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11 3 08 Worksession Handout_East West Corridor StudyHDR ONE COMPANY m ~ Many Solutions'" (1 1 To: Steve Brown, The City of Dubuque From: Will Sharp, PE, Tara Kramer, PE, Courtney Sokol, PE, Project: East-West Corridor Connectivity Study Mike Forsberg, EI, Anne Peterson, RLA cc: Date: November 3, 2008 DRAFT Job No: gg080 RE: East-West Corridor Study: ECIA model review and screening analysis Introduction The purpose of this memorandum is to document: • Data collection efforts along four primary corridors • An overview of the travel time runs performed for the initial study corridors (includes four primary corridors as well as additional corridors) • The 2031 travel demand model review for the Dubuque metropolitan area • The findings of 18 capacity improvement scenarios ran in the 2031 travel demand model to be used to identify the corridors and improvements to be studied in further detail • Complete street considerations to be incorporated into the corridor improvements Data Collection Information was gathered along Asbury Road, Pennsylvania Avenue, Loras Boulevard and University Avenue to determine possible corridor improvements. This information included existing speed limits, typical cross section and locations of on-street parking and sidewalks. The data collected is summarized in Figure 1. Travel Time Run Summary Travel time runs were performed for the study corridors. Each corridor was traversed at least three times in each direction during the morning and afternoon peak hours. Information gathered included east/west travel time between major intersections, stop duration and observed queues on all approaches. Queues were reported as the maximum lane-queue observed, not the total number of vehicles queued on a multiple lane approach. Additionally, a delay was reported if the average speed between intersections was less than 15 miles per hour. A summary of the travel time runs for each corridor is provided below. The summary was developed to help identify bottleneck areas, thus only possible bottlenecks/capacity issues were identified. I should be noted that delays were experienced at the NW Arterial intersections, but were not noted in the summary below since analysis of the NW Arterial intersections are not included in this study. W. 32"d Street • Travel time runs not conducted due to road closure Kaufmann Avenue AM • Delays experienced in WB direction near JFK Rd PM • More than 10 vehicles queued in WB direction at JFK Rd • Approximately 8 vehicles queued in the NB direction at JFK Rd • Delays experienced in WB direction between Crissy Dr and Bonson St Asbury Road AM • Approximately 6 vehicles queued in WB left-turn lane at Hales Mill Rd causing delays • More than 15 vehicles queued in EB and NB directions at University Ave • Approximately 10 vehicles queued in WB direction at St Ambrose St HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) 399-4997 Page 1 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com • Approximately 20 vehicles queued in WB direction at JFK Rd PM • Delays noted due to school bus stop • Approximately 14 vehicles queued in WB direction at JFK Rd • More than 20 vehicles queued in the EB and NB directions at University Ave • Approximately 15 vehicles queued in the WB direction at University Ave • More than 30 and 15 vehicles queued in the EB and SB directions at JFK Rd • Delays experienced in the EB direction at Irving St • Approximately 12 vehicles queued in the WB direction at Carter Rd • Delays experienced in the WB direction at St. Ambrose St Weekend • Approximately 20 vehicles queued in the EB direction at JFK Rd • Approximately 12 vehicles queued in the SB direction at JFK Rd • Delays experienced in EB direction at JFK Rd which resulted in two phase failures (the signal did not serve the demand in one cycle) • Delays experienced in WB direction at JFK Rd • Delays experienced in EB and WB directions at University Ave Pennsylvania Avenue AM • More than 15 vehicles queued in WB direction at JFK Rd • Approximately 22 vehicles queued in NB direction at JFK Rd • Delays experienced in EB direction near Hempstead High School • Approximately 34 and 20 vehicles queued in WB and NB directions, respectively at Hempstead High School • Approximately 15 vehicles queued in SB direction at Hempstead High School • More than 10 vehicles queued in the NB direction at Radford Rd PM • More than 35 and 14 vehicles queued in EB and WB directions, respectively at JFK Rd • Approximately 42 and 25 vehicles queued in the NB and SB directions, respectively at JFK Rd • Delays experienced in EB direction near Hempstead High School • Approximately 20 vehicles queued in the WB direction at Hempstead High School North Cascade Road/Fremont Avenue AM PM Approximately 4 vehicles queued in NB direction at Kelly Ln Approximately 7 vehicles queued in WB direction due to left-turning vehicle at Kelly Ln Loral Boulevard PM • Approximately 6 vehicles queued in EB and WB directions at Booth St • Approximately 6 vehicles queued in WB direction at Grandview University Avenue AM • Approximately 10 vehicles queued in the WB and NB directions at Asbury Rd • Delays experienced in EB and WB directions between Pennsylvania Ave and Asbury Rd • Delays experienced in EB direction near Grandview • Delays experienced in EB direction near Irving St • More than 10 vehicles queued in SB direction at Algona • More than 15 vehicles queued in SB direction at Asbury Rd • Delays experienced in EB direction at Algona PM • Approximately 20 vehicles queued in the EB and SB directions at Asbury Rd • Approximately 33 vehicles queued in WB direction at Asbury Rd • Approximately 15 vehicles queued in the NB direction at Asbury Rd • Approximately 15 vehicles queued in the SB direction at Grandview HDR Engineering, InC. 84041ndian Hills Drive Phone (402) 399-4997 Page 2 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com ® Delays experienced in EB direction near Delhi ® Delays experienced in EB direction near Asbury Rd ® Delays experienced in WB direction near Grandview ® Delays experienced in WB direction between Pennsylvania Ave and Asbury Rd ® Delays noted due to left-turning vehicles ® Delays experienced in WB direction • Delays experienced in EB direction near Algona Review of 2031 LRTP Travel demand model A review of the 2031 LRTP travel demand model was performed to document what assumptions were included in the model and to verify recent capacity improvements were included. Major projects included in this 2031 LRTP (Base) model include: SW Arterial. This facility is coded as four-lane, 55 mph with daily directional capacities of 17,720 (4 lane divided, minimal side friction, with left turn lanes). North Cascade. The speed on this facility was reduced to reflect residential development in the area and numerous access points along the southern portions of this corridor (Southwest Arterial to Cedar Cross). It is coded as 10 mph in the year 2031 on the southern portion, as directed by the City of Dubuque. The speed on this section of N. Cascade is coded at 35 mph in the 2005 model. Daily directional capacity is 6,030 (2-lane undivided, minimal side friction, without turn lanes). Grandview Extension. The extension of Grandview Ave from W. 32nd Street to the NW Arterial is included in the 2031 LRTP travel demand model. The extension is coded as 35 mph with a daily directional capacity of 7,005 (2-lane undivided). The base 2031 assignment on the Grandview extension, just south of the NW Arterial, is approximately 15,000, which is at daily capacity. By comparison, JFK Road just south of the Northwest arterial assignment is approximately 5,000, which is well under its daily capacity of 15,300. The Grandview extension provides a major travel path in the 2031 model: from the area north of the NW Arterial/ JFK/ Plaza Drive ~ NW Arterial -~ Grandview Ave ~ 32nd Street ~ US-52. NW Arterial. Same as existing: coded speed at 50 mph +/- 5 mph. Daily directional capacity is 17,720 (4 lane divided, minimal side friction, with left turn lanes). Reviewed the volume to capacity ratios of the 2031 LRTP model assignments. Capacities reflect a Level of Service (LOS) D. Therefore, a V/C of 1.0 represents the LOS D threshold, V/C of 1.1 represents LOS E threshold. By inspection, the corridors with V/C above 1.0 include Asbury Road, US-20, Grandview Ave, Cedar Cross Road, Loras Blvd, and Pennsylvania. Avenue. Along Asbury Road, the 2031 V/C ratio changes from 0.84 to 1.0 at Spring Green Drive. Verified that Pennsylvania Avenue is coded as 3-lane roadway, reflecting the recent conversion from 4-lane to 3-lane adjacent to Hempstead High School. The daily directional capacity is 6,995 (2 lane undivided, heavy side friction). Refer to Figure 2 for a summary of the existing traffic volumes and capacities. Refer to Figure 3 for a summary of the 2031 projected traffic volumes and capacities. Corridor Improvement Scenarios Below are 18 corridor improvement scenarios that were run in the 2031 travel demand model by HDR in October 2008. These corridor improvement scenarios were developed by HDR and approved by the City of Dubuque. The purpose of running these scenarios was to help identify which capacity improvements should be studied in further detail in the next phase of the East West Corridor Connectivity Study. The corridor improvements including coding modifications necessary to replicate the corridor improvements as well as the results are summarized for each scenario. It should be noted that similar capacities were used for 2-lane undivided with left-turn lanes and 3-lane corridors, thus more capacity may be realized fora 3-lane cross section given the high number of driveways along the study corridors. Figures 4 - 21 summarize the resulting volume differences and capacities of the Scenarios 1 -18 corridor improvements, respectively. HDR Engineering, Inc. 8404 Indian Hills Drive Phone (402) 399-4997 Page 3 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com Table 1 provides a comparison of the capacities, public acceptance/impacts and rough costs for each of the scenarios. Scenario 1 (Figure 4) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along University Avenue to Locust Street. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 2 (Figure 5) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along Loras Blvd to Locust Street. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes inside friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 3 (Figure 6) Improved corridors: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, to Loras Blvd • 3-lane along Loras Blvd. from University Ave. to Locust St. • 3-lane along University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane capacities vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 4 (Figure 7) Improved corridors: • 5-lane along Asbury Road from Spring Green Drive, to the Asbury/University overlap section, ending at Loras Blvd. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 5 (Figure 8) Improved corridors: • 3-lane along Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 5-lane along the Asbury/University overlap section (University Ave. from Asbury Rd to Loras Blvd.). HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) ass-4997 Page 4 of s Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities that vary slightly due to changes in side friction categorization. S- lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • 5-lane daily directional capacity in overlap section is 15,405 (moderate side friction) • No coded speed changes Scenario 6 (Figure 9) Improved corridors: • 5-lane along Pennsylvania from Seippel Rd along the Asbury/University overlap section to Loras Blvd. • 3-lane along Loras Blvd. from University Ave. to Locust St. • 3-lane along University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Pennsylvania links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Pennsylvania links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 3-lane daily directional capacity is 6,995 (moderate side friction) • No coded speed changes Scenario 7 (Figure 10) Improved corridors: • 5-lane along Pennsylvania from Seippel Rd to just east of NW Arterial (Hempstead High School) • 5-lane Asbury/University overlap section (University from Pennsylvania Ave to Loras Blvd.) Travel demand model coding modifications: • Did not modify the Pennsylvania links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Pennsylvania links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • No coded speed changes Scenario 8 (Figure 11) Improved corridor: • 5-lane Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 7-lane University overlap (University Ave from Asbury Rd to Loras Blvd) • 5-lane Loras Blvd. from University Ave. to Locust St Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacities vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 15,405 (moderate side friction) to 16,020 (minimal side friction). • 7-lane daily directional capacity is 27,170 (based on 6-lane divided moderate side friction) • No coded speed changes Scenario 9 (Figure 12) Improved corridor: • 3-lane Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 5-lane University overlap (University Ave from Pennsylvania Ave to Loras Blvd) • 3-lane Loras Blvd. from University Ave. to Locust St. HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) 399-4997 Page 5 of 9 Omaha, NE 68114-4098 Fax (402) 392.6914 www.hdrinc.com • 3-lane University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 3-lane daily directional capacity is 6,955 (moderate side friction) • No coded speed changes Scenario 10 (Figure 13) Improved corridor: • 5-lane Asbury Road from Spring Green drive to the Asbury/University overlap section • 7-lane University overlap (University Ave from Pennsylvania Ave to Loras Blvd) • 5-lane Loras Blvd. from University Ave. to Locust St. • 3-lane University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 7-lane daily directional capacity is 27,170 (based on 6-lane divided moderate side friction) • 3-lane daily directional capacity is 6,955 (moderate side friction) • No coded speed changes Scenario 11 (Figure 14) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Rosedale Ave • 3-lane Rosedale Ave (Clark Drive in model) to Grandview Ave • 3-lane Grandview Ave from Rosedale Ave to Loras Blvd • 3-lane Loras Blvd. from Grandview Ave to Locust Street • 3-lane University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Changed speed on Clark from 25 to 30 mph Scenario 12 (Figure 15) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Clark Drive • 3-lane Clark Drive/ Locust Street to Loras Blvd. • 3-lane University Ave from Loras Blvd to Locust Street Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Changed speed on Locust from 25 to 30 mph HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) 399-4997 Page 6 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com Scenario 13 (Figure 16) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Bonson Road • 3-lane Kaufmann Ave from Bonson Road to Central Ave (US-52) Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,940 (heavy side friction) to 7,955 (minimal side friction). • Changed speeds on Kauffman from 25 to 30 mph Scenario 14 (Figure 17) Improved corridor: • 3-lane W. 32nd Street from Grandview Ave to Central Ave (US-52). • 3-lane Grandview extension from W. 32nd Street to NW Arterial (2-lane in Base) Travel demand model coding modifications: • 3-lane daily directional capacities 7,640 (light side friction) • No coded speed changes Scenario 15 (Figure 18) Improved corridor: • 3-lane Fremont Ave/ N. Cascade Rd. from US-20 to SW Arterial Travel demand model coding modifications: • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Modified speeds from 20 or 25 to 30 mph on Fremont. Kept the 10 mph coding in residential area along N. Cascade. Speeds on this corridor range from 10-45 mph. Scenario 16 (Figure 19) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along University Avenue to Locust Street. • 6-lane NW Arterial from US-20 to Plaza Drive Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 6-lane daily directional capacity is 26,620 (minimal side friction) • No coded speed changes Scenario 17 (Figure 20) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to the Asbury/University overlap section • 5-lane University overlap section (University from Asbury Rd to Loras Blvd) • 3-lane University Avenue from Loras Blvd. to Locust Street. • 6-lane NW Arterial from US-20 to Plaza Drive Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • 5-lane daily directional capacity is 15,405 (moderate side friction) HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) 399-4997 Page 7 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com ® 6-lane daily directional capacity is 26,620 (minimal side friction) ® No coded speed changes Scenario 18 (Figure 21) Improved corridor: ® 8-lane US-20 from Old Highway Road to Devon Drive Travel demand model coding modifications: • 8-lane daily directional capacity is 28,130 (used 4-lane one-way arterial street outside CBD) • No coded speed changes Complete Streets Considerations Improvements along the selected corridors will also consider complete streets philosophy in accommodating all roadway users. This philosophy stresses the provision of safe access for motorists, pedestrians, bicyclists and transit users. Besides safety, other improvements to the visual and physical environment of the roadway can provide additional health and economic benefits to users. Current use may not reflect the true potential for alternative transportation use because of lack of opportunity. Local land use, such as schools, parks, shopping areas, medical centers, etc. need to be considered in examining the user character with the study corridors. Although it may not be a consideration within the scope limits of this study, access between local land uses and neighborhoods and access to the main east/west routes is an important factor in the eventual improvement of east/west connectivity. The needs of motorists, pedestrians, bicyclists and transit users may sometimes conflict, so the benefit to each user needs to be weighed within the context and constraints of each corridor. For safe and efficient travel, motorists desire minimal travel delays, minimal visual and physical conflicts or distractions and consistency in design. If walking is to be encouraged, pedestrians need more than a simple sidewalk and safe crossings to feel secure and comfortable. Protection from climate, buffering from motorists, an aesthetically pleasing environment, and access for the disabled are some of the issues to be considered. Bicyclists want a connected network of facilities that are safe and direct, they want to avoid stoppages, and they need their visibility to other roadway users improved. Transit users are defined not only by the riders, but also the drivers. Transit operators need space to operate, minimal delays to keep on schedule, and minimal conflicts with other roadway users or facilities. Riders desire accessible, comfortable and secure waiting areas placed along awell-connected network. As different scenarios are examined in this study to improve motorist connectivity, the following design elements need to also be considered. Available right-of-way will be a factor in determining how the strategies and opportunities discussed below fit with each scenario. Street Design Long, straight, wide streets encourage motorists' speed, which has an impact on the safety of all roadway users. Shorter distances between blocks encourage more vehicle stops and also provide more pedestrian access points for crossing, which in turn results in less jaywalking. Narrower streets encourage slower motorists' speeds and provide shorter widths for pedestrian crossing. Traffic calming strategies, such as mid- block bulbouts, center medians, reduced turning radii, etc. which benefit the pedestrian also need to be weighed with the needs and safety of bicyclists, and operability of transit vehicles. Dedicated bus lanes increase access and visibility for those users. For bus transit, the use of bulbouts and turnouts need to be evaluated for effectiveness. Turnouts should occur at the far side of a signal so a bus does not get delayed waiting to re-enter traffic. Bulbouts allow more room for riders waiting to access transit and can reduce delay motorists waiting behind the transit vehicle. Intersection Design Crossing features such as medians, bulbouts, pavement markings, distinct pavement types and pedestrian and bicycle signalization help to regulate different travel modes as well as increase visibility. On-demand signalization dedicated to pedestrians and bicyclists gives some additional control to those users for crossing. Medians and bulbouts provide pedestrians with additional landing areas while crossing and more space along roadway edges. Distinct paving types and pavement markings increase awareness from other motorists that this crossing space is dedicated to pedestrians or bicyclists. It can also reflect character of a neighborhood or region, which may subtly play into wayfinding strategies. Roundabouts allow vehicles and bicyclists to HDR Engineering, InC. 8404 Indian Hills Drive I Phone (402) 399-4997 Page 8 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com continue moving through the intersection, at reduced speeds, while providing shorter crossing distances for pedestrians. They also provide opportunities for more visual interest and identifying neighborhood character. Sidewalks Sidewalks are often seen as optional or omitted due to current land use needs. When evaluating the scenarios, the land uses beyond the limited study corridors need to be considered, such as schools, parks, shopping, etc, as those are destinations from neighborhoods. Orientation and alignment are important considerations so that the walk provides an access between destinations. Pedestrians, and in some cases bicyclists, are more exposed to the environment as the users of sidewalks. This makes them more aware of the effects of sidewalk design elements such as location, width, utility interferences, shading, plantings, and the presence of amenities. A narrow sidewalk abutting the curb not only gets diminished by sharing space with utility poles, but makes the user feel less secure because there is no buffer from traffic. Conversely, a planting strip with room for trees provides buffering and shade, but require more right-of-way and may interfere with utilities. Pedestrian comfort is increased if they are buffered from passing vehicles. Some of the elements that serve as buffers include planting strips and landscaping, bicycle lanes, and on-street parking. Walking can be encouraged if the perceived distance can be minimized. Some ways to shorten a perceived distance is to create direct connections between land uses, provide mid-block crossings, and offer amenities along the way, such as benches, landscaping, defined paving, shelters and other resting area type design features. These amenities are also important design elements for transit stops. Rest areas' functions can be shared between users. The addition of water coolers and bike racks within rest areas along key points provides full service for the bicyclists. Lighting Lighting is a key element affecting roadway users' perception and safety. Motorists need better sight distances for safety, so higher levels of lighting provide better visibility. From a pedestrian level, the vehicular lighting level may not serve as well to provide the security that lower height lighting could achieve. Pedestrian scale lighting is spaced closer together and adds a higher lighting level for the user. The use of distinct poles provides an opportunity to identify a neighborhood or district. Another important pedestrian scaled lighting area is transit stop locations. Sustainable Design Opportunities Some of the strategies advocated by the complete streets philosophy, such as separation of walks and adding planting strips also provide the opportunity for additional sustainable design functions. A planting strip can also be utilized as a rain garden since it is adjacent to the curb. Runoff can be directed into these areas to be filtrated before being released which results in improved water quality and reduced velocities. Trees planted in this strip provide shade for pedestrians, bicyclists and parked cars, which results in reducing the heat island effect. Sidewalks can be constructed of porous pavements, which also reduce runoff and helps with groundwater recharge. Findings Based on the analysis it was determined that the east-west corridors that should be considered for Phase 2 Study are: ^ Asbury Road, Pennsylvania Avenue, University Avenue, Loras Boulevard Each of the corridors lack adequate existing public right-of-way width to make significant traffic capacity or Complete Streets amenities improvements without significant impacts to private property. Vehicular capacity improvements that could be considered include: ® Adding Additional Thru Lanes ® Adding Additional Turn Lanes At Selected Intersections ^ Optimizing Traffic Control • Reversible lanes ^ Roundabouts An acceptable corridor capacity improvement scenario and inclusion of various Complete Streets amenities in the conceptual design of the corridors will be determined based on input from the Dubuque City Council and the public. HDR Engineering, InC. 8404 Indian Hills Drive Phone (402) 399-4997 Page 9 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 vnvw.hdrinc.com i auie i. xen Scenario auu vumNansun i auie Traffic Operations Public Acceptance/ Impacts Cost Additional Capacity U.S. 20 Asbury Rd Pennsylvania Ave Loras Slvd University Ave (Lane-miles) Base Existing O N/A NIA NIA Base 2031 NIA N/A NIA Scenario 1 Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asbury/University overlap section and University Ave 11.4 Scenario 2 Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asbury/University overlap section and Loras Blvd 11.4 Scenario 3 Requires purchase of numerous homes and right-of-way along Asbury Rd; some business/ right- of-way purchases required in the Asbury/University overlap section; eliminates most or al) on- street parking along Loras Blvd and University Ave 10.0 Scenario 4 Requires purchase of numerous homes and right-of-way along Asbury Rd; some business/ right- of-way purchases required in the Asbury/University overlap section 7 7 Scenario 5 O Minimal impacts to Asbury Rd; some business/ right-of-way purchases required in the Asbury/ University overlap section O 2 2 Scenario 6 Requires purchase of numerous homes and right-of-way along Pennsylvania Ave; some business! right-of-way purchases required in the Asburyl University overlap section; eliminates most or all on-street parking along Loras Blvd and University Ave 12.1 Scenario 7 Minimal impacts to Pennsylvania Ave; some business/ right-of-way purchases required in the Asburyl University overlap section 6.5 Scenario 8 O Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asburyl University overlap section and Loras Blvtl 11.7 Scenario 9 Minimal impacts to Asbury Rd; some business/ right-of-way purchases required in the Asburyl O University overlap section; eliminates most or al) on-street parking along Loras Blvd and University Ave O 4.6 Scenario 10 O Requires purchase of numerous homes/ businesses antl right-of-way along Asbury Rd, the Asburyl University overlap section and Loras Blvd; eliminates most or al/ on-street parking along University Ave 13.2 Scenario 11 0 Minimal impacts to Asbury Rd; requires purchase of several homes/ businesses and right-of-way along Rosedale Ave and Grandview Ave; eliminates most or al) on-street parking along Loras Blvd Q 3.4 Scenario 12 O Minimal impacts to Asbury Rd; requires purchase of some homes and right-of-way along Clarke Dr and Locust St; eliminates most or al) on-street parking along University Ave O 4.4 Scenario 13 O Minor home and right-of-way impacts along Asbury Rd and Kaufmann Ave, eliminates on-street parking along Asbury Rd antl Kaufmann Ave O 3.5 Scenario 14 O Minimal impacts to W 32nd St; no impacts to the Grandview Ave extension since it has not been built yet O 1.4 Scenario 15 O Minimal impacts to Freemont Ave; eliminates most or al) on-street parking along Freemont Ave; would require new bridges over the Midtlle and South Forks of Catfish Creek 3.0 Scenario 16 Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd and University Ave; minimal impacts along NW Arterial 15.9 Scenario 17 Minimal impacts to Asbury Rd; some business! right-of-way purchases required in the Asbury! O University overlap section; eliminates most or al) on-street parking along University Ave; minimal impacts along NW Arterial 7.8 Scenario 18 Moderate right-of-way purchases and impacts to businesses along U.S. 20 9.6 Symbol Key: Operations -Over Capacity; Political Acceptance/Impacts -Extremely Challenging; Cost -High Operations - At Capacity; Political Acceptance/Impacts -Challenging; Cost -Moderate O Operations -Under Capacity; Political Acceptancellmpacts -Fair; Cost -Law r 6,9pp / _...... W 32,, N ~ ~, ~~.. 1~ gpp l . 6,~pp.~ 20,600 16,000 Kaufman Ave `_ ~~,,%_ Y,400 Z,aoo iq sb ~'Ra ® W Locust st 4_ a ~a r Y ~, 69p ~~ °~, .8 ~•. .~ 'c LL ~.,P ~ ~~ I d ~' ~~ ~ ~®® Q. ~ Q - ~~~a ~ :,~, ~ , '~ ~~~ z - ~'~~~~ ~ 6,°300 1~~,300 ~ 14,~Q0 ~~~. Pennsylvania Ave ~ 25,000 1~~4 ~. it pve •, ~~~ _ ~~ =_, ~®o ~ ~nNers Y a ~,,~ ~ ., ~~ . ~ ~I ~~ ,t ~ _ ---- ~ ~-~ ~~-r ~p© -- U•S• 20. ~~ 6, ~~ U 2 -,..,~- ,. ~-.__. 33,400 ~ , ~6~Rpp LEGEND __ __. ~ ~~ yVolume p~ ~~' .2005 Dail a 1 ---. ~"~ r" ~' ~ ~ _ ~~ Roadway Capacity ~~ ~ ~~ ~®Under Capacity ~~ At Capacity - - ' $oUCCe: ~~ -over capacity ~ ECIA, October 2008 Number of Lanes Date ~- : _ ~. _ _ -, VIC Ratios For High Capacity and Study Corridors - ~' 5 4 3 2 Base Scenario -Year 2005 Nov zoos 0 25 .5 .75 Figure Miles Dubuque EastlWest Connectivity Study 2 23 ypo -- - _..- . ~ ~3?hd N ®® S~ ~ ~~ ~~ i 2a1oo l . 1 i - __ o ®°° 3,600 21,500 Kaufman Ave ~,~oo ~~, ~-s- '~qsb ~ ... wry ~a ©~ ocust St _. ._ ~ i ~~ ~ ~ ~ ,~® m Q 1Ja `~ ,~ 0 ~ ,~ 5 .~ z o a to ~, ~ ~o~ 1~s,o00 ~ 19,800 `•, - Pennsylvani~Ave ~ 29200 16, ~~pve <~ ~--~ 'i b,100 _ / ~ ~::~ ~-=~ ~1 gp~ r I ~n~~erslty ~ ., ~,. ,, & ~~® ~, ~,Q,~9~ U.S.2 43,p0~ V -;,,~Oa LEGEND 2031 Daily Volume r '~ Roadway Capacity ~ ~~ _ ----Under Capacity / At Capacity ~~.... - - - -Over Capacity Number of Lanes ~ ~. - - 5 4 3 2 0 .25 .5 .75 Miles P ~ ~, Fo~w ~~~ ~~ Source; ECIA, October 2008 VIC Ratios For High Capacity and Study Corridors - Date Base Scenario -Year 2031 Nov Zoos Figure Dubuque EastlWest Connectivity Study 3 ~~ ~r Scenario 1 Improvements; 5•lane along Asbury Rd from Spring Green Dr, along the Asbury) - University overlap section, and along University Ave to Locust St ~~ ~ a ~ - a m a a ©oo LEGEN )- ~~~~~ Dailyvolume Difference from Base Scenario Roadway Capacity ~~~~ Under capacity At Capacity ~,-.-.. Over Capacity Number of Lanes ~ ---~ [ . -- 5 4 3 2 0 .25 .5 .75 Miles .` i ~ Q z -aoo 3 3~4~ ~ VIC Ratios For High Capacity and Study Corridors - Scenario 1 -Year 2031 Dubuque EastlVllest Connectivity Study 1 Date Nov Zoos Figure 4 ._ Scenario 2 Improvements; 5-lane along Asbury Rd from Spring Green Dr, along the Asburyl University overlap section, and,/along Loras Blvd to Locust St _~ I ~~-9,001 Q. Q N X900 LEGEND- ` } Daily Volume Difference from Base Scenario '~ Roadway Capacity ~ ~~~ =~~Under Capacity / At Capacity . - --- ---- -Over capacity Number of Lanes C 5 4 3 2 0 .25 .5 .75 Miles ro ~L I Q 3 z -500 ~'y~~ ~~ ~ ~ -.~ VIC Ratios For High Capacity and Study Corridors - Scenario 2 -Year 2031 Dubuque EastlWest Connectivity Study Date Nov Zoos Figure 5 I •- ~ Scenario 3 Improvements: 5-lane along Asbury Rd from Spring Green Dr, along the Asburyl University overlap section to Loras Blvd 3-lane along Loras Blvd from University Ave to Locust St 3-lane along University Ave from Loras Blvd to Locust St i ~.~i,~oo a~ a a .~ ~~~oo LEGEND ~ Daily Volume Difference `"~ from Base Scenario Roadway Capacity ~~ j ~=~-Under Capacity At Capacity -- - - -Over Capacity Number of Lanes ~ ~- =_, 5 4 3 2 0 .25 .5 .75 Miles .VIlI, VV~V NVI iVVV ~ --- ._ VIC Ratios For High Capacity and Study Corridors - Scenario 3 -Year 2031 Dubuque EastMlest Connectivity Study Date Nov 2008 Figure 6 ._ Scenario 4 Improvements: 5-lane along Asbury Rd from Spring Green Dr, to the Asburyl University overlap section, ending at Loras Blvd +500 ~L Q 3 z .~a~~ ~'~, `~~,-goo LEGEND- ~~;~ Daily Volume Difference ~~ from Base Scenario '~~ Roadway Capacity ~-~ j ®Under Capacity i At Capacity ~ -- - - Over Capacity Number of Lanes .- -- 5 4 3 2 0 .25 .5 .75 ~ Miles VIC Ratios For High Capacity and/Study Corridors - Date Scenario 4 -Year 2031 Nov Zoos Figure Dubuque EastlVllest Connectivity Study 7 ! ~ ~ _ Scenario 5 Improvements: 3•lane along Asbury Rd from Spring Green Dr to the Asburyl University overlap section - 5-lane along the Asburyl University overlap section (University Ave from Asbury Rd to Loras Blvd) +800 '~ tY m sz sz N +0 Y ro _ LL ~_ m -- - Q Z -200 s40D _ ~/ 0 LEGEND '~4 }Dail Volum ' y e Difference '~ from Base Scenario Roadway Capacity ~~ I j ~-~UnderCapacity j At Capacity ~ -- - Over Capacity Number of Lanes ~ ~- 5 4 3 2 0 .25 .5 .75 Miles VIC Ratios For High Capacity and Study Corridors - Scenario 5 -Year 2031 Dubuque EastlVllest Connectivity Study Date Nov 2008 Figure 8 ._ i Scenario 6 Improvements: 5-lane along Pennsylvania Ave from Seippel Rd, along the Asburyl University overlap section, to Loras Blvd 3-lane along Loras Blvd from University Ave to Locust St 3-lane along University Ave from Loras Blvd to Locust St +7,500 -1,soo -aoo LL ~ ~ __ it a z S ~,A00 ~ +12,000`',, J w5,°'~tl „'~ LEGEND- ` Daily volume Difference from Base Scenario ~~ ~, / Roadway Capacity ~~ -Under Capacity / At Capacity , _. .. __. -Over Capacity Number of Lanes 5 4 3 2 0 .25 .5 .75 Miles VIC Ratios For High Capacity and Study Corridors - Scenario 6 -Year 2031 Dubuque EastlWest Connectivity Study Date Nov 2008 Figure 9 Scenario 7 Improvements: 5-lane along Pennsylvania Ave from Seippel Rd to just east of NW Arterial (Hempstead High School) ~~ _ ~~~. r ~r20~ - - 5-lane along the University overlap section (University from W32 N Pennsylvania Ave to Loras Blvd) ,~®® past N~ L!. a~ a a - +6,700 LEGEND- Daily volume Difference from Base Scenario Roadway Capacity ~~~ F=.u~Under Capacity At Capacity ~~~--~~ - --'~ ®t)ver Capacity Number of Lanes ~ 5 4 3 2 0 25 .5 .75 Miles ~ I - ,;3®0 f , I .~1a0 1,100 •300 Kaufman Ave +~o~ ~' ^~ =tea ,AS ~~ b rYRa ocust St ~ o Y.. -.-, ~ u LL Q tas~lvd ~ ~,o z Q '~, ~~`7,700 ~ ~` _ +x,300 k~.© +t,soo `, , Pennsylvania Av;e~ ~,~©o ~- ~ university Ave a~'lbb ~ ' ~~uo ~~ U.$, ~, a8~fl ~ 20 ~~i00 ~~©~`~. ,1,''00 --- - - -- wQ 0~ '~ ~~ _ ~< Source: ECIA, October 2008 VIC Ratios For High Capacity and Study Corridors - Date Scenario 7 -Year 2031 Nov Zoos Figure Dubuque EastlWest Connectivity Study 10 ~ ~ ~ ~ ~ _ Scenario 8 Improvements: 5-lane along Asbury Rd from Spring Green Dr to the Asburyl University overlap section 7-lane Asburyl University overlap section (University Ave from Asbury Rd to Loras Blvd 5-lane along Loras Blvd from University Ave to Locust St ~•~ 000 m a a ,~ N LEGEND ~~~ Daily Volume Difference from Base Scenario ~~ ~'~ ~~~ Roadway Capacity ~~ Under Capacity / At Capacity ~ -- ... - Over Capacity ! / Number of Lanes /~ / 7 5 4 3 2 0 .25 .5 .75 ~~ Miles VIC Ratios For High Capacity and Study Corridors - Scenario 8 -Year 2031 Dubuque EastlWest Connectivity Study Date Nov 2008 Figure Scenario 9 Improvements: 3-lane Asbury Rd from Spring Green Dr to the Asbury! University °~oo overlap section 5•lane along the University overlap section (University from W3 Pennsylvania Ave to Loras Blvd) ~®® ?east N 3-lane Loras Blvd from University Ave to Locust St \ ,~ 3-lane University Ave from Loras Blvd to Locust St °~~~ ~'~ i ~. - - - -- - ~ , -800 +600 }~ Kaufman ~ Ave aoo _ ~_ ~ •, K- X500 _ - ~ '. -~ r} ~;, ~ Asb ,~ ,,~ rYRa ocust St - - ~~- - Y '0 `. 'L ' e~,,9Q ~.. Q ~ ~ d _ ~. ~~~~~ a ~~wd ~~~ ~;~~ ~ z ~t ~ / ~ _ ~, ~,~~~ +o -100 Pennsylvania Ave ,~ +5 600 k~ acs pve ~~r ~~ ~- ~ S©~ _ -University ~ ~9~~ ~5 LEGEND ° Daily volume Difference ~ ~® from Base Scenario ~0 __ ~'~ ~C '~~ Roadway Capacity ~ ~~ ~~ ~~UnderCapacity _~ '~ •' / At Capacity ~ ... _ ..._; $oUf Ce; over capacity ECIA, October 2008 Number of Lanes ' ; ~_ __---, VIC Ratios For High Capacity and Study Corridors - Date 5 4 3 2 Scenario 9 -Year 2031 Nov Zoos 0 .25 .5 .75 Figure Miles Dubuque EastlWest Connectivity Study 12 ~ ' ' - Scenario 10 Improvements: 5-lane along Asbury Rd from Spring Green Dr to the Asburyl University overlap section 7-lane Asburyl University overlap section (University Ave from Pennsylvania Ave to Loras Blvd 5-lane along Loras Blvd from University Ave to Locust St 3-l/ane along University Ave from Loras Blvd to Locust St ,/ 1,200 ~=" m sz sz .~ to •~~00 LEGEND Daily Volume Difference from Base Scenario Roadway Capacity ~~ j ~~Under Capacity At Capacity ,--- - • Over Capacity Number of Lanes ~{ [ ~. -: 7 5 4 3 2 0 .25 .5 .75 Miles i :V IHI VL.LV VGI LVVV ~ --- VIC Ratios For High Capacity and Study Corridors - Scenario 10 -Year 2031 Dubuque EastNVest Connectivity Study Date Nov 2008 Figure ,...._ Scenario 11 Improvements: 3-lane along Asbury Rd from Spring Green Dr to Rosedale Ave 3-lane Rosedale Ave (Clarke Dr in model) to Grandview Ave 3•lane Grandview Ave from Rosedale Ave to Loras Blvd 3-lane along Loras Blvd from Grandview Ave to Locust St 3-lane along University Ave from Loras Blvd to Locust St X900 d Q ~. .~ () "~-. ~~ ~~ ~L d Q 3 Z -LEGERD- Daily Volume Difference from Base Scenario Roadway Capacity ~~~ -~ Under Capacity / At Capacity -- - - Over Capacity Number of Lanes ~ ~ ~ ~- - ~- 5 4 3 2 0 .25 .5 .75 Miles e~oo VIC Ratios For High Capacity and Study Corridors - Scenario 11 -Year 2031 Dubuque EastlWest Connectivity Study Date Nov 2008 Figure 14 ,. ._ ~ Scenario 12 Improvements: 3-lane along Asbury Rd from Spring Green Dr to Clarke Dr 3•lane Clarke Drl Locust St from Asbury Rd to Loras Blvd 3•lane University Ave from Loras Blvd to Locust St ~ \ -aoo +aoo ~ Kaufman Ave 700 ~ ~/~ -~ -~ooo q sb h'Ra ® ~ Locust St ~ d ~- - ~®~ '~ ~ ~ Q _ ~ as~~~d ~'~ i ;~ ~ a-ioo '~ ~~~,-200 ~~,[-o `~~ Pennsylvani'aAve •~oo o(Q~ "~ ve `~ ~~ ~` r~_ ~ - = ~ ~ Un~~e '~ `~ ~~~ ~__ J -. ~ ~ .. --a r ... ~~ .B©~ ~ 11.S.20 °~,5U0 a ~',Clp• LEGEND '3~~ . -._.._ ~ _. _ +v ,~~,ti;~ Daily Volume Difference j. ~ 0 ~ from Base Scenario ~~ Z Roadway Capacity ~-~ ~ ~~-Under Capacity ~ ~' / At Capacity $oUCCe: ~~over capacity ECIA, October 2008 Number of Lanes Date L ____,____ - _~ VIC Ratios For High Capacity and Study Corridors - 5 4 a z Scenario 12 -Year 2031 Nov 2008 0 .25 .5 .75 Figure Miles Dubuque EastlWest Connectivity Study 15 _ ~ ~ _ -° i Scenario 13 Improvements: 3-lane along Asbury Rd from Spring Green Dr to Bonson Rd ,60® _..._ ... 3-lane Kaufmann Ave from Bonson Rd to Central Ave (U.S. 52) ~` -- ®~32na . ,~® St N ~o° i ~~ ~. 1 y,~ ~Do ~~oo ~soo ~~~ ~ ~ ,. Kaufman Ave X3,500 ,~ ~~ ~~~ - _ ~ A -~`' sb rY Rq ~ W Locust St ~ ~ ' ~> ~. ~'z 1 - ~ '~ ~ Q ~~Vd ~~.`, ~'~. a ?~ rotas ~,~ m Z ~ ~ ~~ ~ - ~~DO 03~~~ "€ ~ I ~: ~~oo '~ `~..-1~ -goo `~, ~Pennsylvani~,a Ave ,~o ~ - rstty pve ~~ ; , j~ ,! _~. ~ o ~ ~ Ur-we ~. ~~ - =$~ -- ., ~ ~ ,~ ~, °~r °a,©o~ ~ v~~. 0 LEGEND '6~ ~ - ....__. Q. ?~~~ Daily Volume Difference ~'~' ~® from Base Scenario ~0 ~~ Roadway Capacity ~~ Under Capacity ~, ;' / At Capacity , _.- - - - SOUCCe: -Over Capacity / ECIA, October 2008 Number of Lanes ~ / Date G _ _ _ _ __ _ VIC Ratios For High Capacity and Study Corridors - 5 4 s 2 Scenario 13 -Year 2031 Nov Zoos Figure 0 .25 .5 .75 Miles 16 Dubuque EastlWest Connectivity Study _ /\ ~ ~ ~ ~ _ . ... ~ Scenario 14 Improvements: 3-lane W 32nd St from Grandview Ave to Central Ave (U.S. 52) 3-lane Grandview extension from W 32nd St to NW Arterial t~ a. a ¢10~ k6p0 1, -:-~ 1 / -- ,2n~ a~140 ~1Qff - Kaufman Ave ~~o~ _~ 'Asb ~~ '~Ra w ~+DCUSt St '. _ ~1 ark ~~ ~ ~I ~~ ---- ~ Pf® ~,. Q s~~~a I ~ ~~~a z ~~ ~~i0~~ ~~~ ~~~oo Pennsylvania Ave ~~~_- •~~o ~sity pve ~ ' ~~~. -~ ~ ~~ ' -, ~~~~ :~~ ~-,~ ~ U.S, 20 7 `~. ~~ ~ ao LEGEND- ` ~~•!^• Daily Volume Difference T)i' from Base Scenario ,. Roadway Capacity ~-~~ Under Capacity / At Capacity Over Capacity ' / Number of Lanes ~~ h-/ 5 4 3 2 0 25 .5 .75 Miles k~~o ~Q' 0~ }~ ~~ ~< Source: ECIA, October 2008 V!C Ratios For High Capacity and Study Corridors - Date Scenario 14 -Year 2031 Nov 2008 Figure Dubuque EastlWest Connectivity Study ~~ ~ ' ' - Scenario 15 Improvements: 3-lane Fremont Avel N Cascade Rd from U.S. 20 to SW Arterial ,100 _.. ___ - ,. - -_.... __ W3 ;.°~ ~~ast ~ `~ N o ,14 1 ~ -200 I +D Kaufman Ave ~.r ~t~ __ _a- ~' ~~ Asb ~- ~ ~ ~Rd ©~~ W Lecust St ,,,. _ _ _. ca ._ _ ~ ~ ~ ~~ ~ ti ^~ a ~ __, , ~ ~ ~ ,- ~ ~ ~ .__.__ __ . ~e a ' Q _ 5~,~d a~i ~~ Z ~ L~~a ~, " ~ ~ ~~ ., N ~~oo `~,-goo ~o - Pennsylvania Ave. ~ ._- .'oo ~2 ~' , _. city Ave i ,. ~~'00 ~ ~ o.~~ ~ Uro~er ~ ~o ~ _ ~ ~ `J® ~~ ~' ~~ ,1,$40 ~" ~ U.S.2d ..QUO - 5.~®~'. LEGEND `100 -- \~ '~ ~~ Dail Volume Difference ~~ ~~r~~~, Y C` ~~ from Base Scenario ~~ x'~^ ~' ,~ `~ ~~ Roadway Capacity K=T~Under Capacity ;' At Capacity ~~-~ ~ --.- - ~ SOUI'Ce: ~~'~~ over capacity ECIA, October 2008 Number of Lanes ~ Date ~_ _ - _ _ ___ _, VIC Ratios For High Capacity and Study Corridors - 5 4 s z Scenario 15 -Year 2031 Nov 2008 Figure 0 .25 .5 .75 ~~ Miles Dubuque EastlWest Connectivity Study 18 _ ~ ~ ~ _ . - ~ r ~~ Scenario 16 Improvements: 5-lane along Asbury Rd from Spring Green Dr, along the Asburyl goo ,. University overlap section, and along University Ave to Locust St - r - ~ na 6-lane NW Arterial from U.S. 20 to Plaza Dr ~3? N 1~ St ._.~ i 0~,~~0 _._ _ _- - Apo `. ?t10 ~ ~°~~,~00 ~ ~~.< Kaufman Ave ~3Q~ 5~~ofl 'q sb ry Rd w Locust St a •~ c. Q ~ - SBwd ~~ z ~ iota o ~ ~ ~ ~ ~~~11700 e1,~'~ .~~~~~ `~.-500 ~ n~,zoo `~. PennsyJvani~a Ave ~3 , wer"city pve ' ~ , ~~ ~ ~r ~~~ ~, LEGEND 1000 .~s aily Volume Difference ~~Q ®~ D f;~s~° ~ from Base Scenario ~0 Roadway Capacity ~~ I Under Capacity ~ ~~, ~ i / At Capacity ~ - SOUCCe: over capacity ' ECIA, October 2008 Number ofLat,es ~ VIC Ratios For High Capacity and Study Corridors - Date ~ ~ ~ ` Scenario 16 -Year 2031 Noy Zoos 6 5 4 3 2 Figure 0 .25 .5 .75 Miles 19 Dubuque EastlVllest Connectivity Study _ - ~ , i Scenario 17 Improvements: 3•lane along Asbury Rd from Spring Green Dr to the Asburyl ka®o University overlap section -- ~- - 5-lane University overlap section (University Ave from Asbury Rd ~ ~32hd N to Loras Blvd ® Sf ~ ~ 3-lane University Ave from Loras Blvd to Locust St a;~QU ~i 6-lane NW Arterial from U.S. 20 to Plaza Dr a d a a N X200 LEGEND Daily Volume Difference from Base Scenario '~ ~' Roadway Capacity ~~/ j ~£-Under Capacity At Capacity ~- -- - ®DverCapacity Number of Lanes ~ -_ __~ 6 5 4 3 2 0 .25 .5 .75 Miles ~: eon ~~®n Kaufman Ave 100 ~;: AS b ~'Ra ~~ locust St ~. Q ~,~d ~ 5 iota z `~~, ~o - ~~oo `~~, ~wennsy,lvania Ave ~~ ~~~ ~ ~~ 200 ~ 40 .2 ~~wersity Ave - o ~ 7~. U ~a; ~ ~r _ ~ ,~~~~ ~~ ' <~dU ~'~~~ U.S. 20 ~~ 500 ~~- _ `?~~j® k® _... „_ - ~ 0~ ~~ ~~ ' I L ~ ~ Source: ECIA, October 2008 ~~ VIC Ratios For High Capacity and Study Corridors - Date Scenario 17 -Year 2031 Nov Zoos Figure Dubuque EastlWest Connectivity Study 2U ~ ~ _ i ~ ~; ~. Scenario 18 Improvements: 8-lane U.S. 20 from Old Highway to Devon Dr •2~® ,, -- - ,. - -- - ~ ®~3~na N ~~ st ~ ,P~b® ~, -900 °100 '~ Kaufman Ave _ 300 . :. ,:~ 500 ~ ,'qs \ b '~Ra ~~ ~~cust st .... lx ~ d ~ _ - . o. Q g ~~~a .~ z ~°~a '~, ~ ~o `~,~100 -z,~oo ~'~, Penns~lvani~a Ave ,~ ~ -700 •~~~ ~'it pve ~ ~ ~ i ~ ~ ~ oo ~ ~ nivers Y .304 ~~ ~ ~ ~ -~ \ ~Q® ~. +1,1~® _ ~-o ~~ ,, ~ U.S. 20~ X2,400 ~~'Sba, LEGEND ~ A~~00 ~ - - , .. Daily Volume Difference ~ c~' ~~ from Base Scenario ~0 %` Roadway Capacity ~~ ~ j ~~Under Capacity ', ;' At Capacity - $oUrCe: ~~overcapacity ECIA, October2008 NumberofLanes ~ VIC Ratios For High Capacity and Study Corridors ' Date J ~ ~ Scenario 18 -Year 2031 Nov 2008 8 5 4 3 2 Figure 0 .25 .5 .75 Miles Dubuque EastlWest Connectivity Study 21 /~ ~ ~ _