementation Plan is complete the environmental analysis will be carried out. The same holds true for freight projects. When those projects have been carried out it will be necessary to conduct an environmental analysis. Finally, the Airport Element identifies several projects which will be federally funded and will require environmental review.

Buffer Distance Buffers were assigned to each of the proposed transportation project documented in Chapter 3 Road Element, which are located on the federal aid system. The buffer sizes are determined based on the project size and location. IA 32 SW Arterial has 800 feet on each side of the road making it 1600 feet wide for overall project. The environmental factors that are listed above have been taken into consideration. Maps 8-1, 8-2, 8-3, 8-4, 8-5, 8-6, 8-7, 8-9, of the project buffers and adjacent environmental features are included at end of the chapter.

Table 8-1 represents an analysis of the potential for significant environmental impacts by DMATS staff and Technical Advisory Committee based on existing sources. Its purpose is to assist the public and decision-makers to assess the relative priority that should be placed on each of the proposed projects. It should be noted that prior to any expenditure of federal funds for transportation improvements a thorough environmental assessment must be conducted.

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2006 -2016

City of Dubuque Dubuque County

IA 32 (SW)

US 20 Seipple RD

US 151/61 & Old Davenport Rd

800

yes

no

yes

yes

no

yes

no

yes

8-1

2016 -2031

City of Dubuque Dubuque County

U.S. 20 West

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IA 32 (NW)

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yes

no

yes

no

no

no

no

yes

8-2

2016 -2031

City of Dubuque

IA 32 (NW)

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US 52

200

no

no

yes

no

no

no

yes

no

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2006 -2016

City of Dubuque

Asbury Road

University Ave

IA 32 (NW)

200

yes

no

no

no

yes

yes

yes

no

8-4

2016 -2031

City of Asbury Dubuque County

Asbury Road

IA 32 (NW)

Seipple Rd

200

yes

no

no

yes

yes

no

no

no

8-5

2016 -2031

City of Dubuque

University Ave

Delhi Street

Asbury Road

100

yes

no

no

no

no

no

no

no

8-6

2016 -2031

City of Dubuque

Middle Road

IA 32 (NW)

Seipple Rd

200

yes

no

no

no

no

no

no

yes

8-7

2016 -2031

City of Dubuque

Clarke Drive

West Locust St

Asbury Road

100

yes

no

no

no

no

no

yes

no

8-8

2016 -2031

City of Dubuque

North Grandview Ave. Extension

N Grandview

IA 32 (NW)

200

yes

no

no

no

no

no

no

no

8-9

Ce

Ri

Location

Bu

Period of Construction

rD ist a

Environmental Assesment Results

ffe

Table 8-1

ecr eat Hi ion sto Ar ch r i c a l e / En o l o g i vir c a l on me nta lJ Fa ust rm ice lan d

Environmental Analysis

Chapter 8

Summary Chapter 8 represents an analysis of the potential for significant environmental impacts by DMATS staff and the Technical Advisory Committee based on existing sources. Its purpose is to assist the public and decision-makers to assess the relative priority that should be placed on each of the proposed projects. It should be noted that prior to any expenditure of federal funds for transportation improvements a thorough environmental assessment must be conducted.

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Introduction Beginning with the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) transportation plans prepared by metropolitan areas like the Dubuque Metropolitan Area Transportation Study (DMATS) have been required to be financially constrained. Financially constrained means that the plan must identify the projected or expected financial resources to be available over the 25-year planning period for the transportation improvements listed in the plan . The plan must identify a prioritized list of projects with costs that is constrained to the total amount of expected funding over the next 25 years.

In other words, the transportation plan must identify a transportation improvement budget for the 25-year plan and show how the area proposes to spend the budget. This is to provide a clear picture of the projected financial resources that are expected to be available in relation to the transportation improvement priorities of the area.

DMATS is required to identify financial resources from three different sources: The MPO (DMATS), State(s) (Iowa, Illinois and Wisconsin), and Local Governments. However, DMATS is not able to commit either state or local sources as a financial contribution to any project. DMATS can indicate that it believes a contribution from either a state or local government is appropriate, but that financial contribution still requires the action of the governmental entity.

In addition, there are two types of financial resources. The finance element must consider federal funds either from the MPO or from one (or more) of the states. The finance element must also consider local funds from either state or local sources. As noted above, DMATS is only able to program federal funds and those federal funds can only be used for improvements to federally eligible facilities. There are only two jurisdictions for the purposes of transportation projects: State jurisdictions (Iowa, Illinois and Wisconsin), or Local jurisdictions.

This chapter is made up of two parts. The first is a forecast of the federal and local funds that will be available to DMATS and its members in the next 25 years for transportation improvements. The forecasts of federal and local funds available in this finance element have been calculated on the basis of constant year 2005 dollars. Inflation factors have been used to try and forecast inflated dollars in future years. The second part of the chapter is the funding priorities for expenditure of federal transportation funds as determined by the DMATS Policy Board. The projects and projected costs are described in greater detail in Chapter 3. It should be noted that the forecast of project costs is also on the basis of constant year 2005 dollars. Finally, it should also be noted that the revenue forecasts in the finance element are for those sources of revenue that are currently available on a regular basis. Other fund opportunities exist in the form of short term programs or grant funds that could be used for priority projects. Since these other types of funding cannot be predicted, they have not been included in this financially constrained finance element.

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DMATS Federal Funds At the present time, DMATS has two sources of federal funds for transportation facility construction. DMATS receives Surface Transportation Program funds (STP) from both Iowa and Illinois. DMATS also receives Transportation Enhancement (TE) funds from the State of Iowa. At this time, DMATS does not receive a regular allocation of either STP or enhancement funds from Wisconsin.

Iowa STP Funds STP funds represent the federal funding main resource that can be committed by DMATS to transportation improvements. STP funds are provided to the State of Iowa by the federal government through the Federal Highway Administration (FHWA) on the basis of a formula that is set in the omnibus federal transportation authorization, SAFETEA-LU. The State of Iowa then passes a percentage of its total STP fund allocation from the federal government through to DMATS and the other eight MPOs in Iowa. STP funds are the most flexible of all the federal transportation funding categories and can be spent for all surface transportation projects including either improvements or maintenance, on federal or state highways, on federally eligible local roads or on eligible non-roadway projects like bicycle and pedestrian transportation facilities. Eligible project types include: • • • •

Road or bridge projects on the federal-aid system, which includes all federal functional class routes except local and rural minor collectors (see exception under “qualifications for funding”); Transit capital improvements; Bicycle and pedestrian facilities; and Transportation planning activities.

It should also be noted that the DMATS Policy Board has chosen to revise previous funding commitments. IA 32/Southwest Arterial, $6,000,000 to 11,000,000 was made by the DMATS Policy Board based on an alignment for the IA 32/Southwest Arterial project as identified in the project Environmental Assessment and on the estimated cost for that proposed project.

Due to the requirement in SAFETEA-LU that the DMATS transportation plan to be a 25-year plan, it is necessary to forecast the amount of STP funds that will be available to DMATS during that period. As with any future forecast, there is a great deal of uncertainty regarding the amount of STP funds that will be available to DMATS in the future. The greatest source of uncertainty is that there has not been a federal legislative commitment to continue providing these funds to the State of Iowa after 2009. Although it seems unlikely that the federal government will cease transportation funding at any point in the future, there is no assurance of future federal funding levels. Due to this uncertainty, the forecast of federal STP funds that will be available to DMATS in the years 2006 to 2031 has been based on the rate at which the funding has increased in the recent past.

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Finance Element

Chapter 9

Since 1995, federal STP funding received by DMATS has increased by 3.6% per year. If this rate of increase prevails through 2031, DMATS will have $43,980,293 in federal STP funds to expend for projects through 2031. Chart 9-1 below shows the anticipated STP funding from Iowa DOT from year 2006 to 2031.

Chart 9-1

Finance Resources Forecast For IADOT

IADOT STP Projections

Dollar Amounts

$3,000,000 $2,500,000 $2,000,000 $1,500,000 $1,000,000 $500,000

20 06 20 08 20 10 20 12 20 14 20 16 20 18 20 20 20 22 20 24 20 26 20 28 20 30

$0

Years

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Chapter 9

Illinois STP Funds In many ways, the situation regarding Illinois STP funds is similar to that described above for Iowa STP funds. The Illinois STP funds can be used for the same purposes and as was the case in Iowa, represent a pass-through of federal funds. The main difference is that DMATS receives a much smaller amount of Illinois STP funds on a yearly basis. For example, total Illinois STP funds that will be available to DMATS during SAFETEA-LU (2005-2009) will only be $130,000.

Finance Resources Forecast for ILDOT

ILDOT STP Projections

DMATS 2031 Long Range Transportation Plan

30 20

28 20

26 20

24 20

22 20

20 20

18 20

16 20

14 20

12 20

10 20

08 20

06

45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 -

20

In the past, due to the small amount of funding available, it has been the policy of the DMATS Policy Board to allow the three Illinois jurisdictions represented on the DMATS Policy Board (East Dubuque, Jo Daviess County and Illinois DOT) to recommend the projects that should be funded with these monies. However, this is a discretionary decision for the DMATS Policy Board and the funds could be programmed in any manner the Policy Board desires.

Chart 9-2

Dollar Amounts

Due to the small amounts of funding available, there have only been three projects undertaken with DMATS Illinois STP funds. As with the forecast of Iowa STP funds described above, any forecast of Illinois STP funds is full of uncertainty.

Overall, Illinois STP funds have been increasing at a rate of 2% per year. Based on this figure, the total Illinois STP funds that will be available to DMATS between 2006 and 2031 is $841,773.

Years

185

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It is important to note that STP funds require a 20% match of local funds. The 20% match on the above amount totals $210,443. Chart 9-2 shows the anticipated STP funding from Illinois DOT from year 2006 to 2031.

Iowa Transportation Enhancement Funds Under SAFETEA-LU each state is required to set aside a portion of its total STP funding for transportation enhancements. The purpose of the TE program is to improve the public enjoyment of the transportation system and reduce environmental impacts. Eligible project types include: · · · · · · · · · · · ·

Facilities for pedestrians and bicycles; Acquisition of scenic easements and scenic or historic sites; Scenic or historic highway programs, including provision of tourist and welcome center facilities; Landscaping and other scenic beautification, including graffiti and litter removal; Historic preservation; Rehabilitation and operation of historic transportation buildings, structures or facilities, including historic railroad facilities and canals; Preservation of abandoned railway corridors, including the conversion and use of those corridors for pedestrian or bicycle trails; Control and removal of outdoor advertising; Archaeological planning and research; and/or Environmental mitigation to address water pollution due to highway runoff, or reduce vehicle-caused wildlife mortality while maintaining habitat connectivity; Provision of safety and educational activities for pedestrians and bicyclists; Establishment of transportation museums;

The state of Iowa has chosen to provide a portion of the transportation enhancements funds to DMATS and other MPO’s for programming of projects that are of area interest. The estimated amount of total funds available to DMATS for the 5-year SAFETEA-LU legislation is $590,000. These funds require a 20% match.

In the recent past, the amount of Iowa Transportation Enhancement funds available for programming by DMATS has been growing at an annual rate of 1.2% per year. All the same uncertainties described above for Iowa STP funds also apply to Iowa Transportation Enhancement funds. Nonetheless, based on the annual rate of increase, during the period from 2006 to 2031, DMATS will have an additional $2,937,497 in Iowa Transportation Enhancement funds. As noted above these funds require a 20% local match. The required local match for the transportation enhancement funds identified above is $734,374.

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Earmarks DMATS area received $ 52,682,633 obligated amount through SAFETEA-LU Bill of which $2,292,740 is for Mississippi river trials, $4,790,800 is for Great River roads, $ 23,144,857 is for IA 32/SW Arterial and $22,454,236 is for Julien Dubuque Bridge.

Local Funds In the finance element of a Metropolitan Planning Organization transportation plan, local funds really serve two purposes: the first is to provide match against the available MPO Federal Funds. All the federal funds available to DMATS have a 20% required match. As a result, the total local match that could be required is $20,324,791 ($8,423,500 match for Earmarks, $10,576,973 match for Iowa STP, $734,374 match for Iowa Transportation Enhancements, $210,443 match for Illinois STP). The second use for local funds in the DMATS transportation plan finance element is to make up for shortfalls in federal funds with local funds. As noted above, such a commitment of local funds cannot be required by DMATS. The following describes the forecast of local funds available for each of the DMATS member local governments and compares that amount with match required for federal funds that will be available. The purpose of this analysis is to insure that sufficient local funds will be available to match the DMATS Federal funds, not to commit any particular local government to a financial commitment to any particular project.

Transportation Maintenance versus Transportation Improvements SAFETEA-LU places a high priority on maintenance of the existing transportation system. SAFETEA-LU requires that maintenance needs for the existing transportation system be met before improvements to the transportation system can be implemented. DMATS federal funds have historically been spent for transportation improvements. In the following analysis, the expenditure of local funds has been separated into spending for transportation improvements and spending for transportation maintenance. Spending for transportation maintenance has not been included in consideration for matching funds. It is not DMATS policy that transportation system maintenance be reduced to fund improvements to the transportation system.

Iowa Local Governments Three DMATS member local governments where determined to have a sufficient transportation budget to merit consideration in the finance element: City of Dubuque, City of Asbury and Dubuque County. Chart 9-3, shows the anticipated funding from local governments on the Iowa side from year 2005 to 2031. The following describes the forecast for each of those jurisdictions:

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City of Dubuque The City of Dubuque Public Works Department provided information on recent expenditures for transportation from 2000 to 2006 for both maintenance and improvements. During that period, expenditure for maintenance increased by 2.7% per year and expenditures for improvements increased by 3% per year. Based on these rates, the total available to the City of Dubuque for transportation improvements during the 25-year period was determined to be $415,388,107.

City of Asbury The City of Asbury provided information on recent expenditures for transportation from 2000 to 2006 for both maintenance and improvements.

During that period, expenditures for maintenance increased by 1.97% per year. Due to the fact that Asbury is a small city, its transportation improvement budget varied tremendously. Some years had little or no expenditure for improvements and in other years the expenditures for improvements were very high. It was apparent that the transportation improvement expenditure varied as the city saved money towards particular projects. As a result, the trend line for transportation improvements was determined to be unreliable for projecting improvements expenditures. Instead, Asburyâ&#x20AC;&#x2122;s transportation improvements expenditures were forecast using the average of the 5-year period ($298,464) and projecting it for the 25-year period using the rate of increase in maintenance expenditures or 1.97%. Using this method, the total available for transportation improvements for Asbury from 2006 to 2031 was forecast to be $10,508,078.

Dubuque County The Dubuque County Engineer provided data on county expenditures for transportation maintenance and improvements for the period from 2000 to 2006 for this analysis. Dubuque County is different from the City of Dubuque and City of Asbury in that the entire county jurisdiction is not within the DMATS area. In fact, only 25% of Dubuque County road-lane miles are within DMATS. For the purposes of this analysis that figure was applied to the Dubuque County expenditures to estimate the DMATS portion of the entire budget. Using that method, it was determined that Dubuque County expenditures for transportation improvements was increasing by 2.8% annually and the expenditures for maintenance was increasing by 2.5% annually. Using this factor, it was determined that the total available for transportation improvements for the DMATS portion of Dubuque County from 2000 to 2031 was forecast to be $55,212,118.

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Finance Element

Chapter 9

Summary

Dollar Amounts

It is expected that during the 25-year period from 2006 to 2031 covered by this plan that the three main Iowa local governments in the DMATS area will spend a total of $167,744,325 on transportation improvements. As noted above, $17,515,448 is expected to be needed from Iowa local governments to match the federal transportation funds that Chart 9-3 Finance Resource Forecast Local Governments on Iowa Side are projected to be available through DMATS. As a result, it appears that sufficient local funds will be Funding Projections on Iowa Side available to match the federal funds proposed to be spent by DMATS as part $25,000,000 of this plan. When further project information is $20,000,000 developed, it will be possible $15,000,000 for the local governments involved to determine the $10,000,000 actual amount of their contribution towards the $5,000,000 prioritized projects.

City Of Dubuque

DMATS 2031 Long Range Transportation Plan

City of Asbury

31 20

29 20

27 20

23

25 20

Ye a rs

20

21 20

19 20

17 20

15 20

13 20

11 20

09 20

07 20

20

05

$0

Dubuque County

189

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Finance Element

Illinois Local Governments As noted above, the situation with regard to both local and federal funds is quite different in Illinois. In regard to local governments, there are only two to be considered in the Illinois portion of DMATS, the City of East Dubuque and Jo Daviess County. In addition, DMATS will receive a much smaller amount of federal funds for expenditure in the Illinois portion of DMATS, only $841,773. This sum will require a local match of only $210,443. As noted above, the purpose of this analysis is to insure that sufficient local funds will be available to match the DMATS Federal funds, not to commit any particular local government to a financial commitment to any particular project. Chart 9-4 shows the anticipated funding from local governments on Illinois side from year 2005 to 2031.

City of East Dubuque Information on City of East Dubuque expenditures for transportation maintenance and improvements were provided by the East Dubuque City Manager for the period from 2000 to 2006. During that period, no city funds were expended for transportation improvements.

Maintenance expenditures increased by 2.2% per year. Based on that rate, the City of East Dubuque can be expected to spend $1,855,000 on transportation maintenance during the period from 2006 to 2031.

Jo Daviess County The Jo Daviess County Engineer provided data on county expenditures for transportation maintenance and improvements for the period from 2000 to 2006. Jo Daviess County is similar to Dubuque County in that less than 1.0% county road-lane miles are actually in the DMATS area. The same approach was used to estimating county expenditures for transportation improvements in the DMATS area as was used for Dubuque County above. During the period from 2000 to 2006, expenditures by the county for transportation improvements decreased at an average rate of 0.3% per year and expenditures for transportation maintenance decreased at an average rate of 3.5% per year. Based on these rates, total expenditures by Jo Daviess County for transportation improvements between 2006 and 2031 will be $1,646,000.

Summary It is expected that during the 25-year period from 2006 to 2031 covered by this plan that the two main Illinois local governments in the DMATS area will spend a total of $1,646,000 on transportation improvements. As noted above, $210,443 is expected to be needed from Illinois local governments to match the federal transportation funds that are projected to be available through DMATS. As a result, it appears that sufficient local funds will be available to match the federal funds proposed to be spent by DMATS as part of this plan. When further project information is developed, it will be possible for the local governments involved to determine the actual amount of their contribution towards the prioritized projects.

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Chapter 9

Chart 9-4

Finance Resource Forecast Local Governments on Illinois Side

Funding Projections on Illinois side $64,000 Dollar Amounts

$63,000 $62,000 $61,000 $60,000 $59,000 $58,000 $57,000

31 20

29 20

27 20

23

25 20

Ye a rs

20

21 20

19 20

17 20

15 20

13 20

11 20

09 20

07 20

20

05

$56,000

Jo Daviess County

State Department of Transportation Funds The three state departments of transportation present a somewhat different situation with regards to financial planning for transportation improvements and financial constraint. Each of the states have five-year plans that are financially constrained.

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The Dubuque region represents an extremely small part of the total transportation responsibility for any of the three states. As a result, projects in the Dubuque area are evaluated by the three Departments of Transportation based on their relative importance in light of statewide transportation priorities.

Historically, if the proposed projects are of great enough importance to the state Departments of Transportation, they are built without consideration of a contribution from DMATS of federal funds.

As a result, it is anticipated that projects proposed in this plan on National Highway System roads will be studied and ultimately funded in the DMATS area due to their importance to the statewide transportation systems of the three states. It will be the responsibility of the three state Departments of Transportation to provide the great majority of the funding and to meet the requirements for financial constraint. DMATS should only contemplate a contribution to NHS road projects in the region as far as it advances a priority regional interest.

Financial Prioritization Table 9-5 shows the financial summary for DMATS Area . Table 9-6, shows the financial priorities for transportation improvement projects that have been selected by the DMATS Policy Board. All the projects proposed in the plan are listed down the left side of the table with estimated costs for both the environmental and engineering studies, and also the estimated development costs for the proposed projects. The table is split into four sections: projects on National Highway System, projects on state primary road system, projects that are on federally eligible local roads and trail projects in metropolitan planning area.

There are four columns in the table, each for a different federal or local funding source. The Iowa STP column shows the prioritized expenditures of DMATS Iowa STP funds between 2006 and 2031. A total of $43,980,293 is expected to be available for expenditure. The Iowa Enhancement column shows the prioritized expenditures of DMATS Transportation Enhancement funds from the state of Iowa. Based on trends described above the region can expect to receive an additional $2,937,497 between 2006 and 2031. The Illinois STP column shows the prioritized expenditures of DMATS Illinois STP funds between 2006 and 2031. Based on current trends, DMATS can expect a total budget of these funds of $841,773. The fourth column is headed â&#x20AC;&#x153;Local Funds.â&#x20AC;? This column shows the amount of local funds that will need to be committed to match proposed expenditures of federal funds.

This column does not propose a specific source for the local funds and does not imply a commitment by any particular local government to supply the local match. This column simply shows the amount of local funds that will be necessary to provide the required local match.

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Table 9-5 Sources Earmarks Available through SAFTEA-LU IADOT (2006-2031) IA STP (2006-2031) IL STP (2006-2031) IA Enhancement (2006-2031) Local Funds (2006-2031) Other Source of funding (2006-2031) Total

DMATS Financial Summary Funds Available $33,878,397 $60,000,000 $43,980,293 $841,773 $2,937,497 $20,324,791 $31,880,371 $193,843,122

Projects Type (Real) National Highway System Projects State Primary Road Projects Local Road Projects - Federally Eligible Trail Projects - Federally Eligible Project Inflation Total

Funds Required $66,100,000 $70,000,000 $35,539,000 $15,897,325 $6,306,797 $193,843,122

Projects Type (Illustrative) National Highway System Projects State Primary Road Projects Local Road Projects - Federally Eligible Total

Funds Required $162,000,000 $200,250,000 $2,660,000 $364,910,000*

* $3,650,000 is used from earmark funds for Julien Dubuque Bridge. The remaining funds for The bridge are not taken into consideration as the project is treated as Illustrative.

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Chapter 9 Table 9-6

DMATS Priorities for Federal Funds Funding Source

Type of Projects Total Cost

Iowa STP

Illinois STP

Iowa Enhance.

Local Funds

IA DOT Funding

Earmark Funds

Additional Funding Required

National Highway System Projects US 20 West from Peosta Interchange to Devon Drive

$60,000,000

$0

$0

$0

$0

$60,000,000

$0

$0

Plumb Street Extension in East Dubuque

$3,650,000

$0

$0

$0

$0

$0

$3,650,000

$0

US 20 Repaving

$2,450,000

$0

$0

$0

$0

$0

$2,450,000

$0

$66,100,000

$0

$0

$0

$0

$60,000,000

$6,100,000

$0

Total

Total Cost

Iowa STP

Illinois STP

Iowa Enhance.

Local Funds

IA DOT Funding

Earmark Funds

Additional Funding Required

Ia 32-Southwest Arterial (Two Lane)

$70,000,000

$10,000,000

$0

$550,000

$8,423,500

$0

$23,144,000

$27,882,500

Ia 32-Northwest Arterial US 20 to US 52

Not estimated

$0

$0

$0

$0

$0

$0

$0

$70,000,000

$10,000,000

$0

$550,000

$8,423,500

$0

$23,144,000

$27,882,500

Type of Projects

State Primary Road Projects

Total

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Chapter 9 Table 9-6

Funding Source

Type of Projects Total Cost

DMATS Priorities for Federal Funds contiuned

Iowa STP

Illinois STP

Iowa Enhance.

Local Funds

IA DOT Funding

Earmark Funds

Additional Funding Required

Local Road Projects - Federally Eligible Asbury Road from University Ave to IA 32 NW Arteril

$12,612,000

$10,089,600

$0

$0

$2,522,400

$0

$0

$0

Asbury Road from IA 32 NW Arterial to Seipple Rd

$4,700,000

$3,760,000

$0

$0

$940,000

$0

$0

$0

North Cascade Rd

$1,324,000

$1,059,200

$0

$0

$264,800

$0

$0

$0

Clarke Drive from West Locust St. to Asbury Road

$3,260,000

$2,608,000

$0

$0

$652,000

$0

$0

$0

$494,000

$395,200

$0

$0

$98,800

$0

$0

$0

University Avenue from Delhi Street to Asbury Road

$5,242,000

$4,193,600

$0

$0

$1,048,400

$0

$0

$0

Middle Road

$4,515,000

$3,612,000

$0

$0

$903,000

$0

$0

$0

North Grandview Ave\ Extension to IA 32

$3,017,000

$0

$0

$0

$3,017,000

$0

$0

$0

Y-21 Sundown Rd

$250,000

$200,000

$0

$0

$50,000

$0

$0

$0

East Dubuque Transportation Study

$125,000

$0

$100,000

$0

$25,000

$0

$0

$0

$35,539,000

$25,917,600

$100,000

$0

$9,521,400

$0

$0

$0

Bell St. Extension

Total

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Funding Source Table 9-6

DMATS Priorities for Federal Funds continued

Type of Projects Iowa STP

Illinois STP

Iowa Enhance.

Local Funds

IA DOT Funding

Earmark Funds

Additional Funding Required

$6,390,293

$0

$2,387,497

$2,194,448

$0

$2,087,014*

$0

Cost of on road trails on Illinois side (12.15 Miles) $1,469,846

$0

$741,773

$0

$185,443

$0

$542,630*

$0

Cost of on road trails on Wisconsin side (11.31 Miles) $1,368,227

$0

$0

$0

$0

$0

$1,368,227*

$0

$6,390,293

$741,773

$2,387,497

$2,379,891

$0

$3,997,871

$0

Total Cost

Trail Projects - Federally Eligible On Road Trail System Cost per mile $120,975) Cost of on road trails on Iowa side (107.95 Miles)

Total

$13,059,251

$15,897,325

* Funds that need to be secured through Earmarks or from other sources Note: The Dollar amounts between Table 9-5 and 9-6 wonâ&#x20AC;&#x2122;t be matching as the extra amounts will be used to fill inflation costs.

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Funding Source Table 9-6 Illustrative

DMATS Priorities for Federal Funds Continued Additional Iowa Local Other Fundig Enhance.

Funds Funds Required

Total Cost

Iowa STP

Illinois STP

IA 32 SW Arterial (Extra Two Lane)

$60,000,000

Not Commited

$0

Not Commited

Not Commited

Not Commited

$60,000,000

IA 32 NW Arterial Extension

$40,250,000

Not Commited

$0

Not Commited

Not Commited

Not Commited

$40,250,000

US 20 Julien Dubuque Bridge Capacity Improvement

$162,000,000

Not Commited

$0

Not Commited

Not Commited

Not Commited

$162,000,000

U.S. 20 East from IA 32 NW Arterial Interchange to Devon Drive $50,000,000 to $150,000,000

Not Commited

$0

Not Commited

Not Commited

Not Commited

$50,000,00 to $150,000,000

Pennsylvania Ave

$2,660,000

Not Commited

$0

Not Commited

Not Commited

Not Commited

$2,660,00

$364,910,000

$0

$0

$0

$0

$0

$364,910,000

Projects - Federally Eligible

Total

Note: The Dollar amounts between Table 9-5 and 9-6 wonâ&#x20AC;&#x2122;t be matching as the extra amounts will be used to fill inflation costs.

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Public Participation

Purpose Dubuque Metropolitan Area Transportation Study (DMATS) Public Involvement Policy (PIP) was developed due to a need for proactive citizen involvement in the long-range transportation plan (LRTP) process as well as all other planning activities conducted by DMATS. The public involvement process is designed to provide the following: • • • •

Compete and accurate information to the public, Timely notices of public hearings, Complete access to all key decisions made at public hearings, and Continuing involvement of the public

This PIP was developed in hopes that it will promote and encourage citizen involvement in the decision making process. It is the obligation and responsibility of DMATS to provide information and consider public input in decision-making as prescribed by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). In worst case scenarios, public participation does not occur until after the community becomes aware of an unpopular policy decision. In such cases, citizen involvement mobilized to overturn or amend a decision that had already been made. Late citizen involvement prolongs the planning process and ultimately costs more in terms of resources and staff time. Public involvement in decision-making process at an early stage makes such occurrences minimal or non-existent.

Guidelines for Public Participation In keeping with the spirit of public involvement and participation, DMATS has followed a systematic approach that allows the public to become involved in transportation issues through increased participation. DMATS consistently adheres to established guidelines as a means of heightening public involvement.

Utilizing various techniques to solicit public involvement has proven to be the most effective means by which to attract citizen involvement. The DMATS area is such a diverse area in terms of geographical, socioeconomic, and cultural areas that it takes more than just one technique to capture the attention of a large number of citizens. DMATS remains committed to using a variety of resources by which to reach out to the public and attempt to engage public participation.

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DMATS is committed to the concept of public participation and will continue to work hard to ensure that the public has an active role in transportation planning decisions especially regarding the long- range plan. It is hoped that this public participation will reduce unfavorable public opinions of transportation projects by making an active outreach for public involvement and incorporating public sentiment into the planning process.

History of Public Involvement at DMATS Since the inception of DMATS as the metropolitan planning organization for the tri-state area, public participation and input has always been one of the priorities in the transportation planning process. DMATS shares some of the same historical perspectives in citizen involvement that many planning organizations across the country have experienced. At one time, DMATS had a Citizenâ&#x20AC;&#x2122;s Advisory Committee (CAC) that operated in an advisory capacity. The CAC considered recommendations that had been approved by the DMATS Technical Committee and once the CAC had reviewed the policy recommendation and voted to approve or disapprove the recommendation, the issue was then placed before the DMATS Policy Board for final consideration.

Over time, CAC experienced many problems that hindered its effectiveness and was eventually discontinued. The main problem the CAC experienced was the lack of citizen participation at committee meetings. Another factor that contributed to the demise of the CAC was the cost of running a third DMATS committee. The CAC required a regular agenda with published minutes and the staff resources needed to provide operational assistance was very expensive. The CAC was discontinued sometime around 1988 and has not been used since that time.

Public Input at DMATS Meetings DMATS has always provided citizens with the opportunity to voice their opinions on transportations issues during any of the DMATS Policy Board meetings. When transportation issues are being decided by the DMATS Policy Board, the DMATS Policy Board Chair calls for any public input or comment before a decision is reached by the board. This process is followed for any transportation enhancement, TIP, or LRTP projects that are put before the Policy Board for final consideration and then a vote.

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Public Participation Goal, Objectives, & Policies Goals To get the publicâ&#x20AC;&#x2122;s attention so that opinions and comments are provided for a meaningful impact on transportation decisions.

Objective 1: Public Access DMATS will provide timely notice and reasonable access to public information on transportation issues and processes.

Public Access Policies Documents: It shall be the policy of DMATS that all plans and documents shall be made available for the public to review at the DMATS office located at Suite 200, 3999 Pennsylvania Avenue, Dubuque, Iowa 52002. When citizens request to obtain copies of current DMATS plans and documents, the documents shall be provided.

Current copies of the DMATS Long-Range Transportation Plan, Transportation Improvement Plan (TIP), and any other regularly published documents shall be distributed to all public libraries in the DMATS metropolitan boundary as well as local planning departments and city governments associated with DMATS. Notices: DMATS shall provide to the media any notices and agendas of all board or committee meetings that have been scheduled.

DMATS will provide such notification within (4-20) days prior to when meetings are scheduled to occur.

Access: DMATS will make every effort possible to provide reasonable access to technical and policy information.

Assistance: DMATS will make every effort to provide assistance upon request to any and all citizens who require some special assistance to attend any DMATS meeting.

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Meeting Locations: All DMATS meetings, workshops and all of its advisory committees shall be held in ADA compliant locations.

Objective 2: Public Outreach DMATS recognizes the need for opportunities to be created for all segments of the general public to become informed and educated about issues and proposals that may be under consideration by the policy committee. DMATS especially recognizes the need for public outreach for those citizens who might be directly affected by the outcome of projects under consideration or might not currently be well served by the transportation system.

Public Outreach Policies Informing the Public: DMATS will attempt to inform the public about all issues under consideration through public workshops, newsletters, exhibits, ECIA Website (www.ecia.org) or other techniques during the development of each of its transportation plans, studies, and projects.

Public Notification Lists: DMATS will develop and maintain a list of civic and public service organizations in addition to interested or potentially interested persons for the purpose of distributing information about its planning activities. Efforts will be made to include members of potentially underserved groups.

Annual Review: DMATS will conduct an annual review of its public involvement procedures to gauge the effectiveness of soliciting public input and citizen participation at public meetings. Of particular importance in this review will be an examination of public participation process to determine if underserved citizen groups have been reached and given the opportunity to participate in the public involvement process.

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Public Hearings: DMATS will conduct public hearings as herein outlined prior to the adoption of each of the transportation plans and programs for which it is responsible, including the LRTP, TIP, and transportation improvement priorities; and on substantive amendments and annual updates.

Previously Received Public Comments: DMATS will, upon request, provide previously received public comments relating to all transportation plans.

Public Comment during Public Meetings: DMATS will provide an opportunity for the public to comment during any public meetings.

Planning Program Elements Public Participation Process The DMATS public participation process will be reviewed annually by DMATS staff to determine if revisions are necessary. If revisions occur, the draft of the new policy will be made available for public review for 45 days. These public hearings will be held as part of a regularly scheduled DMATS meeting. The meeting will be held at a location that is accessible to transit-dependent and disabled residents.

Long-Range Transportation Plan DMATS is required by Title 23 U.S.C. Section 134 (g) to prepare and update periodically a long-range plan for its metropolitan area. It is an extensive plan that outlines the current 20-year planning horizon for the DMATS area. The LRTP is a living document, meaning that it is constantly under revision and being updated to reflect the metropolitan areaâ&#x20AC;&#x2122;s needs for transportation planning.

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DMATS is required by federal regulations to provide citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties with reasonable opportunity to comment on the LRTP and then publish the plan thereby making it readily available to the public for review.

One or more public input meetings will be held to gather information during the planning process and one public input meeting will be held for draft plan approval and one for final plan approval.

Revisions, Developments and Updates In the event of revisions, developments and updates to the LRTP, there will be a 45-day comment period for the general public to voice any comments pertaining to the proposed changes.

Environmental Justice Environmental Justice (EJ) is a federal term that was created in 1994 when President Clinton signed Executive Order 12898. EJ involves the need to ensure that low-income and minority population groups are not disproportionately affected by the transportation planning process.

Historically, such groups are under-represented in the planning process and EJ is designed to ensure that the public involvement process makes every attempt to solicit their input.

DMATS is committed to ensuring that low-income and minority population groups, as well as all citizens in the Dubuque Metropolitan Area, have sufficient access to the transportation planning process and are given every opportunity to voice their opinions at DMATS meetings.

DMATS staff will continue to use US Census Block Group Data and GIS technology to identify concentrations of minority and lowincome populations in the DMATS area. This information will continue to be used to determine if proposed transportation projects will adversely affect these populations. Staff will make additional efforts to engage minority and low-income residents in public participation.

The following outreach efforts are illustrative of measures that may be taken as appropriate to provide citizen access to the process. Failure to use any one of these shall not be considered as a violation of this plan.

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The Maps 10-1, 10-2, 10-3 and 10-4 show the relationship of low income households, minority populations, elderly populations and persons with disabilities to the location of transit routes within the DMATS area. These maps show where there are concentrated of low income households, minority, elderly and disabled populations and are used to find the best areas to distribute meeting announcements to target input from these groups. These maps also provide information that can be distributed about which transit routes are available to provide transportation to public input meetings as well as the possibility of setting up special transportation to ensure this group is able to attend the public participation meetings. Map 10-4 shows the location within the DMATS area where public notices are distributed.

Mailing List: Develop a comprehensive mailing list of interested parties, public and private agencies that provide and utilize transportation services and use to send summary information and public hearing comments period notices.

City Channel 8: Create and run public service announcements about the DMATS program and the planning process to inform, educate and promote citizen participation.

Postings/ Bulletins: Publicize public hearing participation opportunities through this medium especially in churches located in low-and moderate- income areas where projects are proposed.

Public Involvement Procedures Regular Public Hearings DMATS will hold at least one public hearing prior to the adoption or amendment of each of the following planning products. These public hearings may be held as part of a regularly scheduled DMATS MPO meeting.

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Substantive Public Comments When substantive public written and oral comments are received on the draft LRTP, TIP or the Transportation Planning Work Program (TPWP) as a result of the public involvement process, a summary, analysis, and report on the disposition of comments shall be prepared and made available upon request.

Notification of Documents to Interested Parties The following describes the notification process for the materials that shall be made available, the process of documenting the input received, public hearings conducted as part of the development, updates, and amendment processes for the LRTP, TIP, TPWP and transportation improvement priorities.¡

Notice Public Hearing

Public Notice A public notice announcing a scheduled public hearing shall be published in a newspaper of general circulation in the Dubuque Metropolitan Area. Theses notices will be printed 4-20 days before the scheduled meeting.

Press Releases Press releases announcing scheduled public hearings shall be provided to community newspapers and local broadcasters throughout the Dubuque Metropolitan Printed â&#x20AC;&#x201C; Graphical Material Any printed or graphical material that is available shall be provided by either DMATSstaff or the appropriate agency upon request.

Public Comments Copies of all public comments received prior to the hearing shall be provided by either the DMATS staff at or before the public hearing.

A summary, analysis, and report on thedisposition of the comments received shall be prepared and made available upon request.

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Public Information Activities Public Information Workshops Public information workshops shall be announced through a press release, which will be transmitted to newspapers and broadcasters throughout the Dubuque Metropolitan Area one week prior to the date of that workshop. Notices of these workshops shall be mailed to standing mailing list and other interested parties.

A public workshop or exhibit shall be conducted prior to the adoption and/or comprehensive update of the DMATâ&#x20AC;&#x2122;s Long-Range Transportation Plan. These workshops or exhibits shall be held in locations that are easily accessible to a broad cross-section of DMATS area residents. A public exhibit or workshop shall be held in the community affected by a transportation improvement currently under consideration as part of a special study of a specific corridor being undertaken by DMATS. Transportation Presentations DMATS will give presentations on a regular basis to community and home-owner association groups as a means of providing information to the public on transportation issues. It has proven more effective to provide presentations to community groups that encompass a wider representation of the community than to target single identity groups where public outreach is minimal. Map 10-6 shows the location of the 11 neighborhoods associations within DMATS area as well as the current Keyline transit fixed-routes.

DMATS Meetings Meeting notices and agendas shall be mailed to everyone who requests them. They shall also be available to the public at the DMATS office during business hours (8:00 A.M. to 5:00 P.M.) and are posted on the ECIA Website (www.ecia.org). Meetings, public hearings and DMATS formal events are held in facilities that are accessible by persons with disabilities. Public notices of DMATS meetings and events include a notice of location for public. Individuals with disabilities will be provided with accommodations to attend the meetings on request with a minimum of one weeks notice. Individuals requiring special material or presentation formats will be asked to contact the staff at least one week before the meeting.

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Federal Public Participation Standards The public involvement process requirements in 23 CFR 450, Section 450.316(b)(1), are listed below. These requirements encourage a proactive public involvement process and supports early and continuing involvement of the public in the planning process. The requirements listed are addressed in DMATS Transportation Study Policy.

• Require a minimum public comment period of 45 days before the public involvement process is initially adopted or revised; • Provide timely information about transportation issues and processes to citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, other interested parties and segments of the community affected by transportation plans, programs and projects (including but not limited to central city and other local jurisdiction concerns);

• Provide reasonable public access to technical and policy information used in the development of plans and TIPs and open public meetings where matters related to the Federal-aid highway and transit programs are being considered;

• Require adequate public notice of public involvement activities and time for public review and comment at key decision points, including, but not limited to, approval of plans and TIPs (in non-attainment areas, classified as serious and above, the comment period shall be at least 30 days for the plan) TIP and major amendment(s);

• Demonstrate explicit consideration and response to public input received during the planning and program development processes; • Seek out and consider the needs of those traditionally underserved by existing transportation systems, including but not limited to low-income and minority households;

• When significant written and oral comments are received on the draft transportation plan or TIP (including the financial plan) as a result of the public involvement process, a summary, analysis, and report on the disposition of comments shall be made part of the final plan and TIP;

• If the final transportation plan or TIP differs significantly from the one which was made available for public comment by the MPO and raises new material issues which interested parties could not reasonably have foreseen from the public involvement efforts, an additional opportunity for public comment on the revised plan or TIP shall be made available;

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• Public involvement processes shall be periodically reviewed by the MPO in terms of their effectiveness in assuring that the process provides full and open access to all;

• These procedures will be reviewed by the FHWA and the FTA during Certification reviews for TMAS, and as otherwise necessary for all MPOs, to assure that full and open access is provided to decision-making processes;

• Metropolitan public involvement processes shall be coordinated with statewide public involvement processes wherever possible to enhance public consideration of the issues, plans, and programs and reduce redundancies and costs.

Table 10-1 (on the following page) shows the date, time and location of all public participation meetings for the long-range transportation plan. The table will also show which element was the topic of discussion at the particular meeting. Even though a particular topic was the focus of each meeting, the public could provide input on other areas of concern. Again, public participation is also welcome at the DMATS meetings.

Meeting Outcomes Bike & Pedestrian Trails – The public participation group at the Bike & Pedestrian Trails meeting requested that a Bike & Pedestrian Trails Plan be developed. DMATS staff is currently working on the plan.

Barge & Freight – There was minimal public participation at this meeting. However, those present feel it would be of interest for DMATS to work with the barge and freight industries to develop a Barge & Freight Plan.

Transit – The public participation group at the transit meetings laid out three specific areas of concern that they wish to see changed in order to improve the current transit systems. These three concerns include adding evening hours after 5 p.m. and weekend services; and shorten the headway times for the fixed-route services.

The goal for the DMATS staff is to continue to encourage public participation within the DMATS area so that a comprehensive plan will encompass all of the people’s opinions within the area.

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Table 10-1 Topic

Long Range Transportation Plan Public Involvement Meetings Date

Time

Location

Bike & Pedestrian Trails

Thursday October 28, 2004

10:30 a.m.

East Central Intergovernmental Association Suite 200, 3999 Pennsylvania Avenue Dubuque, Iowa 52002

Bike & Pedestrian Trails

Thursday January 20, 2005

6:00 p.m. to 8:00 p.m.

East Central Intergovernmental Association Suite 200, 3999 Pennsylvania Avenue Dubuque, Iowa 52002

Barge & Freight

Wednesday September 7, 2005

5:30 p.m to 7:30 p.m.

East Central Intergovernmental Association Suite 200, 3999 Pennsylvania Avenue Dubuque, Iowa 52002

Transit

Tuesday September 27, 2005

3:00 p.m. to 4:30 p.m.

Carnegie Stout Public Library 306 W 11th Street Dubuque, Iowa 52001

Transit

Tuesday September 27, 2005

6:00 p.m. to 7:00 p.m.

East Central Intergovernmental Association Suite 200, 3999 Pennsylvania Avenue Dubuque, Iowa 52002

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Introduction The preceding ten chapters of the 2031 Long Range Transportation Plan (LRTP) have identified in detail the transportation needs for the DMATS area, the priority projects and the financial resources which should be committed to meeting those needs. Transportation planning for the area does not end with the adoption of the 2031 LRTP. The transportation planning process is a continuing process, with an on-going sequence of steps carried out cooperatively by local, regional, state and federal officials. There are a number of reasons that this process needs to be continuous. The first is to carry out all the steps necessary to move the priority projects identified in this plan to reality. The second is to continue planning for the long -term development of transportation improvements that are needed by the area. The third is to keep pace with the changing realities of a developing metropolitan area. The fourth is to incorporate changes in federal requirements that guide the development of transportation improvements. Finally, the development of the transportation system affects all the people in the Dubuque Metropolitan Area Transportation Study area. No matter who they are, all people in the area are affected by changes in the transportation system. It is one of the responsibilities of those involved in the transportation process to seek the input of all the people in the area regarding the transportation system and to insure that the input of all the people of the area is incorporated into the process.

In addition to the requirements of moving priority projects towards completion, there are also several other issues which have arisen which must be addressed in the transportation planning program in the next several years. On May, 2005 the Federal Highway Administration and Federal Transit Administration jointly released proposed rulemaking to implement the Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU). The transportation planning program must account for the regulatory changes mandated by this new rule making. There has also been increased emphasis in the past year on compliance with the provisions of the equal protection sections of the Civil Rights Act. The public participation program for DMATS should be reviewed and updated as necessary to insure that these concerns are met. Other issues of concern include the release of the Census data and development of updated land use plans by several of DMATS member local governments.

The Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU) President Bush signed the SAFETEA-LU bill, which provides funding for highways and transit programs. SAFETEA-LU builds on the initiatives established in the Transportation Equity Act (TEA -21), which was the last major bill authorizing legislation for surface transportation. This act combines the continuation and improvement of TEA-21 programs with additional new initiatives to meet the challenges of improving safety as traffic continues to increase at record levels, protecting and enhancing communities and the natural environment.

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The bill also focuses more on The Notice of Proposed Rulemaking (NPRM) for agencies that receive federal funds. DMATS will be required to comply as a condition of receiving federal funds. The Notice of Proposed Rulemaking (NPRM) included the following areas that will apply specifically to DMATS.

Environmental Justice – SAFETEA-LU did not contain any new provisions related to Environmental Justice. The NPRM proposes new rules to assist states and metropolitan areas in complying with Title VI of the Civil Rights Act. The proposal is designed to clarify and extend Title VI expectation regarding required data collection, analyses and public involvement processes for transportation plans, transportation improvement programs and projects.

Required Actions: 1) Review and update the DMATS Public Participation plan as necessary to conform to the final, adopted rule.

2) Conduct public outreach as identified to insure that all race and income groups are incorporated into the transportation planning process for the transportation plan,transportationimprovement program and projects. .

Intelligent Transportation Systems (ITS) – SAFETEA-LU and the NPRM specify that all state and metropolitan areas should have an ITS Deployment Plan before FY 06 to be eligible for ITS funding. The NPRM identifies ITS technology investments as one of the approaches to solving transportation issues that should be a routine part of all metropolitan planning efforts. SAFETEA-LU and the NPRM mandate that each metropolitan area develop an ITS Deployment Plan and insure that ITS technologies that are deployed be consistent with the nationwide ITS Architecture Plan and fully interoperable.

Required Actions: 1) Update and maintain the existing ITS Plan for the DMATS metropolitan area.

2) Identify and implement methods for insuring that all ITS technologies conform to the nationwide architecture.

Environmental Review and Planning –SAFETEA-LU maintained the requirements from TEA-21 to encouraged the integration of the planning and project processes through environmental review as part of the planning process. It also encouraged the streamlining of the environmental process as much as possible. It is hoped that these changes will result in better transportation plans through consideration of environmental and economic impacts at a system level. It is also hoped that considerations of environmental impacts at the plan level will enable streamlined decision making in project development.

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Required Actions: 1) DMATS and the stakeholders in transportation planning in the metropolitan area must review the revised regulations and determine the level of planning analysis which makes the most of potential streamlining opportunities.

2) As appropriate, DMATS should identify methods for incorporating federal and state resources agencies into the transportation planning process.

Financial Constraints and Revenue Forecasts â&#x20AC;&#x201C; SAFETEA-LU maintained the requirement from TEA-21 for a financially constrained transportation plan. SAFETEA-LU expanded on that requirement by calling for cooperative development of estimates of revenues available for plan and project implementation. These revenue estimates are to be determined by a process which has been agreed upon by the Departments of Transportation, the MPO (DMATS) and the transit operators.

Required Actions: 1) Work with Illinois, Iowa and Wisconsin State Departments of Transportation and the transit operators to jointly agree to a method for revenue forecasting.

2) Use that method to develop financially constrained transportation plans and transportation improvement programs.

Safety â&#x20AC;&#x201C; SAFETEA-LU requires that safety be one of the planning factors in the development of transportation plans and identification of projects. No regulatory direction was provided in the NPRM in terms of the manner in which that should be done.

Required Actions: 1) DMATS staff should continue to work with the State of Iowa and local governments to implement transportation safety measures.

Twenty-Five Year Transportation Plan Horizon One of the requirements for the area transportation plan is that it should have a 25-year horizon. This means that the plan must include the most recent assumptions for population, land use, transportation needs, congestion, employment and economic activity for a 20 -year period into the future at the time of adoption. As part of the 20- year requirement, the plan must include at a minimum the entire area that is expected to be urbanized within 20 -years. The current forecasts and land use assumptions used in this plan meet that requirement with a planning horizon that extends 25 years to 2031.

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However, by the time of the next required plan update in 2011 that will no longer be true. At that point, new forecasts with a horizon year to at least 2036 will be required. The following issues must be addressed in the next several years by the DMATS Transportation Planning Program.

Revised Metropolitan Planning Area Boundary â&#x20AC;&#x201C; The DMATS Policy Board reviewed the current Metropolitan Planning Area Boundary in 2003. At that time it was determined that following the adoption of the 2006 Long Range Transportation Plan the Metropolitan Planning Area Boundary should be expanded. DMATS is evaluating the potential inclusion of Galena, IL. and Platteville, WI. into the DMATS area.

Required Actions: 1) Work with the three state Departments of Transportation to reach concurrence on the new boundaries.

2) Adoption of the proposed expanded Metropolitan Planning Area Boundary by the DMATS Policy Board.

Updated Base-Year Socioeconomic Data â&#x20AC;&#x201C; The current base year for DMATS socioeconomic forecasts and travel demand model is 2000.

Revisions to the Metropolitan Planning Area Boundary will require development of base socioeconomic data for the expanded area Required Actions: 1) Update DMATS Trip Generation model to a cross-classification model as recommended in NCHRP 365 and use the data requirements for the cross-classification model to identify base year socioeconomic data needs.

2) Update base year socioeconomic data to 2000 base year using 2000 Census data and other data sources as necessary.

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Updated Traffic Count Database – Development of the updated DMATS Travel Demand Model will require an updated set of traffic counts. These traffic counts serve as the independent data set that is used to validate the base -year travel demand model.

Required Actions: 1) DMATS staff will work with staff from local jurisdictions to collect traffic count data during 2006-2010 on roads of regional significance for the Travel Demand Model.

Alternative Travel Demand Modeling Methods – Alternatives exist to DMATS current travel demand modeling approach. Some of these may improve the model in regard to other modes of transportation like transit, freight and bicycle and pedestrian. DMATS should investigate these alternatives and decide if there is a sufficient improvement in model quality to warrant the increases in cost or effort required.

Required Actions: 1) Staff and the Technical Advisory Committee should identify alternative model methodologies.

2) Staff and the Technical Advisory Committee should identify the required data inputs for the model methodologies and the anticipated costs of development of that data.

Development of New DMATS Travel Demand Model – Once the requirements to 1 to 3 above have been completed the DMATS travel demand model should be updated. This update should incorporate all streets of functional classification collector and above. Doing so will also increase the number of TAZs that are required.

Required Actions: 1) Development, calibration and validation of the 2000 DMATS Travel Demand Model.

Updated Land Use Forecasts – The most recent information indicates that the City of Dubuque, Dubuque County, City of Asbury, City of East Dubuque and Jamestown Township in Grant County, Wisconsin will have new land use improvements. These updates are a major input to revised DMATS socioeconomic forecasts.

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Required Actions: 1) DMATS staff should work with staff from local jurisdictions in updating model with new land use developments and revised local land use plans.

2) DMATS staff should work with local jurisdictions to develop updated socioeconomic forecasts for the entire DMATS Metropolitan Planning Area.

Transit Coordination Chapter 4 of this plan identifies transit coordination as one of the priority projects for transit development in the DMATS area. Transit coordination will allow the DMATS region transit providers to consolidate overlapping activities and take advantage of efficiencies that result from sharing of common resources. Coordination will also provide a coherent, regional transit image and should encourage increased ridership on all the involved transit systems.

During FY 2000 a Transit Integration Study was carried out for the two main transit providers in the region (Keyline Transit and RTA) by Carter Goble Associates of Columbia, South Carolina. This study identified in general the opportunities for coordination. Now that the study is complete, it is necessary that specific implementation measures be identified and carried out by the transit providers.

At the April 2006 meeting the IADOT directed staff to assist the transit providers in the development of a Transit Coordination Implementation Plan. (TCIP).

Required Actions: 1) Development of Transit Coordination Implementation Plan by staff from City of Dubuque, RTA and DMATS.

Freight Plan As noted in Chapter 6, SAFETEA-LU requires metropolitan areas like the Dubuque area to implement freight planning processes that include the involvement of both public and private stakeholders. DMATS staff are in process of developing a standing Freight Advisory Committee which would provide input to the DMATS Policy Board.

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Once that group is established it will be necessary to develop a more complete inventory of freight issues in the area with the input of industry representatives.

It will also be necessary to begin identifying alternative approaches to the freight issues. Finally, it will be necessary to develop a list of proposed freight projects and a prioritization of those projects by the DMATS Policy Board.

Required Actions: 1) Inventory of freight needs and issues.

2) Indentification and prioritization of proposed freights projects.

Bicycle and Pedestrian Plan Previous efforts by DMATS staff and local jurisdictions have resulted in the identification of a general bicycle and pedestrian transportation network for the DMATS area. Some of the highest priority segments in that network are already under development by local jurisdictions. At this point further efforts are needed to complete identification of the full Bicycle and Pedestrian Transportation network. At that point implementation plans should be developed which identify the specific actions which must be taken by DMATS and local jurisdictions to fully develop the bicycle and pedestrian transportation network. All of these steps should be taken with input from local citizens that are concerned with bicycle and pedestrian transportation. DMATS Staff formed a standing Bicycle and Pedestrian Advisory Committee.

Required Actions: 1) Complete the identification of the bicycle and pedestrian transportation network.

2) Development of the Bicycle and Pedestrian Transportation Implementation Plan.

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Trip Generation Since the purpose of trip generation is to create trip productions to trip attractions, validation includes internal trips, balancing trip productions as well as trip attractions.

Table A-1

Average Motorized Person Trips per Household by Region

Region

Survey Year

Dubuque

2000 Model

Twin Cities, MN Nashua, NH Reno, NV Vancouver, WA Charlotte, NC

1990 1990 1987 1985 1985

Population

Person Trips/HH

77,018

8.24

2,464,000 154,000 254,000 259,000 511,433

10..11 10..08 8..58 5..83 9..29

Internal Trips Several reasonable checks were run on socioeconomic data.

As shown in Tables A-1 and A-2, the average motorized person trips per household were compared to other areas.

This helps determine the rate, data was also averaged from zones with no employment. The DMATS area model has 8.24 motorized trips per household, which was determined reasonable when compared with other urban areas.

Source: FHWA Analysis of Survey Trip Rates

Table A-2

HBW HBO NHB Total

DMATS Average Motorized Person Trips per Household by Purpose Clinton 2000 Model

Houston 1985 Model

1.51 3.84 2.48 8.24

1.71 4. 80 2.96 9.47

Dallas/Ft. Worth 1 984 Trvl Sur 2.29 4.32 2.07 8.68

Denver 1985 Trvl Sur

San Francisco 1985 Trvl Sur

1.96 3.40 1.97 7.33

1.89 4 .49 2.35 8.73

Atlanta 1980 Trvl Sur 1.95 4.45 1.87 8.27

Delaware Valley 1 986 Trvl Sur 2.27 4.19 1.64 8.10

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

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Appendix A Balancing Productions and Attractions The last step in trip generation is the balancing of trip productions and attractions. Before balancing begins, productions and attractions should be compared to determine if the socioeconomic data is reasonable. The total ratio of productions to attractions is in the recommended range of â&#x20AC;&#x201C;10 percent to +10 percent. The ratio of total production to attractions is 0.13 percent in the DMATS model as shown in Table A-3.

Table A-3

DMATS Comparison of Production and Attractions Before Balancing

Purpose

Productions

Attractions

Ratio

FHWA

HBW HBO NHB CV Total

39,424 96,700 65,191 12,320 213,63

38,802 97,034 65,191 12,320 213,347

1.58% -0.35% 0.00% 0.00% 0.13%

+/- 10% +/- 10% +/- 10% +/- 10% +/- 10%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

Table A-4 City

Dubuque San Juan Denver Northern NJ Phoenix Charleston, WV Reno

DMATS Trip Length Comparisons Among Cities Survey Year

2000 Model 1991 1985 1986 1988 1993 1990

Average Trip Lenghts in Minutes HBW

HBO

NHB

11.39 35.4 22.7 23.2 19.3 20.7 11.2

10.79 16.1 12.9 15.3 13 17.3 10.4

10.14 16.2 13.8 17.1 13.6 15.7 8.1

Source: NPTS

DMATS 2031 Long Range Transportation Plan

Trip Distribution Since the purpose of trip distribution is to link trip productions to trip attractions, validation includes evaluating trip lengths and intrazonal trips.

Trip Lengths Trip lengths were evaluated by purpose and then compared to rates in other areas. As shown in Table A-4 average trip lengths look reasonable when compared to other areas. Table A-5 shows the average trip length for home-based work trips; home base other trips and non home base trips. The trip lengths are within the ranges established by FHWA. Intrazonal Trips Intrazonal trips are trips the model assigns, which start and end in the same zone. Typically, intrazonal trips account for less than 5 percent of total trips.

As shown in Table A-6, the intrazonal trips assigned in the DMATS model only account for 1.93 percent of the total trips, which is within the percentages recommended by FHWA. 224

Appendix A Table A-5 Type

DMATS Average Trip Length Time (Minutes)

Standards

11.39 10.79 10.14 9.00 10.62

11 – 15 9.5 – 13 9.5 – 12.5 N/A N/A

HBW HBO NHB CV Quick Sum

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

Table A-6

DMATS Intrazonal Trip Percentages by Purpose

Type

% of Internal Trips

Standards FHWA

HBW HBO NHB CV Total

1.53% 1.64% 2.50% 2.63% 1.93%

5.00% 5.00% 5.00% 5.00% 5.00%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

Trip Assignment

The assignment of trips to the network is the final output of the modeling process. Validation of trip assignment includes reviewing like volumes and vehicle miles traveled from different grouping methods. The model review for DMATS included grouping information by functional class, linking AADT, and screenlines.

Table A-7 shows the deviation of volumes by functional class. Deviation target rates are compared to rates from FHWA, Calibration and Adjustment of System Planning Models. The DMATS model currently meets rates for principal, minor arterials and major collectors, but is above the recommended value for local streets due to the few number of traffic counts available for comparison.

However, as the overall counts are within the range established by FHWA it can be justified that if there are more counts on major collectors the percentages will be within the percentages recommended by FHWA.

Table A-7

DMATS Volume Deviation by Function Classification 2000

Function Class Principal Arterial Minor Arteria l Major Collector Local Total

No of Counts Count 124 1,302,100 97 887,750 44 200,700 10 43,500 276 2,434,050

Loaded 1,281,168 870,351 196,380 27,588 2,375,487

% Difference 1.61% 1.96% 2.15% 36.58% 2.41%

FHWA <10% <15% <25% N/A N/A

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

DMATS 2031 Long Range Transportation Plan

225

Appendix A Vehicle miles traveled was also calculated by functional class as shown in Table A-8 These values are within the ranges established by FHWA as shown in the table.

Table A-8

DMATS Vehicle Miles Traveled (VMT) Deviation by Function Class 2000 VMT

Function Class Principal Arterial Minor Arterial Major Collector Local Total

No of Counts 124 97 44 10 276

Count 371,384 126,670 42,576 12,763 553,393

Loaded 373,901 128,232 37,598 8,307 548,038

% Difference -0.68% -1.23% 11.69% 34.92% 0.97%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

When the Root Mean Square Error (RMSE) for these volumes is calculated, values are within in the ranges established by FHWA as shown in the Table A-9.

Table A-9

DMATS Root Mean Square Error( RMSE) by Function Class

Function Class

RMSE%

FHWA

Principal Arterial Minor Arterial Major Collector Local Total

15.99% 24.06% 36.24% 73.67% 21.78%

0-30% 0-30% 0-30% 0-30% 0-30%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

DMATS 2031 Long Range Transportation Plan

226

Appendix A Average Annual Daily Traffic Table A-10 shows the deviation of volumes by AADT. All volume groups are in range when compared to target rates given by the FHWA as shown in the table. Deviations of vehicle miles traveled are also in range when compared by vehicle miles traveled as shown on Table A-11.

Table A-10

DMATS Volume Deviation by Average Annual Daily Traffic (AADT) 2000

Link AADT 7000+ 5000-7000 3000-5000 1000-3000 Total

No of Counts 160 36 43 34 276

Count 1,968,850 215,250 168,910 79,080 2,434,050

Loaded 1,870,793 244,319 182,157 76,338 2,375,487

% Difference 4.98% -13.50% -7.84% 3.47% 2.41%

FHWA +/- 10% +/- 15% +/- 25% +/- 50%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

Table A-11

DMATS Vehicle Miles Traveled (VMT) Deviation by AADT 2000 VMT

Link AADT 7000+ (49) 5000-7000 (17) 3000-5000 (19) 1000-3000 (15) Total

No of Counts 160 36 43 34 276

Count 418,513 49,989 46,496 38,130 553,393

Loaded 403,513 57,023 51,854 35,729 548,038

% Difference 3.67% -14.07% -11.52% 6.30% 0.97%

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

DMATS 2031 Long Range Transportation Plan

227

Appendix A Screenlines Table A-12 Deviation comparisons were also compared across eight screenlines shown . Screenlines are selected at these locations because of there vital role in moving traffic in the study area Screenline and there diversity in function class. Table A-12 shows the 1 comparison of the actual traffic volumes to the volumes in the 2 model.

3 4 5 6 7 8

Table A-13 compares the total vehicle miles traveled for screenlines and for the actual base year. Overall it proves that the model is well calibrated and is representing the existing traffic conditions in the study area.

DMATS Deviation of Screenline Volume Base Year Volume 45400 28510 55400 100300 43950 44500 68900 54100

Assigned Volume

Percent Deviation (Deviation/Count)

Model/ Count

45656 29990 48304 100918 42190 44312 63011 61143

1.60% 5.19% 12.81% 0.62% 4.00% 0.42% 8.55% 13.02%

0.98 1.05 0.87 1.01 0.96 1.00 0.91 1.06

Source: Model Validation and Reasonable Checking Manual (TMIP 2001)

Table A-13

DMATS Screenline Vehicle Miles Traveled (VMT) Base Year VMT

Screenline 1 2 3 4 5 6 7 8

NCHRP Report 365

22220 2 10542 18036 18354 33687 19219 16329 19836

Assigned VMT 1473 11207 17484 16245 34589 18808 14110 22811

Source: Model Validation and Reasonable Checking Manual (TMIP 2001) DMATS 2031 Long Range Transportation Plan

VMT Model/ Count 0. 97 1.06 0.97 0.89 1.03 0.98 0.86 1.15 NCHRP Report 365

228

Appendix A DMATS Socio Economic Data for Year 2000 TAZ 2000

Total Population

1 2 3 4 5 6 7 8 9

49 69 279 233 164 194 228 160 109

10 11 12 13 14 15 16 17

Occupied Dwelling Units

Retail Employment

Non Retail Employment

25 30 125 75 60 55 75 55 65

15 0 4 15 4 0 20 10 4

10 15 46 30 56 40 80 10 31

25 15 50 45 60 40 100 20 35

0 0 24 29 8 25 28 4 0

65 53 420 34 229 1337 923 978

25 25 140 10 95 490 290 450

4 0 4 15 25 35 15 4

0 10 61 20 45 360 90 156

4 10 65 35 70 395 105 160

0 0 34 14 35 243 14 105

18 19 20 21 22 23 24

579 2003 152 377 113 230 514

270 860 70 155 35 80 240

60 55 10 4 10 0 10

410 980 2415 51 0 19 10

470 1035 2425 55 10 19 20

119 855 89 0 0 19 4

25 26 27 28 29 30 31 32 33 34 35 36

89 46 485 77 626 423 468 117 156 388 1036 0

50 525 460 15 240 155 210 65 40 125 445 0

45 190 0 60 0 0 25 10 20 30 15 0

270 230 70 510 130 30 40 5 20 35 90 355

315 420 70 570 130 30 65 15 40 65 105 355

149 139 19 505 84 4 29 4 0 12 55 328

DMATS 2031 Long Range Transportation Plan

Total Employment

Service Employment

229

Appendix A DMATS Socio Economic Data for Year 2000 continued TAZ 2000

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

37 38 39 40 41 42 43 44

3259 1039 102 618 302 810 440 1116

1470 645 20 170 85 365 140 365

70 0 780 30 160 0 85 70

790 145 990 80 110 100 100 295

860 145 1770 110 270 100 185 365

655 114 765 38 95 64 75 174

45 46 47 48 49 50 51 52

5294 141 827 14 35 378 11 0

1320 4 512 90 10 170 4 0

280 125 65 0 155 85 515 0

715 1170 565 29 95 140 405 15

995 1295 630 29 250 225 920 15

485 335 445 29 48 27 314 4

53 54 55 56 57 58 59 60

428 681 628 369 99 67 331 731

10 315 205 180 30 21 145 35

565 240 10 4 0 0 4 0

60 350 115 41 4 25 11 10

625 590 125 45 4 25 15 10

35 270 43 19

61 62 63 64 65 66 67 68 69 70

114 731 220 582 111 220 121 107 757 185

185 385 40 175 4 55 40 35 115 75

0 20 0 35 80 0 0 0 15 4

4 60 30 375 365 65 10 10 40 81

4 80 30 410 445 65 10 10 55 85

4 24 34 189 89 8 0 4 28 12

DMATS 2031 Long Range Transportation Plan

0 10 8

230

Appendix A DMATS Socio Economic Data for Year 2000 continued TAZ 2000

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

71 72 73 74 75 76 77 78

26 228 438 316 303 91 181 586

4 60 135 105 105 45 50 185

30 0 10 0 0 0 10 25

1140 4 115 20 60 0 110 105

1170 4 125 20 60 0 120 130

169 4 99 0 50 0 18 10

79 80 81 82 83 84 85 86

19 3644 251 2068 0 828 216 1611

6 1230 85 800 0 355 255 565

0 30 0 40 25 0 30 0

0 1570 0 560 1175 330 250 330

0 1600 0 600 1200 330 280 330

0 1425 0 440 669 219 129 293

87 88 89 90 91 92 93 94

182 0 369 49 31 143 47 31

60 40 100 20 10 70 20 4

4 525 0 0 0 0 0 0

21 640 40 20 175 20 0 10

25 1165 40 20 175 20 0 10

0 450 4 4 10 10 0 10

95 96 97 98 99 100 101 102 103 104

57 100 327 1595 18 2390 1935 789 1612 0

17 35 140 625 4 770 855 360 615 0

0 0 10 10 35 20 4 10 15 0

20 10 30 105 620 810 161 735 220 30

20 10 40 115 655 830 165 745 235 30

19 10 14 30 15 700 119 60 99 0

DMATS 2031 Long Range Transportation Plan

231

Appendix A DMATS Socio Economic Data for Year 2000 continued TAZ 2000

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

105 106 107 108 109 110 111 112

0 2931 3266 3664 655 1043 0 471

0 1200 1330 1100 292 334 0 151

10 0 35 85 1 80 30 75

10 410 175 1340 24 164 1475 156

20 410 210 1425 25 244 1505 231

0 310 105 1225 5 126 70 119

113 114 115 116 117 118 119 120

697 2519 72 702 0 295 35 11

303 1030 22 218 0 81 9 6

29 15 108 56 46 0 0 0

936 875 549 284 232 15 15 0

965 890 657 340 278 15 15 0

205 825 209 108 88 0 0 0

121 122 123 124 125 126 127 128

57 0 183 175 187 352 158 353

31 0 130 87 93 192 86 190

4 20 130 20 115 10 25 145

38 431 2819 76 449 104 276 1263

42 451 2949 96 564 114 301 1408

15 136 889 62 363 88 231 487

129 130 131 132 133 134 135 136 137

64 380 88 316 56 1181 1757 599 0

35 154 36 140 25 435 686 234 0

6 7 13 117 3 35 19 6 60

49 59 106 666 15 2120 247 83 1465

55 66 119 783 18 2155 266 89 1525

19 23 42 32 1 2074 171 58 0

DMATS 2031 Long Range Transportation Plan

232

Appendix A

DMATS Trip Table 2000 TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CVA

1 2 3 4 5 6 7 8

39 45 176 120 92 90 126 86

21 12 42 37 50 33 83 17

88 113 408 287 214 223 291 196

51 24 104 107 107 85 199 43

38 37 141 120 108 102 162 74

38 37 141 120 108 102 162 74

13 11 46 31 22 20 32 22

13 11 46 31 22 20 32 22

9 10 11 12 13 14 15 16

113 34 36 221 22 179 726 476

29 3 8 54 29 58 328 87

250 77 84 519 53 425 1738 1044

60 9 16 136 79 160 863 193

67 27 27 204 40 138 799 418

67 27 27 204 40 138 799 418

24 10 9 51 8 40 184 107

24 10 9 51 8 40 184 107

17 18 19 20 21 22 23 24

551 319 1083 104 221 65 129 309

133 390 859 2013 46 8 16 17

1331 865 2883 221 512 145 301 772

348 903 2410 4031 92 23 46 43

481 585 1552 1991 180 49 98 202

481 585 1552 1991 180 49 98 202

162 112 321 28 56 15 29 88

162 112 321 28 56 15 29 88

25 26 27 28 29 30 31 32 33 34

74 656 838 31 378 273 324 98 71 219

261 349 58 473 108 25 54 12 33 54

177 1673 1878 71 872 612 765 239 155 508

664 929 129 1375 279 52 147 35 79 137

283 352 232 482 331 177 221 54 89 192

283 352 232 482 331 177 221 54 89 192

30 237 164 21 86 55 82 26 20 53

30 273 164 21 86 55 85 26 20 53

DMATS 2031 Long Range Transportation Plan

233

Appendix A DMATS Trip Table 2000 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CVA

35 36 37 38 39 40 41 42

567 0 1613 817 36 268 300 530

87 295 714 120 1469 91 617 83

1361 0 4047 1981 85 633 747 1277

226 841 1975 328 4043 231 1731 214

459 283 1866 492 1450 311 604 373

459 283 1866 492 1450 311 604 373

163 0 543 230 212 69 198 130

166 2 543 230 212 69 198 130

43 44 45 46 47 48 49 50

272 584 1858 8 628 92 15 188

154 303 826 1075 523 24 208 187

618 1400 4440 12 1622 246 31 499

421 783 2206 2466 1428 70 554 448

307 695 2711 1085 803 28 212 316

307 695 2711 1085 803 28 212 316

72 149 545 34 200 32 44 83

72 149 545 34 200 32 44 83

51 52 53 54 55 56 57 58

3 0 11 450 372 305 12 0

764 12 519 490 104 37 3 21

11 0 25 1063 842 721 32 0

2111 28 1442 1346 245 91 10 41

739 12 653 717 327 170 39 44

739 12 653 717 327 170 39 44

137 0 152 176 76 65 11 77

137 0 152 176 76 65 11 77

59 60 61 62 63 64 65 66 67 68

225 67 315 632 66 277 6 90 63 72

12 8 3 66 25 340 369 54 8 8

524 149 722 1473 148 641 12 221 156 167

35 23 10 164 76 844 853 112 16 20

132 272 45 328 103 537 396 132 52 47

132 272 45 328 103 537 396 132 52 47

53 12 66 143 14 72 22 20 14 12

53 12 66 143 14 72 22 20 14 12

DMATS 2031 Long Range Transportation Plan

234

Appendix A DMATS Trip Table 2000 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CVA

69 70 71 72 73 74 75 76

191 120 7 100 217 173 188 71

46 71 971 3 104 17 50 0

454 267 15 236 517 387 399 154

123 151 2063 10 290 33 138 0

318 135 943 85 259 130 157 33

318 135 943 85 259 130 157 33

45 28 9 21 51 37 37 16

45 28 9 21 51 37 37 16

77 78 79 80 81 82 83 84

85 265 0 1555 160 1102 0 289

100 108 0 1328 0 498 996 274

223 634 0 3834 352 2714 0 815

217 237 0 3769 0 1358 2509 713

161 316 7 2596 91 1228 958 563

161 316 7 2596 91 1228 958 563

20 73 2 447 30 296 7 127

20 73 2 447 30 296 7 127

85 86 87 88 89 90 91 92

359 793 105 65 176 40 19 107

232 274 21 967 33 17 145 17

867 1927 235 142 423 93 44 228

581 772 44 2626 68 36 293 41

301 847 85 930 165 34 151 67

301 847 85 930 165 34 151 67

99 202 22 152 36 7 4 25

99 202 22 152 36 7 4 25

93 94 95 96 97 98 99 100 101 102 103 104

36 8 42 61 189 878 8 823 1043 392 704 0

0 8 17 8 33 95 544 689 137 618 195 25

88 18 97 139 440 2160 17 2077 2637 1030 1903 0

0 16 48 23 83 218 1104 1927 367 1269 473 49

17 19 37 44 151 669 530 1528 832 880 771 24

17 19 37 44 151 669 530 1528 832 880 771 24

7 1 6 12 53 226 11 280 306 131 224 0

7 1 6 12 53 226 11 280 306 131 224 0

DMATS 2031 Long Range Transportation Plan

235

Appendix A DMATS Trip Table 2000 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CVA

105 106 107 108 109 110 111

0 1697 1746 1252 368 415 0

17 340 174 1183 21 203 1249

0 4028 4324 3213 909 1078 0

40 916 451 3362 45 555 2530

16 1389 1350 2463 257 572 1202

16 1389 1350 2463 257 572 1202

3 428 484 415 105 140 8

3 428 484 415 105 140 8

112 113 114 115 116 117 118 119

187 381 1277 23 233 0 141 14

192 801 739 545 282 231 12 12

486 940 3187 60 616 0 329 34

524 1757 2121 1314 680 556 24 24

355 1023 1622 551 526 221 119 25

355 1023 1622 551 526 221 119 25

74 116 372 36 93 12 29 3

74 116 372 36 93 12 29 3

120 121 122 123 124 125 126 127

7 22 0 13 48 51 134 60

0 35 374 2448 80 468 95 250

17 58 0 45 144 152 409 184

0 83 858 5609 220 1290 263 693

4 54 360 2421 139 518 218 298

4 54 360 2421 139 518 218 298

2 12 5 81 36 63 71 37

2 12 5 81 36 63 71 37

128 129 130 131 132 133 134 135 136 137

108 21 134 31 140 24 393 939 319 0

1169 46 55 99 650 15 1789 221 74 1266

299 58 375 87 358 63 1101 2358 802 0

2786 109 131 237 1384 32 5196 584 196 2528

1251 67 190 127 740 35 2147 849 288 1218

1251 67 190 127 740 35 2147 849 288 1218

106 14 57 16 81 10 165 250 85 16

106 14 57 16 81 10 165 250 85 16

DMATS 2031 Long Range Transportation Plan

236

Appendix A DMATS Socio Economic Data for Year 2031 TAZ 2031

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

1 2 3 4 5 6 7 8

49 69 279 233 164 194 228 160

25 30 125 75 60 55 75 55

17 0 4 17 4 0 22 11

11 17 51 33 62 44 88 11

28 17 55 50 66 44 110 22

0 0 26 32 9 28 31 4

9 10 11 12 13 14 15 16

109 65 53 420 34 273 1522 975

65 25 25 140 10 114 559 307

4 4 0 4 17 28 39 17

34 0 11 67 22 50 397 99

39 4 11 72 39 77 436 116

0 0 0 38 15 39 268 15

17 18 19 20 21 22 23 24

978 606 2003 223 497 149 3265 631

450 283 860 103 206 46 1159 296

4 111 61 11 4 11 0 14

172 760 1081 2665 56 0 56 14

177 871 1142 2676 61 11 56 27

116 220 943 98 0 0 56 5

25 26 27 28 29 30 31 32 33 34

89 63 485 77 1121 887 639 117 497 512

50 719 460 15 434 329 289 65 129 166

54 218 0 213 0 0 28 11 22 33

325 264 83 1807 156 33 44 6 22 39

379 482 83 2019 156 33 72 17 44 72

179 160 23 1789 101 4 32 4 0 13

DMATS 2031 Long Range Transportation Plan

237

Appendix A DMATS Socio Economic Data for Year 2031 continued TAZ 2031

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

35 36 37 38 39 40 41 42

1036 0 3259 1039 102 1669 1496 1808

445 0 1470 645 20 466 420 825

17 0 81 0 878 48 2209 0

99 436 919 160 1114 128 1519 132

116 436 1001 160 1992 175 3729 132

61 402 762 126 861 61 1312 84

43 44 45 46 47 48 49 50

456 1140 5969 141 1211 14 35 387

145 373 1492 4 671 90 10 174

249 83 342 144 187 0 214 163

293 350 873 1350 737 32 131 268

543 433 1214 1495 924 32 345 431

220 206 592 387 599 32 66 52

51 52 53 54 55 56 57 58

11 0 428 752 1481 401 99 145

4 0 10 349 489 196 30 46

589 0 1002 274 13 6 0 0

463 17 106 399 155 62 4 28

1052 17 1108 673 168 68 4 28

359 4 62 308 58 29 4 0

59 60 61 62 63 64 65 66 67 68

421 1579 1879 2430 358 1257 408 220 160 1241

185 76 650 841 66 382 115 55 53 413

4 0 0 28 0 60 331 0 0 0

12 14 4 85 42 638 1511 100 11 11

17 14 4 113 42 698 1843 100 11 11

11 11 4 34 48 322 369 12 0 4

DMATS 2031 Long Range Transportation Plan

238

Appendix A DMATS Socio Economic Data for Year 2031 continued TAZ 2031

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

70 71 72 73 74 75 76 77

210 26 1041 929 4499 4091 1420 181

85 4 279 289 1522 1444 400 50

11 69 0 19 0 0 0 11

225 2641 4 222 22 66 0 121

236 2710 4 241 22 66 0 132

33 391 4 191 0 55 0 20

78 79 80 81 82 83 84 85

1291 19 3644 268 2144 0 828 234

412 6 1230 91 695 0 355 276

146 0 34 0 47 34 0 53

613 0 1774 0 651 1578 364 440

759 0 1808 0 698 1612 364 493

58 0 1610 0 512 899 242 227

86 87 88 89 90 91 92 93

1690 316 0 1517 62 37 164 47

593 105 40 418 25 12 81 20

0 4 598 0 0 0 0 0

389 23 729 44 22 193 22 0

389 28 1326 44 22 193 22 0

346 0 512 4 4 11 11 0

94 95 96 97 98 99 100 101 102 103

48 57 100 335 2762 18 3007 1935 789 1612

6 17 35 144 1092 4 973 855 360 615

0 0 0 16 11 40 23 4 11 17

18 59 11 47 116 707 944 178 813 243

18 59 11 62 127 747 967 182 824 259

0 56 9 22 33 17 815 131 66 109

DMATS 2031 Long Range Transportation Plan

239

Appendix A DMATS Socio Economic Data for Year 2031 continued TAZ 2031

Total Population

Occupied Dwelling Units

Retail Employment

Non Retail Employment

Total Employment

Service Employment

104 105 106 107 108 109 110 111

0 0 2931 3266 3664 655 1043 0

0 0 1200 1330 1100 292 334 0

0 11 0 39 98 1 88 34

33 11 452 193 1546 26 181 1672

33 22 452 232 1644 28 269 1706

0 0 342 116 1413 6 139 79

112 113 114 115 116 117 118 119

471 697 2519 72 702 0 4471 3224

151 303 1030 22 218 0 1460 1068

83 32 17 119 62 52 0 155

172 1033 965 606 313 263 15 110

255 1065 982 725 375 315 15 265

131 226 910 231 119 100 0 48

120 121 122 123 124 125 126 127

11 57 0 183 175 229 352 158

6 31 0 130 87 114 192 86

0 4 22 143 22 150 11 28

0 42 476 3110 84 585 115 305

0 46 498 3254 106 735 126 332

0 17 150 981 68 473 97 255

128 129 130 131 132 133 134 135 136 137

369 64 380 88 316 56 1299 1757 599 0

198 35 154 36 140 25 479 686 234 0

160 7 8 14 129 3 41 21 7 66

1394 54 65 117 735 17 2454 273 92 1616

1554 61 73 131 864 20 2495 294 98 1683

537 21 25 46 35 1 2401 189 64 0

DMATS 2031 Long Range Transportation Plan

240

Appendix A DMATS Trip Table 2031 TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CNA

1 2 3 4 5 6 7 8

39 45 176 120 92 90 126 86

23 14 46 41 55 37 92 18

88 113 408 287 214 223 291 196

57 27 114 118 118 94 220 47

40 39 146 125 113 107 172 76

40 39 146 125 113 107 172 76

13 11 46 31 23 20 33 23

13 11 46 31 23 20 33 23

9 10 11 12 13 14 15 17

113 34 36 221 22 214 828 551

32 4 9 60 32 64 362 147

250 77 84 519 53 509 1983 1331

66 10 18 150 87 176 952 384

71 27 28 211 43 162 907 499

71 27 28 211 43 162 907 499

24 10 9 51 8 48 210 162

24 10 9 51 8 48 210 162

18 19 20 21 22 23 24 25

334 1083 154 293 86 1862 381 74

723 948 2221 50 9 46 23 315

907 2883 327 678 192 4357 951 177

1674 2659 4448 102 26 135 59 800

921 1650 2235 230 63 1236 253 338

921 1650 2235 230 63 1236 253 338

130 323 40 75 19 414 109 32

130 323 40 75 19 414 109 32

26 27 28 29 30 31 32 33 34 35

898 838 31 683 580 445 98 229 290 567

400 69 1676 130 27 60 14 37 60 96

2293 1878 71 1577 1298 1051 239 500 673 1361

1067 153 4872 336 57 162 38 87 151 249

411 244 1652 535 350 291 57 218 245 471

411 244 1652 535 350 291 57 218 245 471

314 164 61 155 117 110 26 52 68 163

314 164 61 155 117 110 26 52 68 163

DMATS 2031 Long Range Transportation Plan

241

Appendix A DMATS Trip Table 2031 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CNA

36 37 38 39 40 41 42 43

0 1613 817 36 734 863 3777 594

362 831 133 1654 146 5158 133 948

0 4047 1981 85 1734 2151 9136 2008

1032 2298 361 4551 368 14458 787 1944

350 1994 508 1641 750 5544 1619 1087

350 1994 508 1641 750 5544 2420 1087

0 546 230 238 179 1209 580 190

0 546 230 238 179 1209 580 190

44 45 46 47 48 49 50 51

597 3853 8 823 92 30 193 4

359 1796 1240 823 27 497 358 1214

1431 10315 12 2346 246 62 511 16

928 5343 2846 2271 78 1328 858 3356

765 8089 1253 1185 31 505 488 1178

765 6392 1253 1185 31 505 488 1178

155 1379 39 289 32 105 105 217

155 1379 39 289 32 105 105 217

52 53 54 55 56 57 58 59

0 18 498 888 332 12 0 288

14 1285 559 140 56 4 23 14

0 42 1176 2011 785 32 0 670

31 3571 1536 330 138 11 45 39

14 1499 816 677 201 40 75 167

14 1499 816 677 201 40 75 167

0 374 196 178 72 11 16 67

0 374 196 178 72 11 16 67

60 61 62 63 64 65 66 67 68 69

146 689 1381 108 604 176 90 83 850 299

12 4 94 35 579 1529 83 9 9 543

325 1577 3217 243 1400 353 221 206 1968 712

32 11 231 106 1436 3530 173 18 22 1457

587 689 978 164 1020 1632 161 67 462 956

587 689 978 164 1020 1632 161 67 462 956

27 232 308 23 152 128 20 19 147 111

27 232 308 23 152 128 20 19 147 111

DMATS 2031 Long Range Transportation Plan

242

Appendix A DMATS Trip Table 2031 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CNA

70 71 72 73 74 75 76 77

136 7 463 465 2504 2580 627 85

196 2249 4 200 18 55 0 110

302 15 1099 1109 5604 5486 1370 223

419 4779 11 559 36 152 0 239

266 2189 383 533 1659 1546 518 172

266 2189 383 533 1659 1546 518 172

33 20 100 108 543 516 143 21

33 20 100 108 543 516 143 21

78 79 80 81 82 83 84 86

590 0 1555 171 957 0 289 833

630 0 1500 0 579 1338 302 323

1413 0 4704 376 2358 0 815 2024

1386 0 5113 0 1579 3369 787 911

1081 7 3371 97 1344 1296 595 930

1081 7 2784 97 1344 1296 595 930

186 2 448 32 260 9 127 212

186 2 448 32 260 9 127 212

87 88 89 90 91 92 93 94

184 65 736 51 23 123 36 12

23 1101 37 18 160 18 0 15

411 142 1769 117 53 263 88 28

48 2990 75 40 324 45 0 29

137 1067 589 41 169 78 17 32

137 1067 589 41 169 78 17 32

39 171 149 9 4 29 7 2

39 171 149 9 4 29 7 2

95 96 97 98 99 100 101 102 103 104

29 61 194 1535 8 1041 1043 392 704 0

49 9 52 105 620 802 151 684 215 27

66 139 452 3775 17 2625 2637 1030 1903 0

140 25 130 241 1259 2245 405 1405 522 54

68 45 172 1111 607 1875 852 951 797 27

68 45 172 1111 607 1875 852 951 797 27

6 12 55 393 12 354 306 131 224 0

6 12 55 393 12 354 306 131 224 0

DMATS 2031 Long Range Transportation Plan

243

Appendix A Appendix A DMATS Trip Table 2031 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

CNA

105 106 107 108 109 110 111 112

0 1697 1746 1252 368 415 0 187

18 375 192 1364 23 223 1416 212

0 4028 4982 3213 909 1078 0 486

44 1011 566 3878 50 612 2867 578

18 1433 1583 2660 262 597 1372 376

18 1433 1378 2660 262 597 1372 376

3 428 485 418 105 142 9 76

3 428 485 418 105 142 9 76

113 114 115 116 117 118 119 120

381 1277 23 233 0 2544 1807 7

884 815 602 311 261 12 220 0

940 3187 61 617 0 5939 4147 18

1939 2341 1450 750 629 24 579 0

1111 1709 610 559 253 1643 1389 5

1111 1709 610 559 253 1643 1389 5

117 372 39 94 14 521 422 2

117 372 39 94 14 521 422 2

121 122 123 124 125 126 127 128

22 0 13 48 63 134 60 113

38 413 2701 88 610 104 276 1289

58 0 45 143 188 409 184 313

92 947 6189 243 1681 290 765 3074

58 400 2684 148 674 230 325 1385

58 400 2684 148 674 230 325 1385

12 6 84 37 80 71 38 113

12 6 84 37 80 71 38 113

129 130 131 132 133 134 135 136 137 138

21 134 31 140 25 433 939 320 0 2209

50 60 109 717 16 2071 244 82 1397 3314

59 374 86 359 64 1245 2358 804 0 5082

120 144 261 1527 36 6166 644 216 2789 5965

73 197 137 810 36 2543 877 298 1354 3756

73 197 137 810 36 2543 877 298 1354 3756

14 57 17 84 10 182 250 85 17 0

14 57 17 84 10 182 250 85 17 0

DMATS 2031 Long Range Transportation Plan

244

Appendix A DMATS Trip Table 2031 continued TAZ

HBWP

HBWA

HBOP

HBOA

NHBP

NHBA

CVP

139 140 141 142 143 144 145 146

284 794 1463 563 1425 10 30 520

425 1191 2194 844 2136 15 45 780

652 1825 3364 1295 3276 23 69 1196

765 2143 3949 1521 3846 27 81 1404

482 1350 2486 958 2421 17 51 884

482 1350 2486 958 2421 17 51 884

0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0

147 148 149 150 151 152

140 1223 457 202 170 35

210 1835 686 303 255 53

322 2812 1051 465 391 81

378 3302 1234 545 459 95

238 2079 777 343 289 60

238 2079 777 343 289 60

0 0 0 0 0 0

0 0 0 0 0 0

153

71

107

163

192

121

121

0

0

DMATS 2031 Long Range Transportation Plan

CNA

245