Roadway Element. Introduction. Inventory. Functional Classification. Chapter 3

Transcription

1 Introduction The Dubuque Metropolitan Transportation Study (DMATS) area has been significantly shaped through its history of the dominant transportation systems throughout time. In the 19 th century the transportation system included the railroad, water navigation, and horse drawn wagons. Since the mid-20 th 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. DMATS 2031 Long Range Transportation Plan 44

2 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. DMATS 2031 Long Range Transportation Plan 45

3 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 minor collectors with only miles of system in the DMATS area. Minor collectors also carry the lowest level of traffic as defined by both the Annual Average Daily Traffic (AADT) (624,724) and Vehicle Miles Traveled (VMT) (126,594). The principal arterials carry an annual average daily traffic of 3,741,294 vehicles. The entire system has a daily vehicle miles traveled of 1,684,527 miles. Use of the Roadway System Table 3-1 Federal Functional Classifications Lane Miles Annual Average Vehicle Daily Traffic Miles Traveled Principal Arterials ,741, ,743 Minor Arterials ,030, ,510 Major Collectors , ,680 Minor & Local , ,594 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 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. DMATS 2031 Long Range Transportation Plan 46

4 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 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 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. DMATS 2031 Long Range Transportation Plan 47

5 Table 3-2 Historical Annual Average Daily Traffic for Key Roadways % Change Julien Dubuque Bridge 19,500 26,700 31, % IA 32/NW Arterial US 20 to Asbury Road North Bound 6,750 9,600 10, % South Bound 6,750 9,600 10, % Asbury Road to JFK North Bound 2,850 4,050 5, % South Bound 2,850 4,050 5,234 83,65% JFK to Kennedy North Bound N/A N/A 4,150 N/A South Bound N/A N/A 4,150 N/A Kennedy to US 52 North Bound N/A N/A 4,900 N/A South Bound N/A N/A 4,900 N/A Asbury Road University Ave to JFK 15,200 15,500 19, % JFK to NW Arterial 8,300 11,600 14, % IA 32/NW Arterial to City of Asbury 7,600 15,400 19, % Within City of Asbury 6,200 6,000 6, % University Avenue Delhi Street to Asbury Road 20,000 20,000 24, % Asbury Road to Pennsylvania Avenue 16,000 16,500 20, % Pennsylvania Avenue to US 20 8,600 11,000 9, % Pennsylvania Avenue University Avenue to JFK 9,900 11,600 10, % JFK to IA 32/NW Arterial 11,000 13,800 13, % % Change JFK & Wacker Wacker (US 20 to JFK) 10,000 10,200 9, % JFK (US 20 to Wacker) 17,000 16,400 15, % JFK (Wacker to Asbury Road 26,700 28,300 18, % JFK (Asbury Road to IA 32/NW Arterial) N/A 8,500 11, % Cedar Cross & Kelley Lane US 20 to Fremont 4,530 11,700 13, % Kelley Lane to Rockdale Road 8,000 8,200 9, % Rockdale Road to US 151/61 7,900 6,000 7, % Locust Street Connector Locust & US 151/61 16,300 20,000 20, % Loras Blvd. University Avenue to Bluff Street 10,000 10,100 10, % Bluff Street to Central Avenue 7,900 7,900 7, % Kaufman Avenue JFK to N. Grandview Avenue 5,300 5,200 5, % N. Grandview Avenue to Central Avenue11,000 9,000 13, % N. Grandview Avenue US 20 to University Avenue 12,200 12,800 13, University Avenue to Kaufmann Avenue 6,300 6,800 6, % Kaufmann Avenue to W 32 nd Street 7,000 5,900 3, % S. Grandview Avenue US 151/61 to US 20 13,200 10,700 11, % Middle Road IA 32/NW Arterial to Seippel Road 9,900 12,700 14, % Seippel Road to Sundown Road 2,530 2,330 3, % DMATS 2031 Long Range Transportation Plan 48

6 Table 3-2 Historical Annual Average Daily Traffice for Key Roadways Continued % Change % Change US 20 Peosta to Old Highway Road East Bound 9,500 10,000 10, % West Bound 9,500 10,000 10, % Old Highway Road to Devon Drive East Bound 14,550 15,150 15, % West Bound 14,550 15,150 15, % Devon Drive to Locust Street East Bound 8,400 15,650 17, % West Bound 8,400 15,650 17, % US 52 4 th Street to 21 st Street South Bound 11,100 9,700 9, % North Bound 7,300 7,000 7, % 21 st Street to Aquin Street N/A 9,800 11, % Aquin Street to IA 32/ NW Arterial 8,200 8,000 10, % NW Arterial to Sherrill Road 4,610 2,500 5, % US 151/61 Bridge to Maquoketa Drive 19,900 19,700 20, % Maquoketa Drive to US 151/61 Intersection 12,000 20,200 16, % US 151/61 Bridge 17,000 18,300 19, % US 151/61 North of Wisconsin 11 14,100 14,600 N/A 3.55% Wisconsin 11 between US 61/151 and Illinois 35 6,600 6,100 N/A -7.58% Illinois 35 between Wall Street and Wisconsin 11 4,700 4,400 4, % US 20 East of 6 th Street in Illinois 10,500 11,800 10, % Source: DMATS DMATS 2031 Long Range Transportation Plan 49

7 Table 3-3 Historical Annual Average Daily Traffic for Key Intersections % Change US 20 and Locust Street Locust Street North Bound 25,100 26,400 27, % South Bound 12,400 13,700 11, % US 20 East 19,500 26,700 26, % West 23,300 31,900 29, % Locust Street Connector Locust Street North 16,300 20,100 19, % US 151/61 North 28,500 33,500 31, % South 14,600 16,200 14, % Grandview Ave & US 20 Grandview Ave. North 13,200 12,600 13, % South 14,500 10,700 11, % US 20 East 23,000 31,300 29, % West 23,000 32,300 31, % US 20& JFK/Cedar Cross Road US 20 East 31,200 31,300 33, % West 23,300 25,700 27, % JFK Road North 15,200 18,200 15, % Cedar Cross Road South 9,000 12,100 10, % US 20& Wacker Drive US 20 East 22,500 25,100 26, % West 20,900 24,600 25, % Wacker 10,000 10,200 9, % % Change US 20& NW Arterial US 20 East 18,500 23,900 25, % West 18,500 23,900 24, % NW Arterail North 12,900 19,200 21, % US 20& Swis Valley Road US 20 East N/A 17,700 18, % West N/A 15,300 16, % Swiss Valley Rd N/A % NW Arterial & Pennsylvania Avenue NW Arterial North N/A 12,700 15, % South N/A 19,900 20, % Pennsylvania Avenue East N/A 13,700 14, % West N/A 12,700 13, % Northwest Arterial & Asbury Road NW Arterial North N/A 8,100 10, % South N/A 12,600 15, % Asbury Rd East N/A 11,600 14, % West N/A 15,400 19, % DMATS 2031 Long Range Transportation Plan 50

8 Table 3-3 Historical Annual Average Daily Traffic for Key Intersections continued % Change NW Arterial & US 52 US 52 North N/A 2,500 5, % South N/A 8,000 10, % NW Arterial N/A N/A 9,800 N/A John Deere Road N/A 3,790 7, % JFK Road & Pennsylvania Ave JFK Road North 20,500 28,500 19, % South 20,500 23,600 18, % Pennsylvania Avenue East 9,200 11,000 11, % West 17,500 13,800 13, % JFK Road & Asbury Road JFK Road North 11,600 11,600 11, % South 20,500 17,200 16, % Asbury Road East 15,200 14,300 16, % West 10,200 11,600 14, % JFK Road & Wacker Drive JFK Road North 18,600 23,600 18, % South 17,400 16,400 15, % Wacker Drive 10,000 10,200 9, % Cedar Cross Road South 9,000 12,100 10, % Wacker 10,000 10,200 9, % Source: DMATS % Change US 151/61 & Grandview Ave US 61/151 North 19,900 19,900 18, % South 16,880 19,900 18, % Grandview Avenue West 6,100 6,900 7, % US 151/61 & Bellevue Rd US 61/151 North 19,900 19,900 18, % South 14,900 20,900 13, % Bellevue Rd East (US 52) 6,400 7,700 7, % Twin Valley Drive West 3,610 6,000 5, % US 52 & 32nd Street US 52 North 8,500 9,800 9, % South 9,500 11,000 9, % 32nd Street East 7,000 7,900 5, % West 8,900 10,000 6, % University Avenue & Asbury Rd University Avenue East 20,300 24,000 24, % Southwest 20,300 16,500 20, % Asbury Road Northwest 13,600 11,900 14, % 20th Street & Central Avenue Central Avenue North 10,800 10, % South 10,800 11,300 9, % 20th Street 4,050 4,780 3, % DMATS 2031 Long Range Transportation Plan 51

9 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. DMATS 2031 Long Range Transportation Plan 52

10 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 6,030 With Left Turn Lanes 7,980 Four Lanes Undivided Without Left Turn Lanes 12,145 With Left Turn Lanes 16,045 Four Lanes Divided Without Left Turn Lanes 13,540 With Left Turn Lanes 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. 32 nd St to E 21 st 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. DMATS 2031 Long Range Transportation Plan 53

11 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 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. DMATS 2031 Long Range Transportation Plan 54

12 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 Highest Crash Rates By Street Segment Road Name # of Average # Average #of Crashes of accidents Accidents in Iowa Asbury Rd University Ave to JFK University Ave Delhi St to Asbury Rd Asbury Rd to Pennsylvania Ave Pennsylvania Ave University Ave to JFK JFK to IA 32/NW Arterial 181 1, JFK US 20 to Wacker Dr 88 1, Wacker Dr to Asbury Rd Clarke Dr W Locust St to Asbury Rd 25 1, Locust St Connector 37 1, Loras Blvd. University Ave. to Bluff St Bluff St to Central Ave 119 3, Road Name # of Average # Average #of Crashes of accidents Accidents in Iowa N. Grandview Ave US 20 to University Ave Uniersity Ave to Kaufmann Ave Kaufmann Ave to W 32nd St US 20 Old Highway Rd to Devon East Bound West Bound Devon Dr to Locust Dr East Bound West Bound US 52 4th St to 21st St North bound 274 1, South Bound st to Aquin 255 1, Source: DMATS DMATS 2031 Long Range Transportation Plan 55

13 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 # of Crash Average Road Name Crashes Years Rates Accident Rate US 20 & Locust St Locust Ct Connector Grandview Ave & US US 20 & JFK/Cedar Cross Rd US 20 & Wacker Dr 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 JKF Rd & Pennsylvania Ave JFK Rd & Asbury Rd JFK Rd & Wacker Dr US 151/61 & Grandview Ave US 151/61 & Bellevue Ave # of Crash Average Road Name Crashes Years Rates Accident Rate US 52 & 32nd St th St & Central Ave University Ave & Asbury Rd N. Grandview Ave, Delhi St & Grace St Locust St & W 10th St E. 11th St & Central Ave E. 11th St & White Loras Blvd & Locust St Loras Blvd & Central Ave E 17th St & White St E 17th st & jackson St E 20h St & Jackson St Source: DMATS Highest Crash Rates by Intersection DMATS 2031 Long Range Transportation Plan 56

14 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 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. DMATS 2031 Long Range Transportation Plan 57

15 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 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. DMATS 2031 Long Range Transportation Plan 58

16 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 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 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 DMATS 2031 Long Range Transportation Plan 59

17 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 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 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 21 st St to 29 th 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 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. DMATS 2031 Long Range Transportation Plan 60

18 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. DMATS 2031 Long Range Transportation Plan 61

19 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. DMATS 2031 Long Range Transportation Plan 62

20 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. DMATS 2031 Long Range Transportation Plan 63

21 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 Type of Projects National Highway System Projects DMATS Roadway Projects Priorities US 20 West from Peosta Interchange to Devon Drive $60,000,000 Plumb St Extension in East Dubuque $3,650,000 US 20 Repaving $2,450,000 State Primary Road Projects IA 32/SW Arterial (Two Lane) $70,000,000 IA 32/NW Arterial - US 20 to US 52 No Estimates Available Local Road Projects - Federally Eligible Asbury Rd from University Ave to IA 32/NW Arterial $12,612,000 Asbury Rd from IA 32/NW Arterial to Seipple Rd $4,700,000 North Cascade Rd $1,324,000 Clarke Dr from West Locust St to Asbury Rd Bell St Extension $494,000 University Ave from Delhi St to Asbury Rd Middle Rd $5,242, N Grandview AveExtension to IA 32/NW Arterial Y-21 Sundown Rd $3,017,000 $250,000 East Dubuque Transportation Study $125,000 Period of Construction Estimated Cost DMATS 2031 Long Range Transportation Plan 64

22 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 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 Completed Development Cost $70,000, 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 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. DMATS 2031 Long Range Transportation Plan 65

23 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 Completed Development Cost $60,000,000 DMATS 2031 Long Range Transportation Plan 66

24 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 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. DMATS 2031 Long Range Transportation Plan 67

25 Estimated Cost: Project Preliminary Design Study $343,000 Development Cost Segment 1 Asbury Rd from University Ave to JFK Rd $8,726,000 Segment 2 Asbury Rd from JFK Rd to IA 32/NW Arterial $3,543,000 Total $12,612, 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 $200,000 Development Cost Segment - Asbury Rd from IA 32/NW Arterial to Seipple Rd $4,500,000 Total $4,700, 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 Estimated Cost: Project Environmental and Preliminary Design Study $57,000 Development Cost $1,267,000 Total $1,324,000 DMATS 2031 Long Range Transportation Plan 68

26 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 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 Estimated Cost: Project Environmental and Preliminary Design Study $100,000 Development Cost University Ave from Delhi St to Asbury Rd $5,142,000 Total $5,242, 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 $270,000 Development Cost Segment IA 32 to Seippel Rd $4,245,000 Total $4,515, 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 DMATS 2031 Long Range Transportation Plan 69

27 Estimated Cost: Project Environmental and Preliminary Design Study $60,000 Development Cost $3,200,000 Total $3,260, N Grandview Ave Extension In this proposed project, N Grandview Ave would be extended north approximately one mile from its current end point at W32 nd 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 Estimated Cost: Project Environmental and Preliminary Design Study $100,000 Development Cost $2,917,000 Total $3,017, 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 $494,000 DMATS 2031 Long Range Transportation Plan 70

28 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, 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, 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 Not Required Development Cost $2,450, 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: $125,000 DMATS 2031 Long Range Transportation Plan 71

29 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 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 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 Completed Development Cost $60,000, 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 72

30 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 $250,000 Development Cost $40,000, 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 Further east toward Barge Terminal Rd, US 20 traffic volumes will be approximately 17,000 in 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 In process Development Cost $162,000, 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 Estimated Cost: Eastern Segment Project Environmental and Preliminary Design Study Not Available Development Cost $ 50,000,000 to $150,000,000 DMATS 2031 Long Range Transportation Plan 73

31 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 $150,000 Development Cost $2,510,000 JFK Rd to IA 32/NW Arterial 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 $250,000 Development Cost $7,000,000 DMATS 2031 Long Range Transportation Plan 74

32 City of Dubuque Illustrative Road projects Name To From Type FY 08 FY 09 FY 10 FY 11 FY 12 Road Projects Locust St 5th St 17th St HMA Resurfacing $611,000 Cedar Cross Starlite Cedar Cross Ct PC Concrete Reconstruction $1,635,000 Kaufmann Chaney Bonson HMA Resurfacing $993,000 9th/ Hill St Intersection Spruce Bluff HMA Resurfacing $200,000 Studies Alternate East/West Corridor Study of Collector Streets Asbury Rd, Pennsylvania Ave and Fremont/ N. Cascade Rd Corridor Study $250,000 Rockdale Rd Corridor Study Maquoketa Dr Grandview Ave Corridor Study $100,000 Downtown Traffic Study Downtown Dubuque Study $70,000 Total $250,000 $781,000 $1,635,000 $993,000 $200,000 City of Asbury Illustrative Road projects Name TO From Type FY 08 FY 09 FY 10 FY 11 FY 12 Road Projects Seipple Rd Asbury Rd Middle Rd A detail financial estimate plan has not been develeoped at this time. Heacock Rd Asbury Rd Middle Rd Hales Mill RD Within City Limits of Asbury DMATS 2031 Long Range Transportation Plan 75

33 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 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 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 6 th 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 32 nd 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. DMATS 2031 Long Range Transportation Plan 76

34 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 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 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. DMATS 2031 Long Range Transportation Plan 77

35 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 3 rd St and 4 th 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 FY rd St Enhancements 3 rd 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. 3 rd St was done with STP and enhancement funds between Locust St and Bell St with streetscape amenities, landscaping and lighting. The 3 rd St Project was completed in FY th St Improvements 4 th 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, 4 th St was completely reconstructed and realigned to improve circulation. The reconstruction of 4 th St within the Ice Harbor area included streetscape amenities, landscaping and lighting. The 4 th St Project was completed in FY th St Improvements Within the Ice Harbor area, 5 th St was completely reconstructed and realigned to improve circulation. The reconstruction of 5 th St included streetscape amenities, landscaping and lighting. The 5 th St Project was completed in FY 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 Further east toward Barge Terminal Rd, US 20 traffic volumes will be approximately 17,000 in 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 LRTP. DMATS 2031 Long Range Transportation Plan 78

36 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. DMATS 2031 Long Range Transportation Plan 79

37 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. DMATS 2031 Long Range Transportation Plan 80

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