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Final Plat of Switch Homes of DubuqueCopyrighted June 20, 2023 City of Dubuque Action Items # 02. City Council Meeting ITEM TITLE: Final Plat of Switch Homes of Dubuque SUMMARY: City Manager recommending approval of the Switch Homes of Dubuque Final Plat. RESOLUTION Authorizing approval of the Final Plat of Switch Homes of Dubuque, in the City of Dubuque, Iowa SUGGESTED Suggested Disposition: Receive and File; Adopt Resolution(s) DISPOSITION: ATTACHMENTS: Description Type MVM Memo City Manager Memo Staff Memo Staff Memo Final Plat of Switch Homes of Dubuque Supporting Documentation Resolution Resolutions Staff Report Supporting Documentation Traffic Study Supporting Documentation Vicinity Map Supporting Documentation THE CITY OF Dubuque DUB TEE1. All -America City Masterpiece on the Mississippi � pp zoo�•*o 13 zoi720zoi9 TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Final Plat of Switch Homes of Dubuque DATE: June 16, 2023 Planning services Manager Wally Wernimont is recommending approval of the Switch Homes of Dubuque final Plat. The Zoning Advisory Commission approved the preliminary plat at their November 2, 2022 meeting. On June 20, 2022, the City Council approved the rezoning of the property from AG Agriculture to R-1 Single -Family Residential and R-4 Multi -Family Residential conditioned upon the completion of a traffic study for the proposed project. The traffic study was completed by a civil engineering firm and has been reviewed and accepted by the City of Dubuque Engineering Department. As the result of the traffic study, the development will be required to install a right-in/right-out access with a right turn deacceleration lane into the development. The Final Plat of Switch Homes of Dubuque creates 84 single-family residential lots, two (2) multi -family lots, twelve (12) Outlots for stormwater management, common open space, community gardens, city park, future phased development, future right-of-way and three (3) letter lots for street purposes. As part of the subdivision, the developer plans to construct and provide, at their cost, subdivision improvements including streets with longitudinal subdrains and concrete curb and gutter, paved temporary cul-de-sacs, sanitary sewer mains, water mains, a storm water detention basin, storm sewers and catch basins, boulevard street lighting, fiber optic conduit and vaults, accessible sidewalk ramps, concrete sidewalks, and appropriate erosion control devices, to the site and will need to construct and carry out any other activities associated with the project in accordance with City plans and specifications. Tiffany Court will be extended into the development and retain the same name. This development is in conformance with Comprehensive Plan. The Comprehensive Plan goals promote infill and mixed -use development. The City's Comprehensive Plan identifies the subject property area as Single -Family Residential land use which includes low -density, single-family homes, and related recreational, religious, and educational facilities that typically service a neighborhood population. Single-family residential land use encourages a mix of housing affordable for all segments of Dubuque's populations throughout the community, including options for those who might be saving for their first home. The proposed development would help to meet the following recommendations of the City's Comprehensive Plan: • Foster the development of new and additional housing products in suitable locations throughout the City. • Integrate new development into the natural environment by protecting significant woodland, prairie, and wetland areas and avoiding steep slopes. • Encourage a mix of housing affordable for all segments of Dubuque's population throughout the community. Pursuant to Article 11-10 (C) of the Unified Development Code (UDC), the subdivision must meet a minimum of 40 points for sustainability. As proposed, the Switch Homes of Dubuque Subdivision development exceeds the UDC's requirement achieving 80 points of sustainability. I concur with the recommendation and respectfully request Mayor and City Council approval. k�4 Mic ael C. Van Milligen MCVM:sv Attachment cc: Crenna Brumwell, City Attorney Cori Burbach, Assistant City Manager Wally Wernimont, Planning Services Manager Jill Connors, Economic Development Director Alexis Steger, Housing and Community Development Director Gus Psihoyos, City Engineer Chris Lester, Water Department Manager Marie Ware, Leisure Services Manager THE CITY OF DUB E Masterpiece on the Mississippi TO: Michael Van Milligen, City Manager FROM: Wally Wernimont, Planning Services Managerv, SUBJECT: Final Plat of Switch Homes of Dubuque DATE: June 16, 2023 Dubuque AII•Ameriea City 2007-2012.2013 2017*2019 INTRODUCTION This memorandum transmits the Final Plat of Switch Homes of Dubuque (previously known as Mozena Farms Subdivision), a resolution, and related materials for City Council review and approval. BACKGROUND The Zoning Advisory Commission approved the preliminary plat at their November 2, 2022 meeting. On June 20, 2022, the City Council approved the rezoning of the property from AG Agriculture to R-1 Single -Family Residential and R-4 Multi -Family Residential conditioned upon the completion of a traffic study for the proposed project. The traffic study was completed by a civil engineering firm and has been reviewed and accepted by the City of Dubuque Engineering Department. As the result of the traffic study, the development will be required to install a right-in/right-out access with a right turn deacceleration lane into the development. DISCUSSION The Final Plat of Switch Homes of Dubuque creates 84 single-family residential lots, two (2) multi -family lots, twelve (12) Outlots for stormwater management, common open space, community gardens, city park, future phased development, future right-of-way and three (3) letter lots for street purposes. Lot Name Acres Use Ownership Outlot A 23.69 Common Open Space HOA - Private Outlot B 1.25 Stormwater Management HOA - Private Outlot C 8.25 Future Development HOA - Private Outlot D 9.31 Stormwater Management HOA - Private Outlot E 0.24 Future City Right of Way City - Public Outlot F 0.21 Common Open Space HOA - Private Outlot G 0.80 City Park City - Public Outlot H 1.72 Common Open Space HOA - Private Outlot 1 0.36 Community Garden/Open Space HOA - Private Outlot J 0.98 Watermain Easement/Open Space HOA - Private Outlot K 0.88 Community Garden/Open Space HOA - Private Outlot L 1.59 Community Garden/Open Space HOA - Private Lot A 8.55 City Right of Way (Subdivision Streets) City - Public Lot B 0.25 City Right of Way (W.32nd Street) City - Public Lot C 0.29 City Right of Way (W.32nd Street) City - Public The submitted final plat provides for the construction of new public streets to be named: Uphill Both Ways Road, Linger Longer Lane and Holy Moly Place. In addition, Tiffany Court will be extended into the development and retain the same name. As part of the subdivision, the developer plans to construct and provide, at their cost, subdivision improvements including streets with longitudinal subdrains and concrete curb and gutter, paved temporary cul-de-sacs, sanitary sewer mains, water mains, a storm water detention basin, storm sewers and catch basins, boulevard street lighting, fiber optic conduit and vaults, accessible sidewalk ramps, concrete sidewalks, and appropriate erosion control devices, to the site and will need to construct and carry out any other activities associated with the project in accordance with City plans and specifications. Conformance with Comprehensive Plan: The Comprehensive Plan goals promote infill and mixed -use development. The City's Comprehensive Plan identifies the subject property area as Single -Family Residential land use which includes low -density, single- family homes, and related recreational, religious, and educational facilities that typically service a neighborhood population. Single-family residential land use encourages a mix of housing affordable for all segments of Dubuque's populations throughout the community, including options for those who might be saving for their first home. The proposed development would help to meet the following recommendations of the City's Comprehensive Plan: • Foster the development of new and additional housing products in suitable locations throughout the City. • Integrate new development into the natural environment by protecting significant woodland, prairie, and wetland areas and avoiding steep slopes. • Encourage a mix of housing affordable for all segments of Dubuque's population throughout the community. Pursuant to Article 11-10 (C) of the Unified Development Code (UDC), the subdivision must meet a minimum of 40 points for sustainability. As proposed, the Switch Homes of Dubuque Subdivision development complies with the UDC's requirement for 40 points of sustainability. Solar Subdivision 30 points Complete Streets 15 points Walking/Biking Trails 15 points Green Building Code 5 points LED Street Lights 5 points Parkway/Street Trees 5 points Native/Regionally Appropriate Landscaping 5 points Total Points = 80 points RECOMMENDATION Planning staff recommends approval of the resolution for the Final Plat of Switch Homes of Dubuque as it is in compliance with the City of Dubuque's Unified Development Code and the Imagine Dubuque Comprehensive Plan and is in substantial compliance with the approved preliminary plat. Thank you, Enclosures cc: Gus Psihoyos, City Engineer Chris Lester, Water Department Manager Marie Ware, Leisure Services Manager FOR RECORDER'S USE ONLY RECORDER'S INDEX FINAL PLAT SWITCH HOMES OF DUBUQUE DUBUQUE, IOWA LEGAL DESCRIPTION: NE CORNER MOZENA FARM SOUTH FND 5/8" 0 REBAR RPC #10679 / 00�" / / / / / / / / / / / \ FND 5/8" 0 REBAR \\ OUTLOT C NO CAP \ 27 / 26 >� \ / / MOZENA FARM SOUTH AS RECORDED FILE 2005-00017498 OF THE 25 DUBUQUE COUNTY RECORDER'S OFFICE R��R�p,�R��• ,,,� -'1 23 2� •� �\�F `� ''/\ \\ 28 1 • AND N� P 22 �, .� LOT 2 OF DONDELINGER PLACE AS RECORDED FILE 1991-11917 OF THE '� 20 �1�� ' 29) 0 L DUBUQUE COUNTY RECORDERS OFFICE, \ ALL IN THE CITY OF DUBUQUE, DUBUQUE COUNTY, IOWA. 18 \ , / �\ \ 31�� \ \ • 17 32 \ \ DESCRIBED AREA CONTAINS 81.33 ACRES AND IS SUBJECT TO EASEMENTS 16 ��-�. • '' = �� 33 \ \ \ \ AND OTHER RESTRICTIONS OF RECORD. 15 • ;. �pT ��34 FND 5/8"\O REBAR \ YPC ILLEGIBLE � FND 5/8"' 0 4BAR \ OPC #15352 �y cook, T�FFPN FND 5/8" 0 REBAR YPC\#4850 FND 5/ REBAR Y4 #4016 FNQ 5/8" 0 REBAR NO CAP 2001 W 32ND ST PARCEL: • 14 /- •� 35 \ \ 12� j - /, • '� OUTLOT D UTLOT L , % ��10 11 \�W, 8 \ �� • NW CORNER LOT 2 �7 40 41 I I DONDELINGER PLACE %� _ • ' - - 1 I O I I �� \\� \ \ \ �42 I \ / / FND 5/8" 0 REBAR �' ' 6 I r I ✓ I \� 39 \ \ JL J • / / 45 ;• 5 �I '15 OUTLOT B �\� \ - / 44 YPC #4016 / 1 2 \\ • 43 y q T NE CORNER LOT 2 DONDELINGER PLACE 4 FND 5/8" 0 REBAR \\\�\ '•\\ 37 S-CORNER SECTION 1089N 2E I RPC #10679 O �' i /,•/ \ FND CONC. MON. BRASS DISC FND 5/8" 0 OPC #15084 L _ _ L F\\ y` • b\ �� OUTLOT 84 G < FND 5/8" 0 REBAR \ \ ; �� ° I �; �� 72� 73 83 ��9F� \ �' o YPC #4016 ( \ w \ o ' FND 5/8" REBAR��\� � • Q�� FND 1" PIPE 71 V A� 82 ' . � YPC #4016 \Gz 0� \•�74� 5 / 48 �49 1150 47� . _.._.. , >' ar�53 52 51 54\\ �U - 70 V. • �\� OUTLOT H 81 •� �� 55 \ • U Vv i 75 i 80 56 69 \ 77 J / I- 67 % �/ �- /• 58 5966 Q _, 60 \ 65 o�� 64 61 v v 63 62 \ \ O BLANKET PUBLIC WATERMAIN EASEMENT OVER OUTLOT i FND 5/8" 0 NO CAP PARCEL SIZE (AC) INTENDED USE OUTLOT A 23.69 COMMON OPEN SPACE OUTLOT B 1.25 STORMWATER MANAGEMENT OUTLOT C 8.25 FUTURE DEVELOPMENT OUTLOT D 9.31 STORMWATER MANAGEMENT OUTLOT E 0.24 FUTURE CITY RIGHT OF WAY OUTLOT F 0.21 COMMON OPEN SPACE OUTLOT G 0.80 CITY PARK OUTLOT H 1.72 COMMON OPEN SPACE OUTLOT 1 0.36 COMMUNITY GARDEN/OPEN SPACE OUTLOTJ 0.98 WATERMAIN EASEMENT/OPEN SPACE OUTLOT K 0.88 COMMUNITY GARDEN/OPEN SPACE OUTLOT L 1.59 COMMUNITY GARDEN/OPEN SPACE LOT A 8.55 CITY RIGHT OF WAY LOT B 0.25 CITY RIGHT OF WAY LOT C 0.29 CITY RIGHT OF WAY SUBDIVISION BREAKDOWNS BY SECTION QUARTER SE! SEC. 10 SW 4 SEC. 10 NE 4 SEC. 15 NW 4 SEC. 15 24.71 9.97 43.73 2.92 I _- I h 0 I � Q I ;c� FND 5/8" 0 REBAR YPC I / � ILLEGIBLE 1. OUTLOTS B, D, AND K ARE TO BE OWNED AND \� MAINTAINED BY THE HOA FOR STORMWATER MANAGEMENT. 2. OUTLOTS I, K AND L TO BE OWNED AND MAINTAINED BY \ THE HOA FOR COMMUNITY GARDEN SPACE. \ FND 1.25" PIPE 3. OUTLOT G TO BE DEDICATED TO CITY FOR PARK SPACE. \ 4. OUTLOTS A, F, H AND J TO BE OWNED AND MAINTAINED \ BY THE HOA FOR COMMON OPEN SPACE. 4. OUTLOT C TO BE OWNED AND MAINTAINED BY THE HOA FOR FUTURE PHASE 3 DEVELOPMENT. 4. OUTLOT E TO BE DEDICATED TO CITY FOR FUTURE STREET RIGHT OF WAY. 5. LOTS A, B, AND C TO BE DEDICATED TO THE CITY FOR STREET RIGHT OF WAY. 6. OUTLOT J TO HAVE BLANKET WATERMAIN EASEMENT. 7. ACCESS TO NORTHWEST ARTERIAL IS PROHIBITED FOR LOTS 12-18 INCLUSIVE, 19-27 INCLUSIVE, OUTLOT LAND OUTLOT C OF SWITCH HOMES OF DUBUQUE. 2 O 0 �J FND1.25" 0 PIPE I�►u:u�y�r� FND 1/2" 0 REBAR NO CAP \ \ a rL `; \ ILI- OUTLOT A \ \\ i i i i / FND 5/8" 0 REBAR RPC #10679 SE CORNER FN/8" 0 REBAR I MOZENA FARM SOUTH RPC 10679 FND 5/8" QJ REBAR RPC ILLEGIBLE FND 5/8" 0 - • FND 1.25" 0 PIPE REBAR NO CAP I \ \__s FND 1.25" 0 PIPE 86 \ \ NO", FND 5/8" 0 REBAR :�#:106�79 7z FND 1.25" 0 PIPE \ \ �a�� \ \ FND 5/8" 0 REBAR �( \ \ ILLEGIBLE S(�� L�O R I.OT 114 i -- FND 1.25" 0 PIPE FND 5/8" 0 REBAR RPC #10679 COUNTY: DUBUQUE o N N SECTION: 10-89-2 AND 15-89-2 H 1D rn QUARTER SECTION: SE 4 SEC. 10 & NE 4 SEC. 15 CITY: DUBUQUE J m OV) SUBDIVISION: SWITCH HOMES OF DUBUQUE 2 BLOCK: NA - Z O U O LOT(S): NA O >< U U PROPRIETOR: SWITCH HOMES OF DUBUQUE, LLC O REQUESTED BY: MATT MULLIGAN x Q AXIOM CONSULTANTS, LLC, PREPARED BY: 300 S. Clinton Street, Unit 200 w Iowa City, IA 52240 - PH# 319.519.6220 LU z ID w i (DUBUQUE � �AGEVILLE CORPORATE I_ LIMI iS) � � i UL M I PROJECT LOCATION it a U yj C W 32NDST P O _ Y O °x '' Z Z V w R CFS iF vv 0DS o` j/, Q G� o 000s LN �, z LOCATION MAP - NOT TO SCALE APPROVED BY: CITY OF DUBUQUE BY: DATE: ATTEST: CITY PLANNING & ZONING COMMISSION BY: DATE: ALLIANT ENERGY DATE BLACK HILLS ENERGY DATE CENTURYLINK DATE MEDIACOM DATE ►►►►n 1 u 1iii BRADLEY :�3G m = C) R. GEATER _ - : CC o- ' 19828 ' 10 '''.,� ...... ,,.`�� Q SET 3/4" PIPE OPC #19828 X SET CUT X SET PK/MAG NAIL FOUND -AS LABELED OPC ORANGE PLASTIC CAP YPC YELLOW PLASTIC CAP RPC RED PLASTIC CAP PROPOSED BOUNDARY - - - PROPOSED RIGHT OF WAY - - - EXISTING PROPERTY LINE EXISTING EASEMENT - - - - PROPOSED EASEMENT PROPOSED SETBACKS (R) PREVIOUSLY RECORDED AS OL OUTLOT I HEREBY CERTIFY THAT THIS LAND SURVEYING DOCUMENT WAS PREPARED AND THE RELATED SURVEY WORK WAS PERFORMED BY ME OR UNDER MY DIRECT PERSONAL SUPERVISION AND THAT I AM A DULY LICENSED LAND SURVEYOR UNDER THE LAWS OF THE STATE OF IOWA. DRAFT BRADLEY R. GEATER, P.L.S., P.E. LICENSE NUMBER 19828. MY LICENSE RENEWAL DATE IS DECEMBER 31, 2023. PAGES OR SHEETS COVERED BY THIS SEAL: DATE .��A�11101111] 1" = 150' LU M N O M N O M N O N N N O N iM O O O N w N N J UI z>_U _ z U LL o z Q J F CO N w O U U z W O Q p[ u a a a o F- W N U O Ln z C)Ln ILL w ° w > w w C� co 0 LL O w Q O= w 2 � z ~ CO w O �: Q a i w J Qlm J J uw C7 co 0 U_ O w O 2 w U a z z w N U W Q W Jun 15, 2023 - 12:14pm S:\PROJECTS\2021\210199\OS Design Civil -Su -F ALL I I I f TIFFANY COURT R.OI.W. S74° 45' 45"W 15.39' S870 00' 09"W 55.34' FINAL PLAT SWITCH HOMES dacn T-1 m OF D�U'_BUCIUE oz0 2� ° DUBUQUE, IOWA LU LU [/]��/ 1��3LU NW ARTERIAL R.O.W. 25' PUBLIC STORM SEWER EASEMENT N720 27' 42"E 2,194.85' 2,194.91' (R) 45. 90.97' 75.00' 79.77 / 5 �s6Q° 20' PRIVATE STORM ___-------------------/ - - - - - - 30' PUBLIC I I SEWER EASEMENT --„_.._. 314.71'-------------- C7 - 25' PUBLIC STORM SEWER EASEMENT 98�S�_.._.._...._.._.._.._.._.. _.._.._.._..Q ._..- -. a -- _ UTILITY EASEMENT ------ ------ / , , - _ _ ---_ __ I I--------T3 T N73 00 31 314.71 _ _ _ _ _ -. _ _ ____�- I o� 0.21AC o� _ I �� F Epp �L6 •' o00 _ X c3 "-' - _ A 13 14 0� 15 0 16 0 17 �`-_445;28' 9,362 SF '-,o oN oN o o c 6S� A _ _ _ _ _ _ o H� 0.22 AC ro 0.22 AC Fj cn 0.22 AC 0 0.22 AC 0 0.22 AC c OUTLOT L �' / 60 RLIO.W. _ _ (_ - 1.59 AC �,� y C,� _,._.. r•(�'o'.. .._.. _ _.._.._.._..1.._.._.._.._. _ TIFF C - _ _ �" - _. _ _ _ _ - - - z - __ z 9,669 SF I z 9,573 SF I z 9,600 SF I 9,600 SF I 9,600 SF i' �_ - _ s2.59 _ 0 51 E 5 90_00' -J L J L A T LOT A o - _ _oo _ _.. - _ ° -a. C8 �9.77' 80.00, 80.00' 80.00, 8.5 AC /�i �20��N 16°5929" W 8.55 AC OUTLOT K � �- _ ---80.000,*'-.. _ _ _.. _.._. _.._.._.._.._ _.. _.. _.._.._..�...� / 37,551 SF i' �,. �� 45.69' \ 72,551 SF 0.88 AC °'F I � - 80.00' - _ l "? / / N73°00'31"E \ 38,522 SF 1 _ ---- __ 80.00' _ go. N // �� N77° 34' 34"W 20.00' 29 .8z, -`t I 0.18 AC ti - - _ _ 80.0 - - - I 2 _0 -.. 7 / 1.47' 0 1 \ 7,966 SF o o - - _ _ 70.ppT" _ _ C19 _ _ _ . "W 279.63' \ �, � o.2oAC � I r ---- ••5 ' ;• / S68 31 02 / �o 8 852 SF CO 3 A - c 5.00 "a - .-.. � J � .. .76.55' .._.. \ 8 ti I 0.22 AC I I I 3.22---- O 27.85' / i,� / o �� \ 0•9,739 SF 0.24AC m - ��.• S00 32 54 E J , I I 5 I I I &, f 49.50' \ 80.�6, 10,626 SF � ti I \\ I ti 0.26 AC I 6 I I 7 J 11,513 SF 0.34 AC I OL E LU I 0.29 AC 14,689 SF 0.24 AC � I I 12,744 SF 2 �L5 , `" 10,251 SF _ rnl i �' N87° 52' 28"E / �� \ 8�. �6� ( o _ o I 30.80 ' / /a \��t«��o ' 14.11' 6 I o , I 115.84 1 �� I V I �.60/ �30.80 s XSW ��0 S88o ' 60.5 71 I --- - Z 33 _OUTLOT 0.36 AC ,r 15,608 SF N87° 00' 09"E 6.76' "OUTLOT J `~\ 06 0.98 AC N 42,863 SF F . \ • \\\ R=787.25' L=71.26' CB=N79'13'57"W • CL=71.24' BLANKET PUBLIC WATERMAIN EASEMENT OVER OUTLOT J M ko Lo BLANKET PUBLIC WATERMAIN EASEMENT OVER OUTLOT IM CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. Cl 153.41 115.50 76°06'10" S36° 42' 40"W 142.38 C2 279.64 215.50 74°20'56" N35° 50' 03"E 260.43 C3 54.77 400.00 7°50'43" N76° 55' 52"E 54.73 C4 56.10 145.50 22°05'31" N63° 43' 00"E 55.75 C5 112.90 85.00 76°06'11" N36° 42' 39"E 104.78 C6 318.57 245.50 74°20'56" N35° 50' 03"E 296.68 C7 58.88 430.00 7°50'43" N76° 55' 52"E 58.83 C8 39.55 270.00 8°23'32" N76° 39' 28"E 39.51 C9 196.15 185.50 60°35'05" N42°42'58"E 187.14 C10 50.66 370.00 7°50'43" N76° 55' 52"E 50.62 C11 39.27 25.00 90°00'00" S54° 08' 46"E 35.36 C12 1 35.61 25.00 81°36'28" N31° 39' 28"E 1 32. 77 LINE TABLE LINE # LENGTH BEARING L1 8.42 N74° 45' 45"E L2 1.86 N74° 45' 45"E L3 27.46 S01° 20' 25"E LEGEND Q SET 3/4" 0 PIPE OPC #19828 X SET CUT X SET PK/MAG NAIL FOUND -AS LABELED OPC ORANGE PLASTIC CAP YPC YELLOW PLASTIC CAP RPC RED PLASTIC CAP PROPOSED BOUNDARY - - - PROPOSED RIGHT OF WAY EXISTING PROPERTY LINE EXISTING EASEMENT PROPOSED EASEMENT PROPOSED SETBACKS (R) PREVIOUSLY RECORDED AS OL OUTLOT ' 0 SZ , 1" = 60' M M M N N N W O O O N N N O � N 0 0 0 0 LOT A "' N 8AC- S72° 27' 42"W 444.77' _ _ zLn 372,551 SF A 0 QLU W J = U r O _.._.._.._.._.. . .._.._.._.._.._ 80.00' 80.00' . _.._.._.._ 80.00' . z w O m N } - U } - - - - - - - - - - - - - ---- U ° o l a a N w w a U LL z p w ., z �0 8 0 9 0 10 �o D w wLU m o N 0.22 AC 0.22 AC rj 0.22 AC m oN 9,600 SF 9,600 SF 9,600 SF r N L J L J LJ 80.00' 80.00' 80.00' . N72° 27' 42"E 450.84' LU a m KEY NOTES: N 20°15'47" 20. OUTLOT B 1.25 AC 54,468 SF O10' PUBLIC UTILITY EASEMENT OPUBLIC STORM SEWER AND STORM WATER DRAINAGE EASEMENT -WIDTH AS LABELED © PUBLIC STORM SEWER EASEMENT -WIDTH AS LABELED Op 20' PUBLIC STORM WATER DRAINAGE EASEMENT OPUBLIC SANITARY SEWER EASEMENT -WIDTH AS LABELED OWATER MAIN EASEMENT -WIDTH AS LABELED © EXISTING ACCESS EASEMENT OPUBLIC EMERGENCY SERVICES ACCESS EASEMENT Oj 100' PUBLIC STORM WATER DRAINAGE EASEMENT TO EXPIRE WHEN LOT C IS DEVELOPED OTEMPORARY CUL-DE-SAC EASEMENT TO EXPIRE WHEN PUBLIC STREET IS EXTENDED J J W W D D V V D D m m D D 0 0 IL O IL 0 C) W Cn W 2i Q 2 0 _ , LU 0 _ _ C _ m w V- z - U w z F z d OC LU W w LL cr aa z LU / I••: � o Luv a J Oi CL Ol r-I a a z 0 z i w ? rl = IL fV a Jun 15, 2023 - 12:15pm S:\PROJECTS\2( N760 38' 23"V\ 10.43' u 79 2 0 F 5 CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C13 39.27 25.00 90°00'02" N27° 27' 41"E 35.36 C14 39.27 25.00 90°00'02" S62' 32' 19"E 35.36 C15 46.56 270.00 9°52'48" N67° 31' 18"E 46.50 C16 30.42 270.00 6°27'23" N59° 21' 12"E 30.41 C17 137.16 145.50 54°00'40" N25° 39' 55"E 132.14 C18 43.94 300.00 8°23'32" N76° 39' 28"E 43.90 C19 48.34 330.00 8'2T32" N76° 39' 28"E 48.29 C20 85.54 300.00 16°20'11" S64° 17' 36"W 85.25 C21 120.84 255.50 27°05'54" S20° 14' 57"E 119.72 C22 168.14 355.50 27°05'54" S20° 14' 57"E 166.57 C23 19.13 330.00 3°19'17" S57°47'10"W 19.13 C24 74.96 330.00 13°00'54" S65' 57' 15"W 74.80 CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C25 39.27 25.00 90°00'00" S27° 27' 42"W 35.36 C26 39.27 25.00 90°00'02" N62° 32' 17"W 35.36 C27 76.98 270.00 16°20'11" N64° 17' 36"E 76.72 C28 94.09 330.00 16°20'11" N64° 17' 36"E 93.77 C29 161.48 700.00 13°13'02" S24° 08' 49"E 161.12 C30 154.56 670.00 13°13'02" S24° 08' 49"E 154.22 C31 168.40 730.00 13°13'02" S24° 08' 49"E 168.03 C32 681.52 300.00 130°09'41" S84° 09' 49"W 544.14 C33 55.96 270.00 11°52'32" S80° 25' 27"E 55.86 C34 30.00 330.00 5°12'33" S80° 25' 27"E 29.99 C37 54.29 400.00 7°46'35" N22° 58' 16"E 54.25 C38 200.88 1 400.00 1 28°46'28" N41° 14' 48"E 198.78 FINAL PLAT SWITCH HOMES OF DUBUCIUE CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C39 239.92 400.00 34°21'58" N72° 49' 01"E 236.34 C40 68.46 430.00 9'07'20" N77° 36' 30"E 68.39 C41 45.42 370.00 7°02'00" N52° 37' 32"E 45.39 C42 46.56 105.00 25°24'15" S84` 34' 02"E 46.18 C43 68.00 195.50 19°55'44" S86° 36' 29"W 67.66 C44 73.48 170.00 24°45'52" S50` 45' 30"E 72.91 C45 36.24 25.00 83°03'26" N75° 19' 51"E 33.15 C46 111.75 430.00 14°53'23" N41° 14' 49"E 111.43 C47 36.24 25.00 83°03'03" N07° 09' 59"E 33.15 C48 73.85 45.00 94°01'39" S81° 22' 22"E 65.84 C49 39.27 25.00 89°59'24" N06° 37' 06"E 35.35 C50 103.04 270.00 21°51'55" S41° 41' 18"E 102.41 DUBUQUE, IOWA 0001�-fjl' / �56 32� 96 / / / / / / / / /X\ N \ w A\ \ \ w \r'i9 �s J°\ \\°) �S56° 07'l 31"W 99.21' \\ 0.19 AC GL� / /cbOy ' Lg p0/ / 1� D, a\ \ • \ 2 \� c, 8 00, 474 SF / �. •.L��' joy / /\/ 30 PUBL oti? 0.20 AC / p'1:•� i\ / SANITARY 23 � 8,656 SF /�• •�O//� \ SEWER EASEM tN 0.22 AC 28 \P R o I $o o° 22 0 - . ' \ �� \ 0.22 AC p.R1ER ��'\ \ �'0 0.22AC \ \ ,qy�6 .•�G2'I �/ A �° ��9,424�F N Fti OD ��21 0 9,600SF \ / �- .3.. CLO ��L/ i ,\9A,.9 l 95 I \ �'0 0.22 AC \ \ 00.�-� / (.�' �// \ '!',�,�° 29 \i 2 ��2 / 8Q% �•y// 0.22 AC $5 30. \ 2 $ 9,600 SF / / s $ i' d �- 9,455 SF o 25' PUBLIC STORM 0.22 AC \ � _ / .•�' , 's r' SEWER EASEMENT 12° IT DO \ '\ \ \ o 9,600 SF \ / �• $°, / ' L2�`' j\ 2 30 O 95 �, ,9 \ \ 19 o cp \� / "' 0.21 AC � 00 u� \� 11 266ISF / �/ ' �• g5 p0°�, 9,271 SF 31 O0 18 \ �/ N'►2° p,N �• �p0 0.24 AC �ti3 o • - \ o /\F so �\ u • $ 0 0.26 AC \ \ ��, �. C1� 10 �.� / , j /\ H 32 �' 0 10,429 SF or? 11,266 SF �.-Q' p`' 17 0� \0 60' 0.23 AC \ �'0 0.22 AC \ /vti' R.O.W. •_� .� • / \ 10,190 SF 16 g 9,600 SF \ / ' po , - / 33 \ 0 0.22 AC \ \ (q� r' �OOO. �'� -/ I i \ 0 0.22 AC 15 0 9,600 SF \/'j� • .� �� LOTS' 34 0 9,600 SF _\ 2 0.22 AC \ / go:o° 'E' /855 AC 0 0.22 AC ` i\ \ o 5�2 2° Z� OUTLOT D ,600 SF / - 372,551 SF �� 0 9,600 SF / \ 9.31 AC \, / � 0 35 0 \ 405,379 SF 0.22 AC / '(\FFPN� ..••'g0 ��' \ \,� \� ��o\\\ \ 11393 SF,� QOQ, \,\/ 36 0.26vRl AC .1 \� sl;v, 11 \ p u' r' \ N 53°2949" W 1 m \ \ \o\o G I \ 20.00' \ 0. 11,266 SF \ S is \ �.. $p OQ10 o r N 33°22'09" E �� 6o \ \ \ �o \ \ 12.30 • '\ � �__ S 20 ° 15'47" E 20. 00' C 67 \ 0.22 AC d� \ � �y� � 2 \ (� p 9,600 SF �^ \ / / O� • �\ 93i' 20', 20.00' \/ S 0.22 AC �/ � g5 `93.�513„ un 0 9,600 SF / 12.30 I qA 0 0.22 AC \ �0 9,600 SFN941 A g,0 00` 50.(6N 20°1547" W 20 OX 60 OUTLOT B O \�.\ \ R.O.W. 1.25 AC \ q` 54,468 SF p 27 0.22 AC / \ / 9,600 SF / \ 26 / 0.22 AC S�6 o�j r-8.29' 25' PUBLIC STORM Sg - LN5�07 31 E \� o 9,600 SF / �• SEWER EASEMENT 51 • 41�.56 c°�, N 33°5229" W 25.00' / / / / / / / / / 25' PUBLIC STORM SEWER EASEMENT 'L5° 1 cn s\ l o Ilm _I� NIA 20' PUBLIC SAN4RY FORCEMAIN EASEMENT m I b9 I N 83°22'35" E \ \ N 11 °0T31 " E L - - - 100.00' \ \ 44.52' \ 50' PUBLIC SANITARY \ SEWER AND PUBLIC SANITARY \ FORCEMAIN EASEMENT \Z \z \11. uo w o\cz LEGEND Q SET 3/4" 0 PIPE OPC #19828 X SET CUT X SET PK/MAG NAIL FOUND -AS LABELED OPC ORANGE PLASTIC CAP YPC YELLOW PLASTIC CAP RPC RED PLASTIC CAP PROPOSED BOUNDARY - - - PROPOSED RIGHT OF WAY - - - EXISTING PROPERTY LINE - - - - EXISTING EASEMENT - - - - PROPOSED EASEMENT PROPOSED SETBACKS (R) PREVIOUSLY RECORDED AS OL OUTLOT OUTLOT C 8.25 AC 359,254 SF I%A/ I •)n n-71 KEY NOTES: Oq 10' PUBLIC UTILITY EASEMENT © PUBLIC STORM SEWER AND STORM WATER DRAINAGE EASEMENT -WIDTH AS LABELED © PUBLIC STORM SEWER EASEMENT -WIDTH AS LABELED O20' PUBLIC STORM WATER DRAINAGE EASEMENT OPUBLIC SANITARY SEWER EASEMENT -WIDTH AS LABELED O WATER MAIN EASEMENT -WIDTH AS LABELED © EXISTING ACCESS EASEMENT O PUBLIC EMERGENCY SERVICES ACCESS EASEMENT O100' PUBLIC STORM WATER DRAINAGE EASEMENT TO EXPIRE WHEN LOT C IS DEVELOPED O TEMPORARY CUL-DE-SAC EASEMENT TO EXPIRE WHEN PUBLIC STREET IS EXTENDED fV w U Z� L=� ^a z M 0 N N Z� r-I J � m OV) �ZO U Oz V° U O X L Q w Lu z w M n, n, N N N UJ O O O N N N Q O zt Ln 0 rV rV 1- m Ln LO 0 0 0 (� N W C7 z N J UI z z U LL ° J a ~ CO w O v } z w O U \ S Q 0 d U � Lu a Q LL o � Lu N a w u o w O a w K J J W W 0 0 D D m m D D 0 0 LL O IL 0 W W Q O 2 Lu O 2 Lij 2 Cf 2 z w - U w z� F w 0 OC Lu W Lu LL cr Qa z Lu to (D v � o a J Oi CL Ol w J .. r-1 a Q z O z i w Luz Lu rl 0 IL fV a 3 0 F 5 un 15, 2023 - 12:15pm u - FP.dwg CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C51 103.04 270.00 21'51'55" S63' 33' 13"E 102.41 C52 123.08 75.00 94'01'39" N81' 22' 22"W 109.73 C53 86.44 200.00 24'45'52" S50' 45' 30"E 85.77 C54 293.06 165.50 101°27'26" S89' 06' 17"E 256.25 C55 66.59 200.00 19°04'40" S49' 42' 20"W 66.29 C56 39.27 25.00 90'00'00" N75' 45' 21"W 35.36 C57 56.60 170.00 19°04'40" S49° 42' 20"W 56.34 C58 24.34 195.50 7'07'59" S43' 43' S9"W 24.32 C59 70.10 195.50 20'32'35" S57' 34' 16"W 69.72 C60 30.03 195.50 8'48'03" S72' 14' 35"W 30.00 C61 68.00 195.50 19°55'44" S86° 36' 29"W 67.66 C62 68.00 195.50 19°55'44" N73' 27' 47"W 67.66 u. uu' OUTLOT B 1.25 AC 54,468 SF CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C76 89.81 370.00 13°54'28" N77° 00' 15"E 89.59 C77 89.81 370.00 13°54'28" N63' 05' 46"E 89.59 C78 45.42 370.00 7'02'00" N52° 37' 32"E 45.39 C79 93.62 370.00 14°29'52" N41° 51' 35"E 93.37 C80 89.14 370.00 13'48'12" N27' 42' 33"E 88.92 C81 11.14 370.00 1'43'29" N19° 56' 43"E 11.14 C82 54.20 330.00 9°24'36" N23' 47' 17"E 54.14 C83 63.27 330.00 10°59'07" N33' 59' 08"E 63.17 C84 64.30 330.00 11°09'53" N45° 03' 38"E 64.20 C85 66.71 330.00 11°34'56" N56' 26' 02"E 66.59 C86 66.71 330.00 11°34'56" N68° 00' 58"E 66.59 C87 66.71 330.00 11°34'56" N79° 35' 53"E 66.59 CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C88 66.71 330.00 11'34'56" S88' 49' 11"E 66.59 C89 30.00 330.00 5°12'33" S80o 25' 27"E 29.99 C90 67.77 330.00 11'45'57" S710 56' 12"E 67.65 C91 67.77 330.00 11'45'57" S60' 10' 14"E 67.65 C92 67.77 330.00 11'45'S7" S48o 24' 17"E 67.65 C93 67.77 330.00 11'45'57" S36' 38' 19"E 67.65 C94 39.27 25.00 90°00'00" S14' 14' 39"W 35.36 C95 60.18 230.00 14'59'33" S510 44' 53"W 60.01 C96 16.40 230.00 4'05'06" S42' 12' 33"W 16.40 C97 236.90 135.50 100'10'28" N89' 44' 46"W 207.86 C98 50.15 230.00 12'29'38" S44o 37' 23"E 50.05 C99 49.26 230.00 12'16'14" S57° 00' 19"E 49.16 CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C100 36.24 25.00 83'03'26" S21' 36' 43"E 33.15 C101 6.26 430.00 0'50'01" S19' 29' 59"W 6.26 C102 88.04 270.00 18°41'00" N28' 25' 29"E 87.65 C103 131.64 270.00 27'56'09" N51' 44' 03"E 130.34 C104 131.64 270.00 27'56'09" N79° 40' 13"E 130.34 C105 55.96 270.00 11°52'32" S80' 25' 27"E 55.86 CURVE TABLE CURVE # LENGTH RADIUS DELTA CHORD DIR. CHORD LEN. C63 65.75 195.50 19°16'06" N53' 51' 52"W 65.44 C64 19.97 195.50 5'51'14" N41' 18' 12"W 19.97 C65 39.27 25.00 90'00'40" N83' 22' 53"W 35.36 C66 57.03 105.00 31'07'02" N67'10'19"E 56.33 C68 46.56 105.00 25'24'15" S84' 34' 02"E 46.18 C69 56.57 105.00 30'52'11" S56' 25' 49"E 55.89 C70 12.16 105.00 6'38'11" S37`40'38"E 12.15 C71 36.24 25.00 83'03'47" N75° 53' 26"W 33.15 C72 78.58 430.00 10°28'11" N67° 48' 45"E 78.47 C73 68.46 430.00 9'07'20" N77' 36' 30"E 68.39 C74 58.77 430.00 7'49'50" N86' 05' 05"E 58.72 C75 39.02 370.00 6'02'31" N86° 58' 44"E 39.00 FINAL PLAT KEY NOTES: q� 10' PUBLIC UTILITY EASEMENT SWITCom sO PUBLIC STORM SEWER AND STORM WATER DRAINAGE EASEMENT -WIDTH AS LABELED Ict C PUBLIC STORM SEWER EASEMENT -WIDTH AS LABELED -i O OF `s �2 0, ri D�U'_BUCIU\ 200q F Op 20' PUBLIC STORM WATER DRAINAGE EASEMENT � �/�� /� ORCEMAIN50' PUBLIC SANITARY m D U B U QU E, I O V V \ SEWEASEMENT RY O PUBLIC SANITARY SEWER EASEMENT -WIDTH AS LABELED \ O WATER MAIN EASEMENT -WIDTH AS LABELED 20' PUBLIC STORM N SEWER EASEMENT © EXISTING ACCESS EASEMENT Ln �- S ss 82 °38 06„E l p . \' 29' W 110.92 S�Z° � 3000� \ \ / HO PUBLIC EMERGENCY SERVICES ACCESS EASEMENT s\ S86° 36' _ 1S \ �C E N88° 34' 08"E 169.93' Oj 100 PUBLIC STORM WATER DRAINAGE EASEMENT ZjOS3 87.51' • 1 82.43' \ �'j TO EXPIRE WHEN LOT C IS DEVELOPED o NN 40 �� 41 ` 71 o oo'nI 2 \ /� 1�3 802� O TEMPORARY CUL-DE-SAC EASEMENT q1. \ �do °Lti\�° 0.25 AC rev`"� Cr 1ru \ 0 , 1),, \• \ S5q' / ,o w 10 859 SF 11° 0.25 AC ;� 42 01 0 N I�� \\ /ry o \ F16 TO EXPIRE WHEN PUBLIC STREET IS EXTENDED \ \ 10,730 SF �o O K 1 0 6 \> \' \• \\.'� 0.259AC \� \ J ,y��o 12,861 SF �g� •z� 44 ' \ �� / 45 \ \ \ ,y ,,, 0.25 AC A3 N90° 00' 00"E 268.87' \ •\ I \ /\ \ dry' sQ�° 11,082 SF \ - - - C61 - - - \ / _ �'� 0.33 AC \ / / 10,722 SF V X 92.85 86.00 90.02 • ©20� �C6o ._•• C43 •' ' -. C62� � / `ram 14,163 SF � / / \© 'L �' � �, i'\� \ \ A °D6% 0, `Pc, , - C68�/� \ �'� o y1 a, 26.79 N59° 14' 37"E \ \ \ \ \ / 9 itk`�/ / r' G .. C4� 0 2 -- - \ °� . �/ ��• - - IT' C6� \�/ titi RHO / B rrjl�,- /� \. �\ c\D - �� w 19.86 \ \ �O 38 C54 -- .� -> / - F �� 69�\ �/ 46 _ - I o • \ _ o- 0.25� - 43 � �\ ,� O� S 10,823 SF �%, L �� 60' �/ / 0.24 AC %D�Oi'� LDTA - CS? C70 0.24 AC \ �'', 49 oo 50 I 8.55 AC 10 508 SF oi9 0.22 AC ° 0.27 AC \ , 6 \ c�0` A (,�?. 55 AC R.O.W. �/ C64 10 525 SF /\ 0 48 C1401 \ \ \o ro 372,551SF••�''__ \\ ;� 372551SF '\s \ Op yo�� No 9,755SF of 11,618SF rn \ \ 1 O C97 .� \ `b \!z 0.25 AC N o \ \ j. \ O rt9o0o /��'L. 11,048 SF z \ 60 \• 0 ,� \ LL \ 37 13.54' �� -(q) •�_/ / /' \ L•\\ 47 \ 9.68--------- 1 0.30 AC O nn \ ,�J < \ A \ \ \ N / 2 \� - Q,C65 f f �b, •�' o \ \ 0.23 AC - -..-.,-..-96_12-..-.. \ s \ \ 13,194 SF /�3' y Q° `5>\ C73 •• - ' tk \ >\. 01 ° 30 '�' \ O \� \ 10,053 SF - d O L F \ \ o `� \.� \ �� o /� titi \ ?' \;1 ti�� ,1,-\ , • ,., c4o 0 o60.21 AC `\ \ vo \�� \ �' ' /�°�, ti��/ \ 9�, \ s� �,�� /''/ ��\' 'Lf '- \ \ G�?� . LOT A - - - - -,rn - - - 8,942 SF \ \ \ \ \ / ��.'' °.51 \ \\ \ / o>�• ��\� }.��,�' �''� --�C cl N90° 00 00 E 107.34 �j' �'\ / \ \.• �'�� \ A �160 `-�.C�Z 9 , �372,551 SF o /' \ 0.22 AC \\ \ F` �v 9C` `'' - ' C7538_88' LLDLEf\p11 39 \ \ s\ ` 9�5° /��i' \ 9,375 SF / \ >s\ `�sr, OUTLOT G-1 F -1 0.80 AC ``� \ \\ \ \ ° 1� 3� �' s so \ /�p0 \ \ 34,926 SF u .�' -\ 72 \ '\ S59 R'/ 6, O- \ yti \\ /2 Isz6, \sue �.• G�� N oo n 0.20 AC G� ' aoi 8 867 SF / 83 \ \ F�, \��,, \��, , ' �, oN 52 51 o I d / 0.22 AC . / u' �n 73 C \ '\ �o \ o� ��z �Q0 53 N� 0.21AC ��, 0.21 AC Lf 9 v 0.25 AC 2 9,375 SF \> \ / L �'� r' 0.22 AC wo 0- r rn 3 , \�\ o° /, \S'\ 2 \ Lj' O /C1�''f� ,r�r ,8,974 SF 0 9,151 SF s`. sr 10994SF o, O' o C �t `ram �-� 9450SF v7 `�� 55 titi \oo� \ / `'' \ \ \ / �� ,r s� \�54 �': o rn \ :r' i1�- / o s1-,L -1 L _J \ 9,42 SF ' �\ \ 82 F Q /' - m 0.22 AC \ �.fl-\ / oo `L `,c�� 0.22 AC \ Est /.�0, �'� \ \ 64.61' 76.42' \ P� \ \ c� C \ /,>, �,� \ d'-, \\fir / E N90° 00' 00"E Ln 9,375 SF \ �` N88° 00 42 �\ / 74 \ 9,375 SF / \ �\ 0. C45 ' �� / F \� 2 ° r+ �` \ �\ \\�. sue\ \ ` OUTLOT H �<`' > o° 25.49' 0 Oo / �p0 \s\ \ \ 0.23 AC > 1.72 AC `r \ / 'L�' 9cP\ . 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I do hereby certify that the following real estate was performed by me or under my direct personal supervision on May 25, 2023; MOZENA FARM SOUTHAS RECORDED FILE 2005-00017498 OF THE DUBUQUE COUNTY RECORDER'S OFFICE If��7 LOT 2 OF DONDELINGER PLACE AS RECORDED FILE 1991-11917 OF THE DUBUQUE CO UNTY RECORDER'S OFFICE, ALL IN THE CITY OF DUBUQUE, DUBUQUE COUNTY, IOWA. DESCRIBED AREA CONTAINS 81.33 ACRES AND IS SUBJECT TO EASEMENTS AND OTHER RESTRICTIONS OF RECORD This survey was performed for the purpose of subdividing and platting said real estate henceforth to be known as SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA Containing 81.33 acres, and subject to easements and other restrictions of record, the plat of which is attached hereto and made a part of this certificate. All monuments are placed or will be placed within one year from the date this plat is recorded. OWNER'S CONSENT Dubuque, Iowa 32023 The foregoing plat of Switch Homes of Dubuque, Dubuque, Iowa, is made with the free consent and in accordance with the desires of the undersigned owners and proprietors of said real estate. We hereby dedicate Outlots B, D and K to be owned and maintained by Up Hill Both Ways Homeowners Association, Inc. for stormwater management. We hereby dedicate Outlots I and L to be owned and maintained by Up Hill Both Ways Homeowners Association, Inc. for community garden space. We hereby dedicate Outlot G to the City of Dubuque for Public Park purposes. We hereby dedicate Outlots A, F, H and J to be owned and maintained by Up Hill Both Ways Homeowners Association, Inc. for common open space. We hereby dedicate Outlot C to be owned and maintained by Up Hill Both Ways Homeowners Association, Inc. for future Phase 3 development. We hereby dedicate Outlot E to the City of Dubuque for future street right of way purposes. We hereby dedicate Lot A (Tiffany Court, Uphill Both Ways Road, Linger Longer Lane and Holy Moly Place), Lot B (West 32" d Street) and Lot C (West 32nd Street) to the Public for Street and Public Utility purposes. All temporary cul-de-sac easements as stated and shown on this plat are hereby dedicated to the Public for Street and Public Utility purposes. Said temporary easements shall expire when the public street is extended. All public water main, sanitary sewer, sanitary sewer force main and storm sewer utility easements as stated and as shown on this plat are hereby dedicated to the City of Dubuque, and its agents and contractors, for the purpose of constructing and maintaining said utilities, along with the right, privilege and authority to construct, reconstruct, maintain, operate, repair, patrol and remove said improvements. Said easement shall also include the right to cut, trim or remove trees, bushes, and roots as may be required. City shall restore the disturbed surface areas due to the construction maintenance, or repair of said utilities and appurtenances to equal conditions. Lot owners shall not erect or install any trees, landscaping, paving or structure over or within the easement areas without obtaining the prior written approval of the City Engineer. Lot owners shall not change the grade, elevation and contour or perform any construction or any excavation that will diminish the lateral support or integrity of said utility improvements without obtaining the prior written consent of the City Engineer. All public emergency access easements as stated and shown on this plat are hereby dedicated to the public. Up Hill Both Ways Homeowners Association, Inc. shall be responsible for maintaining the emergency access roadway in a condition suitable for passage of all public and private emergency response vehicles and apparatuses. All public utility easements and public storm drainage easements as stated and as shown on this plat are hereby dedicated to the Public. Lot owners shall not erect any structure, fence, planting or other obstructions over or within the public utility or storm drainage easement areas without obtaining the prior written approval of the City Engineer. Lot owners shall not change the grade, elevation, and contour or perform any construction or any excavation that would hinder the orderly flow of storm water runoff or diminish the lateral support or integrity of said utilities and improvements without obtaining the prior written consent of the City Engineer. SWITCH HOMES OF DUBUQUE, LLC Matthew Mulligan, Manager State of Iowa ) ss: County of ) On this day of , 2023, before me, the undersigned, a Notary Public in and for the State of Iowa, personally appeared Matthew Mulligan to me personally known, who being by me duly sworn, did say that he is the Manager, of said company executing the within and foregoing instrument; that the instrument was signed on behalf of said company by authority of said manager; and the said manager acknowledged the execution of said instrument to be the voluntary act and deed of said company, by it and by him voluntarily executed. Notary Public in and for the State of Iowa My Commission Expires: ATTORNEY'S OPINION Dubuque, Iowa 12023 TO WHOM IT MAY CONCERN This will certify that I have examined the abstract of title covering: Tract 1: Mozena Farm South in the city of Dubuque, Iowa, according to the Plat recorded as Instalment #2005-17498, records of Dubuque County, Iowa AND Tract 2: Lot 2 of "Dondelinger Place" in the City of Dubuque, Iowa, according to the recorded Plat thereof. According to the plats thereof covering the period from government entry to May 29, 2023 at 8:00 a.m., certified on that date by Abeln Abstract and Title Company and find that said abstract shows good and merchantable title to said real estate in Switch Homes of Dubuque, LLC free and clear of all liens and encumbrances except for a mortgage executed by Switch Homes of Dubuque, LLC given to GreenState Credit Union filed May 18, 2022 as Instrument #2022-6426 in the records of the Dubuque County, Iowa Recorder. Real estate taxes for the fiscal year 2021- 2022 and all prior years are paid. Matthew J. Hektoen, Attorney at Law COUNTY TREASURER Dubuque, Iowa 12023 I, the undersigned, Michael Clasen, Treasurer of Dubuque County, Iowa, do hereby certify that all taxes levied against: Mozena Farm South in the City of Dubuque, Iowa, according to the Plat recorded as Instrument #2005-17498, records of Dubuque County, Iowa And Lot 2 of "Dondelinger Place" in the City of Dubuque, Iowa, according to the recorded Plat thereof have been paid and said real estate is free and clear of all taxes as of this date. Michael Clasen, Dubuque County Treasurer COUNTY AUDITOR Dubuque, Iowa 32023 The forgoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA was entered of record in the office of the Dubuque County Auditor this day of , 2023. We approve of the subdivision name or title to recorded. Kevin Dragotto, Dubuque County Auditor CITY ASSESSOR Dubuque, Iowa 32023 The forgoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA was entered of record in the office of the Dubuque City Assessor this day of , 2023. Troy Patzner, Dubuque City Assessor RECORDER'S CERTIFICATE Dubuque, Iowa 12023 The forgoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA has been reviewed by the Dubuque County Recorder. Karol Kennedy, Dubuque County Recorder CITY OF DUBUQUE PLANNING SERVICES Dubuque, Iowa 12023 The foregoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA located within the jurisdiction of the City of Dubuque, Iowa, as defined under Section 354 of the Code of Iowa, has been reviewed by the City Planner, (or designee) of the City of Dubuque in accordance with Article 11: Land Subdivision of the City of Dubuque Unified Development Code, and said approval has been endorsed herein on the date first written above. Wally Wernimont, City Planner — City of Dubuque CITY OF DUBUOUE PLANNING SERVICES Dubuque, Iowa 67 — Zc' , 2023 The foregoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA located within the jurisdiction of the City of Dubuque, Iowa, as defined under Section 354 of the Code of Iowa, has been reviewed by the City Planner, (or designee) of the City of Dubuque in accordance with Article 11: Land Subdivision of the City of Dubuque Unified Development Code, and said approval has been endorsed herein on the date first written above. W4,)(We�lir 9k,', City Planner — City of Dubuque CITY COUNCIL Dubuque, Iowa b a , 2023 The undersigned, Mayor and Clerk of the City of Dubuque, Iowa, do hereby certify that the foregoing plat of SWITCH HOMES OF DUBUQUE, DUBUQUE, IOWA located in the City of Dubuque, Iowa, has been filed in the office of the Clerk of the City of Dubuque, and that by Resolution No. dC y' a 3 the Dubuque City Council approved said plat. ayor of the City of Dubuque Cc'vcnoo,c Adrienne Breitfelder — Clerk of the City of Dubuque Prepared by: Wally Wernimont, City Planner Address: City Hall, 50 W. 131h St (563) 589-4210 Return to: Adrienne Breitfelder, City Clerk Address: City Hall, 50 West 13th St (563) 589-4121 RESOLUTION NO. 204 - 23 A RESOLUTION AUTHORIZING APPROVAL OF THE FINAL PLAT OF SWITCH HOMES OF DUBUQUE, IN THE CITY OF DUBUQUE, IOWA Whereas, there has been filed with the City Clerk a Final Plat of Switch Homes of Dubuque, in the City of Dubuque, Iowa; and Whereas, upon said final plat appear public streets to be known Tiffany Court, Uphill Both Ways Road, Linger Longer Lane, and Holy Moly Place (all in Lot A), which the owner by said final plat has dedicated to the public forever; and Whereas, upon said final plat appear Lot B and Lot C, which the owner by said final plat has dedicated to the public forever as road right of way of West 32nd Street; and Whereas, upon said final plat appear certain public utility, emergency services access easement, and storm drainage easements, which the owner by said final plat has dedicated to the public forever; and Whereas, upon said final plat appears Outlot G (for Public Park), and certain water main, sanitary sewer, storm sewer, and temporary cul-de-sac easements, which the owner by said final plat has dedicated to the City of Dubuque forever; and Whereas, said final plat has been reviewed by the City Planner and his approval has been endorsed thereon, subject to the owner's agreeing to the conditions specified herein; and Whereas, said final plat has been examined by the City Council and the City Council find the final plat conforms to the applicable statutes and ordinances, except that streets and public utilities have not yet been completely constructed or installed. NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: Final Plat — Switch Homes of Dubuque Page 2 Section 1. That the dedication of Tiffany Court, Uphill Both Ways Road, Linger Longer Lane, and Holy Moly Place (all in Lot A), Lot B and Lot C (West 32nd Street Right of Way), Outlot G (for Public Park), together with certain water main, sanitary sewer, storm sewer, and temporary cul-de-sac easements, as they appear on said final plat, to the City of Dubuque be and the same are hereby accepted; and Section 2. That the Final Plat of Switch Homes of Dubuque is hereby approved, and the Mayor and City Clerk are hereby authorized and directed to endorse the approval of the City of Dubuque, Iowa, upon said final plat, provided the owners of said property herein named, execute their written acceptance of the attached conditions and further agree: (a) To reduce Tiffany Court (unimproved portion), Uphill Both Ways Road, Linger Longer Lane, and Holy Moly Place (all in Lot A), to grade and to construct longitudinal sub -drain, concrete curb and gutter with asphaltic concrete pavement or with Portland Cement concrete pavement with integral curb, and temporary cul-de-sacs, all in accordance with the City of Dubuque standard specifications in a manner acceptable to the City Engineer, in conformance with construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer. The temporary cul- de-sacs to receive bituminous without curb and gutter, all in accordance with the City's standard specifications in a manner acceptable to the City Engineer, in conformance with construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer. (b) To grade Public Park (Outlot G) in accordance with the City of Dubuque standard specifications in a manner acceptable to the City Engineer and Leisure Services Manager, in conformance with construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer. (c) To install public sanitary sewer mains and private sewer service laterals into each individual lot, public water mains and private water service laterals into each individual lot, private storm water detention basins, private storm sewers, public storm sewers and catch basins, public boulevard street lighting, public fiber optic conduit and vaults, and erosion control devices all in accordance with the City of Dubuque standard specifications in a manner acceptable to the City Engineer, and in accordance with construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer, and to coordinate with a private utility company forthe installation of private fiber to each residential lot in the subdivision. Final Plat — Switch Homes of Dubuque Page 3 (d) To construct accessible sidewalk ramps at each intersection and street crossings in accordance with City of Dubuque Standards and Specifications, all in a manner acceptable to the City Engineer, and in accordance with the construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer. (e) To construct accessible concrete sidewalk across all lots on the Final Plat designated to be dedicated to the City of Dubuque (Outlot G and Outlot E) in accordance with the City's standards and specifications, all in a manner acceptable to the City Engineer, and in accordance with the construction improvement plans approved by the City Engineer. (f) To construct a right in right out access at the intersection of Uphill Both Ways Road and the Northwest Arterial and associated deceleration lane along the Northwest Arterial in accordance with City of Dubuque Standards and Specifications, all in a manner acceptable to the City Engineer, and in accordance with the construction improvement plans approved by the City Engineer and inspected and approved by the City Engineer. (g) To regrade the existing southern embankment and reconstruct the existing bike/hike trail along the Northwest Arterial roadway in accordance with City of Dubuque Standards and Specifications, all in a manner acceptable to the City Engineer, and in accordance with the construction improvement plans approved by the City Engineer and inspected and approved by the City Engineer. (h) To construct the improvements outlined above within three years from the date of acceptance of this resolution, at the sole expense of the owners, or future owner. (i) To maintain the improvements outlined above for a period of two (2) years from the date of the acceptance of those improvements by the City Council of the City of Dubuque, Iowa, at the sole final expense of the owners, or future owner. (h) That access to the Northwest Arterial is prohibited from all lots within Switch Homes of Dubuque except for the right-in/right-out only intersection at the Northwest Arterial and Uphill Both Ways Road. (i} To provide security for the performance of the foregoing conditions specified in this resolution in the amount of 110% of the estimated Qualified Costs of the public improvements outlined above, in such form and with such sureties as may be acceptable to the City Manager of the City of Dubuque, Iowa, and to provide construction Final Plat — Switch Homes of Dubuque Page 4 inspection fees in the amount of 3% of the estimated Qualified Costs of the public improvements. Section 3. That sidewalk installation shall be the responsibility of each lot owner for each lot abutting the public rights -of -way, including lots with multiple frontages, as required by City Code Chapter 10-1-2 (Sidewalk Installation and Repair). Section 4. That the owner must construct and maintain erosion control devices in Switch Homes of Dubuque which control erosion and prevent sediment from leaving the site. The owner shall be responsible for maintenance of the all storm water detention facilities and appurtenances located on Outlots B, D, and K of Switch Homes of Dubuque in perpetuity. Section 5. That the owner must maintain the temporary cul-de-sacs on Tiffany Court and Uphill Both Ways Road, except for snow removal and deicing, until such time as the development of the adjacent property begins or owner designs and constructs permanent cul-de-sac improvements to current City Standards and dedicates said improvements and an appropriate right of way to the City. Section 6. That the owner must construct and maintain an emergency services access roadway across Outlot D, in conformance with construction improvement plans approved by the City Engineer, and inspected and approved by the City Engineer. Section 7. That the owner must acquire a temporary public cul-de-sac easement for the benefit of the City of Dubuque, in a form acceptable to the City of Dubuque, from the adjacent property owner at the east end of Uphill Both Ways Road in accordance with the construction improvement plans approved by the City Engineer Section 8. That the planting of street trees shall be coordinated with the City's Urban Forester. Any tree(s) planted within the street right-of-way must be approved by the Urban Forester. The location and species of tree(s) will be approved by the Urban Forester and planted and cared for through establishment by the developer at the developer's expense. Section 9. That the final acceptance of the public improvements shall only occur upon certification of the City Engineer to the City Council that the public improvements have been completed in accordance with the approved improvement plans and City standards and specifications and accepted by City Council Resolution. Section 10. That within 60 days of execution of acceptance of this Resolution Switch Homes, LLC will convey to the City of Dubuque all rights of access to the Northwest Arterial at Highway Station 73+00, method of conveyance to be as mutually agreed upon by Switch Homes, LLC and City. That within 60 days of execution of acceptance of this Resolution, the City of Dubuque will convey and grant new rights of access to the Northwest Arterial at the intersection of the Northwest Arterial and Uphill Final Plat — Switch Homes of Dubuque Page 5 Both Ways Road, method of conveyance to be as mutually agreed upon by Switch Homes, LLC and City. Section 11. That in the event Switch Homes, LLC fails to execute the acceptance and furnish the guarantees provided hereof within 180 days after the date of this Resolution, the provisions hereof shall be null and void and the acceptance of the dedication and approval the plat shall not be effective. Passed, approved and adopted this 20 h day of June 2023. By' rad M. v nagh, Mayor ATTEST: By: -' Adrienne N. Breitfelder, City Clerk ACCEPTANCE OF RESOLUTION NO. .23 I, the undersigned, Matthew T. Mulligan, representing Switch Homes, LLC, having read the terms and conditions of the Resolution No. -23 and being familiar with the conditions thereof hereby accept this same and agree to the conditions required therein. Dated in Dubuque, Iowa this day of 2023. Z State of Iowa ) ) ss: County of Dubuque ) Matthew T. Mulligan Switch Homes, LLC On this day of 2023, before me, a Notary Public in and for said state, personally appeared Matthew T. Mulligan, to me known to be the person(s) named in and who executed the foregoing instrument, and acknowledged that they executed the same as their voluntary act and deed. Notary Public in the State of Iowa My Commission expires: SUBDIVISION STAFF REPORT City Council Agenda: June 20, 2023 Project Name: Switch Homes of Dubuque — Final Plat Property Owner: Switch Homes of Dubuque, LLC Applicant: Axiom Consultants, LLC Number of Lots: 101 Density Allowed: 1/5,000 sq ft Acreage in R.O.W: 9.09 acres Commonly owned lots: 10 Total Area: 81.33 Acres Sanitary Sewer: Yes In City: Yes Water: Yes In 2-Mile Area: N/A Storm Sewer: No Flood Plain: No Existing Street Access: Yes Proposed Land Use: Residential Proposed Zoning: R-1 c/R-4 Existing Land Use: Agricultural Existing Zoning: City R-1 c/R-4 Adjacent Land Use: North — Northwest Arterial Adjacent Zoning: North — City AG East — Agriculture East — City R-1 South — Residential/Agriculture South — City R-1 & R-4 West — Residential West — City R-1 & AG Physical Characteristics: The 81.33-acre tract of land is irregular in shape. The western side of the property is narrow in shape extending from the Northwest Arterial frontage along the north to the 32nd Street frontage along the south. This portion of the site is flanked by a residential subdivision to the west and residential and agricultural property to the east. The subject property broadens along the eastern portion of the site. This portion of the property also contains frontage along the Northwest Arterial and 32nd Street. The majority of this site is currently utilized as agricultural land with the southern portion being comprised of wooded hillside that sharply slopes downhill to 32nd Street. Development along the east side of the subject property is currently zoned R-1 Single -Family Residential and is currently used as agricultural land. Proposed Phasing: The first phase will consist of 84 single-family residential lots, two (2) multi -family residential lots, fifteen (15) outlots with Lot C identified for a future phase. Previous Conditions of Zoning or Plats: On June 20, 2022, the City Council approved a rezoning of the subject property from AG Agriculture to R-1 Single -Family Residential and R-4 Multi -Family Residential conditioned upon the completion of a traffic study for the proposed project. A traffic study has been completed by the civil engineering firm Anderson Bogert and has been reviewed and accepted by the City of Dubuque's Engineering Department. Outlots: The development includes a number of outlots which will be maintained as follows: Lot Name Acres Use Ownership Subdivision Staff Report — Preliminary Plat of Mozena Farm Page 2 Outlot A 23.69 Common Open Space Outlot B 1.25 Stormwater Management Outlot C 8.25 Future Development Outlot D 9.31 Stormwater Management Outlot E 0.24 Future City Right of Way Outlot F 0.21 Common Open Space Outlot G 0.80 City Park Outlot H 1.72 Common Open Space Outlot 1 0.36 Community Garden/Open Space Outlot J 0.98 Watermain Easement/Open Space Outlot K 0.88 Community Garden/Open Space Outlot L 1.59 Community Garden/Open Space HOA - Private HOA - Private HOA - Private HOA - Private City - Public HOA - Private City - Public HOA - Private HOA - Private HOA - Private HOA - Private HOA — Private Open Space or Public Amenities: Article 11-9-1 of the Unified Development Code requires the subdivision to have a minimum of 49,200 sq. ft. (1.13 acres) of recreational open space of which 50% can include waterways, detention/retention areas and ponds. The development has 25.62 acres of common open space, 10.56 acres for stormwater management, 0.80 acres for a public city park and 3.81 acres for a community gardens/open space. Proposed Streets and Grades: These streets (Lot A) will be built to City standards and dedicated to the City. • Tiffany Court = 0.63% & 7.72% • Uphill Both Ways Road = 0.6% & 6.42% • Linger Longer Lane = 1.52% & 8.36% • Holy Moly = 1.54% & 5.78% Conformance with Comprehensive Plan: The Comprehensive Plan goals promote infill and mixed -use development. The City's Comprehensive Plan identifies the subject property area as Single -Family Residential land use which includes low -density, single- family homes, and related recreational, religious, and educational facilities that typically service a neighborhood population. Single-family residential land use encourages a mix of housing affordable for all segments of Dubuque's populations throughout the community, including options for those who might be saving for their first home. The proposed development would help to meet the following recommendations of the City's Comprehensive Plan: ■ Foster the development of new and additional housing products in suitable locations throughout the City. ■ Integrate new development into the natural environment by protecting significant woodland, prairie, and wetland areas and avoiding steep slopes. ■ Encourage a mix of housing affordable for all segments of Dubuque's population throughout the community. Subdivision Staff Report — Preliminary Plat of Mozena Farm Page 3 Impact of Request on: Utilities: The Development Review Team reviewed the improvement plans for utilities and found the existing utilities can be extended to serve the subject property. In addition, utilities will be extended through the development to serve the adjacent properties for future development. Traffic Patterns: The chart below provides the Iowa Department of Transportation traffic counts along 32nd Street in 5-year increments ranging from 2001 to 2017. This chart also includes traffic counts collected by the City in April 2022. W.32nd Street near Tiffany Court and Killarney Street Intersections W.32nd Street between Blasen & Tiffany Court W. 32nd Street West of Blasen W. 32nd Street Just West of Carter Road W. 32nd Street Just East of Carter Road CITY MOT TRAFFIC TRAFFIC• COUNTS 2001 2005009 2013 2017 2022 1 a 3,358 3660 3160 - - - W 2520 - - - - 3530 2780 - 3220 - 8400 4250 3860 4190 4190 - As is evident by the chart, traffic along 32nd Street has been steady over time post opening of the Northwest Arterial. The proposed residential subdivision development is anticipated to increase traffic trips in the area. As proposed, the subdivision would be accessed via a right-in/right-out only entrance from the Northwest Arterial and via a connection to Tiffany Court, which drivers would access directly from 32nd Street or via Blasen Drive and Brueck Road off of 32nd Street. The increase in traffic trips to/from the subdivision is anticipated to be moderate and the existing roadways can accommodate the increased vehicle trips. Tiffany Court is a stubbed street with 50' wide right-of-way with approximately 30' of paved area and a temporary cul-de-sac located at the end of the street. Stub streets with temporary cul-de-sacs are common in residential developments throughout the city because they are intended to serve as connection points to future development. As a condition of the rezoning, a traffic study was conducted (see attached). The Traffic Study concluded that Tiffany Court is very lightly traveled today and has more than enough capacity available to service the additional traffic from Mozena Farms development. In addition, the traffic study noted that the Northwest Arterial right-in/right- out access would operate at a Level of Service A under all traffic scenarios. It notes that a right turn bay warrant analysis was performed for eastbound NW Arterial and the property right-in/right-out access drive. The warrant analysis indicates the eastbound right turn lane on NW Arterial is not warranted under the time horizons evaluated. However, City Engineering determined a right turn deacceleration lane will be required due to the high speeds (50 mph) and expressway nature of the roadway. Public Services: Existing public services are adequate to serve the site. Subdivision Staff Report — Preliminary Plat of Mozena Farm Page 4 Environment: The Final Plat has been reviewed and approved by the City's Development Review Team (DIRT). The DIRT is comprised of multiple City Departments including, but not limited to, Engineering, Planning, Water Distribution, Fire, Police, Housing & Community Development, and Leisure Services. The Site Improvement Plans and Final Plat have been reviewed with regards to access, parking, grading, screening, paving, park land, stormwater management, water connection, sanitary sewer connection, and fire safety. Staff does not anticipate any adverse impact on the environment provided that any future development of the property is in compliance with established City standards. Adjacent Properties: The proposed preliminary plat will create 84 single-family residential lots that will be access from Tiffany Court and the Northwest Arterial and will also include two multi -family residential lots which will be accessed from 3211 Street. Staff anticipates that the most likely impact on adjacent property will be an increase in the number of vehicle trips generated by the proposed additional residential lots when fully developed. Recommended Conditions on Plat: None. Staff Analysis: The submitted Final Plat of Switch Homes of Dubuque subdivides an approximately 81.33-acre tract of land into 101 lots. The surrounding development consists of a residential development to the west, agricultural zoned property to the north, agricultural and single-family residential zoned properties along the south, and residentially zoned properties to the east that are currently utilized as agricultural land. The Unified Development Code (UDC) requires two points of access for a subdivision of over 40 lots. Access to the proposed single-family subdivision portion of the site is shown via a right-in/right-out entrance along the Northwest Arterial and the Tiffany Court stub street. These two means of access to the subdivision would meet the UDC requirements. Access to the multi -family zoned portions of the property is proposed to be directly to 32nd Street. The City of Dubuque has installed water and sewer mains along 32nd Street and along Tiffany Court. These public utilities would adequately service the site. The subdivision will meet the minimum 40-point requirement outlined in Article 11-10 (C) of the Unified Development Code: Solar Subdivision 30 points Complete Streets 15 points Walking/Biking Trails 15 points Green Building Code 5 points LED Street Lights 5 points Parkway/Street Trees 5 points Native/Regionally Appropriate Landscaping 5 points Total Points = 80 points Subdivision Staff Report — Preliminary Plat of Mozena Farm Page 5 Recommended Motion: Planning staff recommends approval of the resolution for the Final Plat of Switch Ho es of Dubuq as it is in compliance with the City of Dubuque's Unified Developmen d and th a Dubuque Comprehensive Plan and is in substantial compli e a plat. Prepared by: Date: 6/12/2023 lb ANL BOGERT Will 4001 River Ridge Drive NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 MOZENA FARMS DEVELOPMENT TRAFFIC IMPACT STUDY W. 32nd Street Near Tiffany Court OCTO B E R 27, 2022 I hereby certify that this Engineering document was prepared by me or under my direct personal supervision and that I am a duly Registered Engineer under the laws of the State of Iowa. Jeffrey G. Morrow, P.E. Exp. Date: 12/31/2023 Iowa Registration No. P14259 TABLE OF CONTENTS EXECUTIVESUMMARY.............................................................................................................................................1 INTRODUCTION..........................................................................................................................................................4 TRIP GENERATION AND DESIGN HOUR VOLUMES...........................................................................................9 TRIP DISTRIBUTION AND ASSIGNMENT........................................................................................................... 10 ANALYSIS................................................................................................................................................................. 14 TRAFFIC CONTROLS AND ACCESS LOCATIONS............................................................................................. 36 CRASHHISTORY..................................................................................................................................................... 39 CONCLUSIONS AND RECOMMENDATIONS...................................................................................................... 41 TECHNICAL APPENDICES PROPOSED DEVELOPMENT SITE PLAN SIGNAL WARRANT ANALYSIS RIGHT TURN LANE ANALYSIS HCM INTERSECTION CAPACITY ANALYSES CRASH DATA REPORTS EXCERPTS FROM KIVLAHAN FARMS TIA CITY OF DUBUQUE - KILLARNEY INTERSECTION ANALYSIS 24-HOUR COUNTS ON NW ARTERIAL EXECUTIVE SUMMARY This report was created to analyze traffic impacts from a proposed residential site development located between the south side of Northwest Arterial and W. 32nd Street in the City of Dubuque, Iowa, immediately east of the end of Tiffany Court. In particular, this study examined the effects on the development on Tiffany Court itself. The planned development is on an 83.5 acre parcel currently used for agricultural row crops. Access for the proposed site will be from one full access street (Tiffany Court) onto W 32nd Street and one right- in/right-out (RIRO) access onto Northwest Arterial. A site plan concept showing 101 single family home lots is included in the appendix of this report. The study intersections include: • Tiffany Court with W. 32nd Street • JFK Road and W. 32nd Street • JFK Road and Spring Valley Road • Future Right -in / Right -out Public Street onto NW Arterial Traffic on Northwest Arterial is around 12,500 vehicles per day. Peak hour traffic counts were provided by the City for the intersections of Tiffany Court and Blasen Road with W. 32nd Street. Estimated trips to and from the proposed site were developed from the ITE Trip Generation Manual and distributed to the street system following existing traffic flow patterns. For study purposes, the entire site was assumed to be fully developed at opening day. Four traffic scenarios were analyzed for the AM and PM Peak commuter periods: 1. Existing peak hours (7:15-8:15 AM and 4:15-5:15 PM) 2. Existing Traffic plus site generated traffic (Opening Day) 3. Opening Day plus 5 years background traffic growth plus off -site growth 4. Opening Day plus 20 years background traffic growth plus off -site growth Analysis of existing traffic conditions show all study intersections operate at good Level of Service (LOS) A, B, and C. The existing intersections all operate under two-way stop control with the minor side street being stopped. Tiffany Court is very lightly traveled today and has more than enough capacity available to service the additional traffic from Mozena Farms development. Under existing conditions, Tiffany Court operates at good level -of -service (LOS) with minimal or non-existent delays.. Under Opening Day conditions (just adding the site generated traffic to the traffic currently on Tiffany Court), the LOS remains at nearly identical levels and any change would be unnoticeable to the average driver. Expectations of additional traffic delay are less than 1 % and much lower on Brueck and Blasen. Traffic signal warrant analyses were performed at the intersection of JFK Road and W. 32nd Street. While the study site does not generate enough traffic to satisfy a signal warrant, we understand the City is aware of a new development on the westerly side of JFK, across from W. 32nd Street that does create a signal warrant at this intersection. As such, under the 5- year and 20-year scenarios, this intersection was assumed to operate under traffic signal control. A right turn bay warrant analysis was performed for eastbound NW Arterial and the proposed RIRO site access drive. The warrant analysis indicates the eastbound right turn lane on NW Arterial is not warranted under the time horizons evaluated. However, the City determined a right turn lane and associated acceleration lane will be required due to the high speeds (50 mph) and expressway nature of the roadway facility. Future analyses for 5 year and 20 year conditions indicate all analyzed intersections will operate with good LOS overall. The westbound left turn from W. 32nd Street onto JFK Road in the PM Peak hour will operate at poor LOS F under the 5-Year scenario if off -site developments occur (until the planned traffic signal is installed). It was assumed at the 20- year time horizon this intersection would be signalized, in which case all movements operate at acceptable LOS D or better. With estimated, normal traffic growth on W. 32nd Street, under the 5 year conditions, Tiffany Court will continue to operate at good LOS B with average delay around 10.3 seconds per vehicle. The traffic growth on W. 32nd Street will occur whether the Mozena Farms development develops or not. As with the Opening Day scenario, the slight increase in delay will be unnoticeable to the average driver. Under 20 years of traffic growth on W. 32nd Street, Tiffany Court will still operate at LOS B with 10.7 seconds of average delay. The available capacity at this intersection is more than sufficient to absorb the traffic generated by Mozena Farms and background traffic growth of the surrounding street network. Additionally, Tiffany Court is the only practical access point on 32nd Street available to the Mozena Farms development that has adequate intersection sight distance for safe ingress and egress. The proposed site will have a RIRO access onto NW Arterial. This access operates at LOS A under all traffic scenarios. The street will be located about 485' west of the existing median break on NW Arterial. Because the RIRO access will be located upstream of the median break, it is possible an occasional driver may try to make a U-Turn to head west on NW Arterial back to Dubuque. However, the driver would be traveling about 500 feet in the opposite direction of their destination before making the U-Turn and 500 feet back. The out of travel path distance should be enough to discourage most drivers. Therefore it is not anticipated that a significant number of U-Turns will occur. The access design includes splitter island to further reinforce the proper intended use of the access. However, the splitter island should not encroach on the line of the existing shoulder extended through the street. As indicated earlier, this intersection will also have a right turn bay for eastbound traffic on NW Arterial turning right into the site, and an acceleration lane for traffic leaving the site and merging onto NW Arterial. A review of crash data from 2015 through 2022 indicated no significant crash rates. The proposed development is consistent with the available City of Dubuque planning documents for this area. As such, we recommend approval of this site plan with the recommendations in this report included. INTRODUCTION A. Project Description: This report was created to analyze traffic impacts from a proposed residential site development located between the south side of Northwest Arterial and W. 32nd Street in the City of Dubuque, Iowa, immediately east of the end of Tiffany Court. The focus of the study are the traffic impacts to the Tiffany Court neighborhood as well as more regionally significant intersections. The planned development is on an 83.5 acre parcel currently used for agricultural row crops. Access for the proposed site will be from one full access street onto W 32nd Street (Tiffany Court) and one right-in/right-out (RIRO) access onto Northwest Arterial. For study purposes, the whole site is assumed to be at full build on opening day. This study provides: Estimated trip generations for the study site Estimated future traffic from general growth in the area Intersection capacity analyses of existing conditions, existing plus site development (opening day), Opening day plus 5 years background growth, and a future, 20 year growth scenario for the intersections of: o John F Kennedy Road and W. 32nd Street o John F Kennedy Road and Spring Valley Road o W. 32nd Street and Tiffany Court o NW Arterial and Right-In/Right-Out Public Street Access • Discussion and recommendations on adjustments to existing traffic controls and roadway geometries of the listed intersections. B. Land Use, Site and Study Area Boundaries: The existing site is in the northerly portion of the City of Dubuque. It is located between Northwest Arterial and W. 32nd Street, immediately east of Tiffany Court. The terrain is generally rolling to steep in the area of the site. The parcel under consideration is about 83.5 acres of agricultural land currently used for row crops. The surrounding area is a mixture of large rural lot residential and higher density, urban style residential subdivisions. Rau 1 (next page) is the study area location map of the proposed development site. The existing site will be served by two access points. One will be the connection to Tiffany Court which provides a full access intersection at Tiffany Court and W. 32nd Street. The other a right-in/right-out (RIRO) access onto Northwest Arterial. 4 The Tiffany Court neighborhood includes houses on Tiffany Court, Brueck Road, and on Blasen Road. In total, there are about 40 existing single family homes in this neighborhood. Figure 1 - Location Map C. Existing and Proposed Site Uses: A conceptual site plan for the development is included in the appendix of this report. The proposed development site includes 101 single family residential lots (ITE Land Use 210). The site plan also shows a set of 15 to 20 row houses that will have direct access to W. 32nd Street, separate from the overall subdivision. As such, the row houses were not considered in the analysis. D. Existing and Proposed Roadways and Intersections: John F Kennedy Road is classified as a minor arterial roadway. The current posted speed is 30 mph. JFK is a 40' wide roadway, striped for two lanes of traffic and on -street parking except at the intersections where the parking is removed to allow for left turn lanes. Northwest Arterial is a four lane, divided highway classified as a Principal Arterial. The posted speed is 50 mph. There are median breaks on Northwest Arterial at various locations. W. 32nd Street is a two-lane minor arterial that begins north of Northwest Arterial at its intersection of John F Kennedy Road. W. 32nd Street then continues south and east, underneath NW Arterial, and winds its way past k, several residential neighborhoods until it intersects with Central Avenue (Iowa Highway 3). In the vicinity of the Study Site, W. 32nd Street is about 25' wide from edge of pavement to edge of pavement with gravel shoulders ranging from around 2' to 3' wide. At its intersection with JFK Road, W. 32nd Street has a dedicated left turn and right turn lanes. JFK Road has a southbound left turn lane and northbound right turn lane in addition to through lanes in each direction. The intersection operates under two-way stop control with W. 32nd Street being stopped and JFK Road having continuous operational right- of-way. W. 32nd Street is posted 35 mph. Tiffany Court and Blasen Road are two lane local streets that serve the neighborhood residences. Tiffany Court currently dead ends about 600 feet north of W. 32nd Street, at the edge of the study site. Tiffany Court was intended to continue into the site when it develops. Neither Tiffany Court or Blasen Road are posted for speed, so by statute, 25 mph is the speed limit. Spring Valley Road is a two lane street that operates under stop sign control at its intersection with JFK Road. A southbound left turn bay on JFK Road serves traffic onto Spring Valley Road. JFK Road has one through lane each for the northbound and southbound directions. Peak hour traffic counts were taken at the intersection of John F Kennedy Road at W. 32nd Street and at JFK and Spring Valley Road. The counts were taken in early August of 2022 and the observed peak hours were: A.M. Peak Hour 7:15 AM - 8:15 AM Peak Hour Factor: 0.85 P.M. Peak Hour 4:15 PM - 5.15 PM Peak Hour Factor: 0.90 These counts were taken when school was not in session. Referring to Exhibit 3-4 of the Highway Capacity Manual, 6t" Edition, which compares urban arterial traffic flow variation from month to month, typical traffic flows are between 97% and 92% of average AADT in July and August, respectively. As such, the AM Peak hour through movements on JFK were adjusted upward by 5%. PM Peak hour traffic was not adjusted since most schools let out before the PM Peak commuter period. Traffic counts at the intersections of W. 32nd Street with Tiffany Court and with Blasen Road were provided by the City from data recorded in April and May of 2022. The peak hours from the City data were within 15 minutes of the observed peak hours on JFK Road, so the higher existing volumes on W. 32n, Street were used for analysis even though the peak times were slightly offset. Figure 2 (next page) shows the existing peak hour traffic volumes at the study intersections. W. .321VD STREET W m �_jy4 _._ 767 135� 2(4) 145 13T 4 tL ff ti a NW ARTERIAL 4�s 652 422 551 PROPOSED SITE AM (PM) �k 5(5) 1a5 1sa) 4121 197(94).V Z SPRING VALLEY RD W. 32ND STREET Nate. Observed through tnps on JFK were increased by 5Z to adjust traffic counts taken while Schaal was out of sessran. IBY:1 ANDERSONOMBGGERT I Figure DATE, r I DATE, p910&�22 22 l Existing Peak Hour Movements I` 7 The IDOT publishes regular traffic counts on a four year cycle for the City of Dubuque. A summary of traffic volumes is provided below in Table 1. Table 1-Iowa DOT 2017Annual Average Daily Traffic Location Volume (VPD) John F Kennedy Road south of Northwest Arterial 7,000 Northwest Arterial east of John F Kennedy Road 11,600 W. 32nd Street at John F Kennedy Road 4,890 W. 32nd Street west of Carter Road 3,220 The Consultant also took 24-hour counts on Northwest Arterial, east of JFK Road. The observed volume was 11,922 vehicles in a 24 hour period. Adjusting by 5 percent for seasonal school traffic, the volume converts to 12,520. Peak hour traffic on NW Arterial was evaluated based on the 24-hour counts. The eastbound AM peak hour movement appeared lower than expected (it was not balanced with the opposing PM peak movement). As such, an Iowa DOT traffic count taken in June of 2017 was compared to what was counted by the Consultant. The DOT count for the eastbound AM peak hour was more consistent with expectations for that movement, so the IDOT value for the eastbound through traffic in the AM peak was substituted for the value counted by the Consultant. The proposed site will be served by two access points. Tiffany Court will be extended into the site and traffic generated by the development will use the intersection of Tiffany Court and W. 32nd Street to access the main street network. A new access will be constructed onto NW Arterial about 485 feet west of the existing median break on NW Arterial. This new access will be right-in/right-out only. A review of the City of Dubuque Comprehensive Plan, Imagine Dubuque, shows a future land use map that includes the Study Site. The future land use map plan shows the site developing as residential. TRIP GENERATION AND DESIGN HOUR VOLUMES For study purposes, the proposed site is assumed to develop to full build -out in one phase. A site plan is included in Appendix A for reference. Site generated traffic projections were developed using "Trip Generation, 10th Edition", as published by the Institute for Transportation Engineers (ITE). The land use for the proposed improvements is listed in the table. A summary is provided below in Table 2. Table 2 — Trip Generations Estimated Site Traffic Generation Mozena Farms Development Dubuque, Iowa Trip Generations on opening day PEAK OF ADJACENT STREET LAND A.M. PEAK HOUR P.M. PEAK HOUR USE ADT (VPH) (VPH) LAND USE CODE UNITS QUANTITY (VPD) IN OUT IN OUT Single Family Detached Housing 210 Dwelling Units 101 1,078 20 59 66 39 Total 101 1,078 20 59 66 39 Offsite development was identified from the Kivlahan Farms Traffic Impact Study provided by the City. From that study, a second phase of Kivlahan Farms is proposed and Offsite development on the southerly side of JFK Road was identified. The trip generations for these non -site improvements were taken directly from the Kivlahan Farms report and added into the future traffic volumes under the 20 Year time horizon. The excerpt from that report, showing the inbound and outbound trips are included in the attached appendix. The City indicated another development on the west side of JFK Road is being considered. It will use the intersection of JFK Road and W. 32nd Street for at least part of its access. It is our understanding this intersection will be signalized at some point in the future. For purposes of this study, the intersection under the 5-year and 20-year scenarios was assumed to operate under signalized control. TRIP DISTRIBUTION AND ASSIGNMENT The residential development should follow the same trip distribution patterns observed in the field with the existing traffic counts. The trips were distributed to the site accesses as follows: • Based on observed traffic on Northwest Arterial and on JFK Road, the overall distribution is shown on Figure 3. • Observed southbound right turns and eastbound left turns at JFK and NW Arterial were excluded from the distribution analysis because that traffic was assumed to represent home -based work trips to and from the rural areas north of town and tended to overweight the distribution to the north. • The right-in/right-out public street onto NW Arterial will allow traffic to exit the site to the east, but the return trips were assumed to use W. 32nd Street via Central Avenue. • Generated trips oriented to JFK Road north of W. 32nd Street will likely use W. 32nd Street for their return trip since the traffic signal on JFK Road at NW Arterial will create additional delay to get to the RIRO access versus no additional signal to return on W. 32nd Street. • Conversely, most of the traffic assigned to NW Arterial, west of JFK Road was assumed to use the RIRO entrance for their return trips. Figure 3 shows the trip distribution percentages of the site generated traffic to the public street network and to the proposed site accesses based on the site plan layout. Figure 4 shows the site generated traffic distributed and assigned to the street network. Figure 5 shows the site generated trips overlaid onto the existing traffic to represent an Opening Day condition. 10 .�ax(sox 0 ^� N 4 n L D �) 40%(35X) � r) W. 32ND STREET 30x Sax 1 `- } I OVERALL DISTRIBUTION NW ARTERIAL 25�(25 5x 5�' / 25x 25x 25(25V / r o / / PROPOSED SITE rr U / Z / r 40Z(40N) {zzw ]k �- ax sx) W 32NO STREET 40x(35XJ 35� 4OX 15x(15x) i-- ux(lax) (� AM (PM) � I � ZI � SPRING VALLEY RD Q) O I DRAWN Bl ANDERSQNOMBOGERT I Directi nl DATE: 09l06f22 al Distribution 1 22 11 W 321VZ) STREET 1 11 / NW ARTERIAL 15(10) 507) / o r � rr /r 122Y�17p5} 1\ 1 0 3(90J � z �I �I i p SPRING VALLEY RG 0 O ry PROPOSED SITE v In Out AM Peak 20 59 Z PM Peak 66 39 7(26 AM (PM) W. 321VO STREET e 23 9(4) Z I DRAWN F, 09JO 22 I ANDERSONO%BGGERT Figure 4 I oATE� p9106122 Site Traffic Assignment 12 W 32ND STREET NW ARTERIAL 422 575 5 1 T ci, O PROPOSED SITE '— In Out v AM Peak 20 59 Z PM Peak 66 39 ti AM (PM) __j I XZ",- 91 1 =w 145 168f 11 28 19T 94 Z SPRING VALLEY RD W. 32ND STREET IANDERSONO%BOGERT Figure 5 DATE: 09106/22 I DRAWN BY: JCM Site Plus Existing -Opening Day 13 ANALYSIS Based on the DMATS Long Range Transportation Plan 2050, a one percent growth rate in vehicle traffic was applied to the non -site generated traffic to estimate background traffic growth for the 5-year and 20 year analysis scenarios. The following locations were selected for analysis: • John F Kennedy Road and W. 32nd Street • John F Kennedy Road and Spring Valley Road • W. 32nd Street and Tiffany Court • NW Arterial and Right-In/Right-Out Public Street Access Intersection capacity analyses were computed for four scenarios: • Existing Conditions - Existing geometry, traffic controls, and volumes • Opening day of site - Existing geometry, traffic controls, and volumes on the first day of operation for full build of the site. • Opening day plus 5 years of background traffic growth • Future Term — Opening Day plus 20 years of background traffic growth and offsite traffic From the AASHTO Green Book, Levels of Service (LOS) are described as follows: Level of Service General Operating Conditions A Free Flow B Reasonably Free Flow C Stable Flow D Approaching Unstable Flow E Unstable Flow F Forced or Breakdown Flow A. Existing Conditions: Under existing conditions, all intersections operate under two-way stop control with the minor street being stopped. Tables 3, 4, and 5 show the AM and PM peak hour existing conditions for the study intersections. As can be seen from the tables, traffic operations at all intersections operate at good LOS A, B and C in all time periods. 14 Table 3 Intersection Capacity Analysis Summary Existing Conditions Intersection of John F Kennedy Road with W. 32nd Street AM PEAK I PM PEAK 95th % 95th ile He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 45 7.8 0.1 A 1 45 8.4 0.1 A Thru 1 205 0.0 0 A 1 193 0.0 0 A Right - - - - - - Northbound Left - - - - - - Thru 1 116 0.0 0 A 1 262 0.0 0 A Right 1 66 - - - 1 132 - - W. 32nd Street Westbound Left 1 121 14.5 0.1 B 1 160 18.6 1.9 C Thru - 0 - - - - 0 - - - Right 1 20 9.0 0.1 A 1 50 10.2 0.2 B - Indicates movement shares lane with through movement 15 Table 4 Unsignalized Intersection Capacity Analysis Summary Existing Conditions Intersection of John F Kennedy Road with Spring Valley Road AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 18 7.9 0.1 A 1 41 8.7 0.1 A Th ru 1 333 0.0 0 A 1 380 0.0 0 A Right - - - - - - - - - - Northbound Left - - - - - - - - - - Th ru 1 222 0.0 0 A 1 439 0.0 0 A Right - 19 - - - 1 63 - - - Spring Valley Road Westbound Left 1 47 14.0 0.7 B 1 36 19.7 0.8 C Thru - 0 - - - - 0 - - - Right - 32 - - - 1 21 - - - - Indicates movement shares lane with through movement 16 Table 5 Unsignalized Intersection Capacity Analysis Summary Existing Conditions Intersection of W. 32nd Street with Tiffany Court AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS W. 32nd Street Eastbound Left - 4 7.6 0 A - 2 7.6 0 A Th ru 1 197 0.0 0 A 1 94 0.0 0 A Right - - - - - - - - - - Westbound Left - - - - - - - - - - Th ru 1 145 0.0 0 A 1 168 0.0 0 A Right - 5 - - - - 5 - - - Tiffany Court Southbound Left 1 5 10.1 0.1 B 1 2 9.6 0 A Thru - - - - - - - - - - Right - 7 - - - - 5 - - - - Indicates movement shares lane with through movement 17 B. Opening Day Conditions: The traffic volumes from Figure 5 were used to analyze opening day conditions. A traffic signal warrant was evaluated for opening day conditions at JFK Road and W. 32nd Street looking at only the peak hour traffic. The analysis results may be viewed in the appendix. A traffic signal warrant is not met for the peak hour conditions. Analysis of opening day conditions revealed very similar results as existing conditions. Each intersection experiences slight increases in delay and queuing, however, there is ample spare capacity to absorb the additional traffic. The new Right-In/Right-Out street onto NW Arterial operates at very good LOS A. A right turn lane warrant analysis was performed for the proposed intersection. The warrant analysis followed NCHRP Report 457, Engineering Study Guide for Evaluating Intersection Improvements. The analysis results are included in the appendix. Based on the vehicle speeds and volumes, no right turn lane warrant is met from NW Arterial into the proposed site. However, the City has determined a right turn lane will be required due to the high speeds (50 mph) and expressway nature of NW Arterial. Similarly, an acceleration lane will be required for traffic exiting the site and merging onto NW Arterial. Tables 6 through 9 summarize the capacity analyses results for the Opening Day scenario. 18 Table 6 Unsignalized Intersection Capacity Analysis Summary Opening Day Conditions Intersection of John F Kennedy Road with W. 32nd Street AM PEAK I PM PEAK 95th %- 95th %- ile He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 47 7.8 0.1 A 1 52 8.4 0.2 A Thru 1 205 0.0 0 H 1 193 0.0 0 A Right - - - - - - - - Northbound Left - - - - - - - Thru 1 116 0.0 H 1 262 0.0 0 A Right 1 67 - - 1 135 - - - W. 32nd Street Westbound Left 1 138 15.1 1.3 C 1 171 20.0 2.2 C Thru - 0 - - - - 0 - - - Right 1 26 9.0 0.1 A 1 54 10.2 0.3 B - Indicates movement shares lane with through movement 19 Table 7 Unsignalized Intersection Capacity Analysis Summary Opening Day Conditions Intersection of John F Kennedy Road with Spring Valley Road AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 18 7.9 0.1 A 1 41 8.8 0.1 A Th ru 1 333 0.0 0 A 1 380 0.0 0 A Right - - - - - - - - - - Northbound Left - - - - - - - - - - Th ru 1 222 0.0 0 A 1 439 0.0 0 A Right - 23 - - - 1 79 - - - Spring Valley Road Westbound Left 1 59 14.7 0.9 B 1 46 21.5 1 C Thru - 0 - - - - 0 - - - Right - 32 - - - 1 21 - - - - Indicates movement shares lane with through movement +�C Table 8 Unsignalized Intersection Capacity Analysis Summary Opening Day Conditions Intersection of W. 32nd Street with Tiffany Court AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS W. 32nd Street Eastbound Left - 11 7.6 0 A - 28 7.7 0.1 A Th ru 1 197 0.0 0 A 1 94 0.0 0 A Right - - - - - - - - - - Westbound Left - - - - - - - - - - Th ru 1 145 0.0 0 A 1 168 0.0 0 A Right - 13 - - - - 28 - - - Tiffany Court Southbound Left 1 16 10.2 0.3 B 1 6 9.8 0.2 A Thru - - - - - - - - - - Right - 40 - - - - 30 - - - - Indicates movement shares lane with through movement 21 Approach NW Arterial Eastbound Thru Right Table 9 Unsignalized Intersection Capacity Analysis Summary Opening Day Conditions Intersection of NW Arterial with New Site RIRO Driveway AM PEAK PM PEAK 95th % 95th He He Volume Delay Queue Volume Delay Queue Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS Site RIRO Driveway Northbound Right 2 422 0.0 0 A 2 575 0.0 0 A 1 5 - - - 1 17 - - 1 15 9.9 0.1 A 1 10 10.5 0.1 B - Indicates movement shares lane with through movement 22 C. Opening Day Plus 5 Years: Background growth was added to the through traffic on JFK Road, NW Arterial, and on W. 32nd Street at Tiffany Court assuming a one percent annual growth rate. The multiplier was not applied to the side street traffic on W. 32nd Street at JFK Road since off -site development traffic (Kivlahan Farms Phase 2 and the vacant site on the westerly side of JFK) was added separately. The Non -Site generated traffic is shown in Figure 6. The Opening Day plus 5 Years traffic volumes are shown in Figure 7 (Background Growth plus site plus non -site traffic). Tables 10 through 13 summarize the intersection capacity analyses at the study intersections. Generally, five years of growth added to the through traffic does not materially change the result from the Opening Day scenario. The intersection of W. 32nd Street and JFK Road are assumed to operate under signalized traffic control.. 23 O q d� O O i W. 32111D STREET ao AM (PM) O D KIVLAHAN PHASE 2 ° o0 Q h y Or101 OFF —SITE W. 32ND STREET 7a 7s 5 70 O AM (PM) 0 0 OFF —SITE DRAWN BY& 22 ANDERSON09BQGERT Figure 6 DATE: 091p6l22 Non -Site Generated Traffic 24 ro` Ory x 0 26 54 o ti ��o is f �J W. .32ND STREET 70 75 2535 �v A 4 L NW ARTERIAL p a4a soa � q PROPOSED SITE U In Out AM Peak 20 59 >- PM Peak 66 39 AM (PM) 5 8 152 176� W. J2ND STREET 11 28 207 99 Z 4 � 4 l,i2C2�1 L 53/46� SPRING VALLEY RD w w � rn DRAWN BY: JCM ANDERSQNOMBQGERT Site Pl�usr GATE- 09l0&!22 5 Years 25 Table 10 Signalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 5 Years Growth Intersection of John F Kennedy Road with W. 32nd Street AM PEAK PM PEAK 95th % 95th ile ile Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 47 6.6 1 A 1 57 8.7 1.5 A Thru 1 250 7.0 4.5 A 1 208 8.5 4.4 A Right - 10 - - 10 - - Northbound Left 1 70 6.9 1.5 A 1 60 8.6 1.6 A Thru 1 122 6.4 2.2 A 1 280 9.1 5.8 A Right 1 77 1.9 0.6 A 1 140 2.0 1 A W. 32nd Street Westbound Left 1 148 46.1 5.4 D 1 201 44.2 6.9 D Thru 1 10 13.8 1 B 1 10 9.2 1.3 A Right - 26 - - 54 - - - Eastbound (Offsite Drive) Left 1 10 26.8 0.7 C 1 15 23.8 0.8 C Thru 1 5 12.5 1 B 1 10 10.6 1.2 B Right - 25 - - - - 35 - - - Indicates movement shares lane with through movement +2• Table 11 Unsignalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 5 Years Growth Intersection of John F Kennedy Road with Spring Valley Road AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 18 7.9 0.1 A 1 41 8.9 0.1 A Th ru 1 350 0.0 0 A 1 400 0.0 0 A Right - - - - - - - - - - Northbound Left - - - - - - - - - - Th ru 1 233 0.0 0 A 1 461 0.0 0 A Right - 23 - - - 1 79 - - - Spring Valley Road Westbound Left 1 59 15.3 0.9 C 1 46 22.8 1.1 C Thru - 0 - - - - 0 - - - Right - 32 - - - 1 21 - - - - Indicates movement shares lane with through movement 27 Table 12 Unsignalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 5 Years Growth Intersection of W. 32nd Street with Tiffany Court AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS W. 32nd Street Eastbound Left - 11 7.6 0 A - 28 7.7 0.1 A Th ru 1 207 0.0 0 A 1 99 0.0 0 A Right - - - - - - - - - - Westbound Left - - - - - - - - - - Th ru 1 152 0.0 0 A 1 176 0.0 0 A Right - 13 - - - - 28 - - - Tiffany Court Southbound Left 1 16 10.3 0.3 B 1 6 9.9 0.2 A Thru - - - - - - - - - - Right - 40 - - - - 30 - - - - Indicates movement shares lane with through movement 28 Approach NW Arterial Eastbound Thru Right Table 13 Unsignalized intersection Capacity Analysis Summary Site Plus Non -Site Plus 5 Years Growth Intersection of NW Arterial with New Site RIRO Driveway AM PEAK PM PEAK 95th %- 95th He He Volume Delay Queue Volume Delay Queue Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS Site RIRO Driveway Northbound Right 2 444 0.0 0 A 2 604 0.0 0 1 5 - - - 1 17 - - - 1 15 10.0 0.1 B 1 10 10.6 0.1 - Indicates movement shares lane with throuoh movement �7 D. Twenty Year Traffic Scenario: Similar to Opening Day plus five years, twenty years of annual growth at one percent per year was applied to the existing through traffic and then added to the site generated traffic and non - site generated traffic. Figure 8 shows the 20 Year traffic assigned to the Study Site intersections. Under this scenario, it was again assumed the intersection of W. 32nd Street and JFK Road would be signalized. Although a signal coordination analysis was not performed between this signal and the signal at NW Arterial, the traffic signal cycle lengths assumed for that intersection was used at 32nd Street, which should provide a reasonable estimate of delay and queuing. There might be slight variation depending on the signal offsets and coordination, but the differences should be well withing the error of the estimate at a 20 year timeframe. The future traffic capacity analyses results are summarized in Tables 14 through 17. Generally, all intersections perform at Good LOS C or better. Queuing is manageable for all movements and peak time periods. The exceptions being: The westbound left turn at W. 32nd Street and JFK Road, during the AM Peak hour operates at an acceptable LOS D with queuing between 5 and 6 vehicles. The long (90 second) cycle length assumed in the Kivlahan Farms traffic study at NW Arterial and JFK Roadway pushes the queue lengths up. The westbound left turn at Spring Valley Road, during the PM Peak hour operates at an acceptable LOS D with about 2 vehicles queued at the peak time. m ory x W. 321VD STREET �o �5 5 10 V A NW ARTERIAL p 575 686 5 1T cir � O PROPOSED SITE I� U In Out AM Peak 24 99 Z PM Peak 66 39 AM (PM) 1 175 203� » za W. 32ND STREET asa v�� v z a � 4 � 32(21l O 0446] � ( SPRING VALLEY RD ti q � DRAWN BY, JCM /`sure NDERSONOMBOGERT SitePlu� 20Years DATE: 0810N22 31 Table 14 Signalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 20 Years Growth Intersection of John F Kennedy Road with W. 32nd Street AM PEAK PM PEAK 95th %- 95th %- ile ile Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 47 6.5 1 A 1 57 8.9 1.4 A Thru 1 253 7.0 4.5 A 1 253 9.1 4.8 A Right - 10 - - - 10 - - - Northbound Left 1 70 6.8 1.5 A 1 60 8.8 1.4 A Thru 1 140 6.4 2.5 A 1 322 9.7 6.1 A Right 1 77 1.8 0.6 A 1 140 2.3 1.1 A W. 32nd Street Westbound Left 1 148 46.4 5.4 D 1 201 34.1 5.4 C Thru 1 10 13.8 1.0 B 1 10 7.5 1.0 A Right - 26 - - 54 - - - Eastbound (Offsite Drive) Left 1 10 26.9 0.7 C 1 15 17.6 0.7 B Thru 1 5 12.6 0.9 B 1 10 8.5 1.0 A Right - 25 - - - 35 - - - - Indicates movement shares lane with through movement 32 Table 15 Unsignalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 20Years Growth Intersection of John F Kennedy Road with Spring Valley Road AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS John F Kennedy Road Southbound Left 1 18 8.0 0.1 A 1 41 9.1 0.2 A Th ru 1 403 0.0 0 A 1 460 0.0 0 A Right - - - - - - - - - - Northbound Left - - - - - - - - - - Th ru 1 268 0.0 0 A 1 531 0.0 0 A Right - 23 - - - 1 79 - - - Spring Valley Road Westbound Left 1 59 17.1 1.1 C 1 46 28.3 1.4 D Thru - 0 - - - - 0 - - - Right - 32 - - - 1 21 - - - - Indicates movement shares lane with through movement 33 Table 16 Unsignalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 20Years Growth Intersection of W. 32nd Street with Tiffany Court AM PEAK PM PEAK 95th %- 95th %- He He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS W. 32nd Street Eastbound Left - 11 7.7 0 A - 28 7.8 0.1 A Th ru 1 238 0.0 0 A 1 114 0.0 0 A Right - - - - - - - - - - Westbound Left - - - - - - - - - - Th ru 1 175 0.0 0 A 1 203 0.0 0 A Right - 13 - - - - 28 - - - Tiffany Court Southbound Left 1 16 10.7 0.3 B 1 6 10.1 0.2 A Thru - - - - - - - - - - Right - 40 - - - - 30 - - - - Indicates movement shares lane with through movement 34 Table 17 Unsignalized Intersection Capacity Analysis Summary Site Plus Non -Site Plus 20 Years Growth Intersection of NW Arterial with New Site RIRO Driveway AM PEAK PM PEAK 95th %- 95th %- ile He Volume Delay Queue Volume Delay Queue Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS NW Arterial Eastbound Thru 2 515 0.0 0 A 2 696 0.0 0 A Right 1 5 - - 1 17 - - Site RIRO Driveway Northbound Right 1 15 10.4 0.1 B 1 10 11.1 0.1 B - Indicates movement shares lane with through movement 35 TRAFFIC CONTROLS AND ACCESS LOCATIONS On opening day, the site is assumed to operate at full build. Tiffany Court has ample available capacity to easily handle the traffic added from Mozena Farms. The only other potential access to W. 32nd Street from the site is at an offset to location to Killarney Court but this access is not planned. The City prepared an analysis of that access location and determined the intersection sight distance does not meet the design of W. 32nd Street and that location is too close to Killarney Court for proper, safe operation of the intersection (see analysis in attached appendix) That leaves Tiffany Court as the only viable option for safe access to the site from W. 32nd Street. Likewise, the Right-in/Right-out public street location onto NW Arterial appears to have adequate available intersection sight distance to the west, based on a visual review. Per Iowa DOT Design Guidance 6D-1, the required Stopping Sight Distance requirement is 570 feet and the Intersection Sight Distance requirement is about 620 feet. Using Google Earth Street View software, NW Arterial appears to be flat and level for at least 1,700 feet from the proposed new public street. The caveat being the Street View camera is mounted on top of the car (not at the driver's eye height) and the design method Driver's Eye location should be 18 feet back from the edge of the traveled way. That being said, with NW Arterial being so flat at this location, it is our opinion the new public street can be easily designed to meet the intersection sight distance and stopping sight distance requirements for a right turn maneuver. This should be checked while the design is prepared as the street profile elevation can also impact sight distance. Figure 9 shows a concept of the Right-in/Right-out access. The access geometry is based on the design provided by Axiom Consultants and is located about 485-feet west of the existing median break on NW Arterial. The layout is similar to other driveways and side streets along NW Arterial that include a right - turn splitter island to reinforce the concept of one-way eastbound operation. We recommend offsetting the front edge of the island (the edge closest to NW Arterial) is set two feet back from the edge of the mainline shoulder. This results in an island area of about 170 square feet, which is more than the recommended minimum of 100 square feet. Also, the splitter island should have no side that is less that 12-feet long after the nose rounding is applied. The City indicated a right turn bay will be required at this location due to the expressway nature of NW Arterial. Based on SUDAS, the Iowa DOT Design Manual, and the AASHTO Green Book it was determined for a design speed on NW Arterial of 55 mph, using AASHTO Figure 2-25, the required deceleration distance is 360 feet (assuming the vehicle will slow to about 15 mph). Because of the high speed (50 mph) a 15:1 entry taper to the turn bay is recommended. It was assumed the taper length would be counted in the deceleration distance (per 36 AASHTO 9.7.2). Therefore, the parallel turn bay length is 180 feet and the taper length is 180 feet. This total length appears consistent with what has been constructed at several locations on NW Arterial (the right turn bays at Sam's Club, and Payton Drive). The City also requires an acceleration lane be provided for right turning traffic from the site to merge onto NW Arterial. Again, the geometric design criteria are obtained by referring to AASHTO for a design speed of 55 mph (50 mph posted speed) and starting from a stopped condition, Table 10-3 specifies a base acceleration length of 960 feet. Looking at the site plan provided by Axiom Consultants, much of the length of the acceleration distance will be between 3% and 4% down grade. Therefore, AASHTO allows the base acceleration distance to be adjusted per the factors in Table 10-4. For the given down grade and 55 mph design speed, the adjustment factor is 0.625. The resulting acceleration distance is 960 feet x 0.625 which is 600 feet. Per Figure 10-69, the taper distance should be at least 300 feet long. To encourage right turning traffic to use the acceleration lane, a simple radius of 80 feet (which accommodates a Single Unit Truck) should be the minimum edge of pavement design radius. Because the RIRO access will be located upstream of the median break, it is possible an occasional driver may try to make a U-Turn to head west on NW Arterial back toward Dubuque. However, the driver would be traveling about 500 feet in the opposite direction of their destination before making the U-Turn and 500 feet back. The out of travel path distance should be enough to discourage most drivers. Therefore, it is not anticipated that a significant number of U-Turns will occur. However, the City could add No U-Turn signage (R3-4) to prohibit the movement. If a problem arises, the City could use law enforcement, and if the problem becomes significant, then closure of the median opening could be considered. 37 tlsland Edge;Backrom Edge IA� 19D' Right Turn Bay �FZ0 with 180' 15:1 Entry Taper N`�' = 3Totecel Distance 14 Per60' AASalHTODFigure 2-2F 20- +1. ' Back tc Back +i _ 80' R - SU-40 Design Vehicle ` Per AASHTO 9-15 31'Berkto Back a , a lli W C3 U tts N L N yrIARTE�`�� 600' Acceieration Lane Based �Pcc�� from stopped ec design condition. _ speed starting = Per AASHTO Tables 10-3 and 104 _ for average down grade of 3°%4%. :.-- �r y_ f DRAWN BY_ 22 BATE 08106122 ANDERSON 13®GE RT Right -in 1 Right -out Access Concept 38 CRASH HISTORY The IDOT online Crash Analysis Tool (ICAT) was used to analyze crashes at the study intersection from 2017 — 2022 at the study intersections. The detailed reports are included in the attached appendix. The following tables, 18 through 21, summarize the crash experience at each of the study intersections. Calculated crash rates describe how many crashes there are at an intersection per million vehicles which enter the intersection. The statewide average for intersection crash rate as published by the IDOT Bureau of Transportation Safety is 0.8 crashes per million entering vehicles (MEV). Table 18 shows the crashes at JFK Road and W. 32nd Street. The intersection crash rate is 0.4 Crashes per MEV. While this rate is less than average, there is a pattern of westbound vehicles not yielding to stop signs. The City may want to perform a more in-depth review of sign visibility or look into other countermeasures. Table 18 John F Kennedy Road and W. 32nd Street Direction of Travel Driver at Fault Crash Type PDO /INJ /FAT 6/3/2017 WB/NB WB- FTYROW RIGHTANGLE PI NJ 7/2/2017 SB/SB SB - LOST CONT REAR END PDO 6/24/2018 NB/SB NB - LANE CHG HEAD ON PDO 9/1/2018 WB/NB WB - FTYROW RIGHTANGLE PDO 9/10/2018 NB/NB NB - UTURN REAR END PDO 6/13/2019 WB/WB JV B - LOST CON REAR END PDO 6/16/2019 WB/NB WB- FTYROW RIGHTANGLE PI NJ 9/9/2019 WB/NB WB - FTYROW RIGHTANGLE PDO 9/4/2020 WB/NB WB - FTYROW RIGHTANGLE PDO 7/29/2022 WB/NB WB- FTYROW RIGHTANGLE INJ 2021 NO CRASHES REPORTED PDO - Property Damage Only; INJ/PINJ - Injury or Possible Injury; FAT- Fatality 39 Table 19 John F Kennedy Road and Spring Valley Road Direction of Travel Driver at Fault Crash Type PDO /INJ /FAT 6/24/2019 WB/SB WB - FTYROW RIGHTANGLE PDO 11/4/2021 NB/NB NB - LOST CON1 REAR END PDO PDO - Property Damage Only; INJ/PINJ - Injury or Possible Injury; FAT- Fatality Table 19 shows the crash experience at JFK Road and Spring Valley Road. Only two crashes were observed in the study time frame. The calculated crash rate is 0.1 crashes per MEV. That rate is well below the State average and there is no discernable crash patterns. Table 20 W. 32nd Street and Tiffany Court Direction of Travel Driver at Fault Crash Type PDO /INJ /FAT 10/5/2019 WB Al B - LOST CO NJ N/A PI NJ PDO - Property Damage Only; INJ/PI NJ - Injury or Possible Injury; FAT- Fatality Table 20 shows one crash at Tiffany Court and W. 32nd Street. It was a single vehicle crash, but the report did not indicate if the vehicle left the road, hit a fixed object or any details about the crash itself. The calculated crash rate is 0.1 crashes per MEV. Crash data at the proposed RIRO public street location on NW Arterial showed 3 crashed with animals (likely deer). No other crashes were observed and since there is no intersection, no intersection crash rate was calculated. 40 CONCLUSIONS AND RECOMMENDATIONS The proposed development appears to align with the future planning documents provided by the City of Dubuque. The land uses for this development are consistent with the area and appears to be consistent with what was planned when Tiffany Court neighborhood was developed with the street stopping at the property line. The intersection of Tiffany Court with W. 32nd Street is currently very lightly used and has more than enough capacity to service the additional traffic from Mozena Farms development. Based on the analyses, on Opening Day of the development (full build out), the delay difference between existing conditions is 0.1 additional seconds per vehicle. The operational Level of Service will remain at good LOS B as it is today. After review of crash data for the study area, no existing high crash rates were apparent. The existing roadway controls and geometry appear to operate acceptably from both operational and safety perspectives. There might be a pattern of westbound left turns running the stop sign at W. 32nd Street and JFK Road. The City may consider looking at the existing signing to see if there are visibility issues, or any other apparent reason for that crash pattern. Trip distributions were based on existing, observed peak hour traffic flows. The existing and proposed intersections operate at good LOS even under the proposed traffic loading from the Mozena Farms development. Tiffany Court is very lightly traveled and has excess capacity at its intersection with W. 32nd Street. Right turn bay warrants were not met for an eastbound turn lane off Northwest Arterial under Opening Day, 5-Year, or 20-year scenarios. However, the City has determined a right turn bay and an acceleration lane should be added due to the high speed and expressway nature of NW Arterial. As such, a concept design for the entrance has been included in this report. Also, to prohibit U-Turns at the median break approximately 500 feet east of the site access, the City should install No U-Turn signage at the median opening per the MUTCD. A traffic signal warrant analysis was performed at the intersection of W. 32nd Street and JFK Road. A warrant is not met under the analyzed time scenarios. It is our understanding the City does have a development proposal for this parcel that does generate a traffic signal warrant as determined in a separate study from this. As such, the assumption of a traffic signal at the 5-year and 20-year time horizon is reasonable. The proposed right-in/right-out access onto NW Arterial will operate at good LOS A for all analyzed scenarios. While the access location is near the top of the hill, the sight distance should be verified by the roadway designer to ensure the 41 location and grades of the RIRO will provide adequate intersection sight distance. Based on the above discussions, we recommend the City approve the site plan, with the geometric recommendations for the RIRO public street access incorporated into the design, based on the traffic operations aspects analyzed here. 42 TECHNICAL APPENDICES PROPOSED DEVELOPMENT SITE PLAN ozze-6u(e[6)I NOD Nw-woixv MMM S1NV11nSN0 WOIX ©`o�3n6 -)ii':in nan(iJOS3V4OHw')llAASl ,wdx,r,,:, A1309 o,.,,oea.• • 66W•llTZ =m0 c tli'3nbnana W ltlld ANtlNIWIl3Ud lltlN3/O �Nd�•,°N°�ax3a • 901 9NIMVN4 Noi11na1SNo'J WJ ION m All IN Q z 'zz�w 'zz�w pv VAv -%' .✓m f �hr �^ .�/� v ,rr' J A / '� /lz /' z r r41 n ' • may- w© O O O O O O O O O O ', . _ €_-- s ;��If � , ri _ o:o o�z�� m=W �� '' r' __— a\ \ 17r' lf,,} ii„ Q =33=3== z z moo y `( �'i% "I (/ <; �i Ff ifai�EFE £`x-� r i\C.-_. "do mgo::o a • ° : c c ° ° c -EEL ° o _ ° ��? .\ a� \i \\ ili%I Ili ! Q a op 5� _.,G��G �„��z Qog n` 3 \ �1� `� II1: N,!li�`'Iii�i)l:I(� N V 6 .o&oe0000: oso\ \,\ I' =o£K =o m a �00000000000• �° > r.\.;!.;'•i, .1;1�li .. `\ 5 a mm ao 0 0 0 w io a o aG Q Q O Q Q LLI Zwc1 2 N D O cm _ D J20 w a r._..-18 I•N - ill .a �r Q jO i z o a= o f oz F o8w 5 F G3 z-pG 3 vl s: g 3aGo 3� € . z. •di B-S $' r3 aoa z _W3o i i m Cp -z 3 >: ps 3 mz3 r3 oWo< m«<< m=EWEti o P_ z<3R soosF6 2, <o a o0o Foos =0000 oosa z��wo of�G°ido �._ °3kx�m CiPo6a G� w � :�EY i3eFi�pS:.S� mamma z IIII°aOy"'�'•®o®.•. E 13—(D Qtr#®•O®a• • = -IIII ° z,zl 2 i F F z, z= Z r p. 3 i � f s i w F 3 8 3 3>>° C 3 3 ., 8 SIGNAL WARRANT ANALYSIS MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS John F Kennedy Road and W. 32nd Street Location: Dubuque, Iowa Date Data Taken: 8/3/2022 Wednesday Population: 58,000 By: Anderson -Bogert Analysis By: JCM Comment: Analysis exludes right turns. Name: Number of Approach Lanes: 85th Percentile Speed (mph): North -South Street: Roadwav Data Major Street Minor Street JFK Rd W. 32nd St. 2 1 30 30 X Correctable Collisions: 1 (Right Angle & Left Turn Type) Hour Ending Entering Traffic Total Major Highest Entering Street Minor Traffic Total Approach Warrants JFK Rd W. 32nd St. 1A 1B 02 3 NB SB EB WB 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 0 0 0 0 0 0 116 0 0 0 0 0 0 0 0 0 262 0 0 0 0 0 0 0 0 0 0 0 0 0 250 0 0 0 0 0 0 0 0 0 193 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 121 0 0 0 0 0 0 0 0 0 160 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 487 366 121 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 615 455 160 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Warrant Criteria Warrant Required Hourly Volume Major St Minor St 1A 600 150 1 B 900 75 ornbo A ombo B 480 120 720 60 2&3 See Figures 3A & 3B Hours Met 10101010101 Hours Required 8 8 8 4 1 Warrant Met: N N N N I N Anderson -Bogert Engineers Surveyors, Inc. MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS John F Kennedy Road and W. 32nd Street - Opening Day Location: Dubuque, Iowa Date Data Taken: 8/3/2023 Thursday Population: 58,000 By: Anderson -Bogert Analysis By: JCM Comment: Analysis exludes right turns. Name: Number of Approach Lanes: 85th Percentile Speed (mph): North -South Street: Roadwav Data Major Street Minor Street JFK Rd W. 32nd St. 2 1 30 30 X Correctable Collisions: 1 (Right Angle & Left Turn Type) Hour Ending Entering Traffic Total Major Highest Entering Street Minor Traffic Total Approach Warrants JFK Rd W. 32nd St. E 1A 1B 2 3 NB SB EB WB 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 0 0 0 0 0 0 116 0 0 0 0 0 0 0 0 0 262 0 0 0 0 0 0 0 0 0 0 0 0 0 252 0 0 0 0 0 0 0 0 0 193 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 138 0 0 0 0 0 0 0 0 0 171 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 506 368 138 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 626 455 171 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Warrant Criteria Warrant Required HourlV Volume Major St Minor St 1 A 600 150 1 B 900 75 ombo A ombo B 480 120 720 60 20 See Figures 3A & 3B Hours Met 0 0 0 0 0 Hours Required 8 8 8 4 1 Warrant Met: N N N N N Anderson -Bogert Engineers Surveyors, Inc. MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS John F Kennedy Road and W. 32nd Street - Opening Day + 5 Location: Dubuque, Iowa Date Data Taken: 8/3/2023 Thursday Population: 58,000 By: Anderson -Bogert Analysis By: JCM Comment: Analysis exludes right turns. Name: Number of Approach Lanes: 85th Percentile Speed (mph): North -South Street: Roadwav Data Major Street Minor Street JFK Rd W. 32nd St. 2 1 30 30 X Correctable Collisions: 1 (Right Angle & Left Turn Type) Hour Ending Entering Traffic Total Major Highest Entering Street Minor Traffic Total Approach Warrants JFK Rd W. 32nd St. 1A 1B 02 3 NB SB EB WB 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 0 0 0 0 0 0 192 0 0 0 0 0 0 0 0 0 340 0 0 0 0 0 0 0 0 0 0 0 0 0 297 0 0 0 0 0 0 0 0 0 265 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 0 0 0 0 0 0 0 0 60 0 0 0 0 0 0 0 0 0 0 0 0 0 184 0 0 0 0 0 0 0 0 0 265 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 713 489 184 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 930 605 265 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Warrant Criteria Warrant Required Hourly Volume Major St Minor St 1A 600 150 1 B 900 75 ornbo A ombo B 480 120 720 60 2&3 See Figures 3A & 3B Hours Met 10101010101 Hours Required 8 8 8 4 1 Warrant Met: N N N N I N Anderson -Bogert Engineers Surveyors, Inc. MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS John F Kennedy Road and W. 32nd Street - Opening Day + 20 Location: Dubuque, Iowa Date Data Taken: 8/3/2023 Thursday Population: 58,000 By: Anderson -Bogert Analysis By: JCM Comment: Analysis exludes right turns. Name: Number of Approach Lanes: 85th Percentile Speed (mph): North -South Street: Roadwav Data Major Street Minor Street JFK Rd W. 32nd St. 2 1 30 30 X Correctable Collisions: 1 (Right Angle & Left Turn Type) Hour Ending Entering Traffic Total Major Highest Entering Street Minor Traffic Total Approach Warrants JFK Rd W. 32nd St. 1A 1B 02 3 NB SB EB WB 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 0 0 0 0 0 0 287 0 0 0 0 0 0 0 0 0 522 0 0 0 0 0 0 0 0 0 0 0 0 0 310 0 0 0 0 0 0 0 0 0 320 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 0 0 0 0 0 0 0 0 60 0 0 0 0 0 0 0 0 0 0 0 0 0 184 0 0 0 0 0 0 0 0 0 265 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 821 597 184 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1167 842 265 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Warrant Criteria Warrant Required Hourly Volume Major St Minor St 1A 600 150 1 B 900 75 ornbo A ombo B 480 120 720 60 2&3 See Figures 3A & 3B Hours Met 10101010101 Hours Required 8 8 8 4 1 Warrant Met: N N N N I N Anderson -Bogert Engineers Surveyors, Inc. RIGHT TURN LANE ANALYSIS 0 0 O O v t r t G1 O O r_ r 2 i+ C> >_ O O � C N O E O 00 _m Z O O O cc i CD O It O Cl N �O CD 00 000 O O CD CD4/yan `awnlOA uanl-}y6ia t "O U QZr 1 HCM INTERSECTION CAPACITY ANALYSES Cedar Rapids HCM 6th TWSC 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Intersection Int Delay, s/veh Movement 4.2 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fir t r Traffic Vol, veh/h 0 0 0 121 0 20 0 116 66 45 205 0 Future Vol, veh/h 0 0 0 121 0 20 0 116 66 45 205 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 150 175 150 110 150 Veh in Median Storage, # - 0 - 0 - 0 - - 0 Grade, % - 0 - 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 142 0 24 0 136 78 53 241 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 534 561 241 483 483 136 241 0 0 214 0 0 Stage 1 347 347 - 136 136 - - - - - - - Stage 2 187 214 - 347 347 - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 4.12 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 Pot Cap-1 Maneuver 457 436 798 494 483 913 1326 1356 - Stage 1 669 635 - 867 784 - - - Stage 2 815 725 - 669 635 - - - Platoon blocked, % Mov Cap-1 Maneuver 432 419 798 479 464 913 1326 - 1356 Mov Cap-2 Maneuver 432 419 - 479 464 - - - Stage 1 669 610 867 784 Stage 2 794 725 643 610 Approach EB WB NB SB HCM Control Delay, s 0 14.7 0 1.4 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 1326 479 913 1356 HCM Lane V/C Ratio - 0.297 0.026 0.039 HCM Control Delay (s) 0 0 0 15.7 9 7.8 HCM Lane LOS A A A C A A HCM 95th %tile Q(veh) 0 1.2 0.1 0.1 AM Peak Existing 11:08 am 09/06/2022 Baseline Synchro 11 Report JCM Page 1 HCM 6th TWSC 7: Spring Valley Rd & JFK Read 09106/2022 rse Int Delay, slveh M—overrteri91@kkL 1.9 WBL WBR NBT NBR SBL SBT ^� Lane Configurations Y 'fir t Traffic Vol, vehih 47 32 222 19 18 333 Future Vol, vehlh 47 32 222 19 18 333 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None - None Storage Length 0 40 - Veh in Median Storage, # 0 0 - 0 Grade, % 0 0 - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 55 38 261 22 21 392 Major/Minor Minorl Majorl Major2 Conflicting Flow All 706 272 0 0 283 0 Stage 1 272 - - - - - Stage 2 434 - - - - Critical Hdwy 6.42 6.22 - - 4.12 Critical Hdwy Stg 1 5.42 - Critical Hdwy Stg 2 5.42 - - Follow-up Hdwy 3.518 3.318 2.218 - Pot Cap-1 Maneuver 402 767 - - 1279 Stage 1 774 - - - Stage 2 653 - - - Platoon blocked, % - Mov Cap-1 Maneuver 396 767 1279 - Mov Cap-2 Maneuver 396 - - - Stage 1 774 - - - - - Stage 2 643 - - Approach WB NB SB HCM Control Delay, s 14 0 0.4 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT �l Capacity (vehlh) 492 1279 - HCM Lane V1C Ratio 0.189 4.017 - HCM Control Delay (s) - 14 7.9 - HCM Lane LOS - B A - HCM 95th Wile Q(veh) - - 0.7 0.1 - AM Peak Existing 11:08 am 09/0612022 Baseline Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffancy Ct 0910612022 �3iori Int Delay, slveh 0.4 movemont ---- EI3L EBT WBT WBR WL 5BR 1 Lane Configurations *' T Y Traffic Vol, vehlh 4 197 145 5 5 7 Future Vol, vehlh 4 197 145 5 5 7 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 Veh in Mercian Storage, # - 0 0 - 0 Grade, % - 0 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 232 171 6 6 8 Major/Minor Majorl Ma'or2 Minor2 Conflicting Flow All 177 0 - 0 416 174 Stage 1 - - - - 174 - Stage 2 - - - 242 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - _ 5.42 - Critical Hdwy Stg 2 - - - 5.42 - Follow-up Hdwy 2.218 - - 3.518 3.318 Pot Cap-1 Maneuver 1399 - - - 593 869 Stage 1 - - 856 - Stage 2 - - 798 - Platoon blocked, % - Mov Cap-1 Maneuver 1399 - - - 591 869 Mov Cap-2 Maneuver - - - - 591 - Stage 1 - - - - 853 - Stage 2 - 798 Approach EB WB SIB HCM Control Delay, s 0.2 0 10.1 HCM LOS B Minor LanelMajor Mvmt EBL EBT 1NBT WBR SBLn1 Capacity (vehlh) 1399 - 727 HCM Lane VIC Ratio 0.003 - 0.019 HCM Control Delay (s) 7.6 0 10.1 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 - 0.1 AM Peak Existing 11:08 am 09/06/2022 Baseline Synchro 11 Report JCM Page 1 HCM 6th TWSC 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Intersection Int Delay, s/veh Movement 5.1 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fir t r Traffic Vol, veh/h 0 0 0 160 0 50 0 262 132 45 193 0 Future Vol, veh/h 0 0 0 160 0 50 0 262 132 45 193 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 150 175 150 110 150 Veh in Median Storage, # - 0 - 0 - 0 - - 0 Grade, % - 0 - 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 178 0 56 0 291 147 50 214 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 707 752 214 605 605 291 214 0 0 438 0 0 Stage 1 314 314 - 291 291 - - - - - - - Stage 2 393 438 - 314 314 - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 4.12 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 Pot Cap-1 Maneuver 350 339 826 410 412 748 1356 1122 - Stage 1 697 656 - 717 672 - - - Stage 2 632 579 - 697 656 - - - Platoon blocked, % Mov Cap-1 Maneuver 313 324 826 396 393 748 1356 - 1122 Mov Cap-2 Maneuver 313 324 - 396 393 - - - Stage 1 697 626 717 672 Stage 2 585 579 666 626 Approach EB WB NB SB HCM Control Delay, s 0 18.7 0 1.6 HCM LOS A C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 1356 396 748 1122 HCM Lane V/C Ratio - 0.449 0.074 0.045 HCM Control Delay (s) 0 0 0 21.3 10.2 8.4 HCM Lane LOS A A A C B A HCM 95th %tile Q(veh) 0 2.3 0.2 0.1 PM Peak Existing 11:35 am 09/06/2022 Synchro 11 Report JCM Page 1 HCM 6th TWSC 7: Spring Valley Rd & JFK Road 09/0612022 Intersection I Int. Delay, slveh 1.5 Movement WBL W3R NBT NBR SBL SBT Lane Configurations Y 1ia �j t Traffic Vol, vehlh 36 21 439 63 41 380 Future Vol, vehlh 36 21 439 63 41 380 Conflicting Peds, #lhr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - 40 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 40 23 488 70 46 422 Major/Minor Minorl Majorl Ma'or2 Conflicting Flow All 1037 523 0 0 558 0 Stage 1 623 - - - - - Stage 2 514 - - Critical Hdwy 6.42 6.22 - 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 2.218 Pot Cap-1 Maneuver 256 554 - 1013 Stage 1 595 - - - - Stage 2 600 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 244 554 - 1013 - Mov Cap-2 Maneuver 244 - - - - Stage 1 595 - - - - Stage 2 573 - - - - Approach WB NB SB HCM Control Delay, s 19.7 0 0.8 HCM LQS C Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT Capacity (veh1h) 307 1013 - HCM Lane VIC Ratio - 0.206 0.045 - HCM Control Delay (s) - 19.7 8.7 - HCM Lane LDS - - C A - HCM 95th %tile Q(veh) - 0,8 0.1 - PM Peak Existing 11:35 am 09106/2022 Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffancy Ct 0910612022 intersection Int Delay, slveh 0.3 Movement ESL EBT WBT WBR SBL SBR Lane Configurations *' T Y Traffic Vol, vehlh 2 94 168 5 2 5 Future Vol, vehlh 2 94 168 5 2 5 Conflicting Peds, #1hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 104 187 6 2 6 Ma'orlKnor Ma or1 Ma'or2 Minor2 Conflicting Flow All 193 0 - 0 298 190 Stage 1 - - - 190 - Stage 2 - - 108 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Sig 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap-1 Maneuver 1380 - - 693 852 Stage 1 - - - - 842 - Stage 2 - - - - 916 - Platoon blocked, % - Mov Cap-1 Maneuver 1380 - 692 852 Mov Cap-2 Maneuver - - - 692 - Stage 1 - - - - 840 Stage 2 - - - - 916 Approach EB WB SIB HCM Control Delay, s 0.2 0 9.6 HCM LOS A Minor LanelMa'or Mvmt EBL EBT WBT V+BR SBLn1 Capacity (vehlh) 1380 - - 799 HCM Lane VIC Ratio 0.002 0.01 HCM Control delay (s) 7.6 0 9.6 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 - - - 0 PM Peak Existing 11:35 am 09/06/2022 Synchro 11 Report JCM Page 1 HCM 6th TWSC I JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Intersection Int Delay, s/veh Movement 4.8 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fir t r Traffic Vol, veh/h 0 0 0 138 0 26 0 116 67 47 205 0 Future Vol, veh/h 0 0 0 138 0 26 0 116 67 47 205 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 150 175 150 110 150 Veh in Median Storage, # - 0 - 0 - 0 - - 0 Grade, % - 0 - 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 162 0 31 0 136 79 55 241 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 542 566 241 487 487 136 241 0 0 215 0 0 Stage 1 351 351 - 136 136 - - - - - - - Stage 2 191 215 - 351 351 - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 4.12 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 Pot Cap-1 Maneuver 451 434 798 491 481 913 1326 1355 - Stage 1 666 632 - 867 784 - - - Stage 2 811 725 - 666 632 - - - Platoon blocked, % Mov Cap-1 Maneuver 423 416 798 476 461 913 1326 - 1355 Mov Cap-2 Maneuver 423 416 - 476 461 - - - Stage 1 666 606 867 784 Stage 2 784 725 639 606 Approach EB WB NB SB HCM Control Delay, s 0 15.2 0 1.4 HCM LOS A C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 1326 476 913 1355 HCM Lane V/C Ratio - 0.341 0.034 0.041 HCM Control Delay (s) 0 0 0 16.4 9.1 7.8 HCM Lane LOS A A A C A A HCM 95th %tile Q(veh) 0 1.5 0.1 0.1 AM Peak Opening Day 11:41 am 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC 7: Spring Valley Rd & JFK Road 09/06/2022 Intersection Int Delay, slveh 2.2 rtt _q WBL WBR NBT NBR SBL SBT Lane Configurations Y 1� t Traffic Vol, vehlh 59 32 222 23 18 333 Future Vol, vehlh 59 32 222 23 18 333 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - 40 Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 69 38 261 27 21 392 Major/Minor Minorl Ma'orl Ma or2 Conflicting Flow All 709 275 0 0 288 0 Stage 1 275 - - - - - Stage 2 434 - - - Critical Hdwy 6.42 6.22 - - 4.12 Critical Hdwy Sig 1 5.42 - - - - _ Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - Pot Cap-1 Maneuver 401 764 - - 1274 - Stage 1 771 - - - - Stage 2 653 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 395 764 - 1274 - Mov Cap-2 Maneuver 395 - - - - Stage 1 771 - - - Stage 2 643 - - - - Approach WB NB SIB HCM Control Delay, s 14.7 0 0.4 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT Capacity (vehlh) - - 476 1274 HCM Lane VIC Ratio - 0.225 0.017 - HCM Control Delay (s) - 14.7 7.9 - HCM Lane LOS - B A HCM 95th %tile O(veh) - - 0.9 0.1 AM Peak Opening Day 11:41 am 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffan y Ct 09/06/2022 1';�tersecf'io . ` Int Delay, slveh 1.6 Movernerif EBL EBT WBT WBR SIBL Lane Configurations *' T Y Traffic Vol, vehfh 11 197 145 13 16 40 Future Vol, vehlh 11 197 145 13 16 40 Conflicting Peds, Whr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % 0 0 - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 232 171 15 19 47 MajoTIMinor Majorl Major2 Minor2 Conflicting Flow All 186 0 0 437 179 Stage 1 - - - - 179 - Stage 2 - - - - 258 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3,518 3.318 Pat Cap-1 Maneuver 1388 - - - 577 864 �- Stage 1 - - - - 852 - Stage 2 - - - - 785 - Platoon blacked, % Mov Cap -'I Maneuver 1388 - 571 864 Mov Cap-2 Maneuver - - - - 571 - Stage 1 - - - - 843 - Stage 2 - - - - 785 - EB WB SB HCM Control Delay, s 0.4 0 10-2 - HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnI - Capacity (vehlh) 1388 - 754 HCM Lane VIC Ratio 0.009 - 0.087 HCM Control Delay (s) 7.6 0 - 10.2 HCM Lane LOS A A S HCM 95th %tile Q(veh) 0 - 0.3 AM Peak Opening Day 11:41 am 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC 15: Site RIRO & NW Arterial 10/07/2022 Intersection Int Delay, s/veh Movement 0.3 EBT EBR WBL WBT NBL NBR Lane Configurations tip r Traffic Vol, veh/h 422 5 0 0 0 15 Future Vol, veh/h 422 5 0 0 0 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None None Storage Length - 0 Veh in Median Storage, # 0 0 0 - Grade, % 0 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 496 6 0 0 0 18 Major/Minor Majorl Minorl Conflicting Flow All 0 0 251 Stage 1 - - - Stage 2 - Critical Hdwy 6.94 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.32 Pot Cap-1 Maneuver 0 749 Stage 1 0 - Stage 2 0 - Platoon blocked, % Mov Cap-1 Maneuver - 749 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB NB HCM Control Delay, s 0 9.9 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 749 HCM Lane V/C Ratio 0.024 HCM Control Delay (s) 9.9 HCM Lane LOS A HCM 95th %tile Q(veh) 0.1 AM Peak Opening Day 11:41 am 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC I JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Intersection Int Delay, s/veh Movement 5.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 'fir t r Traffic Vol, veh/h 0 0 0 171 0 54 0 262 135 52 193 0 Future Vol, veh/h 0 0 0 171 0 54 0 262 135 52 193 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 150 175 150 110 150 Veh in Median Storage, # - 0 - 0 - 0 - - 0 Grade, % - 0 - 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 190 0 60 0 291 150 58 214 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 726 771 214 621 621 291 214 0 0 441 0 0 Stage 1 330 330 - 291 291 - - - - - - - Stage 2 396 441 - 330 330 - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 4.12 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 Pot Cap-1 Maneuver 340 331 826 400 403 748 1356 1119 - Stage 1 683 646 - 717 672 - - - Stage 2 629 577 - 683 646 - - - Platoon blocked, % Mov Cap-1 Maneuver 300 314 826 384 382 748 1356 1119 Mov Cap-2 Maneuver 300 314 - 384 382 - - - Stage 1 683 612 717 672 Stage 2 579 577 648 612 Approach EB WB NB SB HCM Control Delay, s 0 20.1 0 1.8 HCM LOS A C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2 SBL SBT SBR Capacity (veh/h) 1356 384 748 1119 HCM Lane V/C Ratio - 0.495 0.08 0.052 HCM Control Delay (s) 0 0 0 23.2 10.2 8.4 HCM Lane LOS A A A C B A HCM 95th %tile Q(veh) 0 2.6 0.3 0.2 PM Peak Opening Day 12:28 pm 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC 7: Spring Valley Rd & JFK Road 09106/2022 hwm Int delay, sJveh 1.8 Movement WSL WBR NST NSR SBL SBT Lane Configurations T * f Traffic Vol, veh/h 46 21 439 79 41 380 Future Vol, veh/h 46 21 439 79 41 380 Conflicting Peds, #Jhr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None - None Storage Length 0 40 - Veh in Median Storage, # 0 0 - - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 51 23 488 88 46 422 Major/Minor Min❑r1 Major1 Ma'or2 Conflicting Flow All 1046 532 0 0 576 0 Stage 1 532 - - - Stage 2 514 - - - - Critical Hdwy 6,42 6.22 - - 4.12 Critical Hdwy Stg 1 5.42 - - - - Critical Hdwy Stg 2 5.42 - - - - F❑ll❑w-up Hdwy 3.518 3.318 2.218 Pot Cap-1 Maneuver 253 547 - 997 - Stage 1 589 - - - Stage 2 600 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 241 547 997 - Mov Cap-2 Maneuver 241 - - Stage 1 589 - - - Stage 2 572 Approach WB NB S3 HCM Control delay, s 21.5 0 0.9 HCM LOS C Minor Lane/M@jor Mvmt NST NBRW8Ln1 SBL SBT Capacity (veh/h) 292 997 HCM Lane V1C Ratio - - 0.255 0.046 HCM Control Delay (s) - - 21.5 8.8 HCM Lane LOS - - C A HCM 95th %tile Q(veh) - - 1 0.1 - PM Peak Opening Day 12:28 pm 09/05/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TVVSC 1 : W. 32nd Street & Tiffanc Ct 09/06/2022 Intersection Int Relay, slveh Movement 1.6 ESL EBT WBT WBR SBL SBR Lane Configurations +' T* Y Traffic Vol, vehlh 28 94 168 28 6 30 Future Vol, vehlh 28 94 168 28 6 30 Conflicting Peds, #Jhr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelixed None None - None Storage Length - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt now 31 104 187 31 7 33 MajorIMtnor Majorl Major2 Minor2 Conflicting Flow All 218 0 0 369 203 Stage 1 - - - - 203 - Stage 2 - - - - 166 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 - - 3.518 3.318 Pot Cap-1 Maneuver 1352 - - - 631 838 Stage 1 - - - - 831 - Stage 2 - - - 863 - Platoon blocked, % - Mov Cap-1 Maneuver 1352 - - - 616 838 Mov Cap-2 Maneuver - - - - 616 - Stage 1 - 811 - Stage 2 - 863 - Approach EB WB SB HCM Control Delay, s 1.8 0 9.8 HCM LOS A Minor Lane/Maior Mvmt EBL EBT WBT WBR SBLn1 7 Capacity (v&h) 1352 791 HCM Lane VIC Ratio 0.023 - - 0.051 HCM Control Delay (s) 7.7 0 - 9.8 HCM Lane LDS A A A HCM 95th %tile Q(veh) 0.1 - 0.2 PM Peak Opening Day 12:28 pm 09/06/2022 Site Plus Existing Synchro 11 Report JCM Page 1 HCM 6th TWSC 15: Site R1RQ & NW Arterial 09/06/2022 Intersection Int Delay, slveh Movement 0.2 EBT ESR WBL WBT NBL NBR Lane Configurations +j" r Traffic Vol, vehlh 575 17 0 0 0 10 Future Vol, vehlh 575 17 0 0 0 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelixed - None - None - None Storage Length - - - - 0 Veh in Median Storage, # 0 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 639 19 0 0 0 11 Major/Minor Majorl Minorl Conflicting Flaw All 0 0 329 Stage 1 - - Stage 2 - - - Critical Hdwy - - - 6,94 — Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - Follow-up Hdwy - - 3.32 Pot Cap-1 Maneuver - - 0 667 Stage 1 - - 0 - Stage 2 - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - oroach EB NB HCM Control delay, s 0 10.5 HCM Lai B Minor LanelMajor Mvmt NBLn1 EBT EBR ' Capacity (vehlh) 667 LLCM Lane VIC Ratio 0.017 HCM Control Delay (s) 10.5 HCM Lane LOS B - HCM 95th %tile Q(veh) 0.1 - PM Peak Opening Day 12:28 pm 09/06/2022 Site Plus Existing Synchro 11 Report .1CM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� + r Traffic Volume (vph) 10 5 25 148 10 26 70 122 77 47 250 10 Future Volume (vph) 10 5 25 148 10 26 70 122 77 47 250 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 175 0 150 110 150 0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.876 0.892 0.850 0.994 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 1632 0 1770 1662 0 1770 1863 1583 1770 1852 0 Flt Permitted 0.729 0.734 0.574 0.665 Satd. Flow (perm) 1358 1632 0 1367 1662 0 1069 1863 1583 1239 1852 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 29 31 91 3 Link Speed (mph) 30 30 30 30 Link Distance (ft) 278 338 419 357 Travel Time (s) 6.3 7.7 9.5 8.1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 12 6 29 174 12 31 82 144 91 55 294 12 Shared Lane Traffic (%) Lane Group Flow (vph) 12 35 0 174 43 0 82 144 91 55 306 0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 6 8 8 4 Detector Phase 2 2 6 6 8 8 8 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0 Total Split (s) 44.0 44.0 44.0 44.0 46.0 46.0 46.0 46.0 46.0 Total Split (%) 48.9% 48.9% 48.9% 48.9% 51.1 % 51.1 % 51.1 % 51.1 % 51.1 % Maximum Green (s) 38.0 38.0 38.0 38.0 40.0 40.0 40.0 40.0 40.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Min C-Min C-Min None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 12.0 12.0 12.0 12.0 16.0 16.0 16.0 16.0 16.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 17.0 17.0 17.0 17.0 61.0 61.0 61.0 61.0 61.0 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.68 0.68 0.68 0.68 0.68 v/c Ratio 0.05 0.11 0.67 0.13 0.11 0.11 0.08 0.07 0.24 Control Delay 26.8 12.5 46.1 13.8 6.9 6.4 1.9 6.6 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.8 12.5 46.1 13.8 6.9 6.4 1.9 6.6 7.0 AM Peak 5 Years 1:20 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C B D B A A A A A Approach Delay 16.2 39.7 5.2 7.0 Approach LOS B D A A Queue Length 50th (ft) 6 3 93 6 14 25 0 9 58 Queue Length 95th (ft) 18 23 136 27 37 55 16 26 112 Internal Link Dist (ft) 198 258 339 277 Turn Bay Length (ft) 150 175 150 110 150 Base Capacity (vph) 573 705 577 719 724 1262 1101 839 1255 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.05 0.30 0.06 0.11 0.11 0.08 0.07 0.24 Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 44 (49%), Referenced to phase 8:NBTL, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 14.4 Intersection LOS: B Intersection Capacity Utilization 47.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: JFK Road & Off -Site Drive/W. 32nd Street T 04 36 O8 AM Peak 5 Years 1:20 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 2 HCM 6th TWSC 7: Sprino Valley Rd & JFK Road 09/06/2022 ntomee Int Delay, slveh Movement 2.2 WBL WBR NBT NBR SBL SBT Lane Configurations y T+ f Traffic Vol, vehJh 59 32 233 23 18 350 Future Vol, vehlh 59 32 233 23 18 350 Conflicting Peds, 41hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - none Storage Length 0 - - 40 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 - - o Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 69 38 274 27 21 412 Major/Minor Wort Ma orl Ma'or2 Conflicting Flow All 742 288 0 0 301 0 Stage 1 288 - - - - - Stage 2 454 - - - Critical Hdwy 6.42 6.22 - - 4.12 Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 -- Follow-up Hdwy 3.518 3.318 - 2.218 - Pot Cap-1 Maneuver 383 751 - 1260 - Stage 1 761 - - - - Stage 2 640 - - - - - Platoon blocked, % Mov Cap-1 Maneuver 376 751 - 1260 Mov Cap-2 Maneuver 376 - - - Stage 1 761 - - - Stage 2 629 - Approach WB NB SB HCM Control Delay, s 15.3 0 0.4 HCM LOS C Minor LanelMa or Mvmt NST NBRWBLnl SBL SBT Capacity (vehJh) 456 1260 HCM Lane V1C Ratio 0.235 0.017 HCM Control Delay (s) - 15.3 7.9 HCM Lane LOS C A HCM 95th %tile Q(veh) 0.9 0.1 - AM Peak 5 Years 1:20 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffancy Ct 09106/2022 Intersection Int Delay, slveh 1.5 6vs,rtFsAt AL EBL. EBT WBT WBR SBL S81 - Lane Configurations 4 T+ y Traffic Vol, vehlh 11 207 152 13 16 40 Future Vol, vehlh 11 207 152 13 16 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - 0 Veh in Median Storage, # - 0 0 0 Grade, % 0 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 244 179 15 19 47 Ma'orlMinor Ma'orl Ma'or2 Min.or2 Conflicting Flow All 194 0 - 0 457 187 Stage 1 - - - - 187 - Stage 2 - - 270 - Critical Hdwy 4.12 - - - 6A2 6.22 Critical Hdwy Stg 1 - - - - 5A2 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap-1 Maneuver 1379 - 562 855 Stage 1 - 845 - Stage 2 - - - - 775 - Platoon blacked, % - - - Mov Cap-1 Maneuver 1379 - - 556 855 Mov Cap-2 Maneuver - 556 - Stage 1 - - 836 - Stage 2 - - - 775 - Approach EB VVB SB HCM Control Delay, s 0.4 0 10.3 HCM LOS B Minor LanelMajor Mvmt EBL EBT WBT WBR 8BLn1 Capacity (vehlh) 1379 - 741 HCM Lane VIC Ratio 0.009 - 0.089 HCM Control Delay (s) 7.6 0 - 10.3 HCM Lane LOS A A - B HCM 95th %tile Q(veh) 0 - - 0.3 AM Peak 5 Years 1:20 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TWSC 15: Site RIRO & NW Arterial 10/07/2022 Intersection Int Delay, s/veh Movement 0.3 EBT EBR WBL WBT NBL NBR Lane Configurations tip r Traffic Vol, veh/h 444 5 0 0 0 15 Future Vol, veh/h 444 5 0 0 0 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None None Storage Length - 0 Veh in Median Storage, # 0 0 0 - Grade, % 0 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 522 6 0 0 0 18 Major/Minor Majorl Minorl Conflicting Flow All 0 0 264 Stage 1 - - - Stage 2 - Critical Hdwy 6.94 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.32 Pot Cap-1 Maneuver 0 734 Stage 1 0 - Stage 2 0 - Platoon blocked, % Mov Cap-1 Maneuver - 734 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB NB HCM Control Delay, s 0 10 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 734 HCM Lane V/C Ratio 0.024 HCM Control Delay (s) 10 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 - AM Peak 5 Years 1:20 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� + r Traffic Volume (vph) 15 10 35 201 10 54 60 280 140 57 208 10 Future Volume (vph) 15 10 35 201 10 54 60 280 140 57 208 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 175 0 150 110 150 0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.883 0.873 0.850 0.993 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 1645 0 1770 1626 0 1770 1863 1583 1770 1850 0 Flt Permitted 0.711 0.724 0.608 0.563 Satd. Flow (perm) 1324 1645 0 1349 1626 0 1133 1863 1583 1049 1850 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 39 60 156 3 Link Speed (mph) 30 30 30 30 Link Distance (ft) 278 338 419 357 Travel Time (s) 6.3 7.7 9.5 8.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 17 11 39 223 11 60 67 311 156 63 231 11 Shared Lane Traffic (%) Lane Group Flow (vph) 17 50 0 223 71 0 67 311 156 63 242 0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 6 8 8 4 Detector Phase 2 2 6 6 8 8 8 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0 Total Split (s) 45.0 45.0 45.0 45.0 45.0 45.0 45.0 45.0 45.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) 39.0 39.0 39.0 39.0 39.0 39.0 39.0 39.0 39.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Min C-Min C-Min None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 12.0 12.0 12.0 12.0 16.0 16.0 16.0 16.0 16.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 20.7 20.7 20.7 20.7 57.3 57.3 57.3 57.3 57.3 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.64 0.64 0.64 0.64 0.64 v/c Ratio 0.06 0.12 0.72 0.17 0.09 0.26 0.15 0.09 0.21 Control Delay 23.8 10.6 44.2 9.2 8.6 9.1 2.0 8.7 8.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.8 10.6 44.2 9.2 8.6 9.1 2.0 8.7 8.5 PM Peak 5 Years 3:25 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C B D A A A A A A Approach Delay 14.0 35.8 7.0 8.6 Approach LOS B D A A Queue Length 50th (ft) 8 5 118 5 13 69 0 12 51 Queue Length 95th (ft) 21 29 172 33 39 145 27 37 111 Internal Link Dist (ft) 198 258 339 277 Turn Bay Length (ft) 150 175 150 110 150 Base Capacity (vph) 573 734 584 738 721 1185 1064 667 1178 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.07 0.38 0.10 0.09 0.26 0.15 0.09 0.21 Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 51.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: JFK Road & Off -Site Drive/W. 32nd Street 7 04 06 O8 PM Peak 5 Years 3:25 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 2 HCM 6th TWSC 7: Spring Valley Rd & JFK Road 09/06/2022 Intersection Int delay, slveh 1.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations V T+ + Traffic Vol, veh/h 46 21 461 79 41 400 Future Vol, vehlh 46 21 461 79 41 400 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 40 - Veh in Median Storage, # 0 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 51 23 512 88 46 444 Major/Minor Minorl Ma'orl Major2 Conflicting Flow All 1092 556 0 0 600 0 Stage 1 556 - - - _ - Stage 2 536 - - - Critical Hdwy 6,42 6.22 - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 237 531 - - 977 - Stage 1 574 - - - - Stage 2 587 - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 226 531 977 Mov Cap-2 Maneuver 226 - - - Stage 1 574 - - - - Stage 2 559 - Approach W6 HCM Control Delay, s 22.8 0 0.8 HCM LOS C Minor LanelMajor Mvmt NBT NBRWBLr11 SBL SBT Capacity (vehlh) 276 977 HCM Lane VIC Ratio 0.27 0.047 - HCM Control Delay (s) 22.8 8.9 - HCM Lane LCS - C A HCM 95th %tile Q(veh) - - 1.1 0.1 PM Peak 5 Years 3:25 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report 3CM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffancy Ct 09/06/2022 Int Delay, slveh Movernen 1.6 EBL EBT W WBR SBL SBR Lane Configurations +' T y Traffic Vol, vehJh 28 99 176 28 6 30 Future Vol, vehJh 28 99 176 28 6 30 Conflicting Pods, Or 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 Veh in Median Storage, # - 0 0 0 Grade, % - 0 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flaw 31 110 196 31 7 33 Ma crIMinor Ma'or1 Major2 Minor2 Conflicting Flow All 227 0 0 384 212 Stage 1 - - - - 212 - Stage 2 - - 172 - Critical Hdwy 4.12 _ - 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1341 - - - 619 828 Stage 1 - - 823 - Stage 2 - 858 - Platoon blocked, % - - - Mov Gap-1 Maneuver 1341 - - - 604 828 Mov Cap-2 Maneuver - - - - 604 - Stage 1 - - 802 - Stage 2 - 858 - Approach EB WS SR HCM Control Delay, s 1.7 0 9.9 HCM LOS A Minor Lane/Major Mvmt EBL FBT WBT WSR S8Ln1 — - - Capacity {vehJh} 1341 780 HCM Lane VIC Ratio 0.023 0.051 HCM Control Delay (s) 7.7 0 - - 9.9 HCM Lane LOS A A - - A HCM 95th %tile Q] veh) 0.1 - - - 0.2 PM Peak 5 Years 3:25 pm 09/06/2022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 HCM Gth TWSC 15: Site RIRO & NW Arterial 09/06/2022 Interse Int Delay, s/veh My 0.2 EMT EBR WSL WE3T NBL NBR Lane Configurations tl� iff Traffic Vol, vehlh 604 17 0 0 0 10 Future Vol, vehlh 604 17 0 0 0 10 Conflicting Peds, #!hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None None Storage Length - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 671 19 0 0 0 11 Major/Minor Ma art Minorl Conflicting Flow All 0 0 345 Stage 1 - - - Stage 2 - - - Critical Hdwy - - 6.94 Critical Hdwy Stg 1 - - - Critical Hdwy Stg 2 - - - Follow-up Hdwy - - 3.32 Pot Gap-1 Maneuver - - 0 651 Stage 1 - - 0 - Stage 2 - - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 651 Mov Cap-2 Maneuver - - - Stage 1 - - - - Stage 2 - Approach EB NB HCM Control Delay, s 0 10.6 HCM LQS B Minor Lane/Maor Mvmt NBLnI EBT EBR Capacity (vehlh) 651 HCM Lane VIC Ratio 0.017 HCM Control Delay (s) 10.6 - HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 - PM Peak 5 Years 3:25 pm 09/0612022 Site Plus 5 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� + r Traffic Volume (vph) 10 5 25 148 10 26 70 140 77 47 253 10 Future Volume (vph) 10 5 25 148 10 26 70 140 77 47 253 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 175 0 150 110 150 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.876 0.892 0.850 0.994 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 1632 0 1770 1662 0 1770 1863 1583 1770 1852 0 Flt Permitted 0.729 0.734 0.572 0.653 Satd. Flow (perm) 1358 1632 0 1367 1662 0 1065 1863 1583 1216 1852 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 29 31 91 3 Link Speed (mph) 30 30 30 30 Link Distance (ft) 278 338 419 357 Travel Time (s) 6.3 7.7 9.5 8.1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 12 6 29 174 12 31 82 165 91 55 298 12 Shared Lane Traffic (%) Lane Group Flow (vph) 12 35 0 174 43 0 82 165 91 55 310 0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 6 8 8 4 Detector Phase 2 2 6 6 8 8 8 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 7.0 7.0 7.0 7.0 7.0 Minimum Split (s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0 Total Split (s) 41.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 49.0 Total Split (%) 45.6% 45.6% 45.6% 45.6% 54.4% 54.4% 54.4% 54.4% 54.4% Maximum Green (s) 35.0 35.0 35.0 35.0 43.0 43.0 43.0 43.0 43.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None Min Min C-Min C-Min C-Min None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 12.0 12.0 12.0 12.0 16.0 16.0 16.0 16.0 16.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 16.9 16.9 16.9 16.9 61.1 61.1 61.1 61.1 61.1 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.68 0.68 0.68 0.68 0.68 v/c Ratio 0.05 0.11 0.68 0.13 0.11 0.13 0.08 0.07 0.25 Control Delay 26.9 12.6 46.4 13.8 6.8 6.4 1.8 6.5 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.9 12.6 46.4 13.8 6.8 6.4 1.8 6.5 7.0 AM Peak 20 Years 3:39 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C B D B A A A A A Approach Delay 16.3 40.0 5.3 6.9 Approach LOS B D A A Queue Length 50th (ft) 6 3 93 6 14 29 0 9 59 Queue Length 95th (ft) 18 23 136 27 37 62 16 26 112 Internal Link Dist (ft) 198 258 339 277 Turn Bay Length (ft) 150 175 150 110 150 Base Capacity (vph) 528 652 531 665 722 1263 1103 824 1257 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.05 0.33 0.06 0.11 0.13 0.08 0.07 0.25 Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 49.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: JFK Road & Off -Site Drive/W. 32nd Street T 04 36 O8 AM Peak 20 Years 3:39 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 2 HCM 6th TWSC 7: Spring Valley Rd & JFK Road 09/06/2022 rsection Int Delay, s/veh ement 2.1 WBL WBR NBT NBR SBL SBT Lane Configurations y 14 Traffic Vol, vehJh 59 32 268 23 18 403 Future Vol, vehJh 59 32 268 23 18 403 Conflicting Pods, #Jhr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free ITT Channelized - None - None - None Storage Length 0 - 40 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 69 38 315 27 21 474 Major/Minor Minorl Ma'orl Ma or2 Conflicting Flow All 845 329 0 0 342 0 Stage 1 329 - - - - - Stage 2 516 - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Sig 1 5.42 - - Critical Hdwy Stg 2 5.42 - Follow-up Hdwy 3.518 3.318 2.218 Pot Cap-1 Maneuver 333 712 - 1217 - Stage 1 729 - - - - - Stage 2 599 - - - Platoon blocked, % - Mov Gap-1 Maneuver 327 712 1217 Mov Cap-2 Maneuver 327 - - - - - Stage 1 729 - - - - Stage 2 589 - - Approach WB NB SB HCM Control Belay, s 17.1 0 0.3 HCM LOS C Minor LanelMalor Mvmt NBT NBRWBLn1 SBL SBT Capacity (vehJh) - - 404 1217 - HCM Lane VJC Ratio - - 0.265 0.017 - HCM Control Delay (s) - - 17.1 8 - HCM Lane LOS - - C A - HCM 95th °latile Q(veh) - - 1.1 0.1 - AM Peak 20 Years 3:39 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & TiffanCy Ct 09/06/2022 Intersection Int Delay, slveh 1 A O EBL EBT WEST WBR SBL SBR Lane Configurations +' T V Traffic Vol, vehlh 11 238 175 13 16 40 Future Vol, vehlh 11 238 175 13 16 40 Cornflicling Pods, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 Veh in Median Storage, # - 0 0 - 0 Grade, % - 0 0 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 13 280 206 15 19 47 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 221 0 0 520 214 Stage 1 - - - 214 - Stage 2 - - 306 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - - 5.42 - Follow-up Hdwy 2.218 3,518 3.318 Pot Gap-1 Maneuver 1348 - - - 516 826 Stage 1 - - - - 822 - Stage 2 - - - 747 - Platoon blocked, % Mov Cap-1 Maneuver 1348 510 826 Mov Cap-2 Maneuver - 510 - Stage 1 - - - - 813 - Stage 2 - - - - 747 - Approach EB WB SB HCM Control Delay, s 0.3 0 10.7 HCM LOS B Minor LanelMa or Mvmt EBL EBT WBT WBR SBLn1 Capacity (vehlh) 1348 - - 702 HCM Lane VIC Ratio 0.01 - - - 0.094 HCM Control Delay (s) 7.7 0 - - 10.7 HCM Lane LOS A A - - B HCM 95th °lathe Q(veh) 0 - - - 0.3 AM Peak 20 Years 3:39 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TWSC 15: Site RIRO & NW Arterial 10/07/2022 Intersection Int Delay, s/veh Movement 0.3 EBT EBR WBL WBT NBL NBR Lane Configurations tip r Traffic Vol, veh/h 515 5 0 0 0 15 Future Vol, veh/h 515 5 0 0 0 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None None Storage Length - 0 Veh in Median Storage, # 0 0 0 - Grade, % 0 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 606 6 0 0 0 18 Major/Minor Majorl Minorl Conflicting Flow All 0 0 306 Stage 1 - - - Stage 2 - Critical Hdwy 6.94 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.32 Pot Cap-1 Maneuver 0 690 Stage 1 0 - Stage 2 0 - Platoon blocked, % Mov Cap-1 Maneuver - 690 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB NB HCM Control Delay, s 0 10.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 690 HCM Lane V/C Ratio 0.026 HCM Control Delay (s) 10.4 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 - AM Peak 20 Years 3:39 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� + r Traffic Volume (vph) 15 10 35 201 10 54 60 322 140 57 253 10 Future Volume (vph) 15 10 35 201 10 54 60 322 140 57 253 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 175 0 150 110 150 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.883 0.873 0.850 0.994 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 1645 0 1770 1626 0 1770 1863 1583 1770 1852 0 Flt Permitted 0.711 0.724 0.581 0.531 Satd. Flow (perm) 1324 1645 0 1349 1626 0 1082 1863 1583 989 1852 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 39 60 156 4 Link Speed (mph) 30 30 30 30 Link Distance (ft) 278 338 419 357 Travel Time (s) 6.3 7.7 9.5 8.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 17 11 39 223 11 60 67 358 156 63 281 11 Shared Lane Traffic (%) Lane Group Flow (vph) 17 50 0 223 71 0 67 358 156 63 292 0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 6 8 8 4 Detector Phase 2 2 6 6 8 8 8 4 4 Switch Phase Minimum Initial (s) 7.0 7.0 7.0 7.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0 Total Split (s) 32.0 32.0 32.0 32.0 38.0 38.0 38.0 38.0 38.0 Total Split (%) 45.7% 45.7% 45.7% 45.7% 54.3% 54.3% 54.3% 54.3% 54.3% Maximum Green (s) 26.0 26.0 26.0 26.0 32.0 32.0 32.0 32.0 32.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None Min Min C-Min C-Min C-Min None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 12.0 12.0 12.0 12.0 16.0 16.0 16.0 16.0 16.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 17.0 17.0 17.0 17.0 41.0 41.0 41.0 41.0 41.0 Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.59 0.59 0.59 0.59 0.59 v/c Ratio 0.05 0.12 0.68 0.16 0.11 0.33 0.16 0.11 0.27 Control Delay 17.6 8.5 34.1 7.5 8.8 9.7 2.3 8.9 9.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.6 8.5 34.1 7.5 8.8 9.7 2.3 8.9 9.1 PM Peak 20 Years 3:38 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 Lanes, Volumes, Timings 3: JFK Road & Off -Site Drive/W. 32nd Street 10/21/2022 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS B A C A A A A A A Approach Delay 10.8 27.7 7.6 9.1 Approach LOS B C A A Queue Length 50th (ft) 6 4 87 4 11 70 0 11 54 Queue Length 95th (ft) 17 24 135 27 36 153 27 35 122 Internal Link Dist (ft) 198 258 339 277 Turn Bay Length (ft) 150 175 150 110 150 Base Capacity (vph) 491 635 501 641 634 1092 992 579 1087 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.08 0.45 0.11 0.11 0.33 0.16 0.11 0.27 Intersection Summa Area Type: Other Cycle Length: 70 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 12.7 Intersection LOS: B Intersection Capacity Utilization 53.9% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: JFK Road & Off -Site Drive/W. 32nd Street • 04 36 08 PM Peak 20 Years 3:38 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 2 HCM 6th TWSC 7- Spring Valley Rd & JFK Road 09/06/2022 Intersection Int ❑elay, slveh Movement 1.9 WBL WBR NBT NBR SBL SBT Lane Configurations y 1� I t Traffic Vol, veh/h 46 21 531 79 41 460 Future Vol, vehlh 46 21 531 79 41 460 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - 40 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 51 23 590 88 45 511 Ma'orlMinor Minorl Maorl Mjor2 Conflicting Flow All 1237 634 0 0 678 0 Stage 1 634 - - - - - Stage 2 603 - - - Critical Hdwy 6.42 6.22 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - Pot Gap-1 Maneuver 194 479 - - 914 - Stage 1 529 - - - Stage 2 546 - - - - Platoon blocked, % Mov Cap-1 Maneuver 184 479 - - 914 - Mov Cap-2 Maneuver 184 - - - - - Stage 1 529 - - - - - Stage 2 519 - - Approach W8 NB SB HCM Control Delay, s 28.3 0 0.7 HCM LOS D Minor Lane/Mdor Mvrnt NBT NBRWBLn1 SBL SBT Capacity (vehlh) 228 914 - HCM Lane VIC Ratio - - 0.327 0.05 - HCM Control delay (s) - - 28.3 9.1 - HCM Lane LOS D A - HCM 95th %tile Q(veh) 1.4 0.2 - PM Peak 20 Years 3:38 pm 09/06/2022 Site Pius 20 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TWSC 11: W. 32nd Street & Tiffancy Ct 09/06/2022 Intersection Int Delay, slveh Movement 1.4 EBL FBT WBT WBR SBL SBR Lane Configurations *' T y Traffic Vol, veh/h 28 114 203 28 6 30 Future Vol, veh/h 28 114 203 28 6 30 Conflicting Pods, #Jhr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 31 127 226 31 7 33 Major/Minor Ma or1 Ma'or2 Minor2 Conflicting Flow All 257 0 0 431 242 Stage 1 - - - - 242 - Stage 2 - - - 189 - Critical Hdwy 4.12 - - 6.42 6.22 Critical Hdwy Stg 1 - - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Foliow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1308 - - 581 797 Stage 1 - - - 798 - Stage 2 - - - - 843 - Platoon blocked, % - - Mov Cap-1 Maneuver 1308 - - - 566 797 Mov Cap-2 Maneuver - - - 566 - Stage 1 - - - 778 - Stage 2 - - - 843 - Approach FB WB SB HCM Control Delay, s 1.5 0 10.1 HCM LCS B Minor Lane/Major Mvmt EBL FBT WBT WBR SBLn1 Capacity (vehlh) 1308 - 746 HCM Lane WC Ratio 0.024 - - 0.054 HCM Control Delay (s) 7.8 0 - - 10.1 HCM Lane LOS A A - B HCM 95th %Ule 0(veh) 0.1 - - 0.2 PM Peak 20 Years 3:38 pm 09/06/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 HCM 6th TVVSC 15: Site RIRC & NIN Arterial 09106/2022 Intersec Int. Belay, slveh 0.2 6 FBT ; BR W6L WBT NBL NBR Lane Configurations t'+ r Traffic Vol, veWh 696 17 0 0 0 10 Future Vol, vehlh 696 17 0 0 0 10 Conflicting Peds, #lhr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channeiized None None - None Storage Length - - 0 Veh in Median Storage, # 0 - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 773 19 0 0 0 11 Major/Minor Majorl Minorl Conflicting Flow All 0 0 396 Stage 1 - - - Stage 2 - - - Critical Hdwy - - 6.94 Critical Hdwy Stg 1 - - - Critical Hdwy Stg 2 - - -� Follow-up Hdwy 3.32 Pat Cap-1 Maneuver 0 603 Stage 1 - - 0 - Stage 2 - - 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - - 603 Mov Cap-2 Maneuver - Stage 1 - - Stage 2 - EB NB HCM Control Belay, s 0 11.1 HCM LOS B Minor LanelMajor Mvmt NBLn1 Capacity (vehlh) 603 HCM Lane VIC Ratio 0.018 HCM Control delay (s) 11.1 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 PM Peak 20 Years 3:38 pm 09106/2022 Site Plus 20 Years Background Growth Synchro 11 Report JCM Page 1 CRASH DATA REPORTS Imik DOT Crash Detail Report 20170985331 06/03/2017 11:57 1 JOHN F KENNEDY RD AND W 32ND ST County: Dubuque City: Dubuque Major Cause: Ran stop sign Roadway Type: Intersection: T-intersection Severity:: Possible/Unknown Injury Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 3 Severity:: Possible/Unknown Injury Unit 1 Manner of Crash: Broadside (front to side) Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Cloudy Drug/Alc Involved: None Indicated Property Damage: $25,000 Number of Vehicles: 2 Unit 2 JUnit Init Trav Dir: South Veh Action: Movement essentially straight Configuration: Passenger car Driver Age: 77 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Ran stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20170991040 07/02/2017 10:20 Movement essentially straight Passengercar pparently normal o improper action of reported one (no fixed object struck) JOHN F KENNEDY RD AND W 32ND ST County: Dubuque City: Dubuque Major Cause: Driver Distraction: Inattentive/lost in thought Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Manner of Crash: Rear -end (front to rear) Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $3,000 Init Trav Dir: South Veh Action: Movement essentially straight Configuration: Passenger car Driver Age: 20 Driver Gender: NR Driver Cond: Apparently normal Driver Contr 1: Lost control Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) (Unit 2 Stopped in traffic Passengercar )arently normal improper action reported ie (no fixed object struck) Number of Vehicles: 2 Unit September 6, 2022 Iowa Crash Analysis Tool Page 1 DOT Crash Detail Report 20181054386 06/24/2018 16:21 JOHN F KENNEDY RD AND W 32ND ST County: Dubuque City: Dubuque Major Cause: Roadway Type: Feature: Non-junction/no special feature Severity:: Property Damage Only Manner of Crash: Head-on (front to front) Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Cloudy Drug/Alc Involved: None Indicated Property Damage: $10,000 Number of Vehicles: 2 Unit 2 JUnit Init Trav Dir: North Veh Action: Movement essentially straight Configuration: Passenger car Driver Age: 73 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Improper or erratic lane changing Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20181065450 09/01 /2018 16:36 County: Dubuque City: Dubuque Major Cause: FTYROW: From stop sign Roadway Type: Intersection: T-intersection Turning left Passengercar pparently normal o improper action of reported one (no fixed object struck) JOHN F KENNEDY RD AND W 32ND ST Severity:: Property Damage Only Manner of Crash: Broadside (front to side) Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Cloudy Drug/Alc Involved: None Indicated Property Damage: $5,500 Number of Vehicles: 2 Unit 2 Unit Init Trav Dir: West Veh Action: Turning left Configuration: Passenger car Driver Age: 74 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: FTYROW: From stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) Movement essentially straight Passengercar F )arently normal improper action reported ie (no fixed object struck) September 6, 2022 Iowa Crash Analysis Tool Page 2 DOT 20181066751 09/10/2018 12:38 County: Dubuque City: Dubuque Major Cause: Other Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Crash Detail Report JOHN F KENNEDY RD AND W 32ND ST Manner of Crash: Rear -end (front to rear) Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $10,500 Wit 2 Init Trav Dir: North North Veh Action: Making U-turn Movement essentially straight Configuration: Four -tire light truck (pick-up) Passenger van (seats < 9) Driver Age: 39 6 Driver Gender: M F Driver Cond: Apparently normal Driver Contr 1: Other Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20191118416 06/13/2019 07:50 County: Dubuque City: Dubuque Number of Vehicles: 2 Unit Apparently normal No improper action Not reported None (no fixed object struck) JOHN F KENNEDY RD AND W 32ND ST Major Cause: Driver Distraction: Other interior distraction Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Manner of Crash: Rear -end (front to rear) Fatalities: 0 Surface Conditions: Dry Major Injuries: 0 Light Conditions: Daylight Minor Injuries: 0 Weather Conditions: Clear Possible Injuries: 0 Drug/Alc Involved: None Indicated Severity:: Property Damage Only Property Damage: $2,000 Unit 1 Unit 2 Init Trav Dir: West West Veh Action: Turning left Turning left Configuration: Passenger car Sport utility vehicle Driver Age: 31 46 Driver Gender: F F Driver Cond: Apparently normal Apparently normal Driver Contr 1: Lost control No improper action Driver Contr 2: Not reported Not reported Fixed Object: None (no fixed object struck) None (no fixed object struck) Number of Vehicles: 2 Unit September 6, 2022 Iowa Crash Analysis Tool Page 3 DOT Crash Detail Report 20191118887 06/16/2019 15:39 1 JOHN F KENNEDY RD AND W 32ND ST County: Dubuque City: Dubuque Major Cause: Ran stop sign Roadway Type: Intersection: T-intersection Severity:: Suspected Minor Injury Fatalities: 0 Major Injuries: 0 Minor Injuries: 1 Possible Injuries: 0 Severity:: Suspected Minor Injury Unit 1 Manner of Crash: Head-on (front to front) Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Cloudy Drug/Alc Involved: None Indicated Property Damage: $12,000 Number of Vehicles: 2 Unit 2 JUnit Init Trav Dir: South Veh Action: Turning left Configuration: Passenger car Driver Age: 64 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Ran stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20191132565 09/09/2019 16:44 County: Dubuque City: Dubuque Major Cause: Ran stop sign Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Movement essentially straight Passengercar F pparently normal o improper action of reported one (no fixed object struck) JOHN F KENNEDY RD AND W 32ND ST Manner of Crash: Broadside (front to side) Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Cloudy Drug/Alc Involved: None Indicated Property Damage: $16,000 Number of Vehicles: 2 Unit 2 Unit Init Trav Dir: West Veh Action: Turning left Configuration: Passenger car Driver Age: 75 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Ran stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) Movement essentially straight Passengercar F )arently normal improper action reported ie (no fixed object struck) September 6, 2022 Iowa Crash Analysis Tool Page 4 r� Ik�YY9f1.1 DOT Crash Detail Report 20201189299 09/04/2020 14:23 JOHN F KENNEDY RD AND W 32ND ST County: Dubuque City: Dubuque Major Cause: FTYROW: From stop sign Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Manner of Crash: Angle, oncoming left turn Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $19,189 Init Trav Dir: West Veh Action: Turning left Configuration: Sport utility vehicle Driver Age: 32 Driver Gender: M Driver Cond: Apparently normal Driver Contr 1: FTYROW: From stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20221311909 07/29/2022 10:32 County: Dubuque City: Dubuque Major Cause: Ran stop sign Roadway Type: Intersection: T-intersection Severity:: Suspected Serious Injury Fatalities: 0 Major Injuries: 1 Minor Injuries: 0 Possible Injuries: 0 Severity:: Suspected Serious Injury (Unit 1 Wit 2 Movement essentially straight Passengercar 17 F pparently normal o improper action of reported one (no fixed object struck) Number of Vehicles: 2 Unit WEST 32ND ST AND JOHN F KENNEDY RD Manner of Crash: Broadside (front to side) Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $4,000 Init Trav Dir: West Veh Action: Turning left Configuration: Four -tire light truck (pick-up) Driver Age: 62 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Ran stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) (Unit 2 le essentially straight )arently normal improper action reported ie (no fixed object struck) Number of Vehicles: 2 Unit September 6, 2022 Iowa Crash Analysis Tool Page 5 DOT Crash Detail Report 20191120330 06/24/2019 14:35 JOHN F KENNEDY RD AND SPRING VALLEY RD County: Dubuque City: Dubuque Major Cause: FTYROW: From stop sign Roadway Type: Intersection: T-intersection Severity:: Property Damage Only Manner of Crash: Angle, oncoming left turn Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $5,500 Init Trav Dir: West Veh Action: Turning left Configuration: Four -tire light truck (pick-up) Driver Age: 67 Driver Gender: M Driver Cond: Apparently normal Driver Contr 1: FTYROW: From stop sign Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20211269402 11 /04/2021 15:30 IUnit 2 ovement essentially straight port utility vehicle pparently normal o improper action of reported one (no fixed object struck) Number of Vehicles: 2 Unit JOHN F KENNEDY RD AND SPRING VALLEY RD County: Dubuque City: Dubuque Major Cause: Driver Distraction: Adjusting devices (radio, climate) Roadway Type: Feature: Non-junction/no special feature Severity:: Property Damage Only Manner of Crash: Rear -end (front to rear) Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Surface Conditions: Dry Light Conditions: Daylight Weather Conditions: Clear Drug/Alc Involved: None Indicated Property Damage: $4,500 Init Trav Dir: North Veh Action: Movement essentially straight Configuration: Passenger car Driver Age: 18 Driver Gender: M Driver Cond: Apparently normal Driver Contr 1: Lost control Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) (Unit 2 ovement essentially straight port utility vehicle )arently normal improper action reported ie (no fixed object struck) Number of Vehicles: 2 Unit September 6, 2022 Iowa Crash Analysis Tool Page 1 DOT Crash Detail Report 20191137248 10/05/2019 14:30 W 32ND ST MEASURING 168 FEET EAST FROM W 32ND ST AND TIFFANY CT County: Dubuque City: Dubuque Major Cause: Lost control Roadway Type: Feature: Non-junction/no special feature Severity:: Suspected Minor Injury Manner of Crash: Non -collision (single vehicle) Fatalities: 0 Surface Conditions: Wet Major Injuries: 0 Light Conditions: Daylight Minor Injuries: 1 Weather Conditions: Rain Possible Injuries: 0 Drug/Alc Involved: None Indicated Severity:: Suspected Minor Injury Property Damage: $2,500 Number of Vehicles: 1 Unit 1 JUnit JUnit Init Trav Dir: West Veh Action: Movement essentially straight Configuration: Passenger van (seats < 9) Driver Age: 42 Driver Gender: F Driver Cond: Apparently normal Driver Contr 1: Lost control Driver Contr 2: Not reported Fixed Object: Tree September 6, 2022 Iowa Crash Analysis Tool Page 1 Imik DOT Crash Detail Report 20170963163 01/09/2017 17:34 STATE 32/10WA 32 County: Dubuque City: Dubuque Major Cause: Animal Roadway Type: Feature: Non-junction/no special feature Severity:: Property Damage Only Manner of Crash: Non -collision (single vehicle) Fatalities: 0 Surface Conditions: Dry Major Injuries: 0 Light Conditions: Dark - roadway not lighted Minor Injuries: 0 Weather Conditions: Clear Possible Injuries: 0 Drug/Alc Involved: None Indicated Severity:: Property Damage Only Property Damage: $5,000 Number of Vehicles: 1 Unit 1 JUnit JUnit Init Trav Dir: South Veh Action: Movement essentially straight Configuration: Four -tire light truck (pick-up) Driver Age: 42 Driver Gender: M Driver Cond: Apparently normal Driver Contr 1: No improper action Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) 20201201352 11/18/2020 18:04 STATE 32/IA 32 County: Dubuque City: Dubuque Major Cause: Animal Roadway Type: Not reported Severity:: Property Damage Only Manner of Crash: Not reported Fatalities: 0 Surface Conditions: Not reported Major Injuries: 0 Light Conditions: Not reported Minor Injuries: 0 Weather Conditions: Not reported Possible Injuries: 0 Drug/Alc Involved: None Indicated Severity:: Property Damage Only Property Damage: $3,000 Number of Vehicles: 1 Unit 1 Unit Unit Init Trav Dir: Not reported Veh Action: Not reported Configuration: Sport utility vehicle Driver Age: 30 Driver Gender: F Driver Cond: Not reported Driver Contr 1: No improper action Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) September 6, 2022 Iowa Crash Analysis Tool Page 1 DOT 20211255273 08/13/2021 11:10 County: Dubuque City: Dubuque Major Cause: Animal Roadway Type: Not reported Severity:: Property Damage Only Fatalities: 0 Major Injuries: 0 Minor Injuries: 0 Possible Injuries: 0 Severity:: Property Damage Only Unit 1 Init Trav Dir: Not reported Veh Action: Not reported Configuration: Passenger car Driver Age: 68 Driver Gender: F Crash Detail Report STATE 32/IA 32 MEASURING 3922 FEET EAST FROM JOHN F KENNEDY RD AND STATE 32/IA 32 AND STATE 32/IA32 NW ARTERIAL Manner of Crash: Not reported Surface Conditions: Not reported Light Conditions: Not reported Weather Conditions: Not reported Drug/Alc Involved: None Indicated Property Damage: $1,500 Driver Cond: Not reported Driver Contr 1: No improper action Driver Contr 2: Not reported Fixed Object: None (no fixed object struck) IUnit Number of Vehicles: 1 Unit September 6, 2022 Iowa Crash Analysis Tool Page 2 EXCERPTS FROM KIVLAHAN FARMS TIA Z W .J Y U 7 N r W z 0 x Ng ' s !f P�BD��,��M o� e� o y �Q�``� 5 P KIVLAHAN FARMS win /q Obuy/` •23. N ,y y QO /� (3�(2S( 6aQW Q ``h `�i N� �' yr y � G44P4 / hti O o2s' ro ��s �rl ��ll � OFFSITE �� DEVELOPMENT � P tE�,P� o=Z R T N 'fA Z2��< �� N Msa EXHIBIT 4-77: TRIP ASSIGNMENT: ra- nM weak"°°, �, „„ OFFSITE OUTBOUND �Xx� PNi Peak"°°` - � Fl wNNo vaak "°„, NOT TO SCALE CITY OF DUBUQUE - KILLARNEY INTERSECTION ANALYSIS Intersections Metric US Customary Intersection sight Intersection sight Stopping distance tar Stopping distance for Design sight passenger cars Design sight eassenger cars speed distance Calculated Design speed distance Calculated ❑esign km/h m m m (mph) ft ft existing condition 20 20 417 45 15 80 165.4 30 35 62.6 65 20 115 220.5 425' 475' with tree 40 50 83.4 85 25 155 275.E trimming) 50 65 104.3 105 30 200 330.8 335 60 85 125.1 130 35 250 385.9 390 70 105 146.0 150 40 305 441.0 445 80 130 166.8 170 45 360 496.1 500 90 160 187.7 190 50 425 551.3 555 100 185 208.5 210 55 495 606.4 610 110 220 229A 230 60 570 661.5 665 120 250 250.2 255 65 645 716.6 720 130 285 271.1 275 70 730 771.8 775 75 820 826.9 830 80 910 882.0 885 Mote: Intersection sight distance shown is for a stopped passenger car to turn left onto a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-55. Resign intersection Sight Distance —Case S1--Left Turn From Stop Sight distance design for left turns at divided -highway intersections should consider multiple design vehicles and median width. If the design vehicle used to determine sight distance for a divided -highway intersection is larger than a passenger car, then sight distance for left turns will need to be checked for that selected design vehicle and for smaller design vehicles as well. If the divided -highway median is wide enough to store the design vehicle with a clearance to the through lanes of approximately 1 m [3 €t] at both ends of the vehicle., no separate analysis for the departure sight triangle for left turns is needed on the minor -road approach for the near roadway to the left. In most cases, the departure sight triangle for right turns (Case E2) will provide sufficient sight distance for a passenger car to cross the near roadway to reach the median. Possible exceptions are addressed in the discussion of Case B3. If the design vehicle can be stored in the median with adequate clearance to the through lanes, a departure sight triangle to the right for left turns should be provided for that design vehicle turning left from the median roadway. Where the median is not wide enough to store the design vehicle, a departure sight triangle should be provided for that design vehicle to turn left from the minor -road approach. The median width should be considered in determining the number of lanes to be crossed. The median width should be converted to equivalent lanes. For example, a 7.2-m [24-ft] median should be considered as two additional lanes to be crossed in applying the multilane highway adjustment For time gaps in Exhibit 9-54. Furthermore, a departure sight triangle for left turns from the median roadway should be provided for the largest design vehicle that can be stored on 665 AASHTO--Geometric Design of Highways and Sneers Time gap (s) at design speed of Desl n vehicle major road Passenger car 6.5 Single -unit truck 8.5 Combination truck 10.5 Note: Time gaps are for a stopped vehicle to turn right onto or cross a two-lane highway with no median and grades 3 percent or less. The table values require adjustment as follows: For multilane highways: For crossing a major road with more than two lanes, add 0.5 seconds for passenger Gars and 0.7 seconds for trucks for each additional lane to be crossed and for narrow medians that cannot store the design vehicle. For minor road approach grades: If the approach grade is an upgrade that exceeds 3 percent, add 0.1 seconds for each percent grade. Exhibit 9-57. Time Gap for Case 1132-Right Turn from Stop and Case B3-Crossing Maneuver Metric U5 Customary IntersectionIDesign intersection sight Stopping distance Stopping distance for Design sight assen 'or design sight passenger cars speed distance Calculated speed distance Calculated Design 20 20 36.1 40 30 35 54.2 55 40 50 72.3 75 50 65 90.4 95 60 85 108.4 110 70 105 126.5 130 80 130 144.6 145 90 160 162.6 165 100 185 180.7 185 110 220 198.8 200 120 250 216.8 220 130 285 234.9 235 15 80 143.3 145 20 115 191.1 195 25 155 238.9 240 30 200 286.7 290 35 250 334.4 335 40 305 382.2 385 45 360 430.0 430 50 425 477.8 480 55 495 525.5 530 60 570 573.3 575 65 645 621.1 fit 70 730 668.9 67 + 75 820 716.6 72 80 910 764.4 765 sting condition Note: Intersection sight distance shown is for a stopped passenger car to turn right onto or cross a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-58. Design Intersection Sight Distance Case B2-Right Turn from Stop and Case B3-Crossing Maneuver .i. THE CITY OF L�UB E Masterpiece on the Mississippi ENGINEERING DEPARTMENT PROJECT DATE BY C1P NO. SUBJECT SHEET OF D N OD V ? C. /1-0 55 r AJ -I, 24-HOUR COUNTS ON NW ARTERIAL rA nl'•J f ] E;;�SC]J�J Anderson -Bogert Radar Traffic Counter Report B4GERT Dubuque NW Arterial 8110/2022 jcfy 47e�nA Wta�n& �ja Latitude 38.861231 W es ■ +1n Longitude:-95.741185 8/1012022 Southbound, Time Outside inside Total 12:00AM ❑ 12:15 0 12:30 0 12:45 0 1:00 * 0 1:15 0 1:30 0 1:45 0 2:DO " 0 2:15 k 0 2:30 ' 0 2:45 0 3:00 ' 0 3:15 0 3:30 0 3:45 0 400 0 4:15 0 4:30 * 0 4:45 * 0 5.00 ` 0 5:15 0 5 30 0 5:45 0 6.00 " 0 6:15 " 0 6:30 * 0 6:45 0 7.00 * 0 7:15 0 7:30 0 7:45 ' 0 8.00 62 29 91 8:15 60 33 93 8:30 70 33 103 8:45 74 29 103 9.00 64 32 96 9:15 49 21 70 9:30 50 27 77 9:45 65 37 102 10:00 65 25 90 10:15 65 20 85 10:30 57 14 71 10:45 63 30 93 11:00 74 34 108 11:15 78 30 108 11:30 67 27 94 11:45 71 45 116 12:00 PM 74 46 120 12:15 77 43 120 12:30 61 34 95 12:45 81 37 118 1:00 86 34 120 1:15 70 33 103 1:30 69 42 111 1:45 70 47 117 2:00 82 37 119 2:15 83 61 144 0 I�NC]CkSQi�! Anderson -Bogert Radar Traffic Counter Report BQGERT Dubuque NW Arterial 8110/2022 Northbound 8.9.22 Lalitude: 38.861231 Longitude:-95.741185 2:30 111 83 194 2:45 118 77 195 3:00 89 87 176 3:15 95 57 152 3:30 105 73 178 3:45 98 58 156 4:00 96 46 142 4:15 125 55 (� 180 4:30 130 63 (.Q 193 4:46 98 39 137 5:00 74 44 118 5:15 83 43 126 5:30 85 36 121 5:45 73 30 103 6:00 58 31 89 6:15 50 15 65 6:30 36 19 55 6:45 43 20 63 7:00 46 18 64 7:15 37 26 63 7:30 33 20 53 7:45 42 19 61 8:00 24 7 31 8:15 43 18 61 8:30 20 5 25 8:45 19 9 28 9:00 26 7 33 9:15 25 8 33 9:30 27 10 37 9:45 21 6 27 10:00 18 7 25 10:15 15 8 23 10:30 10 7 17 10:45 10 3 13 11:00 10 2 12 11:15 8 5 13 11:30 8 5 13 11:45 6 0 6 Total 3802 1946 5748 Percent 66.1 % 33,9% AM Peak 10:45 8:15 10:45 Volume 282 127 403 Peak Factor 0,904 0.262 0.933 PM Peak 3 45 2:15 2:30 Volume 449 308 717 Peak Factor 0.863 0.885 0.919 Anderson -Bogert Radar Traffic Counter Report QQGERT Dubuque NW Arterial 811012022 Northbound 8.9.22 Latitude: 38.861231 Longitude: -95.741185 8111 /2022 49cullihemnd, 8enthbotim Time Outside Inside Total 12:00 AM 5 2 7 12:15 3 2 5 12:30 5 2 7 12:45 7 2 9 1.00 2 0 2 1:15 4 1 5 1:30 2 0 2 1:46 4 1 5 2:00 0 1 1 2:15 4 1 5 2:30 2 2 4 2:45 5 2 7 3:00 3 0 3 3:15 2 3 5 3:30 12 2 14 3:45 9 1 10 4:00 12 5 17 4:15 39 8 47 4:30 37 6 43 4:45 26 7 33 5:00 33 7 40 5:15 32 4 36 6:30 50 17 67 5:45 37 11 46 6:00 57 17 74 6:15 52 10 62 6:30 65 26 91 6:45 74 26 100 7:00 74 20 94 7:15 92 33 125 7 30 88 38 126 7:45 74 48 �1 122 8:00 70 33 103 8:15 0 8:30 0 8:45 0 9:00 * 0 9:15 ' 0 9:30 0 9:45 0 10:00 0 10:15 0 10:30 0 10:45 * 0 11:00 0 11:15 0 11:30 * 0 11:45 0 12:00 PM 0 12:15 0 12:30 0 12:45 0 1:00 0 1:15 0 1:30 0 1:45 * 0 2:00 0 2:15 0 Anderson -Bogert Radar Traffic Ccunter RepW BQ��RT ❑ubuque NW Arterial 8/1012022 Northbound 8.9.22 Latitude: 38.861231 Longitude:-95.741185 2:30 0 2:45 0 3:00 * 0 3:15 " 0 3:30 0 3:45 0 4:00 * 0 4:15 0 4:30 * 0 4:45 * 0 5:00 k 0 5:15 " 0 5:30 0 5:45 * 0 6:00 * 0 6:16 * 0 6:30 * 0 6:45 * " 0 7.00 0 7.15 * 0 7:30 0 7:45 0 8:00 0 8:15 0 8:30 * 0 8:45 * 0 9:00 0 9:15 0 9:30 0 9:45 " 0 10:00 0 10:15 * 0 10:30 0 10:45 ' 0 11:00 0 11:15 0 11:30 0 11:45 0 Total 981 338 1319 Percent 74.4% 25.6% AM Peak 6A5 7:15 7:15 Volume 328 152 476 Peak Factor 0.891 0.792 0.944 PM Peak Volume Peak Factor Grand Total 4783 2284 7067 Percent 67.7% 32.3% ADT ADT: 6,820 AADT: 6,820 Anderson -Bogert Radar Traffic Counter Report BOGERT Dubuque NW Arterial 8/9/2022 fdvKHaernsd 8.9.22 Latitude: .ngitude: GIL*16N4 FA!4-)-M.n -� Lo-9595.741741185185 819/2022 Ned4beand, NeFt b r rd, Time Outside Inside Total 12:00 AM 0 12:15 0 12:30 0 12:45 0 1:00 * 0 1:15 * 0 1:30 0 1:45 0 2:00 0 2:15 * 0 2:30 0 2:45 0 3:00 0 3:15 0 3:30 0 3:45 * 0 4:00 0 4:15 0 4:30 0 4:45 0 5:00 * 0 5:15 * 0 5:30 0 5:45 0 6:00 0 6:15 0 6:30 0 6:45 0 7:00 7:15 * $S 0 +STO 7:30 35 0 l 35 7:45 32 0 32 8:00 29 0 29 8:15 18 0 f� 18 8:30 20 0 ,1G _! C l 20 8:45 23 0 a�"�T C� k ^-w�" 23 900 26 0 26 4 22 �. ` Vp 9:15 28 0 S ,r• 28 9:30 43 0 S ' DC> 43 9:45 26 0 26 10:00 25 0 25 10:15 26 0 26 10:30 37 0 37 10:45 46 0 46 11:00 66 1 67 11:15 80 1 81 11:30 54 2 56 11:45 70 0 70 12:00 PM 82 1 83 12:15 78 0 78 12:30 85 0 85 12:45 91 4 95 1:00 75 47 122 1:15 75 31 106 1:30 6.1 24 85 1:46 84 9 93 2:00 90 3 93 2:15 78 6 84 0 ANDERSaN Anderson -Bogert Radar Traffic Counter Report g4G�RT Dubuque NW Arterial 8/9/2022 Northbound 8.9.22 Latitude: 38.861231 Longitude:-95,741185 2:30 86 5 91 2:45 Be 12 100 3:00 90 36 126 3:15 82 53 135 3:30 74 62 136 3:45 62 57 119 4:00 89 64 44 153 4:15 88 55 5 51 143 4:30 73 54 127 4:45 66 62 128 5:00 69 78 147 5:15 104 69 173 5:30 56 56 112 5:45 50 50 100 6:00 57 49 106 6:16 83 53 136 6:30 39 45 84 6:45 39 46 85 7:00 47 37 84 7:15 52 48 100 7:30 45 27 72 7:45 33 27 60 8:00 59 23 82 8:15 52 0 52 8:30 27 0 27 8:45 26 0 25 9:00 28 0 28 9:15 16 0 16 9:30 24 0 24 9:45 17 0 17 10:00 12 0 12 10:15 17 0 17 10:30 6 0 6 10:45 5 0 5 11:00 5 0 5 11:15 2 0 2 11:30 9 0 9 11:45 2 0 2 Total 3262 1197 4459 Percent 73.2% 26.8% AM Peak 10:45 10:45 10:45 Volume 246 4 250 Peak Factor 0.769 0.500 0.772 PM Peak 2:30 4:45 4:30 Volume 346 265 575 Peak Factor 0,961 0,849 0.831 Anderson -Bogert Radar Traffic Counter Report BOGRT Dubuque NW Arterial 8/9/2022 a4"A44141"Urrd 8.9.22 1 Latitude: 38.861231 GLai bnUnx &_4br"64 Longitude:-95.741185 811012022 Ne4hba4ed, NtAftewtd, , Time Outside Inside Total 12:00 AM 1 0 1 12:15 2 0 2 12:30 4 0 4 12:45 1 0 1 1:00 6 0 6 1:15 1 0 1 1:30 5 0 5 1:45 3 0 3 2:00 3 a 3 2:15 1 0 1 2:30 2 0 2 2:46 3 0 3 3:00 2 0 2 3:15 2 0 2 3:30 6 0 6 3:45 5 0 5 4:00 3 0 3 4:15 9 0 9 4:30 19 0 19 4:45 16 0 16 5:00 23 0 23 5:15 42 ❑ 42 5:30 52 0 52 5:45 40 0 40 6.00 25 0 25 6:15 31 0 31 6,30 33 0 33 6:45 47 0 47 7:00 5 0 52 7:15 55 0 55 7:30 0 7:45 0 a:aa R a 8:15 * 0 8:30 * 0 8:45 0 9:00 * 0 9:15 0 9:30 0 9:45 0 10:00 a 10:15 0 10:30 0 10:45 0 11:00 0 11:15 " 0 11:30 0 11:45 0 12:00 PM 0 12:15 * 0 12:30 0 12:46 0 1:00 0 1:15 * 0 1:30 " 0 1:45 0 2:00 0 2:15 0 ANDEkSC�N BQGERT 81912022 0 Andersen -Bogert Radar Traffic Counter Report Dubuque NW Arterial Northbound 8.9.22 Latitude: 38.861231 Longitude:-95.741185 2:30 0 2:45 * 0 3:00 * 0 3:15 0 3:30 0 3:45 0 4:00 * 0 4:15 " 0 4:30 * 0 4:46 * 0 5:00 0 5.15 0 5:30 0 5A5 0 6:00 0 6.15 0 6:30 * 0 6:45 0 7:00 * 0 7:15 0 7:30 * 0 7:45 0 8:00 0 8:15 0 8:30 0 8:45 0 9:00 0 9:15 * 0 9:30 ` 0 9:45 0 10:00 0 10:15 0 10:30 * 0 10:45 * 0 11:00 0 11:15 * 0 11:30 0 11:45 0 Total 494 0 494 Percent 100.0% 0.0% AAA Peak 6:30 6:30 Volume 187 187 Peak Factor 0.850 0.850 PM Peak Volume Peak Factor Grand Total 3756 1197 4953 Percent 75.8% 24.2% ADT ADT:0 AADT 0 Station Number. 31346245099 Count Date: Thursday, June 22, 2017 County: Dubuque Location Description: [A 32 & JOHN F KENNEDY R❑ Volume Factor: 1.798 Pass Class Factor. 1.841 SU Class Factor., 1.453 Combo Class Factor- 1.456 Raw Data -All Vehicles: Iowa Department of Transportation Turning Movement Traffic Count Summary Annualized Daily Traffic For All Vehicles 3626 4672 erg 4 t -S a 19751476 175 lA 32 .1 Irk 32 76444"n 7.187^ L273 40M 5932 4334�--F--4351 7303 762-1 F430B 5G38 r 71B 16121129 a z p M Z 3666 3469 N Leg E Leg S Leg W Leg L I T R L T R L T R L T R 07:00 16 120 149 86 373 10 38 49 11 74 294 1 08:00 14 123 132 87 254 20 4C 80 6 108 223 3 11:00 6 104 141 80 260 18 52 10 6 111 264 5 12:01 15 91 14 73 290 10 7 120 108 140 344 7 15:01 16 114 15 13 32 2 50 10 63 22 39 71 16:0 1 121 16 13 47 2 51 181 103 20 420 87 17:0 1 132 18 11 41 4 9 23A 1021 33 451 9 W,6k �t2Z SG(. Gl- Et Created 9/26/2018 10:43:54AM TM01 Page 1 of 4 .J,i * 71� .!ftm'f7t SP EY RD" RINGNALL SEA A,