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Railroad Quiet Zone Study
Copyrighted December 4, 2023 City of Dubuque Work Session - Top # 01. City Council Meeting ITEM TITLE: 5:30 PM - Railroad Quiet Zone Study SUMMARY: Engineering department staff and consultant Anderson -Bogert will give a presentation on the Railroad Quiet Zone Study progress to date and next steps. SUGGESTED DISPOSITION: ATTACHMENTS: Description MVM Memo Staff Memo Presentation Report Type City Manager Memo Staff Memo Supporting Documentation Supporting Documentation THE C DUj!BQTE Masterpiece on the Mississippi TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Railroad Quiet Zone Study Work Session DATE: November 29, 2023 Dubuque WAWca 914 ii 2007-2012.2013 2017*2019 Project Manager Steve Sampson Brown is submitting information on the work session for the Railroad Quiet Zone Study. Engineering department staff and consultant Anderson - Bogert will give a presentation on the Railroad Quiet Zone Study progress to date and next steps. v Mic ael C. Van Milligen MCVM:sv Attachment CC' Crenna Brumwell City Attorney Cori Burbach, Assistant City Manager Gus Psihoyos, City Engineer Steve Sampson Brown, Project Manager THE CITY OF DUB E Masterpiece on the Mississippi TO: Michael C. Van Milligen - City Manager Gus Psihoyos, City Engineer FROM: Steve Sampson Brown, Project Manager SUBJECT: Railroad Quiet Zone Study Work Session DATE: November 28, 2023 Dubuque AII•America City 2007-2012.2013 2017*2019 INTRODUCTION The purpose of this work session is to present information to the City Council on the Railroad Quiet Zone Study. BACKGROUND & DISCUSSION Anderson -Bogert was hired to evaluate and recommend railroad crossing safety improvements that will be required in order for the City to request implementation of a Railroad Quiet Zone within the City of Dubuque limits. Engineering department staff and Anderson -Bogert will update the City Council on the Railroad Quiet Zone Study progress to date and next steps. RECOMMENDATION A PowerPoint presentation will be given by Anderson -Bogert. No formal action is required per this memorandum. KJB/ssb :19 DMATS QUIET ZONE STUDY UPDATE December 4th ) 2023 0 F� 1. Team Introductions 2. Background and Information 3. Summary of Study 4. DRAFT Recommendations 5. Final Steps/Direction ECG 0% ANDERSON BQGERT [Background & Information What is a Quiet Zone? The Train Horn Rule: Federal Code of Regulations (CFR) requires routine sounding of train horns at public crossings Etu� - - ANDERSON BQGERT Quiet Zone: A crossing or group of crossings exempt from the train horn rule by constructing additional safety improvements approved by Federal Rail (FRA). [Background & Information How to Achieve a Quiet Zone 1. Reduce risk through additional safety improvements —minimum requirements 2. Public Authority Designation 1. Public authority already has or constructs FRA pre -approved safety improvements (SSM) to reduce risk 2. On the city's schedule, does not require application —just an official notice 3. Public Authority Application to FRA 1. City reduces risk using methods not preapproved (ASM) 2. Required engineering study and application to FRA 3. On the FRA's time (18+ month approval timeline) ECUI ANDERSON BOGERT [Background & Information Safety Improvements 1. Every public crossing has a "risk number" associated with it. 1 2. 1 3. 4. 1 Calculated based on many factors: lanes, traffic, accident history, warning devices, etc. Quiet zone has a "risk number" associated with it Average risk of all public crossings in the zone Pre -approved improvements reduce risk by a prescribed amount Construct enough improvements to reduce average risk below nationally prescribed threshold (NSRT), or risk with horns for the specific crossings (RIWH) If the city installs pre -approved improvements at each public crossing, risk numbers do not need to be calculated ECUI ANDERSON - BQGERT Dubuque Road M sles ofSpasi Basel -he Risk Value 4,732 Historic Federal Threshold Update - . ue Jones Street 8,809 E5thStreet 24,770 Orlghial 2006 17,030 E 7th Street 12,954 1 2007 19,047 E 9thStreet 17,461 2 2008 17,610 E 111h Street 54,593 3 2009 18,775 E 12thStreet 7,004 4 2010 14,007 E 14th Street 21,811 5 2012 13,722 E 15thStreet 9,003 6 2013 14,347 E 16th Street 18,954 7 2017 14,723 3awthomeStreet 11,385 8 2019 13,811 Lh1COhlAvenue 12,934 9 (cureent) 2021 15,488 [Background & Information What are SSMs and ASMs? 1. Supplemental Safety Measures (SSMs) (PreaPproved by FRA) 1. Temporary closure of a crossing (for a partial quiet zone) 2. 4-quadrant gate system (+-$750,000 per location) 3. 2-quadrant gate system with medians or channelization devices (+-$400,000 per location) 4. One-way street with gates covering the entire approach 5. Permanent closure or grade separation 2. Alternative Safety Measures (ASMs) Anything not listed under SSM. J. ANDERSON ECUI BQGERT [Background & Information Baseline Improvements 2-Quadrant Gates Constant Warning Time and Power Out Light on Cabinet i 464 o - - -= r ECUL ANDERSON BQGERT [Background & Information 4-Quadrant Gate 4 Gates Constant Warning Time w ECUL ANDERSON BQGERT 0 rTF..-ro • - - -------- -- %hF, Background & Information Pedestrian / Bike Treatments ANDERSON ECUL BOGERT aaaa h Summary of Study --/ Study Objectives/Process 1. Evaluate the feasibility of establishing a quiet zone(s) in the DMATs area. 2. Develop recommended safety improvement plan for DMATs agencies 3. Project Steps: 1. Determine Appropriate Limits 2. Identify Feasible Improvements and Diagnostically Review 3. Run Risk Scenarios 4. Formulated Recommendations 5. Public Outreach 6. Final Recommendations 7. Funding Applications — Federal and State Grants Available 8. Submit Notice of Intent to rail entities 0% ECUI ANDERSON i- BQGERT Summary of Study -/ Project Location & Limits City of Dubuque 1. CN & CPKC RR COX SPRINGS RQAO 12. "PRIVATE ACCESS POINT 23. LINCOf_N AVE MINES orsOmW Fz5AO * ° +.i 24. RIVERSIDE ROAD d CN YARD 13. E STF: SIRE@T 25. GOLF LAKE ROAD 14. CTTI I GT17C CT 26. k1 STREE T 5. SASTET ALINRE 15. KER PER BLVD 27. g7Ii MEET 16. E 11 TH STREET 28. 2Na $TREET 9- JCNES STREET 17. E 12TH STREET 29. 9NSF OFFICE 2 CN OFFICE 1& F UTH STREET anv.sti 19. E 15TH STREET 30. SINSINAAWWA AVE B. "SMSINAWA AVE l0. E1bTH STREET mxn r.- .wti 9. (RESERVEL7J 21. CP YARG7g6�'0 5710PS 10. JOHNSON NNE ��,� 1rr,. CN 1 OA] INFFASIRI F CP-2 OAI UP-3 OR) s+s�w•n rr.rcmF+><• RNRF (11 j INELIGIBLE AL 1 7C--. OrA ECIA BOGERT 3. Mines of Spain Rd. 14. E. 7th St. 4. CN Yard 6. Jones St. 7. CN Office 13. E. 5th St 15. Kerper Blvd. 16. E. 11th St. 17. E. 12th St. 18. E. 14th St. 19. E. 15th St. 20. E. 16th St. 21. CP Yard/Dbq. Shops 22. Hawthorne St. 23. Lincoln Ave. F mmary of Study --/ Project Location & Limits (cont) 1. Quiet Zones Must: 1. Total at least'/2 mile along a track, or extend'/4 mile beyond the outermost public crossings on the mainline 2. Include all private and pedestrian crossings which fall between the outermost public crossings, or within'/4 mile of the outermost public crossings 3. Extend until there are no public crossings within '/4 mile of the outermost public crossings 4. Be separated by mainline/spur, primary railroad, and state 5. Have minimum required improvements installed at all crossings 2. Ineligible Crossings Isolated private and pedestrian crossings which are more than'/4 mile outside of the outermost crossings of a quiet zone. ECUI - ► ANDERSON 0QGERT Summary of Study _/ Diagnostic Review and Concept Feasibility - 11t" Street 1. Evaluate Site Conditions 1. No access points within 100' 2. Roadway and existing signals in good shape 3. High existing risk 2. Evaluate Preapproved Treatments (SSM) 1. Closure or Grade separation (expensive or impractical) 2. One-way Conversion with gate replacement 3. 4-Quadrant Upgrade 4. 2-Quadrant with Medians 3. Identify Recommended Action 1. Existing Signals are compliant 2. Roadway newly constructed — adequate width 3. Install medians and signs ECUI - ANDERSON 0QGERT Summary of Study __/ Diagnostic Review and Concept Feasibility - 7thStreet 1. Evaluate Site Conditions 1. Multiple access points within 50' 2. DOT Highway bridge overhead and abutments below 3. Existing signals require complete replacement 4. Future projects planned by City 2. Evaluate Preapproved Treatments (SSM) 1. Closure or Grade separation 2. One-way Conversion with gate replacement 3. 4-Quadrant Upgrade 4. 2-Quadrant with Medians 3. Identify Recommended Action 1. Can we close or convert to pedestrian only with a future connector? 2. Can we complete safety improvements that are feasible, and get credit for risk reduction at other locations? ECIA- ANGERS© 09PUT r F mmary of Study _/ Diagnostic Review and Concept Feasibility - 16thStreet E-„ si EXAMPLE 13NLY 1. Evaluate Site Conditions 1. Multiple access points within 50' 2. Existing signals need replaced 3. Possible future pedestrian presence 4. Possible change in future traffic? 5. City has plans to develop a park, but no specifics yet 2. Evaluate Preapproved Treatments (SSM) 1. Closure or Grade separation 2. One-way Conversion with gate replacement 3. 4-Quadrant Upgrade i 4. 2-Quadrant with Medians 3. Identify Recommended Action 1. What allows most future flexibility in park design? Oro ECUI - ANDERSON 09PUT Draft Recommendations Recommend Quiet Zone Plan 1. Evaluate Safety 1. What safety concerns exist aside of quiet zones? 2. Regulations may not require improvements everywhere, is this safe? 2. Evaluate Feasibility 1. Which locations provide greatest risk reduction? 2. Which should be targeted for maximum economic benefit? 3. Evaluate Susceptibility 1. How much risk buffer is acceptable? 2. What happens if train or vehicle traffic increases? 3. How durable are the recommended improvements? 4. If we don't build SSMs everywhere, what are the chances the risk increases above the thresholds? 4. Evaluate Cost 1. What option gives greatest safety and noise reduction benefits for associated cost? 2. What are the anticipated reoccurring maintenance costs for signal equipment and roadway improvements that will be incurred? EC1A - BQGERT QuietZone - Quiet Zone ..Ba*ark Opthn C onstructhn • pthn C onstructhn C alcu lated Risk R is k A 2,642 $2,370,000 A 2,642 $ 1,222,000 B 7,572 $ 1,894,000 B 3,904 $ 1,022,000 C 9,282 $ 1,544,000 C 6,165 $ 474,000 D 11,179 $ 1,824,000 D 12,770 $ 406,000 M min um 18,455 M min um 12,770 hn provem ants one hn provem ants only N ationalThxesho-b 15,488 N athnaM=sho-b 15,488 VSRT) (NSRT) Riskw$hHoms RjskwthHams 10,702 7,776 (RMH) (R]WH) Draft Recommendations Draft Dubuque Recommendations provem ent ID Road Recom m ended ' r• rity S chedu-b - • N • •- 3 M roes of Spain Do Not Inc-Llde 4 CN Yard Do Notlnchide 5 Salina Street DoNotlnchide C onfnzn C W T 6 Jones Street upgrade and/or 4 TnitaI FRA C W T W aiver n 7 CN Yard Signs, Per N/A Initial D iagnostic 13 E 5th Street M edians 10 Tnitial 12 Julien Dubuque Dr Ineli��� 14 E 7th Street 2-Quad 2 Tnitial 15 E 9th Street Signs 2 Tnitial 16 E llth Street M edians 10 Tnitial 17 E 12thStreet 2-Quad 5 Tnitial 18 E 14 th Street G rade S eparathn 10 Tnitial 19 E 15thStreet Cbsure 7 Initial 20 E 16th Street 4-Quad 9 Tnitial 21 C P Yard N one, Per N /A Initial D iagnostic 22 H aw thorne S treet M edians 7 Future 23 Linco-b Avenue S igns 1 Future OECPM ANDERSON BQGERT Moving Forward Next Steps 1. Concurrence from Dubuque to proceed with public input gathering 2. Incorporate public input to study 3. Submit final study to DMATS 4. City identifies desired improvements 5. City applies for available grant funds 6. City notifies Anderson -Bogert to proceed in drafting "Notice of Intent" for dissemination by City EtuA- - ANDERSON BQGERT Moving Forward Possible Funding Opportunities 1. Consolidated Rail Infrastructure and Safety Improvements Program (CRISI) 2. Railroad Crossing Elimination Grant Program 3. Federal -Aid Railroad -Highway Grade Crossing Section 130 Program Ecu� ANDERSON BQGEwr Moving Forward QUESTIONS ? ANDERSON ECUI BQGERT DMATS RAILROAD QUIET ZONE STUDY DUBUQUE METROPOLITAN AREA TRANSPORTATION STUDY CITY OF DUBUQUE, IOWA CITY OF EAST DUBUQUE, ILLINOIS CITY OF PEOSTA, IOWA DUBUQUE COUNTY, IOWA 11.16.2023 PREPARED BY: JACOB SPRENGELER, P.E., ENV SIP QA/QC: Bryan Janssen, P.E. P'alixi"a —w *Bak 1■ lv: it ,:i 11 Cedar Rapids I Marion x www.anderson-bogert.com I hereby certify that this Engineering document was prepared by me or under my direct personal supervision and that I am a duly Licensed Engineer under the laws of the State of Iowa. Date: Iowa License No. Exp. Date: 2 Table of Contents EXECUTIVESUMMARY......................................................................4 INTRODUCTION AND BACKGROUND.................................................5 Existing Concerns: Increased Train Traffic Existing Railroad Infrastructure Federal Regulation - DETERMINE APPROPRIATE QUIET ZONE BOUNDARIES ........................1 1 II - UNDERSTAND PRE -APPROVED MEASURES(SSM) .............................14 III - IDENTIFY FEASIBLE CROSSING APPLICATIONS.................................16 IV - QUIET ZONE DESIGNATION OPTIONS............................................69 V - SENSITIVITY ANALYSIS.................................................................78 VI -SUMMARY OF FINAL RECOMMENDATIONS..................................79 VII - APPENDIX..............................................................................81 3 EXECUTIVE SUMMARY The attached study has been completed to evaluate and recommend the optimum method for designating a railroad quiet zone at provided crossings within the study area. The study area focuses on the DMATS service area, or the general Dubuque, IA metropolitan area. The public entities involved in this study include Dubuque County (Iowa), City of Peosta (Iowa), City of Dubuque (Iowa), and the City of East Dubuque (Illinois). The study area includes roughly 30 total crossings. After Anderson -Bogert received the desired crossing list, we worked with the state DOT's, public entities, and the FRA to acquire and update existing crossing inventory forms and traffic count data. From here, coordination with FRA was completed to determine the correct interpretation of the federal regulations to this area relating to quiet zone limits. Once these interpretations were set, Anderson -Bogert determined the appropriate quiet zone boundaries and partitions. Initial concepts were drafted up for each location. The concepts were sent out to the required diagnostic review parties (FRA, DOT's, Railroads, Cities, consultants) for review. On -site diagnostic reviews for each crossing were completed in April 2023. All required private crossings were completed, along with the public crossings (out of courtesy). From here, the crossing exhibits and conceptual designs were refined over the next few months in coordination with follow up information from each railroad involved. With these improvements drafted, work could begin on developing multiple combinations for each quiet zone. Two quiet zone plans were drafted up and presented to the DMATS team at a regular board meeting in fall of 2023. Gaining general approval, options were developed for the remaining quiet zones. The initial sections of this report provide general background on the federal regulations and how to create a quiet zone. Each quiet zone is then discussed in greater detail, including findings and recommendations made by the diagnostic team in April 2023. Different combinations of pre -approved improvements are provided for each quiet zone. If FRA preapproved measures are not installed at each public crossing in a quiet zone, it is subject to regular review and "risk comparison". Each quiet zone has a calculated risk number which is compared to several different national standards. If a public entity qualifies for a quiet zone without installing preapproved measures everywhere, the quiet zone risk must stay below one of several national standards. Since these numbers are all subject to change at any given time, there is a potential that the FRA will rescind a quiet zone whose risk rises above one of these national standards. A sensitivity analysis has been provided in this report to help determine what an appropriate "buffer" would be to prevent public entities from losing a quiet zone based on risk numbers changing. Final recommendations are summarized and conveniently provided in tabular form at the end of this report. The final recommendations include a preferred combination of improvement for each quiet zone, identifies critical crossing locations, and crossing locations which may be better served by excluding them from quiet zone consideration. www.anderson-bogert.com INTRODUCTION AND BACKGROUND EXISTING CONCERNS: INCREASED TRAIN TRAFFIC In September of 2021, Canadian Pacific and Kansas City Southern announced a merger between the two railroad companies. This merger was expected to increase daily train traffic by as much as 300 percent along the existing line. This equates to about 12 additional trains every day. The existing railroad line generally parallels the Mississippi River along the western bank as shown in Figure 1 below. The City of Dubuque and Dubuque County have concerns that increased train traffic will correspondingly increase the use of train horns within their jurisdictions. While train horns provide a key safety benefit at railroad crossings, they can also provide unintentional consequences and "noise pollution" to the surrounding community. This consequence leads to a decrease in the quality of life for residents and business owners. With multiple political jurisdictions involved, the Dubuque Metropolitan Area Transportation Study (DMATS) has headed up a combined effort to mitigate the effects of increased rail traffic. Also within the DMATS area are the cities of Peosta, Iowa, and East Dubuque, Illinois. While not directly located on the Canadian Pacific line, the two jurisdictions also wish to explore available options for train horn mitigation. EXISTING RAILROAD INFRASTRUCTURE The metropolitan area surrounding Dubuque, Iowa is a hub of railroad lines and activity. The area hosts 3 operating railroads: Canadian National Railway (CN), Canadian Pacific Railway (CP), and BNSF Railway Company (BNSF). The governing agency of these three major railways is the Federal Railroad Administration (FRA). Figure 1 below shows the FRA railway map in the Dubuque area. Iowa is located within FRA Region 6, whereas Illinois is located within FRA Region 4. Figure 1— Dubuque Area FRA Safety Map CPW`n� ie,,, ro N�re.rlllf t` .......... ,cv f u u anw v�i ,ei �Cuwya 1 v r tp ' . cue HYry ' F rtVllr f kN a "OuP f4 f^' ... .I H �a ne Generally, CN runs in the east/west direction, from Peosta to Dubuque, and ends just on the Illinois side of the Mississippi River in East Dubuque. CP runs north/south typically followingthe western bank of the Mississippi River in Iowa. BNSF runs along the eastern bank of the Mississippi in Illinois. The railroads are also depicted with a color code in Figure 2 below. Marion www.anderson-bogert.com 1. PEOSTA STREET 11. MASSEY MARINA LANE 22. HAWTHORNE STREET 2. COX SPRINGS ROAD 12. "PRIVATE ACCESS POINT 23. LINCOLN AVE 3. MINES OF SPAIN ROAD (PRIVATE - GTYOFDUBUQUE) 24, RIVERSIDE ROAD 4, ON YARD 13, E 5TH STREET 25. GOLF LAKE ROAD (PRIVATE - GIP RAIL) 14. E 7TH STREET 26. BTH STREET 5. SALINA STREET 15. KERPER BLV❑ 27. 4TH STREET (MDUSTRJAL SPUR) 16. E 11TH STREET 2-8. 2ND STREET 6. JONES STREET 17. E 12TH STREET 29, BNSF OFFICE 7, CN OFFICE 18. E 14TH STREET (PRIVATE BNSFRAIL) 24 it (PRIVATE -CN RAIL ACCESS) 19, E 15TH STREET 30. 51NSINAWA AVE 8. **SINSINAWA AVE 20, E 16TH STREET (PRIVATE-SJUSF RAIL) j (PRESERVRAf) 21, CP YARDIDBQ SHOPS 9. (RESERVED} A-G: excLuoED PRruarE cRossrrJcs 10. JOHNSON LANE (PRfVATE- CPRAfL) HJ. EXCLUDED INDUSTRIAL SPURS (PRfVATE - CP RAIL) - O-TE 15ENTI-13 CROSSINGS ARE IINOERIJNEO OTHER NEARBY CROSSINGS FOR REFERENCE, OR RECI M IN USIIXIBT FEOEPAL REGULATION _ - "PRNAYE CROSSINGS INELIGIBLE FOR A QUIET ZONE. Bart STIIIY FOR HOR-SlENCING OMMO BY OISATS INELIGIBLE ti �#. B c A CITY OF E05TA. r� 1 ciTr of oueuouE � R+ 21 — 1 2 1 �1 J 9 16 ; 29 28 A 26 CITY OF FAST DUBUQUE COUNTY, IA ims7s i 1i� I77m *'i. 4 " I ANDERSONOSBGGERT F1GIIRE 2 OMATS StTJPY AREA �l FEDERAL REGULATION The Train Horn Rule Current federal regulations on train horns can be found within Title 49 of the Code of Federal Regulations (CFR) Part 222 — Use of Locomotive Horns at Public Highway-Rai/Grade Crossings. This code stipulates the proper use of horns at all public at -grade crossings, using the customary "long -long -short -long" pattern. Publiccrossingsare defined in the regulation as locations where `apublicauthoritymaintains the roadway on both sides of the crossing. "All other grade crossings are either a private crossing, or a pedestrian crossing. The federal rule does not require sounding of horns at private or pedestrian crossings. At the time of this study, there were no apparent state or local regulations requiring the routine sounding of horns at private and pedestrian crossings within the study area. According to railroad representatives, CN and BNSF do not routinely sound horns at private and pedestrian crossings within the study area. CP informed Anderson - Bogert that they do choose to signal with horns at all at -grade crossings. Exceptions to The Train Horn Rule Subpart C of the regulation provides exceptionsto the horn requirement. Public grade crossings or groups of public crossings which fall under the exception and do not routinely use horns are known as Railroad Quiet Zones. The minimum requirements for crossings to be eligible for inclusion in a quiet zone are summarized as follows: • A Quiet Zone must be a minimum length of 1/2mile along a rail line. • Separate Quiet Zones within a single political jurisdiction need to be separated by a minimum of 1 public crossing which routinely uses horns. • Existing Quiet Zones may be extended by "adding -on" additional crossings outside of the existing outermost public crossings. • Quiet Zones may extend across multiple political jurisdictions. • Public crossings within a Quiet Zone must at minimum contain a 2-quadrantgate system with flashing lights, bells, MUTCD compliant signs, power -out indicators, and constant warning time devices unless constant warning time is impractical, and an FRA waiver is obtained. • All private or pedestrian crossings between outermost public crossings or within 'A mile of the outermost public crossings must be part of the quiet zone. • All private and pedestrian crossings within a quiet zone must be treated in accordance with recommendations of a diagnostic review team. • Partial Quiet Zones (only in effect for a portion of the day) are allowed. After discussion with the FRA representative for the project area, the following FRA interpretations have been stipulated for the project area: Quiet zones shall be separated by operating railroad (i.e. CN crossings and CP crossings shallnot be allowed in the same quiet zone) Quiet zones shall be split across state lines and FRA districts (i.e. Iowa crossings and Illinois crossings shall notbe allowed in the same quietzone). The exception to the horn rule applies to public crossings. It does not permit stand-alone private or pedestrian crossings to be included in a quiet zone, unless they meet the criteria listed above relating to spacing from public crossings. 7 It is important to note that even though crossings may be within a "quiet zone", the federal regulations still require train operators to use their horn in the event of an emergency, equipment malfunction or loss -of - power, and instances where the operators perceive a hazard to the public safety. Therefore, it's possible and likely that horns may still be occasionally sounded within the quiet zone. Reducing Risk Through Safety Improvements To designate a legally enforceable quiet zone, the public entity must complete additional safety improvements within the quiet zone to offset the increased danger (safety risk) from silencing train horns. Every public crossing has an FRA-calculated "risk number" associated with it. The calculated risk is based on lane geometrics, vehicular traffic, train traffic, and safety/warning devices, and incident history in place at the crossing. Generally, the federal regulations allow public authorities to create railroad quiet zones be reducing risk below certain thresholds. Key "risk numbers" and thresholds identified in the train horn rule: Quiet Zone Risk Index (QZRI) — The average of all individual crossing "risk numbers" within the proposed quiet zone. Nationwide Significant Risk Threshold (NSR7) — The "risk number" of an average crossing with 2- quadrant gates, lights, constant warning time, and where train horns are used in the USA. Risk Index With Horns (RIWH) — The "risk number" associated with the existing quiet zone where train horns are used at all crossings within the quiet zone. Each crossing within the quiet zone has a minimum standard of safety which must be satisfied under all circumstances. The minimum standards for all crossings within a quiet zone are: • Public Crossings — Flashing Lights, 2-Quadrant Gates, constant warning time (or FRA-approved waiver), MUTCD Signage • Private and Non -Vehicular Crossings — MUTCD Signage, and any additional safety improvements deemed necessary through a quiet zone diagnostic review Once consideration for the minimum requirements has been made, the public authority will likely need to complete additional safety improvements to reduce risk below the designated thresholds. Quiet zone safety improvements are generally categorized as Supplemental Safety Measures (SSMs) or Alternative Safety Measures (ASMs). SSMs are pre -approved safety improvements which include: • Temporary Closure of a Crossing (for a quiet zone which is only in effect for portions of the day) • Four -Quadrant Gate System • 2-Quadrant Gate System with medians or channelization devices • One-way Street with Gates covering the entire approach • Permanent Closure or grade separation An ASM includes all other safety improvements. ASMs will require justification and proof of risk reduction (an engineering study) and effectiveness estimate to the FRA. These studies and ASM applications can take more than 24-months to complete. The five SSMs have already been studied and pre -approved for general implementation by the FRA. How a Public Authority can achieve a New Quiet Zone The federal regulations provide two paths to create a quiet zone: public authority designation and public authority application to the FRA. Public Authority Designation W A public authority may designate a new quiet zone without forma/ application to the FRA if any of the following conditions are met: Public Authority installs one or more SSMs at all public crossings and complies with minimum safety requirements (including diagnostic review) at all private and pedestrian crossings. Public Authority meets the minimum requirements at ALL crossings within the quiet zone and installs SSMs at enough targeted crossings within the quiet zone to reduce the average public crossing risk (QZRI) below the national risk threshold (NSRT). Public Authority meets minimum requirements at ALL crossings within the quiet zone and has enough SSMs in -place within the quiet zone to reduce the average public crossing risk (QZRI) below the average crossing risk when train horns are used at all public crossings within the quiet zone (RIWH). Public Authority Application to FRA Any improvements or situation which doesn't meet one of three criteria listed above will require an gWlication to the FRA. These applications with associated studies typically take upwards of 2 years for approval. This method is not recommended. Susceptibility and Long-term Compliance of Quiet Zones The most reliable, resistant, and durable method of creating a quiet zone is to install SSMs at each public crossing within the quiet zone. The public authority will need to provide a written affirmation statement and send updated crossing inventory forms to the FRA, state, and railroads at least every 4.5-5 years stating that the quiet zone still meets the federal requirements. It is important to note that all quiet zones are subject to FRA audit at any time. Where SSMs are not installed at every crossing, the affirmation and updating frequency is about every 3 years. Since these methods involve comparison to risk threshold numbers (QZRI, NSRT, RIWH), the quiet zone is at risk of being revoked any time the QZRI is above both the NSRT and RIWH. The QZRI and RIWH may change each time a crossing inventory form is updated by the State, FRA, or operating railroad. Since 2006, FRA has continually updated the NSRT. Table 1 below details the history of the NSRT: Table 1— NSRT Updates Update Original 2006 17,030 1 2007 19,047 2 2008 17,610 3 2009 18,775 4 2010 14,007 5 1 2012 13,722 6 2013 14,347 7 2017 14,723 8 2019 13,811 9 current 2021 15,488 0 Required Notices Regardless of the method of designation, public entities are required to submit a series of specific notices relating to the new quiet zone. Part 222 describes these notices in detail, including required contents and recipients. During the quiet zone planning process, public entities are required to draft and disseminate a Notice oflntent (NOI). This typically goes out to the effected jurisdictions, state department in charge of highway and grade crossing safety (Iowa DOT Rail or Illinois Commerce Commission), and operating railroad. Providing a courtesy email copy to the local FRA representative is also recommended, but not required. Parties have sixty (60) days to provide comments before proceeding in the design/construction process. Once all improvements are made, comments are addressed, and requirements are satisfied, public entities shall submit a Notice of Establishment (NOE). This notification goes to the same contacts as the NOI and notifies them that per federal regulation, routine soundingof locomotive horns must cease by a specific date. Lastly, public entities are required to complete reoccurring affirmation and inventory updates at a specified interval. STUDY PURPOSE AND SCOPE The purpose of this document is to provide guidance and recommendations to the members of DMATS regarding designation of new railroad quiet zones. The following goals were established for this study: Public Authorities shall complete required diagnostic reviews at predetermined crossings in the DMATS area. Public Authorities shall receive adequate information necessary to determine if a quiet zone will be programmed and pursued, tabled for a later date or abandoned entirely. Public Authorities wishing to pursue a quiet zone will be able to disseminate a Notice of Intent Document required by federal regulation (to be drafted by Anderson -Bogert). Several crossings were identified by DMATS and provided to Anderson -Bogert for inclusion in the study. Anderson -Bogert added additional crossings which must also be included to comply with federal regulations. Figure 2 provided previously lists the crossings included within the general study area. Crossings which are numbered and underlined in Figure 2 were identified by DMATS. Crossings without an underline were included to comply with federal regulations. Several other crossings in the vicinity have been lettered for reference. 10 I - DETERMINE APPROPRIATE QUIET ZONE BOUNDARIES Given the list of crossings provided by DMATS, the first step in planning for a railroad quiet zone is to determine the desired and required limits of the proposed quiet zones. JOINT -JURISDICTION CONSIDERATIONS One factor that should be considered when determining the appropriate quiet zone limits is the political jurisdiction boundaries. While quiet zones are permitted to span multiple jurisdictions, these tend to create additional reporting and compliance issues for the public entities, railroads, and FRA. In these instances, the cooperation of all jurisdictions must be gained for the creation and maintenance of the quiet zone. This cooperation requires signatures from chief executive officers of all jurisdictions participating in the notices. Ideally, all jurisdictions also would require an opportunity to provide comments and assist in the development of improvement documents for all crossings within the quiet zone area. This can lead to complicated coordination between entities. A single noncompliant crossing negatively impacts all jurisdictions in the quiet zone. Jurisdictions sharing a quiet zone typically execute a 28-E or similar agreement. The agreement often stipulates if one jurisdiction is "taking the lead" in the design, construction, and/or long-term maintenance of certain crossings. The agreement also stipulates each jurisdiction is responsible to maintain compliance at their individual crossings. The consequences for failing to comply may also be included. SPACING AND PHASING CONSIDERATIONS The outermost public crossings in a quiet zone must be more than 1/a mile from the next non -quiet zone public crossing. If this separation cannot be met, the quiet zone must be extended until there are no public crossings within 1/a mile. If the next public crossing is more than 1/4 mile away, it can be added to the quiet zone in the future. Private crossings within 1/4 mile of the outermost public crossings must be included in the quiet zone. Private crossings more than 1/a mile from the outermost public crossings are not eligible for inclusion. Public authorities often complete quiet zones in stages due to funding limitations. If there are gaps between public crossings within the quiet zone of over 1/4 mile, quiet zone implementation can be completed in stages. RECOMMENDATION OF ULTIMATE QUIET ZONE LIMITS After coordination with the railroads, state authorities, and FRA, Anderson -Bogert recommends the quiet zone boundaries shown previously in Figure 2. 11 Cedar Rapids Quiet Zone CN-1 Anderson -Bogert determined that crossings A-F between Peosta and the City of Dubuque should not be pursued in a quiet zone. Through discussions with CN, it was determined that horns are not routinely sounded at these crossings. Dubuque County and the City of Dubuque were not aware of any issues or complaints of train horn noise at these locations. Crossings A-F are all privately owned and would require diagnostic review. Property owner permission and cooperation would also be required to review and complete improvements at Crossings A-F. It is economically advantageous to keep CN-1 and CN-2 split to eliminate Crossings A-F from consideration. Crossings 1 and 2 shown in Figure 2 are currently in different political jurisdictions. Crossing 1 is the responsibility of Peosta, whereas Crossing 2 is currently the responsibility of Dubuque County. In this instance, Crossing 2 is on the edge of Peosta corporate limits, and horns at this crossing regularly impact the quality of life for city residents. Therefore, it seems appropriate that Peosta has a vested interest in silencing routine horns at this crossing. If Peosta's future plans call for expansion/additional annexation in the area, then both Crossings 1 and 2 would need to be a part of the same quiet zone. If the Cox Springs Road crossing remains within the jurisdiction of Dubuque County, the two crossings could be separated into individual quiet zones. The City and County would also have the option to create a quiet zone with only one of these crossings, and then could "add on" the other crossing later since the two are separated by more than 1/a mile. Such a process would require an amended notice of intent and establishment mailing before adding the next crossing in. Quiet Zone CN-2 Quiet Zone CN-2 is located entirely within the southern end of Dubuque city limits. It includes Mines of Spain Road (Crossing 3), CN Yard (Crossing 4), Jones Street (Crossing 6), CN Office (Crossing 7), and E 51h Street (Crossing 13). The southernmost public crossing at Mines of Spain Road is located more than 1/a mile from any surrounding public crossing. Therefore, this crossing could be eliminated from all quiet zones, or added to CN-2 later while focusing on crossings between E 51h Street and Jones Street in the near term. Based on the federal regulations, if Mines of Spain is added later, it would need to be added to the same quiet zone that includes Jones Street and E 51h Street. Therefore, the minimum recommended path forward would be to designate the initial CN-2 quiet zone from Crossing 13 (E 5th Street) through Crossing 6 (Jones Street), and then add Crossings 3 and 4 later. Also worth noting is that E 5th Street and E 7th Street crossings are separated by less than 1/a mile. If both quiet zones CN-2 and CP-2 are not designated at the same time, trains using the horns in advance of 7th Street may still be required to use their horns at 5th Street to satisfy the advanced horn warning requirements for standard crossings. Quiet Zone CP-1 Quiet Zone CP-1 contains one public crossing located at Massey Marina Lane (Crossing 11) in Dubuque County. Crossing 10 is privately maintained and located within 1/a mile to the south. There are no other public crossings to the north of Massey Marina Lane until CP Railway merges with CN near Mines of Spain Road. Quiet Zone CP-2 The CN line from Peosta merges with the CP line on the south side of Dubuque. Currently, CN has primary crossing maintenance responsibility where the two lines merge. The southernmost CP crossing in Dubuque is located at E 7th Street. lk Marion www.anderson-bogert.com Between Crossings 14 (East 711 Street) and 21(CP Yard), there are no crossing gaps greater than 1/a mile. All these crossings must become part of the same quiet zone, at the same time. Additionally, if quiet zones CP-2 and CN-2 are not designated together, trains may have to use their horns in advance of E 5th Street while they are crossing E 7th Street. Crossings 22 and 23 are within 1/a mile of one another, but as a pair are separated from any other at -grade crossing. Based on federal regulations, these two crossings would need to be added to the quiet zone from 16th Street to 7th Street instead of being designated as a new quiet zone on their own. Quiet Zone CP-3 The requirement to separate quiet zones by at least 1 public at -grade crossing does not apply between political jurisdictions. During project information gathering meetings, the City of Dubuque and Dubuque County were inclined to separate quiet zones between their jurisdictions. In this case, neither would be subject to the schedule or funding needs of the other jurisdiction. There are no other crossings between Crossings 24 and 25. With more than 1/a mile between the two, a new quiet zone could be designated with a single crossing, with the second crossing being added in the future. If practical, completing both crossings simultaneously before designating could save administrative time in submitting additional notices, and waiting for the expiration of multiple comment periods from railroad entities. Both would be required to be in the same quiet zone, rather than 2 individual quiet zones. Quiet Zone BNSF All the identified crossings along the BNSF railway in East Dubuque are spaced closer than 1/a mile. Crossings 26-28 are public crossings, while 29 and 30 are private. All must be included in the same quiet zone and designated at the same time. Ineligible Crossings The federal regulation provides a public entity an opportunity to silence train horns at public at -grade crossings. The regulation does not grant this type of power for pedestrian or privately owned crossings. If pedestrian and private crossings happen to fall between outer public crossings in a quiet zone, or within 1/a mile of the outer public crossings, they must be included. If private and pedestrian crossings meet neither condition, they are ineligible for inclusion in a quiet zone. While crossing G is within 1/a mile of crossing 10, it is over 1/a mile away from the nearest public crossing at Massey Marina Lane. Per discussions with CP railroad representatives, their current practice is to routinely sound horns at private crossings. The federal train horn rule does not require horns at private or pedestrian crossings. At the time of this study, there were no apparent local/state laws requiring horn use at private and pedestrian crossings. CP's current practice is to work directly with those owning/maintaining land on either side of these crossings to determine if horns can be safely silenced. Crossing G provides an opportunity to work with the neighborhood and those who maintain the road to silence horns directly with the railroad. Since the crossing responsibility changes from CP to CN near Julien Dubuque Road, the proposed quiet zones are required to be partitioned per the FRA'5current interpretation and enforcementpractice. Therefore, crossing 12 is not within 1/a mile of another public CP crossing. The property owner on both sides of the rail appears to be The City of Dubuque per county GIS record at the time of this report. Therefore, the City will need to work directly with CP aside from the quiet zone regulations to silence horns here. Crossing 8 is operated by CN rail and this crossing is on the private property of BNSF Railway in Illinois. Since it is not within 1/a mile of another public CN crossing, it is ineligible for inclusion in a quiet zone. Per discussions with CN representatives, CN does not routinely sound horns at private crossings. However, they do routinely sound horns entering and exiting tunnels. Since crossing 8 is adjacent to a tunnel entrance, both the diagnostic team and Anderson -Bogert recommended that horns are paramount to safety at this crossing and should not be silenced. www.anderson-bogert.com II - UNDERSTAND PRE -APPROVED MEASURES (SSM) Per the initial scoping meeting, this report assumes that improvements will consist of all SSMs, or SSMs at selected locations. The effectiveness study and FRA application for ASMs is outside the scope of this report. Such a process typically involves more than 2-calendar years from start to approval to proceed. Each pre - approved SSM is further described below. 4-Quadrant gate systems are one approved SSM. These systems are typically feasible at most locations. These systems work well with most highway crossing geometries and are particularly suited for densely populated areas with closely spaced intersections and access points. These systems can be cost -prohibitive, amounting to over $800,000 for a standard single-track installation. Also worth noting is that most crossings have an annual or reoccurring maintenance fee paid to the railroad. The more active equipment that's in place, the larger the annual maintenance agreement will be with the railroad. 2-Quadrantgate systems are the minimum requirement for public grade crossings to be included in a quiet zone. These systems can cost over $400,000 for a typical single-track installation. Once equipped with 2- quadrant gates, curbed medians and/or channelizers (see Figure 3) can be installed in the roadway center to achieve a compliant SSM. Curbed medians must be non -traversable and at least 6 inches in height. Channelizers must be from an FRA approved manufacturer and have the proper channelizer spacing with unbroken modular curb. Medians and/or channelizers must extend full -height at least 100 feet from the gate arm. If a commercial driveway, roadway intersection, or residential driveway servicing more than 4 units is located within 100 feet, the median/channelizers must extend at least 60 feet. All intersections, commercial driveways, or residential access serving more than 4 units must be closed, eliminated, or relocated outside 60' from the gate arms. Figure 3 - Channelizer Devices Anderson -Bogert recommends installing a minimum of 8 inch curb height when building permanent medians. We also recommend extending at least 3 feet-5 feet beyond the minimum length requirement. If future overlays or similar projects are anticipated, additional height should be considered to ensure 6" curb height is always maintained. The most durable way to meet this SSM requirement is to install full -depth medians. Doweled medians are more susceptible to damage from snowplows and existing pavement conditions. Continuous curb channelizing systems are fast to install and fix (a matter of hours for an approach) and have less up -front cost than a traditional median ( about $12,000 an approach). Installation and repairs can typically be completed by internal city forces. However, maintenance costs can rapidly exceed the cost of installing a permanent median. As soon as one device is struck, the quiet zone becomes non -compliant and is voided until repairs are made. Anderson -Bogert has consulted several similar metropolitan public works departments in Iowa which Marion www.anderson-bogert.com have installed channelizer systems. All cities who responded recommended that channelizer systems be avoided, even as a temporary solution. One-way Streets with Gates are functionally equivalent to a 4-quadrant gate system, where all approach lanes are blocked by a gate. Closures completely block crossings, or grade separate existing crossings so that all conflict points between trains and other modes of transportation are eliminated. Railroad and State matching programs often provide funding to either completely or partially incentivize the closure of existing crossings. Not only do closures provide safety benefits forthe railroad, but they can also be the most cost-effective solution for a city. Closures may work well in areas where crossings a densely spaced and closure of one crossing does not create significant delays or detours for commuting traffic. 15 III - IDENTIFY FEASIBLE CROSSING APPLICATIONS CROSSING 1: PEOSTA STREET Peosta Street is a 2-lane roadway with a posted speed limit of 25 mph. The roadway is approximately 31 feet between the back of curbs. There is a designated pedestrian mid -block crossing located on the north approach that crosses the tracks on the west side of Peosta Street. The pedestrian crossing appears to be generally compliant with ADA requirements, but survey data should be verified to confirm at the time any fieldwork is scheduled. There are no curbs within about 20 feet of the crossing as shown in Figure below. There is a gravel railroad bungalow access pad provided adjacent to the tracks in the southwest quadrant of the crossing. According to the inventory file dated 10/19/22, the crossing is equipped with 2-quadrant gates and constant warning time devices. Figure 4 — Peosta Street Existing Conditions — Looking South Diagnostic Review The diagnostic review team found that the existing signals are compliant for use within a quiet zone. The existing commercial driveway to the north is within 60' of the gate. It will need to be removed within 60' of the gates. The public authority should review the existing advanced crossing signs and markings and relocate them in accordance with the MUTCD regardless of quiet zone status. SSM: 4-Quadrant Gate System A 4-quadrant gate system could be installed at this location. However, the existing 2-quadrant gates appear to be compliant with the minimum requirements for a railroad quiet zone. 4-quadrant gates provide a slight advantage in risk reduction credit when compared with 2-quadrant gates. However, this minor risk reduction credit is not proportional to the additional construction and maintenance costs that are associated with a 4- quadrant upgrade. 16 ' Marion SSM: 2-Quadrant Gate System Since the existing signals consist of a 2-quadrant system with constant warning time devices, the public authority can install non -traversable median improvements on the roadway to achieve a compliant SSM. In the absence of adjacent intersections (roadways or commercial driveways), medians must extend 100 feet from the gate arms. Since there are no adjacent intersections on the south approach, medians or channelizers will need to extend at least 100 feet from the gate arm. Since there is commercial access on the north approach, the median must extend at least 60 feet from the gate arm. The driveway pavement will need to be removed within 60' of the gate arm. Where feasible, we recommend considering removing access points within 100 feet and extending medians the full distance. Some locations are not practical or possible to achieve this, which is why 60 feet is permitted by federal regulation. Generally, we recommend extending several feet beyond the minimum requirement (i.e.105 feet or 65 feet) to provide a construction buffer over the minimum requirement. Medians must have a minimum 6-inch curb. We recommend a minimum of 8-inch height on all quiet zone medians. This allows construction tolerance, and the possibility of future overlay/adjustment without decreasing the curb height below 6 inches. The application of a median SSM is shown in Figure 5. SSM: One -Way Conversion or Closure Peosta Street is a secondary highway route, and the only current crossing located in Peosta. As this location is the only Peosta crossing, closure is not advised. Similarly, a one-way conversion would also create connectivity and emergency response concerns. A grade separation would be the most cost -prohibitive alternative. Future Development Peosta provided that an overlay project is impending at this location. The proposed project appears to be showing only an overlay/mill+fill on the railroad approaches. A central island median could be accommodated with this project, or as a future project after the overlay is complete. While on -site, the review team noted that breaks in medians of up to 6 feet are allowed for the existing sidewalk midblock crossing. Larger openings are not advised but may be permitted if additional channelizing tubes are provided within the opening. We recommend keeping the total curb opening width to 6 feet or less to avoid any possible issues. At the time of this report, the City of Peosta elected to not pursue any improvements or changes to the mill+fill construction contract that was in place. Peosta also mentioned the possibility of future sidewalk additions/improvements. The existing sidewalk crossing on the west side of the highway could be improved/widened in the future, provided it stays parallel to the highway within the existing right-of-way. Similarly, an additional pedestrian crossing could be considered on the east side provided it remains within the existing right-of-way and parallel to the highway. These crossings are defined as part of the roadway crossing and would not be considered as a separate crossing. If sidewalks/paths are changed to a unique alignment and separated from the highway, they could be considered as new pedestrian crossings by the railroad and FRA in the future and may require additional action to maintain quiet zone status. 17 ' Marion 5' Ex 7' PCC NOTE5� 1.) MUTCD COMPLIANT PAVEMENT ,V SIDEWALK 31 B_g �SIDEWALK� MARKINGS AND ADVANCE WARNING SIGNAGE r_, 4 13.5' LANE 13.5' LANE WERE MISSING DURING DIAGNOSTIC REVIEW. 1{4 2.] CROSSING HAS A CONSTANT WARNING 71ME PRESENT x � 6 CONSIDER REM ACCESS a �J 8" MIN STANDARD CURB _ z• T POINTS WITHIN 1D0' OF ARMS AND EXTENDING CENTRAL MEDIAN TO FULL 100' EXISTING HMA PAVEMENT PCC PCC EXISTING HMA PAVEMENT MODIFIED SUBBASE INSTALL PER MUTCO ` �� � �ATYPIQAL SECTION NORTH APPROACH - fl � SBE LEFT N.7.5. A SEE RIGHT 95' EX 31' B—B 13.5' LANE 13.5' LANE T - MIN 60' 6' MINIMUM 6' UNOBSTRUCTED `fJ-3 OPENING PERMUTED FOR PEDESTRIAN - J _ CROSSING _ �� B' MIN STANDARD CURB —� PCC ® /\fV}fj�1 EXISTING HMA PAVEMENT ?GC POC EXISTING HMA PAVEMENT V MODIFIED SUBBASE C P TYPI AL SECTION - UTH APPROACH w-T.S. RPa LEGEND _ [x15H11c FFnvo5En MMEMC[RDM4 GATE GTIME cRosarc - m" 100' Y■ INSTALL PER MUTCO �- }} � ruVaIHC I1L1ff5 �~ B MEDAN SEE RIGKT PAVE dCR M#W[IH65 E ` I p_ *RAVEL ws,�au . PHVF],IFfrt/oflrvC1MT RFAIOALL❑ YnM.'a ❑ MElSIIRE mE IFHCIII FROM COTE IAY TO FULL HEIGHT CF MEOW CLIENTDMATS wuw s+' +us rsavlm en eu ANDERSONOBOGERT cRo55ING a1, � � DMATS QUIET ZONE PEOSTA STREET y ram. xrw� SSM CONCEPT CROSSING 2: COX SPRINGS ROAD Cox Springs Road is under the jurisdiction of Dubuque County. The existing roadway is a 24-foot rural pavement section. According to the latest inventory update, the crossing does not contain 2-quadrant gates, therefore at minimum a 2-quadrant system must be installed. There are no access points within 100 feet of this crossing. There are no pedestrian facilities at this location. It was noted that vegetation (woods), grades (downgrade from the south), and horizontal alignment (roadway bends) all create unique sight lines at this crossing. The crossing is not readily noticeable or expected when approaching from the south. The advanced warning sign (W10-1) location may need to be adjusted from the MUTCD standard table with a flashing beacon interconnect, or an additional advanced warning sign with flashing beacons may provide additional emphasis and warning of the upcoming crossing. Diagnostic Review The diagnostic team determined that the minimum improvement is a 2-quadrant gate system. The county and city should consider future improvement plans prior to designing or installing signal improvements. With limited vehicle sight distance on both approaches, the county should consider installing interconnected beacon devices on the advanced warning signs to provide additional emphasis. Figure 6 - Cox Springs Road Crossing SSM: 4-Quadrant Gate System A 4-Quadrant system could be installed at Cox Springs Road but is not the most cost-efficient alternative. SSM: 2-Quadrant Gate System A 2-Quadrant SSM system is the most cost-effective installation option for this crossing. Since no gates are present, a new signal system will need to be installed. With no nearby access points, 8" curbed medians can extend at least 100 feet without disruption (see Figure 7). With an existing pavement width of 24 feet, pavement widening is recommended to provide more than 10.5 feet of lane width. Channelizers could also be used here but are not as durable as a permanent median. Widening lanes while installing channelizers could also help to protect the channelizers. With existing curves in the roadway, channelizers would be susceptible to vehicle or snowplow strikes on a regular basis. 19 Cedar Rapids WITH 4' HMA EACH SIDE 777 F.MAA TATE HESNING A CLIENT: DMATS o so 24' B-B ii' —4 s' 3' 8" MIN STANDARD CURB 2 G HMA I SUBBASE EXISTING HMA PAVEMENT r-DPC MHMA IFIED SUBBASEC EXISTING HMA PAVEMENT SUBBASE MODIFIED jll LEGEND EXISTING PROPOSED t ---.X CROSSING GATE ®--Ea L_ CONSTANT WARNING L. TIME CROSSING O 00' MINIMUM LENGTH CROSSBUCK O2 WARNING LIGHTS INSTALL PER MUTCD MEDIAN PAVEMENT MARKINGS WIDEN PAVEMENT SURFACE WITH 4' HMA EACH SIDE GRAVEL SURFACING CONSIDER ADDITIONAL c ADVANCED FLASHING BEACON PAVEMENT/DRIVEWAY REMOVAL■ N �O yA 4' HMA WIDENING ❑ MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN AND ERS®N P®9EU :E" eYE INS NS APP—ED BY PROJECT NO. 222053 CROSSING 2: DMATS QUIET ZONE COX SPRINGS ROAD SSM CONCEPT SSM: One -Way Conversion or Closure The total daily traffic on Cox Springs Road is below 400 vehicles per day. This isolated location would not be ideal for one-way conversion or justify costs relating to grade separation. Closure would not directly cut off access to any properties but would require a lengthy permanent detour for local traffic whose only other crossing option is at Peosta Street. Therefore, where a closure may improve "safety", it would detract from the community's overall quality of life and ability for future development. Future Development The future land use map published by the City of Peosta (Figure 8) shows future urban development plans near this crossing, along with future shared -use paths. We strongly recommend reviewing timelines for improvements which may affect the immediate vicinity of this crossing. Any improvements should consider near -term improvements. If adjacent development requires roadway reconstruction and widening, a new signal system should be installed so that future widening may be accommodated. Similarly, future trails/sidewalks should be planned to be contained within the right-of-way along the same highway alignment. Separated sidewalks/trails on exclusive alignment may be considered as a new pedestrian -only crossing by the state and federal rail departments. A new crossing may jeopardize the proposed quiet zone. Additional diagnostic review and safety improvement should be done prior to creating any additional crossings (outside of the existing road crossing right-of-way). Any known near -term improvement plans should be listed and detailed on the notice of intent. This will allow the governing agencies to provide comments to Peosta and Dubuque County. The existing crossing surface (wood) should also be considered for upgrade with any improvements. Figure 8 — City of Peosta Future Land Use Map 21 CROSSING 3: MINES OF SPAIN ROAD Mines of Spain Road is about 24 feet wide and constructed of asphalt pavement. The only current warning device installed place are crossbuck signs. Marjo Hills Road intersects Mines of Spain Road 85 feet to the north of the crossing, measured from center of tracks to centerline of Marjo Hills Road (see Figure 9). Figure 9 — Mines of Spain Road Diagnostic Review The diagnostic team noted that there were no residences in the immediate vicinity. They also noted only a few commercial properties were in the area. As a result, this crossing need not be a priority for quiet zone implantation. Since it is isolated, it could be added on in the future. The team noted that 2-quadrant gates would be required at minimum. Any medians would require roadway widening, and intersection relocation. While not required, the team suggested that the city consider improving overhead lighting at the location with any future improvements. The team also noted water treatment plan hoses parallel to the railroad track and suggested that curbs may be considered adjacent to the tracks to discourage pedestrian or vehicular travel parallel to the tracks. SSM: 4-Quadrant Gate System With the proximity of nearby Marjo Hills Road, a 4-quadrant system would limit the need to acquire any additional ROW, make any roadway geometry changes, or install medians. The 4-quadrant system is likely still the costliest alternative at this location. However, the difference in cost from a 2-Quadrant SSM is less pronounced due to the roadway geometry modifications which would be required to install required medians. SSM: 2-Quadrant Gate System Marjo Hills Road is within 60 feet of the proposed gate arm. Therefore, it will need to be relocated northward to meet the 60 feet exclusion zone (see Figure 10). The relocation of the roadway will require acquisition of private property. Since the existing roadway is only about 24 feet wide, we recommend widening each approach lane to accommodate a single -unit delivery vehicle or snow removal vehicle to pass comfortably through. In this application, channelizers may be a less -restrictive option to preserve roadway width. However, channelizers are at constant risk of being struck by vehicles or plows. Especially with curved geometry, occurrences of vehicle strikes may exceed that of a "straight installation". 22 Cedar Rapids I TSCHIGGFRIE EXCAVATING CO ROADWAY REALIGNMENT AND PROPERTY ACQUISITION REQUIRED TO REMOVE INTERSECTION FROM WITHIN GO' BOO BILLS ROAD 24' B—B IVF- to; -,e INSTALL PER MUTCO TSCHIGGFRIE EXCAVATING CD _ H.INFf_INSTALL PER MUTCD ---- 4' — HMA 11' 8" STANDARD CURB--,,, EXISTING HMA PAVEMENT 11 4'— B' 3' — 2'-- MODIFIED SUBBASE I EHISTING HMA PAVEMENT HMA MODIFIED I SUBBASE PCC MODIFIED SUBBASE S 24' B—B CC EXISTING HMA PAVEMENT EXISTING HMA PAVEMENT t L INLAND PROTEIN CORPORATION CHICAGO CENTRAL do PACIFIC RAILROAD CO CHICAGO, CoofA.L. ME, PACIFIC FtNLRW {CH} STATE OF IOWA MAXIMUM POSSIBLE INSTALL PER MUTCO IV MAINTAIN PWVAfE ACCESS (TARGET 100') LEGEND El67PROPOSED 1 w� cRo�wc ram*[ �m f f l cu ncsiXc ME w+ IW nrmrrc uans �4qy PRl'F/AF)fr A4YtlUlGS ROAD WIDENING RECOMMENDED-1 TO ADO CENTRAL MEDIAN EXISTING PRIVATE U F P"'�nn/oR "'"� Ra°'"L❑ A')TYPIC ACCESS Sp 4qQ 4' X. R IRDENM ❑ 3EE RIGHT N.T.S. `�+-- PRpy RFJISVRE ueD4w uNc�x mE1E NEAT TO iVLA XF](fli OP YEDI/ll cuENT DMATS `' C �r �+�P AN�6RSOMOMB0VEl oPe�w �. w wwotn �.. a., �� -:" xrw i�MATS QUIET ZONE MINESOFSPAR ROA6 SSW IJ]FICEPT SSM: One -Way Conversion or Closure This crossing provides one of two main access points to the Julien Dubuque Monument and park. Closing or restricting access at this location could pose issues for local tourism and create response issue for emergency vehicles. Neither a one-way conversion nor closure appear appropriate for this location. CROSSING 4: CN SOUTHERN RAILYARD (SALINA STREET) Since the CN railyard is a private crossing, the public entities will need to comply with the findings of the diagnostic review. The existing crossing is used by railroad personnel for access to material stockpiles. It is currently equipped with a 2-quadrant gate system, but not constant warning time. The crossing consists of 3 tracks. Figure 11- CN Southern Railyard Diagnostic Review According to the railroad, these tracks are siding tracks and not the through mainline. Accordingly, most trains in the area are typically switching, standing stationary for periods of time, or reversing on the tracks. The railroad suggests that constant warning time would be impractical to implement. The diagnostic team agreed that constant warning time would not be pertinent for this private crossing. While the crossing is well -shielded from the public, the diagnostic team recommended additional "no trespassing" signage close to the highway underpass to keep unwanted people out. The team further recommended installation of W10-1 and no horn plaques on both approaches. The diagnostic team stressed that switching/stopping/reversing trains are still required to use their horns. 24 CHICAGO CENTRAL & PACIFIC RAILROAD CO C / I \ \ IOWA DOT I CHICAGO CENTRAL & \ \ PACIFIC RAILROAD CO \\ I 1 ox \ I INSTALL PER MUTCD _ \ I \ OF I \ \ LEGEND I EXISTING PROPOSED PRNAfF GN RAILWAY ----X CROSSING GATE ACCESS ROAD \ r CONSTANT WARNING r O O \ TIME CROSSING \ \ CROSSBUCK OO \ \ R \ � � WARNING LIGHTS \ R \ � MEDIAN INSTALL PER \ TCD �I PAVEMENT MARKINGS \ GRAVEL SURFACING \ I PAVEMENT/DRIVEWAY REMOVAL[ INSTALL ADDITIONAL NO TRESPASSING \ SIGNS AT SALINA STREET ACCESS \ I 4' HMA WIDENING ❑ CHICAGO CENTRAL & PACIFIC RAILROAD CO \ I MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT . DMATS ANDERSON BOGERT 11-N sr: IMs aPVRovEo ar. aw a NINE 202 DMATS QUIET ZQNE CROSSING 4: CN RAILYARD IMPROVEMENTS CONCEPT rvZMNescRiPrioM PPPROVED oaTE CROSSING 5: SALINA STREET While listed as a public at -grade crossing, Salina Street is one of the more unique "crossings" in the area. For nearly 1,500 feet, the tracks run within a public street. This is like a light -rail or cable car system typically seen in densely populated city centers. As a result, the crossing requires special attention and does not fall within the standard regulations. Figure 12 - Salina Street Crossing Diagnostic Review The diagnostic team noted that the city should consider updating and reviewing the current pavement markings and advanced warning signage to ensure compliance with the MUTCD. The team was unable to provide specific provisions required to make this crossing into a railroad quiet zone. Since this is a spur line, its inclusion or exclusion in a quiet zone has no bearing on the surrounding crossings in the area. The FRA reviewed this crossing with similar crossings in the United States. While no specific guidance or requirements were provided, it was evident to the entire diagnostic team that significant efforts would need to occur for inclusion in a quiet zone. The improvements would likely include several sets of active warning devices, along with improvements for the entire roadway length. With commercial access concerns, the process would be very cost prohibitive. The city noted that the frequency of trains (about 3 per week) may not be enough financial justification. The diagnostic team recommended that this area be eliminated from quiet zone consideration. 25 \\ f\\ \ \ \ \ \ �I4U v \ LEGEND EXISTING PROPOSED ----x CROSSING GATE WMMOEMM CONSTANT WARNING L TIME CROSSING CROSSBUCK O � J WARNING LIGHTS MEDIAN \� PAVEMENT MARKINGS \ 90 • GRAVEL SURFACING ~ r\ \ \ ol. A'•! A . • ,� ��- 41 it IOWA PAVEMENT/DRIVEWAY REMOVAL 4' HMA WIDENING ; - 0 gib• --- MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN n F,•r• '. \ -.'. ,..• IOWA DOT CLIENT: DMATS DATE ANDERSON OBOGERT Denwry Br: JMS APP—ED Br. aia re Gone zoza PROJ EOT 222053 MATS QUIET ZONE CROSSING 5: SALINA STREET SSM CONCEPT N0. REVISION DESCRIPTION PPPROVED CROSSING 6: JONES STREET Jones Street is an urban section roadway serving commercial and industrial development along the Mississippi River. It is currently equipped with a 2-quadrant gate system and has a programmed Section 130 funding project scheduled for constant warning time upgrade (see Figure 13). In this location, there are 3 sets of rail tracks. While CC/CP own the crossing, CP rail also uses this crossing. Figure 13 — Jones Street Crossing SSM: 4-Quadrant Gate System A 4-quadrant gate is the only practical SSM improvement suited for this location. US 61/151 is within 40 feet of the existing gate arm, and the CN railyard entrance is also within 60 feet of the gate arm. A 4-Quadrant gate would allow for complete coverage of the approach lanes, without closure or relocation. With the upcoming Section 130 funding project, the city should attempt to coordinate with the railroad to verify if the new equipment may be expandable to a 4-quadrant system in the future. SSM: 2-Quadrant Gate System A compliant 2-Quadrant gate SSM at this location will be impractical and cost -prohibitive. The railroad and adjacent highway would need to be separated to gain the required length separation requirement. Relocating the highway would likely create additional issues and concerns which do not align with the goals of the quiet zone project. SSM: One -Way Conversion or Closure A closure/grade separation would be infeasible at this location. This would require major redesign to the adjacent highway and impact all properties along the roadway. This road provides access to many properties and businesses along the river. While another access point to these properties exists to the north at 51" Street via Ice Harbor Drive, the roadway has a posted weight limit. Improvements would be required to this access road to handle the additional volume and weight of industrial traffic. Therefore, closure of Jones Street is not recommended. 26 ' Marion \ N \ \ D CONSTANT WARNING TIME UPGRADE REQUIRED ON EXISTING EQUIPMENT, COORDINATE WITH CN SECTION 130 PROJECT WHICH IS IN PROGRESS MOLD OIL COMPANY n A \ CSD ILL \\ INSTALL UPSTREAM PER MUTCD v� CHICAGO CENTRAL ^& PACIFIC RR CO ©�MOtl'X3 ���----- l- \ INSTALL PER MUTCD \ \ \ ROPERTIES LLC EXISTING LEGEND PROPOSED \ I \ \\MUT ,L WHEEL COMPANY CROSSING GATE ALB RE LLC \ \ IO \ \ DOT s CONSTANT WARNING L O TIME CROSSING . p \ L � CROSSBUCK WARNING LIGHTS \ f V INSTALL PER MUTCD A MEDIAN '4� �• CHICAGO CENTRAL \ & PACIFIC RR CO \ PAVEMENT MARKINGS INSTALL UPSTREAM PER VUTCD \ \ GRAVEL SURFACING El PAVEMENT/DRIVEWAY REMOVAL El �RAUEN REAL \ 4' HMA WIDENING Ll STAT C_ � INTERCONNECT THE \ EXISTING TRAFFIC SIGNAL \ MEASURE MEDIAN LENGTH FROM GATE fy .� \ ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ��11 ANDERSON M®(9ERT 1-1 11: IMs APPROVED I wi WE:J0NE. DMATS QUIET ZONE CROSSING 6: STREET N0. REVISION DESCRIPTION APPROVED DATE _ - 22 SSM SSM CONCEPT CROSSING 7: CN DOWNTOWN RAILYARD The City of Dubuque will be required to comply with the recommendations of a diagnostic review at this private crossing. The crossing appears to be a railroad "set -on" point, where roadway service vehicles can access the tracks. Figure 14 - CN Downtown Yard Diagnostic Review The diagnostic team did not have any additional requirements or stipulations for this crossing. The team determined that this yard (along with other yards) typically get assigned an overarching crossing ID since service vehicles or railroad personnel often cross in these areas. The crossing is not directly accessible from public ground and requires the public to trespass for access. The set -on is located within a private parking lot which has a gate located along the public roadway access point. The diagnostic team stressed the importance of internal notification to railroad employees on the quiet zone status. The team had no further requirements for the public authority at this location. 27 Ce N�Re� R7 oqQ 0 CROSSING IS RESTRICTED BY CN RAILYARD PROPERTY ACCESS GATE CHICAGO, CENTRAL, AND �4 PACIFIC RAILROAD (CN) \\ LEGEND LEGENDPROPOSED \ \ � EXISTING \ \\ ----x CROSSING GATE \ \ CONSTANT WARNING L: O TIME CROSSING CROSSBUCK \ \ WARNING LIGHTS \ CN RAILWAY DOWNTOWN \ MEDIAN ' OAPPROXIMATE \ YARD FACILITY \ LOCATION LROAD SET ON PAVEMENT MARKINGS \ \ GRAVEL SURFACING G \ — \ PAVEMENT/DRIVEWAY REMOVAL❑ N \ a G s \ 4' HMA WIDENING MEASURE MEDIAN LENGTH FROM GATE \ \ ARM TO FULL HEIGHT OF MEDIAN CLENT. DMATS ANDERSONSBOGEwr DRAwry ar: sas aPVRovEo er. aia T—NG.22 20,3 DMATS QUIET ZONE CROSSING 7: CN DOWNTOWN RAILYARD NO. RENSION DESCRIPTION APPROVED DATE CROSSING 8: SINSINAWA AVENUE (CN) The City of East Dubuque will be required to comply with the recommendations of a diagnostic review. The crossing is listed as "private" as it crosses BNSF property near the cul-de-sac ending of Sinsinawa Avenue. This is the lone crossing with CN as the primary responsible railroad. The nearest CN crossing is located across the Mississippi River in Iowa. There is a railroad tunnel located within 100 feet of the crossing, as shown on the right side of Figure 15 below. Figure 15 - Sinsinawa Ave (CN) Crossing Diagnostic Review The diagnostic team determined that this crossing is ineligible for inclusion within a railroad quiet zone. It is not located within 1/4 mile of a public crossing on the same operating railroad (CN). The diagnostic team further determined that silencing routine horns would be detrimental to public safety due to the tunnel. Both crossing vehicles and the trains do not have adequate sight distance into the tunnel to avoid collisions. A horn warning when entering or exiting the tunnel provides a vital method of notifying people and animals to vacate areas near the tracks as the train approaches. The team discussed several other safety improvements at this location related to two adjacent BNSF private crossings (see discussions on Crossings 29 and 30 later in this report). The diagnostic team strongly recommends that horns continue to remain in use at this location. m PROPOSED FENCING i l a 2 �1 U 7 IL INSTALL NO TRESPASSING SIGN CROSSING 29 LEGEND CROSSING 8 EXISTING PROPOSED CROSSING GATE J1 r CONSTANT WARNING I" TIME CROSSING Op�P O� CROSSBUCK OO a WARNING LIGHTS 3 y, MEDIAN N m BNSF RAIL YARD s/�9 �9 9LF PAVEMENT MARKINGS f GRAVEL SURFACING PROPOSED FENCING �I PAVEMENT/DRIVEWAY REMOVAL❑ iT 4' HMA WIDENING MEASURE MEDIAN LENGTH FROM GATE CROSSING 30 - ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS eecc w' ��®Elie ®N �®GERT DRAWN eY: IMs APPROVED eY. III DATE: POME 2023 PROJECT 222053 DMATS QUIET ZONE CROSSING 8: BNSF YARD CROSSING SSM ALTERNATIVE N0. REVISION DESCRIPTION APPROVED DATE CROSSING 10: JOHNSON LANE Dubuque County will be required to comply with the recommendations of a diagnostic review team since this is a private crossing. This crossing is located just under 1/4 mile south from Massey Marina Lane. As such, it must be included in the same quiet zone if Massey Marina Lane is to be included. There are no current active warning devices in place as depicted in Figure 16. Figure 16 - Johnson Lane Crossing Diagnostic Review An adjacent property owner approached the diagnostic team on site and had concerns forthe railroad relating to a previous derailment in the area, and drainage through existing buried culverts at the crossing location. Neither issue was related directly to implementation of a new quiet zone. The diagnostic team noted that some unrelated issues existed and were to be handled by the railroad and property owners directly. According to the federal code of regulations CFR 49.B.11.222.43, the county would not be required to provide written notice to the property owner(s) in control of this crossing as part of the N01 process. However, the diagnostic team strongly recommended that the county determine who "controls" the intersection. Anderson -Bogert recommends keeping those in control of this crossing involved prior to, or during the notice of intent process since access easements would be required for the county to complete necessary safety improvements required to create a quiet zone here and at Massey Marina Lane (Crossing 11). The diagnostic team determined that the railroad is responsible for upgrading the existing passive warning devices to comply with current MUTCD standards. The existing signs are not in compliance with MUTCD standards. The railroad desired to close this crossing rather than include it within a new quiet zone. The railroad was unable to demonstrate that any alternative access points were currently available to the private properties between the railroad and the Mississippi River. Aside of upgraded signing and MUTCD mandated quiet zone advanced warning signs, no further requirements were designated. 29 i RI L OLSON INSTALL PER MUTCD \ \` \ \ \ EDWARD F & SUSAN M \ WALZ IOWA CHICAGO & \ EASTERN RR CORP \ A \ LEGEND EXISTING PROPOSED \ ----X CROSSING GATE \ �OT,q A L: CONSTANT WARNING L. TIME CROSSING INSTALL PER MUTCD �`r0�, CROSSBUCK O _ - v FgsT _ � WARNING LIGHTS MEDIAN 09 O MCA J PAVEMENT MARKINGS 3 \ GRAVEL SURFACING ❑ r a \ _ - \ PAVEMENT/DRIVEWAY REMOVAL❑ r. \ \ 4' HMA WIDENING \ MEASURE MEDIAN LENGTH FROM GATE \ ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS DATE - ® DRAWN BY: JMS APPROVED BY: BJJ ��®a�S®N —®��� CROSSING 10: t DATE: JUrvE 202J DMATS QUIET ZONE JOHNSON LANE APPRovco uo. REwsiarr DEscRiPTioN QUIET ZONE CONCEPT CROSSING 11: MASSEY MARINA LANE Massey Marina Lane is a local asphalt street that did not contain any active warning devices at the time of this report. At its most constricted point, the existing pavement is less than 22 feet in width. Furthermore, the general pavement condition was in poor condition. There are two residential driveways within about 25 feet of the tracks on the southern approach. On the northern approach, there are two private drives located within 60 feet of the tracks. Wakasu Lane is on the north side of Massey Marina Lane (left side of Figure 17), and Eagle Ridge Lane is on the southern side of Massey Marina Lane (right side of Figure 17). Wakasu Lane serves more than four residential property units. Eagle Ridge Lane serves less than four residential property units. Figure 17 — Massey Marina Lane Crossing SSM: 4-Quadrant Gate System A four -quadrant gate system could be implemented here with negligible access impacts to adjacent properties. Such an improvement may not be the most cost-effective path towards designating a quiet zone at this location. SSM: 2-Quadrant Gate System Wakasu Lane serves more than four residential units. It will need to be relocated outside of 60 feet from the gate arm. To enhance the effectiveness of centerline medians, concrete curb should be considered along pavement edges to help discourage vehicles from leaving the paved surface and circumnavigating newly installed gates. Eagle Ridge Lane does not serve over four residential units and is exempt from relocation or closure per the federal regulations. The two driveways on the southern approach may also remain within 60 feet of the crossing per regulation. Installing medians would cause all the private drives within 60 feet to become right -in -right -out only. At a rural low -volume location such as Massey Marina Road, driver compliance with installed medians is poor. In the absence of conflicting traffic, vehicles increasingly may travel against the flow of traffic on the incorrect side of the medians for short distances. For this reason, Anderson -Bogert believes the effectiveness and safety benefit of medians would be low at this location. Median or channelizer improvements would likely need to be accompanied by pavement improvements. The existing pavement condition is not ideal for proper anchoring of new channelizers, or construction of new medians. A sketch of the required median/channelizer lengths and private driveway realignment is provided below in Figure 18. 30 9sG HEMING, RICHARD 2T B-B & SUZAN !y -_ RELOCATE WAKASU I LANE OUTSIDE 60 FEET 12.5' LANE 12.5' LANE FROM GATE ARM 0 6' INSTALL PER MUTCD \ INSTALL PER MUTCD' 3' d' 8" STANDARD CURB 2' \ PCC IOWA CHICAGO & \ \ HMA PAVEMENT PCC PCC HMA PAVEMENT EASTERN RR \ CORP \ MODIFIED SUBBASE 10 \ \ EASTERN RR CORP \ \ REMOVE ACCESS WITHIN 60 FEET \ \TYPICAL V OF GATE ARMS �.� SECTION SEELEFT N.T.S. \ 60' MIN \ \ PAVEMENT GAH CARLA I & \ REHABILITATION/RECONSTRUCTION RECOMMENDED FOR ANY QUIET JAMIE \ \ \ \ ZONE IMPROVEMENTS IMPACTING �W \ \ THE ROAD PAVEMENT \ \ • LEGEND REHABILITATION/RECONSTRUCTION \- RECOMMENDED FOR ANY Fy EXISTING PROPOSED QUIET ZONE IMPROVEMENTS c 4"P/p ----X CROSSING GATE IMPACTING THE ROAD �°ro 100' MIN p cF 9'Fp Cy 'YF. CONSTANT WARNING L'. s T TIME CROSSING \ pT CROSSBUCK WARNING LIGHTS �ti ANETH \ MEDIAN TRILL, N PRIVATE DRIVEWAYS CAN REMAIN, & RHONDA LYNN INGRESS/EGRESS CONVINIENCE IS \ REMOVED, POSSIBILITY OF IGNORING (o PAVEMENT MARKINGS MEDIAN AND DRIVING THE WRONG WAY 0,31 GRAVEL SURFACING Em \\\ ow• PAVEMENT/DRIVEWAY REMOVAL ❑ INSTALL PER MUTCD ^ 4' HMA WIDENING MEASURE MEDIAN LENGTH FROM GATE \ ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSON�BOGERT DRnwN Er — APPROVED Br. aia a uNezoza MATS QUIET ZONE CROSSING 11: MASSEY MARINA LANE SSM CONCEPT N0. REVISION DESCRIPTION APPROVED DATE SSM: One -Way Conversion or Closure Massey Marina Road provides the only access and crossing point for the Massey Marina Park and residential properties between the railroad and Mississippi River. Closure or one-way conversions are not feasible at this location. Consideration of maintaining continuous access during any improvements will be essential for this location. CROSSING 12: PRIVATE CP CROSSING NEAR JULIEN DUBUQUE ROAD This crossing is not located on either a public or private roadway. The closest road to this crossing is Julien Dubuque Drive. The crossing has gravel approaches on either side. Along the western side of the tracks is a gravel laydown yard for railroad materials. At the time of this report, The City of Dubuque appears to be the property owner on both sides of the railroad property. Despite this, Dubuque was not aware of any permissions or ability to use this crossing. It would be advantageous to obtain the ability to use this crossing. The City's treatment plant outlets to the Mississippi River near this crossing. Just north of this crossing, this railway joins the Chicago, Central, and Pacific Railroad (CN) which will be designated as a different quiet zone. This crossing is greater than 1/4 mile away from any other CP public crossings. As a result, the crossing is ineligible for inclusion in a railroad quiet zone. The city will need to work directly with CP to silence horns at this location outside of the quiet zone regulations. CROSSING 13: E 5T" STREET The E 5T" Street crossing is located immediately east of the US 151 bridge. It is an urban concrete section with curbs, streetscaping, and sidewalks. The roadway is approximately 32 feet between the back of curbs with one lane for each direction of travel. There are no access points or intersections within 100 feet of the gate arms. The westbound approach has a pedestrian midblock crossing about 50 feet from the gate arm (see Figure 19). The existing 2-Quadrant gate system is equipped with constant warning time devices per the inventory form. Figure 19 — East 5th Street Crossing 32 Diagnostic Review The diagnostic team noted that the crossing is incorrectly listed as a "DME" or CP responsible crossing. The on -site INS emergency signs are correct in stating that CN has primary operation and maintenance responsibility at this location. The existing equipment was found to be compliant with minimum quiet zone standards. The team noted that a median opening of 6' feet to accommodate the midblock pedestrian crossing would be acceptable. SSM: 4-Quadrant Gate System The existing signal system could be upgraded to a full 4-quadrant system. This may not be the most cost- effective solution for this location. The comparative risk reduction credit received compared with 2-quadrant medians would be disproportionate to the increase in cost. SSM: 2-Quadrant Gate System With existing compliant 2-quadrant gates, this type of SSM is a cost-effective solution at this location. The existing roadway is of adequate width to permit the construction of a median in the middle of the roadway. Since no access points exist within 100 feet of the railroad crossing, the full 100 feet of length can be provided (see Figure 20).The existing pavement condition is such that doweled medians may also be an option, although not as durable as a full -depth median. Channelizers would also be feasible for installation at this location, but not recommended due to maintenance concerns. 33 ��-1 � 1 32' B-B -� CITY OF UBUQUE C FE 15' LANE 15' LANE INSTALL PER MUTCD \ \MDbx3 PLASTIC CENTER INC 8 3' I 8" STANDARD CURB 2' OM a t^ EXISTING PCC PAVEMENT PCC PCC EXISTING PCC PAVEMENT a �y 100' MIN -i N iT MODIFIED SUBBASE exRa IOWA DOT \ s — 1TYPICAL SECTION -NORTH APPROACH OWA CHICAGO &EASTERN RR CORP — cPow _ SEE LEFT N.T.S. M0N — us 151 — — — LEGEND CHICAGO CENTRAL & PACIFIC RR CO — EXISTING PROPOSED OT � CROSSING GATE r M�NNfSpTq qNp � : L._ CONSTANT WARNINGEAS : L: TIME CROSSING O O CH�CgGO ROAO CITY OF DUBUQUE (CP) CROSSBUCK G�� POW v WARNING LIGHTS SEE RIGHT �' MEDIAN_ ,100' MIN \ PAVEMENT MARKINGS R R GRAVEL SURFACING .o PAVEMENT/DRIVEWAY REMOVAL❑ INSTALL PER MUTCD f 4' HMA WIDENING I MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSONOSBOGERT D—N Bn JIS APP—ED BY. BJD oTB —E— DMATS QUIET ZONE CROSSING 13: E 5TH STREET SSM CONCEPT N0. REVISION DESCRIPTION PPPROVED DATE SSM: One -Way Conversion or Closure E 5th Street provides an essential link connecting the main commercial districts of Dubuque and the areas between US 151 and the Mississippi River. The next closest crossing points on the railroad are at 3rd Street or E 7th Street. To use the 7th Street crossing, the only access is along Commercial Street under a very low clearance railroad overpass. Major events occurring at the riverwalk, conference center, and casino would be effectively funneled to a single crossing. Therefore, neither closure or one-way conversion are recommended. CROSSING 14: E 7T" STREET 7th Street currently has 2-quadrant gates installed. The signals are equipped with motion detection sensors for trains but no constant warning time. The east approach is about 27 feet in width with a low 2 inch curb, or no curbs. On the west approach, the road is about 31 feet in width, with standard curbs (see Figure 21). The city has existing plans to convert this street into a "complete street" with pedestrian and bike facilities. Figure 21— E 7th Street Crossing Diagnostic Review The diagnostic review team noted that constant warning time will be required at this location. Upgrading to constant warning time will require the complete replacement of the existing 2-quadrant system. The city informed the diagnostic team that a future roadway connection between 7th Avenue and 9th Avenue was being planned (additional discussion below). The team identified this location as one of the top 3 most feasible locations for closure or pedestrian conversion provided future adjacent roadway connector is completed. SSM: 4-Quadrant Gates With the existing commercial access points near the crossing, a 4-quadrant gate is an appealing option to avoid closure/relocation of any existing driveways. The team noted that a 4-quadrant gate will conflict with the bridge structure due to the vertical gate arm resting position. SSM: 2-Quadrant Gates This location presents several issues relating to the installation of medians. There are no access points or intersections within 100 feet along the west approach. On the east approach, there are several driveways and intersections within 60 feet of the crossing (see Figure 22 below). All these driveways would need to be closed 35 ' Marion or moved at least 60' away from the gates. For some properties, relocation is not possible as the properties currently have only one possible access which falls within 60' of the gate arms. Without widening the roadway, a median on the east approach will reduce lane widths below 12 feet. A 2- quadrant gate with medians would eliminate direct access to the public roadway network for several properties. As a result, a median installation may not be the most economically viable path to quiet zone creation. SSM: One -Way Conversion or Closure According to recent traffic counts, this crossing serves over 600 daily vehicles. The neighboring crossing at 9tn Street (Kerper Boulevard) serves more traffic (about 2,200). There are a couple commercial properties between the railroad and the Mississippi River including Gavilon Grain which use this primary access route. Due to the lack of other adequate commercial access routes to these properties, a one-way conversion or closure would not be feasible without a new connection to Kerper Boulevard to the north. At the time of this study, Dubuque notified Anderson -Bogert of plans to purchase the existing substation land from the utility company and construct a new connection between E 7t" Street and Kerper Boulevard (see Figure 23). The exact location and configuration of the connector is unknown at this time, except that the connection at Kerper Boulevard is likely to occur nearthe existing private substation driveway. In this instance, a common design practice would be to align intersecting roads directly across from one another. The figure below shows a possible scenario where the connector is in place with Pine Street realigned directly across Kerper Boulevard. This intersection should be separated from the crossing gates by at least 100 feet no matter what improvements exist at the crossings. This proposed connection will create a bettertruck route for large vehicles to serve the commercial properties. Large trucks will have a nearly direct route to US-151 without needing to traverse local downtown streets. Once the connection is in place, E 7t" Street could be closed or reconfigured for pedestrians at the railroad crossing. 36 us 157 �PSN�NO�ON sj i \ 0 40 \ IOWA DOT \ \ ® INSTALL PER MUTCD \ \ r � IOWA CHICAGO & EASTERN RR CORP DAkOTq MllyNeSOTq, AND FAgTeR/v RAl<R /I OAD (Cp) COMMERCIAL ACCESS MUST BE REMOVED INSTALL UPSTREAM PER MUTCD MAC TRAILER SALES INC E.J. VOGGENT EAST 7TH ST IOWA CHICAGO & EASTERN RR -.CC �INCTAII rI IRRC RELOCATE GRAVEL DRIVEWAY PAUL M-UND } VVVNT & DAVID S UND I INT DII 31 14.5' LANE 8" STANDARD CURB B—B 14.5' LANE EXISTING PCC PAVEMENT PCC P� EXISTING PCC PAVEMENT MODIFIED SUBBASE 27' B—B 12.5' LANE 12.5' LANE 6' 3' 8" STANDARD CURB 2' EXISTING PCC PAVEMENT PCC PCC EXISTING PCC PAVEMENT MODIFIED SUBBASE EXISTING PROPOSED CROSSING GATE Q CONSTANT WARNING TIME CROSSING M CROSSBUCK WARNING 11GHI5 MEDIAN PAVEMENT MARKINGS GRAVEL SURFACING PAVEMENT/DRIVEWAY REMOVAL■ 4' HMA WIDENING ❑ MEASURE ARM TO MEDAN LENGTH FROM GATE FULL HEIGHT OF MEDIAN CLIENT: DMATS I —N eY: IMs IPPRICO ar: Ell I CROSSING 14: AN®ERS®N - BOGERT -E: IONE C- DMATS QUIET ZONE E 7TH STREET No. REwsIaN DEscRIPTIOH APPROVED DATE -PROJECT NO, 222053 SSM CONCEPT CROSSING 15: KERPER BOULEVARD Kerper Boulevard crossing currently contains a compliant 2-quadrant gate and warning system. At the crossing, the roadway is about 31 feet between the back of curbs, with one vehicular lane in each direction. The US-151 ramp, transit lot entrance, and Pine Street intersection are all within 60 feet of the existing gate arms (see Figure 24). Figure 24 — 9th Street/Kerper Boulevard Crossing Diagnostic Review The diagnostic team determined that the existing gate system is compliant with minimum quiet zone standards. The biggest concern of the railroad is the existing eastbound gate near the exit ramp is repeatedly hit by turning trucks. In fact, a railroad technician was on site during the review to adjust the flashing lights which had been hit and misaligned. Any signal upgrades here should consider relocating the pole to minimize these occurrences. SSM: 4-Quadrant Gates While the existing crossing is compliant with minimum requirements for inclusion within a quiet zone, a 4- quadrant gate system would have the least amount of impact to existing conditions at this location. A 4- quadrant system would not require the relocation or closure of adjacent intersections and roadways. SSM: 2-Quad Gates This location contains access points within 60 feet of the crossing on 3 out of 4 quadrants. A 2-quadrant gate system with medians would require closure or relocation of all these access points. The existing US-151 ramp and transit intersection is bound by the US-151 bridge on the west, and railroad on the east. Any relocation/closure of this intersection would be cost -prohibitive or be detrimental to network connection and industrial access to the riverfront. Dubuque has plans for a future connection between Th Avenue and Kerper Boulevard through the existing substation lot. This connection will provide a convenient access point for commercial trucking to and from US-151 to commercial lots between the railroad and the Mississippi River. With these geometric constraints, a 2-quadrant with median system is not recommended for installation (see Figure 25). 39 ' Marion I\ \ N \ \ p 31' B-B y \ REALIGN PINE STREET 14.5' LANE 14.5' LANE u1 0 9 \ V y INSTALL PER MUTCD 8 3' 8" STANDARD CURB 2' ti i \\ PCC COMMERCIAL BUS LOT ENTRANCE WOULD BE �o o \ g \ IOWA DOT EXISTING PCC ------ PCC PCC EXISTING PCC ------ T__] REQUIRED FOR RELOCATION OR _ \ _ \ MODIFIED SUBBASE CLOSURE \ I CA CHICAGO, & EASTER CO A TYPICAL SECTION (iOo TARGET) SEE LEFT N.T.S. IOWA DOT KERPF" FUTURE 7TH-9TH CONNECTOR / / LEGEND EXISTING PROPOSED CROSSING GATE CONSTANT WARNING TIME CROSSING CROSSBUCK O / WARNING LIGHTS II MEDIAN/ INSTALL UPSTREAM PER MUTCD CHICAGO CENTRAL & PACIFIC RR CO PAVEMENT MARKINGS IOWA DOT / / IOWA EASTERN RR CORP CHICAGO & / / EAST / / GRAVEL SURFACING PAVEMENT/DRIVEWAY REMOVAL❑ 3 A US-151 REQUIRES RELOCATION OR / REMOVAL FOR MEDIANS / 4' HMA WIDENING ❑ MEASURE ARM TO MEDIAN LENGTH FROM GATE FULL HEIGHT OF MEDIAN CLIENT DMATS ANDERSONOSBOGERT DRAwN Rv: 111 ARVROVEO Rr. aI Te NO. PROJEOT 2220 DMATS QUIET ZONE CROSSING 15: KERPER BOULEVARD SSM CONCEPT NO. REVISION DESCRIPTION PPPROVED DATE SSM: One -Way Conversion or Closure This crossing provides a vital link from many commercial and industrial sites along the Mississippi Riverto US- 151. Closure of this crossing would require diversion of industrial traffic to the next highway exit to the north, or even cause industrial traffic to start seeking routes through urban street developments which are not currently designed to facilitate large industrial traffic. A one-way conversion would create similar concerns and would still require a reconfigured gate system. CROSSING 16: E 11T" STREET The E 11t" Street crossing is equipped with 2-quadrant gates actuated with constant warning time devices. The approaches to the crossing were recently reconstructed. The existing pavement condition appears to be in good shape. The roadway is about 31 feet between the back of curbs. There are no access points or intersections within 100 feet of the gate arms (see Figure 26). Figure 26 — E 11t" Street Crossing Diagnostic Review A future trail crossing is being considered at either 11t" Street or 9t" Street. Due to geometric concerns, 11t" Street would be a preferred future route. A future trail would require additional crossing pad extensions, which may have grant funding programs available. The diagnostic team determined the crossing meets the minimum quiet zone requirements in the existing state. SSM: 4-Quadrant Gates The signal system can be upgraded to a 4-quadrant system to achieve SSM compliance. However, this option will not be the most economic option at this location. SSM: 2-Quad Gates With no access points or intersections within 100 feet, this intersection is a strong candidate for implementing a 2-quadrant and median SSM. Medians could be cut in (preferred), doweled, or channelizers installed as shown in Figure 27 below. Another option may be to remove the recently installed HMA between the concrete curb and gutters and replace with full -width concrete and median. The approaches adjacent to the rubber crossing pad will benefit from remaining as asphalt instead of placing new concrete directly up to the crossing pad materials. This SSM would be the most simple and effective method to achieve an SSM. 41 ' Marion 31' B—B \ \ ® INSTALL UPSTREAM PER MUTCDI 14.5' LANE 14.5' LANE 3' a 3 8" STANDARD CURB 2' \ yoti'p PCC IOWA CHICAGO & EASTERN RR CO \ EXISTING HMA PCC PCC EXISTING HMA 100' MIN MODIFIED SUBBASE MptiX3 ( A 1TYPICAL SECTION SEE LEFT N.T.S. Nm SjRE� / 100' MIN \ \ LEGEND \ Q \ EXISTING PROPOSED \ ____m CROSSING GATE daoW \ \ \ L. CONSTANT WARNING L: TIME CROSSING 9p IWOA CHICAGO & \ EASTERN RR CO \ CROSSBUCK �® INSTALL PER MUTCD CITY OF \DUBUQUE\ 09Z0 \ � y \ \ ZZFS \ WARNING LIGHTS MEDIAN \ 0� \ PAVEMENT MARKINGS CITY OF D BUQUE \ \ GRAVEL SURFACING \ \ � �P 090 PAVEMENT/DRIVEWAY REMOVAL❑ V". \ 'gam J 4' HMA WIDENING El \ o \ • MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSON�BOGERT oenw1 11111 AP11111D sr. ear EI0NE202 PROJEOT 222053 oMATs QUIET ZONE CROSSING 16: E 11TH STREET SSM CONCEPT N0. REVISION DESCRIPTION PPPROVED DATE SSM: One -Way Conversion or Closure E 111h Street is located adjacent to an exit on US-151 which maintains direct access to a large portion of downtown Dubuque. Closure or conversion of the crossing could require diversion of existing traffic to alternate roadways and highway interchanges. As of 2021, the crossing served over 2,000 vehicles per day. CROSSING 17: E 12TH STREET E 1211 Street is not currently equipped with gates. The existing HMA surface is in fair condition but contains fatigue cracking (see Figure 28). Each quadrant has a commercial access within 60 feet of the location for future gate arms. On the east side of the crossing,12t" Street ends with a cul-de-sac dead end. Figure 28 — E 12t" Street Crossing Diagnostic Review: The diagnostic team determined that at minimum, a 2-quadrant gate system will be required unless the crossing is closed. With medians, all access points within 60 feet will require relocation or closure. The team noted that curbs should be provided within 60' to discourage access to the road within 60' of the gate arms. The diagnostic team also strongly recommended the installation of fencing parallel to railroad on each side. The tracks can be easily accessed by pedestrians and vehicles as the tracks are near the surrounding grade elevation. Fencing would force access at the designated crossing locations. The city could not confirm if 131n Street to the north was still dedicated right-of-way, or if it has been vacated. SSM: 4-Quadrant Gates Installation of a 4-quadrant gate system would eliminate the need to close or relocate any of the adjacent driveways. A 4-quadrant gate system may also not be the most economical path to quiet zone implementation. SSM: 2-Quad Gates A new 2-quadrant system is the minimum requirement for this crossing. To implement a median SSM, all access points within 60 feet will need to be closed and/or relocated. On the east side of the crossing, concrete curb and gutter will need to be added within 100 feet of the crossing, thereby removing gravel access points 43 ' Marion on both sides. On the northwest corner, the existing parking lot and commercial gated access will need to be closed within 60 feet. This should be accomplished through installation of a concrete curb and gutter and removal of existing pavement. The access point will need to be relocated to the north side of the property, to 131h Street (see Figure 29). The adjacent city parking lot is currently configured with two one -direction access points on 121h Street. The access closest to the railroad will need to be closed. In response, the remaining lot access will need to be reconstructed and expanded to allow both an entrance and exit lane to the lot. SSM: One -Way Conversion or Closure Since E 121h Street dead ends just east of the crossing, this location initially appears to be an appealing location for closure. The undeveloped property in the southeast corner of the crossing would likely require buyout from the city if access is removed. The commercial property in the northeast corner would be negatively impacted by a closure. It appears that this property has access to 141h Street through a driveway/alleyway. This access has poor sight visibility for deliveries, clients, and overall business operations. Elimination of the 121h Street access also creates problems related to emergency service access points. As a result, closure may not be feasible at this location. 44 \ \ \ \ \ RELOCATE ACCESS TO 13TH STREET o INSTALL UPSTREAM PER MUTCD O \ po.H & S PROPERTIES LC �y \ NF \ M-M&M LLC \ \ \ STEEL MART 0 \ \ 70 \ 10" APPX 35' B-B 16.5' LANE 16.5' 3' 8" STANDARD CURB 2' EXISTING HMA PCC PCC EXISTING HMA MODIFIED SUBBASE \\ \ ' \ CLOSE ACCESS AND ADD CURB r \ ■ \ WITHIN 100' \ . 11 S PROPERTIES LC \ \ INFILL FENCING \SUP IOR WELDING SUPPLY \\ CLOSE EXISTING T x� ACCESS, ADD CURB \ \ \ \ 100' MIN \ \ 1 \ \ \ LEGEND 60' MIN ONI EXISTING PROPOSED CROSSING GATE COA CROSSING Q TI E CROSSBUCK 12�N SjR��j V/�j\V WARNING LIGHTS A MEDAN RECONFIGURE 2—WAY E.F.a p \ ACCESS ® \ PAVEMENT MARKINGS t CLOSE EXISTING 0 oop*' ACCESS El GRAVEL SURFACING III��Innn��\••• \ \ \\ ' \ PAVEMENT/DRIVEWAY REMOVAL❑ r \ INSTALL PER MUTCD \ 4' HMA WIDENING ❑ \ „ o MEASURE LENGTH FROM LATE FULL R ARM TO LL EIGM OF MEDIAN A 2. CLIENT: DMATS A C® C— ev: IMs APPR-11 ar; GIO CROSSING 17: AM®ERS®N - M®SERT DTE: IO.E 2— DMATS QUIET ZONE E 12TH STREET 2LESCRIPTION �.PROVED DATE -PROJECT NO, 222053 SSM CONCEPT CROSSING 18: E 14T" STREET Diagnostic Review The diagnostic team did not fully evaluate this location due to future improvement plans. The team strongly recommended fencing be provided between crossings from 121h Street through 161h Street. SSM: Closure At the time of this report, Dubuque had received grant funding for the study and design to grade separate this crossing. This report assumes the crossing will be closed/separated accordingly. Dubuque mentioned the possibility that the capability to cross at grade may remain for one or more properties at this location. This study assumes the complete separation of the crossing. If the capability to cross remains, the crossing will need to be reevaluated by a diagnostic team. If a public crossing remains, the minimum requirement of new 2-quadrant would remain in effect. CROSSING 19: E 15T" STREET 15th Street is a local road crossing with one lane in each direction. The width of the roadway is approximately 41 feet between the edges of pavement or back of curbs. The east approach was recently improved with a new asphalt surface. The existing pavement condition on the western approach is poor, with significant cracking and pavement distress. Of all the crossings provided at each block generally between 111h Street and 161h Street,151h Street serves the least amount of traffic. As of the 2021 AADT counts completed by Iowa DOT, the traffic is about 450 vehicles per day. There are roadways/driveways within 60 feet of the crossing in all quadrants. On the west side of the tracks, the entrances are commercial. On the east side, gravel drive Pine Street is immediately adjacent to the railroad tracks, along with a city -owned driveway (see Figure 30). Figure 30 - E 15th Street Crossing Diagnostic Review The diagnostic team identified this crossing as having high potential for closure. Aside from the closure, the team noted that a 2-quadrant median SSM would provide challenging access issues to adjacent properties. A 4-qudrant or one-way conversion would be acceptable alternatives. The team recommended fencing be 46 ' Marion \ \ V \ N �BLLC V A V 0 Y PL \ / DEVELOPMENT PROPERTIES LLC V v / Opp TDHB LLC / SADLER POWER TRAIN TRUCK\ \� PARTS & SERVICES FUTURE OVERPASS \ BRIDGE / P v \ 0 INFILL FENCING / -- / / - ' CLOSE AT GRADE CROSSING, ENDOF ROAD MARKERS OBJECT / MAR ERS / LEGEND / EXISTING PROPOSED \ i ====X CROSSING GATE \ TDHB LLC CONSTANTWARNING CROSSING DUBUQUE HOSE & HYDRAULIC CROSSBUCK O 2 00"WARNING \ / \ CLOSE AT GRADE CROSSING, INSTALL OBJECTIP LIGHTS \ TDHB LLC \ END OF ROAD MARKERS MEDIAN - HE PAWS \ / \ MAHAL PET \ GARY J \ \ SPA/F.U.R. ON 14TH \i-' PAVEMENT MARKINGS ff� LINDEN \ \ _ � \ LINDEN \ \ \ i / GRAVEL SURFACING \ PRNCLERCO. I \ \ \ \ \ \ \ PAVEMENT/DRIVEWAY REMOVAL \ \ \ \\ \ LLC 4' HMA WIDENING \ STEEL MART MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATI':I C®®cc \\�� �N®ERSONOMBOSERT ®® ®® Dw.wN BY: JMS APPROVED Br: BJJJ WE JUrvE 2023 DMATS QUIET ZONE CROSSING 18: E 14TH STREET SSM CONCEPT uo. PEwsiarJ DEscPiPrioN APPROVED DATE installed along both sides of the railroad to encourage crossing at designated points. The diagnostic team could not appropriately identify what a pedestrian crossing treatment would look like. When additional park details and pedestrian demands are known, a new diagnostic review for pedestrian needs will need to be completed. The team also mentioned pedestrian overpasses as an option if the roadway is closed. SSM: 4-Quadrant Gates A 4-quadrant gate system would be one of the least intrusive SSMs to implement. A 4-quadrant system eliminates the need to remove and relocate adjacent roads and commercial entrances. Consideration should be given to upgrading pedestrian facilities to achieve ADA compliance over the crossing. SSM: 2-Quad Gates At minimum, a new 2-quadrant gate system would need to be installed at this location. With access points or intersections within 60 feet on all quadrants, medians would need to extend at least 60 feet from the gate arms (see Figure 31). The southwest corner property has a single roadway access which is on 15th Street. Relocation of the driveway would require a restricted width, and poor entrance geometry. A 2-quadrant gate system may not be the most feasible option without needing an ASM justification study and application. Pedestrian facilities should be upgraded to meet ADA requirements. The city is currently in the process of redeveloping the area bounded by Elm Street, 16th Street, 15th Street, and the riverwalk into parkland. The commercial driveway and building in the northeast corner are currently planned for demolition during the redevelopment (see Figure 31). SSM: One -Way Conversion or Closure With crossings more -or -less provided at each block along this corridor, there are plenty of opportunities and locations for vehicles to cross the railway in the immediate vicinity. The neighboring streets (14th Street and 16th Street) provide more direct access to the surrounding roadway network compared with 151h Street. 14th Street is classified as a minor arterial roadway, and 16th Street turns into a minor arterial where it intersects with Sycamore Street, just a few hundred feet to the east. The crossing could be considered for one-way conversion. The conversion would still require a new signal system be installed across all approach lanes. Out of all the crossings studied, E 15th Street represents the most likely candidate for crossing closure. A closure would still maintain reasonable network access to all adjacent properties. With both the state and railroad offering incentives for crossing closures, this SSM is also likely to be the most economical option as well. Closing this crossing could provide flexibility in the future park design. It could also be converted to a pedestrian only crossing depending on the future park needs. An additional diagnostic review would be required at this location prior to a pedestrian only conversion. 47 N UBU U APPX 41' B—B \\ UBU UE 0 19.5' LANE 19.5' LANE OF I DUBUQU 8. UQUE UBU U 3 0 v� o� 8" STANDARD CURB 2' FUTURE PARK DEVELOPMENT v BY CITY OF DUBUQUE \ \ yy RELOCATE EXISTING COMMERCIAL UBU U DRIVEWAY IF REDEVELOPMENT DOESN'T OCCUR PCC y \ PRIOR TO QUIET ZONE IMPLEMENTATION EXISTING HMA PCC PCC EXISTING HMA MODIFIED SUBBASE my CITY OF DUBUQUEy'N' -p t� \\ A TYPICAL SECTION SEE LEFT N.T.S. REMOVE PINE STREET ACCESS P ADD CURB AND REMOVE i �o \ \ ACCESS FUTURE DEVELOPMENT BY CITY OF DUBUQUE _,. \ Oro \ \ INSTALL PER MUTCD LEGEND 11 OFmm 60' MIN �� EXISTING PROPOSED UBU U v \ c yi. POSSIBLE THAT CROSSING IS CLOSED ---X CROSSING GATE OR CONVERTED TO A PEDESTRIAN ONLY \ CROSSING \ dpO"�`HAROLD D L: O CONSTANT WARNING L. TIME CROSSING NptiK3 60' MIN SUZANNE G SHAFFER \ CROSSBUCK HA�OLD D & SUZANNE \ \G SHAFFER • � i i � WARNING LIGHTS SN REMOVE PINE STREET ACCESS MEDIAN TDHB ... '- \/ LLC li� a \ \ \ PAVEMENT MARKINGS WEBER MOTORSPORTS GRAVEL SURFACING PER MUTCD \ \\ PAVEMENT/DRIVEWAY REMOVAL❑ 1ST JUDICIALDEPARTMENT OFSTRICTCORRECTIONAL \\ �\ \\ SERVICES fi _ 4' HMA WIDENING ❑ DUBUQUE CORRECTIONAL FACILITY CLOSURE OR RELOCATION / \ -�' • OF THIS COMMERCIAL DRIVEWAY MAY BE INFEASIBLE \ i CONSIDER FRA ALLOWANCE FOR A RIGHT —IN —RIGHT —OUT, \ / MEASURE ARM TO MEDIAN LENGTH FROM GATE FULL HEIGHT OF MEDIAN WITHOUT NEED FOR SSM APPLICATION y CLIENT: DMATS cc \\�� AN®EC®®RSONOM OSERT DRAwN er: Jus APPRovEo ar:'JJ DTE: JUrvE 2023 PROJECT NO, 222053 DMATS QUIET ZONE CROSSING 19: E 15TH STREET SSM CONCEPT uo. REwslarJ DESCRIPTION API .— DATE CROSSING 20: E 16TH STREET E 16th Street is classified as a local street at the Canadian Pacific crossing. A few hundred feet to the east at Sycamore Street, the roadway classification changes to a minor arterial. With a width of about 41 feet between the curbs, the concrete approaches are in good shape (see Figure 32). The City of Dubuque is currently in the process of redeveloping the southwest, southeast, and northeast quadrants of this crossing into city park space. For the purpose of this report, it is assumed that future city development will place new access points at least 60 feet from the location of future railroad gate arms. Anderson Bogert would suggest that all new access points be placed at least 100 feet from future railroad gate arms if feasible. Figure 32 - E 16th Street Crossing Diagnostic Review The city identified a 4-quadrant gate system as the most likely signal SSM application at this location. The neighboring property on the northwest quadrant involves a health facility. Reconfiguration of the parking lot and property is not a likely option based on experience with the property owners. The existing sidewalks will need realignment to accommodate a new gate system. SSM: 4-Quadrant A 4-quadrant gate is feasible for installation at this location. Installation of gates on all approaches will eliminate the need to close or relocate any access points and intersections in close proximity. A 4-quadrant system could also provide flexibility in the city's ongoing development plans, allowing new access points to be added within 100 feet of the railroad gates. SSM: 2-Quad Gates At minimum, a new 2-quadrant system will need to be installed at this location. The addition of medians to make this location an SSM will require the relocation of one commercial access in the northwest quadrant. The parking lot is currently configured as a one-way south path, exiting to 16th Street. This one-way portion of the parking lot is not quite wide enough (less than 60 feet) for 90-degree parking with a 2-directional aisle per the current SUDAS design standards. Closure of the commercial drive would result in the loss of one row of parking stalls within the commercial lot (see Figure 33). 49 4-- \ Z2 \ - FUTURE PARK DEVELOPMENT '. a (CITY OF DUBUQUE) v \ 10 r" \� \ � Moti'p INSTALL PER MUTCD *CRESCENITCOMM LLC \ ITY HEALTH CENTER / E+a°" LEGEND EXISTING PROPOSED CROSSING GATE MOy 3 \ \ L: CONSTANT WARNING L: O TIME CROSSING O Rom ^ \ I CROSSBUCK C� \v O \ \ FUTURE PARK DEVELOPMENT \ � (CITY OF DUBUQUE) \ \ � WARNING LIGHTS INSTALL PER MUTCD MEDIAN CITY OF SD" DUBUQUE L\ \ \ \ PAVEMENT MARKINGS A CITY V DUBUQUE � OF \ DUBUQUE \ V N GRAVEL SURFACING FUTURE PARK DEVELOPMENT \\\ \\\ \\ PAVEMENT/DRIVEWAY REMOVAL O (CITY OF DUBUQUE) A\� \ 4' HMA WIDENING O \_ - \ - MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSONOMBOGERT DRnwry sr: arcs APPROVED er. au re uNezoza 222053 DMATS QUIET ZONE CROSSING 20: E 16TH STREET SSM CONCEPT NO. REVISION DESCRIPTION PPPROVED DATE SSM: One -Way Conversion or Closure 1611 Street is a direct route from the downtown area of Dubuque directly to and from US-151. Closure or conversion would require traffic to divert southward to 14t" Street or Kerper Boulevard which run through industrial area prior to entering downtown. With the planned future park development, traffic coming into Dubuque would be able to travel over the greenway and through the new park before entering/exiting downtown. An additional traffic impact study would need to be conducted to estimate possible traffic impacts to neighboring streets. Closure and/or conversion are not the most feasible alternatives. CROSSING 21: CP NORTHERN DUBUQUE YARD As a private crossing, the city must comply with the findings of a diagnostic review team. This yard is located approximately 1/4 mile north of 16t" Street, and is not accessible to the public. Diagnostic Review The diagnostic team determined that no formal crossing exists at this location. There is a new underpass located on the south end of the yard, which does not have a designated crossing ID number. After reviewing the yard, the diagnostic team did not have any additional recommendations or requirements beyond railroad notification to internal employees. CROSSING 22: HAWTHORNE STREET Hawthorne Street is an asphalt road with concrete curbs. It is about 48 feet wide. Equipped with 2-quadrant gates actuated by constant warning time devices, this crossing is compliant with the minimum quiet zone requirements. The existing asphalt pavement appears to be in fair condition, with fatigue cracking present (see Figure 34). Figure 34 — Hawthorne Street Crossing There are two driveways within 60 feet of the gate arms. On the southwest quadrant, there is a commercial access immediately next to the gate arm. On the northeast, there is a locked private gate across an access drive to the Dubuque Eagle Point Water Plant. The main entrance for the water plant is also securely gated and located outside 100 feet from the gate arms. 51 ' Marion CROSSING ID PROVIDED FOR RAIL YARD. RR SHOULD EDUCATE EMPLOYEES AND PROVIDE BULLETIN BOARD POSTINGS IF CONVERTED TO A QUIET ZONE. Q� 0 %o d.Q 4 r0 Oe NEW UNDERPASS REQUIIRES CROSSING ID BY RAILROAD CLIENT: DMAIS E— BY: 111 APPR111 PY. aid ANDERSONOMBOGERT TE d°NO.2023 DMATS QUIET ZONE 22N DU UQ 2053 JCP NORTHERN DUBUQUE YARD NO REVISION DESCRIPTION PPPROVED DATE PROJEOT Diagnostic Review The diagnostic team determined that the existing signal equipment was compliant with minimum quiet zone standards. To implement a median SSM, the existing water treatment driveway will need to be relocated outside of 60 feet from the gate arm. SSM: 4-Quadrant Gates 4-quadrant gates would be a feasible alternative at this location. This upgrade would eliminate the need to adjust/close/relocate the commercial access which is adjacent to the existing gate arm structure. However, a 4-qudrant gate may not be the most cost-efficient path to quiet zone creation. SSM: 2-Quad Gates With an existing 2-quadrant system actuated by constant warning time devices, this crossing is an ideal location for the installation of full -depth medians. The roadway contains adequate width to allow the comfortable passage of all types of vehicles. The commercial access drive will need to be closed. Based on the current geometrics of the site, the closure of the access on Hawthorne Street does not appear to cause access or circulation issues for the adjacent site (see Figure 35). SSM: One -Way Conversion or Closure The Hawthorne Street and Lincoln Avenue crossings are located a short distance apart. Of the two crossings, Hawthorne Street serves significantly more daily traffic (around 3,000 vehicles) compared to Lincoln Avenue (about 800). There are several other crossing points for properties lying between the railroad and the river, including access points to US-151 which do not involve crossing any railroad tracks. Kerper Boulevard is a divided four -lane roadway beginning just a few hundred feet south of this crossing, providing easy access to the rest of Dubuque. At minimum, one of the two crossings between Hawthorne Street and Lincoln Avenue should remain open to maintain general roadway network redundancy and connectivity. Of the two railroad crossings, Hawthorne Street is not recommended for closure. A one-way conversion may provide similar connectivity issues as mentioned above. Furthermore, the existing equipment is already compliant with minimum requirements. A one-way conversion would require a new gate system. 52 / APPX 48' B-B 2LANE 23' LANE RESTRICT -RESTRICT T PARKING IN MEDIAN AREA PARKING IN MEDIAN AREA 6, \ \ y // 3• 8" STANDARD CURB 2' CITY OF DUBUQUE o /Y EXISTING PCC PCC PCC PCC EXISTING PCC yoP��,S ,yam // oPo MODIFIED SUBBASE 100' MIN / / IOWA CHICAGO & EASTERN RR CORP / / EAGLE POINT WATER PLANT / A ATYPICAL SECTION SEE LEFT N.T.S. &)> off\ INSTALL PER MUTCD \4 / LEGEND LEGENDPROPOSED EXISTING RJK REAL ESTATE LLC gad OWNER: CITY m CROSSING GATE KELLY'S OF DUBUQUE L_CONSTANT WARNING L. O TIME CROSSING CAFE 60' MIN CITY OF DUBUQUE WATER TREATMENT � CROSSBUCK O2 WARNING LIGHTS CLOSE COMMERCIAL DRIVEWAY /" / �QF' / MEDIAN / lbl`'b / RELOCATE EXISTING GATE AND FENCE / FOR NEW ROAD PAVEMENT MARKINGS / GRAVEL SURFACING PAVEMENT/DRIVEWAY REMOVAL ❑ 9 IOWA CHICAGO & / INSTALL PER MUTCD 4' HMA WIDENING ❑ EASTERN RR CORP / MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT. DMAI'_ ANDERSONBOGERT El- Rv: JMs APIR-11 Rv. au " JUNE 202a MATS QUIET ZUNE CROSSING 22: HAWTHORNE STREET SSM CONCEPT L��ESCRIKION PPPROVED DATE CROSSING 23: LINCOLN AVENUE Lincoln Avenue is a rural -section asphalt roadway. It has a width of about 24 feet and is equipped with a 2- qudrant gate system actuated by constant warning time devices. Rhomberg Avenue and several commercial driveways are located within 60 feet of the gate arms on all quadrants of the crossing. Figure 36 - Lincoln Avenue Crossing Diagnostic Review The diagnostic review team identified vulnerable roadway user demand at this location, primarily bikes. For this reason, any closure or safety improvement should account for these users. The team determined that the existing equipment is compliant with the minimum quiet zone requirements. The abutting properties on the NW and SE quadrants are owned by the same person. It is frequently used when traveling between the two properties. SSM: 4-Quadrant Gates This location could be a candidate for 4-quadrant gate upgrades to achieve an SSM. The improvements would likely need to include overhead electric adjustment to avoid conflicts with the vertical gate arm. The proximity of nearby roads and commercial property accesses is such that the 4-quadrant gate eliminates the requirement to close/relocate/remove adjacent access points. Since this crossing has a low daily volume compared with many others within the study, it may be more economically advantageous to target 4- quadrant risk reductions at other locations on the rail line. SSM: 2-Quad Gates Installing medians at this location to achieve a compliant SSM would be both economically and geometrically infeasible. Such medians would require the relocation/closure of Rhomberg Avenue and several commercial driveways on the east side of the crossing. Additional roadway pavement width would also be recommended. For this reason, a 2-Quadrant median SSM would not be recommended at this location. 54 ' Marion I U I O I I I� 0 30 PERFECTIONS _ OIL COMPANY I a I o I PERFECTION OIL COMPANY IOWI CHICAGO & I I EASTERN RAILROAD I CORPORATION INSTALL PER MUTCD movr%a �moaxa Y i [ INSTALL UPSTREAM PER MUTCD 1 LINCOLN AVENUE rt QEXISTING LEGEND PROPOSED Ixs.N. omREw PER IX.ROW OWNER: IOWA CHICAGO Nur� & EASTERN RR CORP E%.ROW EX.ROW MEMM CROSSING GATE L.t CONSTANT WARNING �. O TIME CROSSING / \ CROSSBUCK O / WARNING LIGHTS MEDIAN � / / PERFECTION OIL ` PAVEMENT MARKINGS � / O COOMPANY GRAVEL SURFACING \ INSTALL PER MUTCD t � PAVEMENT/DRIVEWAY REMOVAL 4' HMA WIDENING n MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSON BOGERT 1— sr: arcs APPROVED er. RJJ JUNE2023 PROJECT NO. 222053 MATS QUIET ZONE CROSSING NU LINCOLN AVENUE SSM CONCEPT N0. REVISION DESCRIPNON APPROVED DATE SSM: One -Way Conversion or Closure A one-way conversion at this location would be possible but would not provide any improvement to general roadway connectivity and traffic flow. The required diversion route for this conversion would likely be to use the neighboring crossing at Hawthorne Street to the south. This diversion will have a perceived delay/inconvenience associated with it. Couple this with the generally low traffic volume, and the city may want to consider the possibility of compliance with a one-way restriction. Without a perceived concern for safety (possibility of meeting oncoming traffic), or regulatory consequence (traffic law enforcement), one- way signs and upright railroad gates may not be sufficient to encourage compliance. This crossing could be another candidate for closure. The properties lying between the railroad and river have several other crossing/access opportunities (Hawthorne Street, Fengler Street, Kerper Boulevard, US-151) even with this crossing closed. Based on existing roadway network geometrics, it does not appear that the closure of this crossing would cause a major decrease in site visibility or access to major arterial roadways. As mentioned in the Hawthorne Street discussion, this crossing serves a lower amount of traffic compared to surrounding crossings. Railroads and state entities may also offer monetary incentives for crossing closure which may make closure of this crossing the most economically feasible alternative. CROSSING 24: RIVERSIDE ROAD Riverside Road is a unique crossing. There are 2 sets of tracks, one being the CP mainline, and the other being a CP siding. Separated by about 84 feet, the two sets of tracks are listed as a single crossing in the FRA database. The mainline track contains 2-quadrant gates without constant warning time actuation. The siding contains flashing lights and bell only. The siding does not serve any industrial or commercial business, and shares warning devices with the mainline. Thus, this situation appears to generally fall within single crossing designation and eligibility for inclusion in a railroad quiet zone. The existing pavement is less than 24 feet in width and is in poor condition (see Figure 37). Figure 37 - Riverside Road Crossing Diagnostic Review The crossing consists of two separate active warning device systems. Neither system is compliant with minimum quiet zone requirements. The team determined that each track would be required to have individual 55 ' Marion sets of compliant warning systems. The gate system on the siding will need a constant warning time waiver from the FRA since it is not practical for installation on the siding track. A median SSM could work here but would provide possible compliance issues with adjacent property owner access. If gates were installed at both crossings, additional escape opportunities should be provided adjacent to the road between the tracks to avoid a vehicle becoming "trapped" between the two systems. There are also not many opportunities for turnarounds on the roadway, even for commuter vehicles. Consideration should be given to providing such an opportunity with future improvements. SSM: 4-Quadrant Gates At this location, a 4-quadrant gate system is more nearly an 8-quadrant system since each track would get a 4-quadrant gate. The distance between tracks could allow a vehicle to be "stuck" or "trapped" between the two sets of tracks. For instance, a vehicle could begin crossing the siding line at which point a train activates the warning devices on the mainline. The gates will likely descend into place afterthe vehicle crosses the siding but before it can clear the mainline. Thus, each track should have its own warning system. At around 250 daily vehicles, the cost of a double 4-quadrant upgrade could be over $1.5 million. The associated cost may not be proportional to the noise reduction benefit received by the few surrounding homes. This may not be the most economic path to creating a railroad quiet zone at this location. SSM: 2-Quad Gates At minimum, both signals will need to be upgraded with a new 2-quadrant constant warning time system. Since there are no access points on the southern side, medians would need to extend 100 feet from the gates (see Figure 38). On the north side, private residential access points are not required to be closed. There are 2 access points within and "behind" the existing gate. Any medians will likely require the reconstruction of railroad approaches due to the poor existing pavement conditions. Consideration should be given to realigning the north approach to allow the gate to manage this approach more effectively. Riverside Road does not have many options for vehicles to "turn around", especially those pulling trailers. The local owners may therefore not have many other options except to ignore newly installed medians and proceed on the wrong side of the road. A median SSM with a median between the two tracks would also present concerns for vehicles accessing the communication tower and signal bungalow. Vehicles will be required to arrive and use private property to turn around, or travel on the wrong side of the roadway. SSM: One -Way Conversion or Closure This crossing provides the only land access to an existing park and several residential properties. Closure or one-way conversion are not feasible options at this location. 56 I \ \ - --- MIN 30' B—B \ INSTALL PER MUTCD \\ UNITED STATES OF AMERICA 0 4C 14' LANE 14' LANE IOWA CHICAGO & P�F \'0000, 6 CORP EASTERN RR SOF \\ MEDIANS SSM WILL CUT 3' 'o9 ® OFF RESIDENTIAL \\ ACCESS AND PROMOTE 8" STANDARD CURB 2' O LOCAL TRAFFIC TO IGNORE MEDIAN O i"09 ALLTOGETHER NO CONVINIENT PCC TURNAROUND LOCATION \ L PCC PCC q �2F CWT WAIVER REQUIRED FOR SIDING TRACK! MODIFIED SUBBASE \ 920 \ SFFRq SEELEFT NYPICALSECTION I�`�T \ FP2 cyT \ O \ PG90 \ \v S \ V LEGEND PAVEMENT REHABILITATION/RECONSTRUCTION NO WHERE TO TURN \ EXISTING PROPOSED RECOMMENDED SERVICE VEHICLES AROUND \ WITHOUT USING WRONG WAY TRAVEL \ CROSSING GATE V � CONSTANT WARNING L. TIME CROSSING DEERE & CO \ ropy \ 9i2 p� C\�// ■ CROSSBUCK 2l, WARNING LIGHTS Q �O� � oA 9 9y O MEDIAN 100' MIN INSTALL yp PER MUTCD q� PAVEMENT MARKINGS 0,9 p GRAVEL SURFACING . - r PAVEMENT/DRIVEWAY REMOVAL❑ IOWA CHICAGO & EASTERN RR PG CORP El 4' HMA WIDENING F PO 90 MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSONOSBOGERT 11- 11 IMI APVR-11 er. au a uNe zoza 222053 DIVATS QUIET ZONE CROSSING 24: RIVERSIDE ROAD SSM CONCEPT LESCRIPTION APPROVED DATE CROSSING 25: GOLF LAKE ROAD Golf Lake Road is a rural section HMA roadway. It's about 21 feet in existing width and serves less than 25 vehicles a day according to the most recent Iowa DOT traffic data. On the west approach there are no access points within 100 feet. On the east approach, Golf Lake Road continues northward paralleling the railroad. This road is within 60 feet of the railroad crossing (see Figure 39). The crossing is not currently equipped with gates or constant warning time devices. Figure 39 - Golf Lake Road Crossing Diagnostic Review The diagnostic team noted that there have been no concerns of low -clearance vehicles dragging on the crossing or having issues with turning near the crossing. The team noted that a median SSM may work at this location provided the park driveway on the east side is relocated to allow for a 60' median. SSM: 4-Quadrant Gates 4-quadrant gates would be an acceptable upgrade atthis location. However, other SSMs would provide similar risk reduction for smaller initial and reoccurring maintenance costs. SSM: 2-Quad Gates At minimum, the crossing will need to be equipped with a new 2-Quadrant gate system actuated by constant warning time devices. Since Golf Lake Road parallels the railway within 60 feet, it will need to be relocated or reconfigured so that there are no access roads within 60 feet (see Figure 40). Since the existing roadway is less than about 27 feet in width, the county will need to consider widening the roadway surface to accommodate a central median or channelizers. With the likelihood of trailers and boats, adequate width is essential to maintain ease of access for recreational vehicles and trailers. SSM: One -Way Conversion or Closure This crossing provides the only point of access for many residential, commercial, and park properties. Closure and one-way conversion are not feasible at this location. 58 ' Marion N I I 0 MIN 30' B—B T I IOWA CHICAGO & EASTERN I 0 40 RR m 14' LANE 14' LANE CORP I ho a I 6 o o I UNERED OF 3' ASTATES I ? I INSTALL PER MUTCD—� 8" STANDARD CURB 2' z I N I n I I 9 INSTALL PER MUTCD 6- b I HMA EXISTING HMA PCC PCC EXISTING HMA HMA HERRIG, JOHN W & I I MODIFIED SUBBASE SALLY JO I A 4'SHOULDER I WIDENING A y REALIGN HMA GOLF A TYPICAL SECTION SEE LEFT N.T.S. xoax3 xoaza A LAKE ROAD 0 �, m o A D � J y GOLF LAKE ROAD NIT D STATES OF AMERICA LEGEND — — — — — — — — — — EXISTING PROPOSED CROSSING GATE EMOMMOC 100' MIN I 60MIN I L_: CONSTANT WARNING L: O TIME CROSSING ® Nye I UNITED STATES OF AMERICA /� CROSSBUCK O SCHROEDER, WENDELL P & I IBEN J I WARNING LIGHTS INSTALL PER MUTCD_ I II MEDIAN ! IOWA CHICAGO & EASTERN RR I PAVEMENT MARKINGS CORP GRAVEL SURFACING PAVEMENT/DRIVEWAY REMOVAL❑ II 4' HMA WIDENING ❑ O --- MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS ANDERSONOSBOGERT Denwry 11111 AIII-11 ev. au a uNe zoza PROJECT 222053 DIVATS QUIET ZONE CROSSING 25: GOLF LAKE ROAD SSM CONCEPT rl::l::R::.::l:�EDDATE N0. REVISION DESCRIPTION CROSSING 26: 61" STREET 6th Street contains asphalt approaches. The southern approach is just over 27 feet in width, whereas the north side is closerto 40 feet in width. Menominee Road parallels the railroad tracks on the south side and intersects 6th Street within 60 feet of the railroad gate arm. There is a railroad gravel access pad in the southeast corner of the crossing, a gravel railroad access road on the northwest corner, and a commercial parking lot on the northeast corner (see Figure 41). Figure 41— 6th Street Crossing Diagnostic Review The diagnostic team noted that this crossing was lacking the required MUTCD compliant signage. There is not currently any pedestrian demand at this location, nor is there future desire for accommodation. The signal equipment is compliantwith minimum quietzone requirements butwill require constant warning time waivers from the FRA on the 2 outer crossings which are "stop and wait". The team suggested that curbs should be installed on the approaches to ensure signal gates are appropriately offset from the traveled way per the MUTCD. The adjacent roadway Menominee would require relocation outside of 60 feet from the gate, along with the commercial access on the northeast quadrant. While not required, the diagnostic team strongly recommended consideration of fencing along the north side of the railroad which will discourage pedestrians from crossing between roadways. SSM: 4-Quadrant Gate System The crossing could be upgraded to a 4-quadrant system. This would not require any additional closures or geometry changes to the intersection. The upgrade may not be the most cost-efficient alternative for this location. SSM: 2-Quadrant Gate System The existing 2-quadrant Gate system appears to comply with quiet zone regulations based on information provided in the current inventory form. These signals could be utilized with additional improvements installed by the city to achieve a 2-quadrant SSM. Since Menominee Road is within 60 feet, it will need to be realigned .( Cedar Rapids outside of the distance requirement (see Figure 42). Medians would be the preferred method of lane separation, but channelizers could also be acceptable at a cost of reduced durability. The north approach will require that both edges of the existing pavement also receive concrete curbs and gutter. Both the gravel access road and the commercial lot are within 60 feet. Therefore, to achieve a 2- quadrant gate system, both must be removed since relocation is impractical. SSM: One -Way Conversion or Closure 61h Street provides one of only three crossings to the south half of East Dubuque. Removal or conversion of this crossing could eliminate an essential redundancy. This route is also the most direct for several boat access locations. Heavy boat traffic may be forced to divert through residential streets to cross the railroad at 2nd Street or 41h Street. A one-way conversion would also still require signal work (with associate signal costs) to be completed. Any improvements should also consider whether pedestrian access is desirable at this location at any point in the future. Improvements made for a quiet zone should take this possibility into account. 61 ILLINOIS DOT ILLINOIS DOT ILLINOIS DOT INSTALL PER MUTCD CWT WAIVERS WILL BE REQUIRED SIR SIDING TRACKS] CLOSE COMMERCIAL ACCESS ILLINOIS DOT WARREN AUTO RENTALS ROGER E SIMON FRANKS AUTO REPAIR 36' B--B 17' LANE i 17' LANE 6' 3' 8" STANDARD CURS 2' EXISTING HMA PAVEMENT PCC EXISTING HMA PAVEMENT MDDtFlED SUBBASE EXISTING PROPOSED ELIMINATE COMMERCIAL ACCESS / FROM STH STREET ��� CROSSING GATE { t• L3 CONSTANT C WARNING i L'f / ��/� TIME CROSSING /����11j� \v/ CROSSBUCK 1 \�/ 1 'lyf q l�/�\�J �b'T7/�,� � '''S,i. � WARNING UGFiTS ��4qd 60' MIN FROM GATE ARM MEDIAN d PAVEMENT MARKINGS GRAVEL SURFACING REALIGN MENOMIN£E ROAD APPROACH OITTSIDE OF 60' FROM GATE PAVEMENT/DRWEWAY REMOVAL❑ INSTALL CHRNNEL121NG ME31 N INSTALL PER MUTCD ❑ (�. 4' HMA WIDENING A¢w y h•�� MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CuENr QMATS ar..r w aus rsew.n an eu ANDERSONOMBGGERT DR° 2s: ❑MATS g111Ef ZONE 6TH STREET gam, SSM ALTERNATIVE CROSSING 27: 4T" STREET 4th Street serves the most traffic of the three existing public crossings in East Dubuque. The existing pavement is asphalt/overlay, with concrete curbs on the north approach only. The north approach is slightly wider than the southern approach. Within the city limits, the only designated pedestrian crossing facility is located on the east end of this crossing at 4th Street. An asphalt path exceeding about 6 feet in width is provided behind the existing gate. There are no residential/commercial access points or intersections within 100 feet of the gate on the southern approach. The northern approach appears to contain access points on both sides of 4th Steet, within about 40 feet of the gate (see Figure 43). Figure 43 — 4th Street Crossing Diagnostic Review The diagnostic team suggested that this crossing is the most appropriate pedestrian crossing in the city. The other two crossings serve primarily commercial or recreational vehicle traffic. This crossing is in closest proximity to the residential neighborhood. This crossing is also missing MUTCD advanced signing. The signal gates and outer tracks are compliant with minimum quiet zone requirements. The middle track is a siding and will require a constant warning time waiver from the FRA since constant warning time is not practical for low - speed or stationary tracks. Future land use on the north side of the railroad has been reserved for a future Mississippi River bridge replacement. In the temporary condition, the adjacent home on the north side of the tracks is commercial property. The commercial access to 4th Street and adjacent gravel access roads must be removed and cut off with the use of curbs. The curbs should also be placed so that the signal equipment maintains appropriate setback from the roadway edge per the M UTCD. The team also recommended that the existing sidewalk along the west side of 4th Street be removed so that pedestrians cross at the correct location. SSM: 4-Quadrant Gate System The current system could be upgraded to a 4-quadrant gate system. The 4-quadrant upgrade would not require the closure or relocation of adjacent driveways/access points. However, since the existing signal equipment is generally compliant with minimum requirements (with FRA warning time waver), a 2-quadrant system may be a more cost-effective way to reduce risk. 63 ' Marion SSM: 2-Quadrant Gate System According to the current inventory form, the current 2-quadrant system appears to be compliant with quiet zone minimum requirements subject to an FRA warning time waver on the center track. As a part of any improvements, the city should consider upgrading the pedestrian facilities at this location in accordance with current PROWAG requirements. A crossing path over the railroad has been provided for pedestrians, but the approaching sidewalks do not connect. Since neither of the other two crossings to the south side of town provide pedestrian facilities, this crossing provides an essential location to prioritize pedestrian crossing and safety. The use of a median SSM at this location will require closure of the commercial access point on the northwest portion of the crossing (see Figure 44). The road currently appears to be used by BNSF for maintenance and laydown. The laydown area is accessible from 31 Street. This gravel access could also be relocated more than 60 feet from the gate with further coordination from the landowner (Illinois DOT). The northeast quadrant contains a commercial dentistry office. The gravel access road will need to be removed, and alternate access be provided from 51h Street. SSM: One -Way Conversion or Closure A one-way conversion would require additional signal upgrades at this location. Being one of only 3 possible connections to the entire south half of town, essential redundancies could be severed by closing or converting the crossing. The only designated pedestrian crossing may also be affected. If all warning devices were to be moved to one approach, additional pedestrian treatments (pedestrian gates) may be needed. Closures and conversions are not recommended alternatives at this location. 64 INSTALL PER MUTCD N 40' B-B - -- 19' LANE 19' LANE 6' 8" MIN STANDARD CURB 2'— ILUN015 DOT SFP� POC EXISTING HMA PAVEMENT PCC PCC EXISTING HMA PAVEMENT ��Qygr CLOSE COMMERCIAL ACCESS MODIFIED SUBBASE A WEIMEftSKIRCH SEE LEFT N• PROPERTIES LLC WEIMERSKIRCH MIN FAN CWT WAIVERS WILL BE REQUIRED FOR SIDING TRACKS FROMM G GATE ARM DENTAL 27' B-6 12.5' LANE 12-5' IANF MAINTAIN RESIDENTIAL 8• ACCESS INSTALL ONE-WAYSIGNS 3' ON MEQkN CONSIDER 8' STANDARD CURB _2•t CHANNELIZING MIN 5 RIC4 IT-{N-RIGI IT -OUT RANDALL D k ANN MARIE WILLIAMS EXISTING HMA PAVEMENT POL PCC EXISTING HMA PAVEMENT SIpEWALK INFlLL -MODIFIED SUBBASE s y1,0," P-'S•/. ( B 1�PICAL SECTION — SOUTH APPROACH SEE LEFT ,S• LEGEND IXGTRIG PFOPOSEO 100' MINI y FROM xuwnHc � iFrt EM]SmVC GATE ARM cac�seucx wu:nrHO uprts YEDVH /JANEi L CLARKE R III CLARKE GuvEl 41PFH)INL ❑THEODORE PNDWEW/DMVEw Y FE1 OME ® INSTALL PER MUICO— 4 FrunOF�nc ❑ MID A PROPERTYERTY MANAGEMENT LLC NEYM WP F GA¢ Arm TO Fv1 HOGW OF mMm cuEur pMAiS ANDER54NOMBOGERT a'"4TH wo�c �. rszc, �[)MATS QUIET ZdNE CRDSSiNG 27: STREET SSM ALTERNATIVE y - CROSSING 28: 2ND STREET 211 Street is 34 feet wide and paved with asphalt. Despite its location in the downtown area of East Dubuque, there are no curbs on this roadway (see Figure 45). The asphalt pavement is in poor condition on both approaches. Any roadwork will likely require approach reconstruction and some abandoned track removal. The nearest commercial driveways are located at 60 feet (south approach) and closer than 30 feet (north approach) from the gate arms. Figure 45 — 211 Street Crossing Diagnostic Review The diagnostic team determined that the existing signal equipment was compliant with the minimum quiet zone requirements. Without a curb, the warning devices are technically closer to the pavement edge than provided by the MUTCD. Quiet zone improvements should include adding curbs so that signals are offset appropriately from the back of curb. This crossing is missing MUTCD required advanced signing which should be added as soon as feasible. This location does not appear to work with a median SSM due to adjacent USPS property access. SSM: 4-Quadrant Gate System Due to the location of adjacent properties and access points, a 4-quadrant upgrade is the preferred SSM option at this location. Roadway reconstruction/rehabilitation with curbs would still be required with a 4- quadrant install. The system would preserve the existing adjacent commercial access points. Additional coordination with the overhead electric utility may also be required. SSM: 2-Quadrant Gate System While the existing equipment meets minimum quiet zone requirements, adding medians would require removal and relocation of several adjacent commercial access points. The USPS office in the northeast quadrant would be particularly impacted since the only property access would be removed. Alternative access could only be provided through agreement with adjacent private property owners (see Figure 46). Based on other crossings in the quiet zone, this location may be a candidate to be left as -is. If risk is reduced through improvements at the other crossings in this quiet zone, the crossing may not require any further action. SELCO TRAFFIC CONTROL WOLFF CW LLC INSTALL PER MUTCD UNITED STATES POSTAL SERVICE FIDELITY BANK & TRUS PROPOSED m CROSSING GATE (3 L.. CONSTANT WARNING L. TIME CROSSING CROSSBUCK WARNING LIGHTS tf EXISTING \ \ MEDIAN \ \ PAVEMENT MARKINGS STATE OF ILLINOIS \ GRAVEL SURFACING PAVEMENT/DRIVEWAY REMOVAL❑ INSTALL PER MUTCD \ 4' HMA WIDENING MEASURE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CLIENT: DMATS DRAwry Br: mas 212.11 aPCBoveo Br. Bll CROSSING 28: ANDERSON�BOGERT ezozo DMATS QUIET ZONE 2ND STREET NO. REVISION DESCRIPTION APPROVED DATE SSM ALTERNATIVE SSM: One -Way Conversion or Closure 211 Street is one of only 3 public crossings to access the south half of East Dubuque. It serves as the primary access for several commercial businesses (utilizing heavy vehicles) and Mississippi River boat launch. Removal of this crossing would require heavy commercial and recreation vehicles to cross at 41h Street or 61h Street. This detour would require crossing a restricted width/weight bridge located on 3rd Street. This could trigger additional immediate improvements along the required detour route. The additional traffic will also be undesirable for residents living in the south half of East Dubuque. CROSSINGS 29 AND 30: BNSF YARD CROSSINGS As private crossings, the City of East Dubuque and BNSF must comply with the findings of the diagnostic team. The crossings are located on BNSF property and are only accessed by BNSF staff. One location is a dual vehicle crossing, whereas the other is a pedestrian only crossing. The railroad does have barriers placed parallel to the tracks to force pedestrians to cross at the designated point (see Figure 47). Also shown in this figure towards the east is Crossing 8, which is located on a CN spur and was discussed previously in this report. Diagnostic Review The diagnostic team determined that BNSF trains do not routinely use their horns at this location. Additional signing stating "no trespassing" will be required at the end of Sinsinawa Avenue to further discourage use by the public. The team noted that fencing or barriers should be provided along both sides of the tracks in the vicinity crossings, at least several hundred feet to the north and south of each. The current site grading is relatively flat and does not provide an adequate natural barrier to discourage intermediate crossings within the BNSF yard. BNSF also mentioned fencing be considered/added between the CN spur line and Sinsinawa Avenue. The fencing could connect to existing fencing in the rear of address 12 Sinsinawa Avenue and continue northward all the way to the CN tunnel. BNSF also needs to update crossbucks at the crossings on site to be compliant with MUTCD standards. Figure 47 - BNSF Crossings INSTALL MUTC❑ N REQUIRED PRIVATE CROSSING SIGNAGE, 0 30 PROPOSED PROPOSED AND ADVANCED FENCING/HARRIER FENCING/BARRIER WARNING SIGNAGE WITH NO TRAIN HORN CROSSING 29 CROSSING 8 PROPOSED FENCING/BARRIER PROPOSED s FENCING/BARRIER 9 �L LEGEND N M EXISTING PROPOSED CROSSING GATE RaLXaLAX CONSTANT WARNING TIME CROSSING CROSSRVCN WARNING LIGHTS CROSSING 30 MEDIAN INSTALL MUTCD REQUIRED PRIVATE PAVEMENT MARKINGS CROSSING SIGNAGE, AND ADVANCED BONNIE J6 TIMMERMAN WARNING SIGNAGE WITH NO TRAIN GRAVEL SURFACING HORN PROPOSED FENCING PAVEMENT/DRIVEWAY REMOVAL❑ 4' HMA WIDENING MEASVRE MEDIAN LENGTH FROM GATE ARM TO FULL HEIGHT OF MEDIAN CuENr: DMATS ■ `' C �r DERSON40BOGERT �-:,- oww aus ""° .wmwcn ar au ❑N1AT5 OI11ET ZONE ceasslNGs zs+3D IV - QUIET ZONE DESIGNATION OPTIONS This section discusses several options for the public entity to achieve each quiet zone under the federal regulations. Since there are many approved SSMs, there can be numerous "options" and combinations to achieve a quiet zone. This report can't directly cover every combination of improvements. Anderson -Bogert can provide additional scenarios with specific combinations as requested. The four options below provide a representative sample of solutions to legally designate a railroad quiet zone. Generally, the ballpark cost estimate provided represents a conceptual estimate of the initial construction cost. Public authorities should recognize the reoccurring maintenance costs are associated with each crossing system as well. Larger maintenance costs are associated with more robust active warning systems (such as a 4-quadrant gate system). Each crossing has a risk number associated with it. Only some crossings in the project area were counted by the client, adjusted using DOT correction factors, and provided to Anderson -Bogert. Where counts were not provided, Anderson -Bogert utilized factored DOT turning movement diagrams adjacent to crossings, or the DOT interactive AADT map. Where the AADT map was utilized,15% was added to the traffic counts due to the unverified accuracy of the map. Assuming that the minimum quiet zone improvements are in place at each crossing, Table 2 shows public crossing risk numbers within the study area at the time of this report. Table 2 - DMATS Quiet Zone Assumed Base Risk Numbers ID 1 FRA ID 306971L Road Peosta (Main) Street Policitcal Peosta Operating RailroadJursidiction CN Baseline Risk 19,537.32 2 306970E Cox Springs Road Dubuque County CN 6,848.34 3 306952G Mines of Spain City of Dubuque CN 4,732.27 6 911770M Jones Street City of Dubuque CN 8,808.57 11 376108Y Massey Marina Lane Dubuque County CID 10,014.52 13 911776D E 5th Street City of Dubuque CN 24,770.37 14 376119L E 7th Street Cit of Dubuque CID 12,954.36 15 376121M E 9th Street City of Dubuque CID 17,460.88 16 376122U E 11th Street City of Dubuque CID 54,592.67 17 376123B E 12th Street City of Dubuque CID 7,003.73 18 376125P E 14th Street Cit of Dubuque CID 21,811.25 19 376126W E 15th Street City of Dubuque CID 9,002.63 20 376127D E 16th Street City of Dubuque CID 18,954.14 22 376131T Hawthorne Street City of Dubuque CID 11,384.71 23 376132A Lincoln Avenue City of Dubuque CID 12,933.55 24 376134N Riverside Road Dubuque County CID 10,928.31 25 376136C Golf Lake Road Dubuque County CID 3,635.65 26 306924D 6th Street East Dubuque BNSF 42,751.86 27 306926S 4th Street I East Dubuque I BNSF 17,615.00 28 306928F 2nd Street I East Dubuque I BNSF 16,099.99 **Baseline risk represents risk with minimum improvements, or existing conditions if already compliant. The risk number for an entire quiet zone (QZRI) is an average of all the public crossings within a particular quiet zone. Table 2 above helps to identify the critical crossings within the study area which have the highest associated risk. Making safety improvements at these high -risk crossings would have the largest impact on the overall average risk for a particular quiet zone. Based on the table above, the top five risk intersections within the study area are: E 111h Street (Dubuque), 61h Street (East Dubuque), E 51h Street (Dubuque), E 141h Street (Dubuque), and Peosta Street (Peosta). Implementing an SSM at a crossing allows the public entity to apply a reduction for that crossing. The preapproved risk reduction effectiveness values are listed within AppendixA of the federal regulations: • Temporary or Permanent Closure of a Public Highway -Rail Grade Crossing o Effectiveness =1.0 • Four -Quadrant Gate System 0 4-Quad, no presence detection = 0.82 0 4-Quad, presence detection = 0.77 0 4-Quad, "traffic of at least 60 feet" = 0.92 • 2-Quadrant Gates with Medians or Channelization Devices o Channelization Devices = 0.75 o Non -traversable curbs with or without channelization devices — 0.8 • One Way Street with Gate(s) o Effectiveness = 0.82 For example, if a public entity installed 2-quadrant gates with medians at a location listed in Table 2, the risk number shown is reduced by 80 percent. If SSMs cannot be funded at every location, targeting the highest risk intersections could be a cost-effective way to achieve a new quiet zone. Another recommended practice is to reduce risk at all crossings which are the "easiest". For instance, if a crossing is not among the "most critical" in the quiet zone but contains adequate existing geometry to accommodate medians on both approaches, an 80% risk reduction could be achieved with minimal financial burden. This could help reduce risk in an event where improvements at a critical crossing are impossible or cost prohibitive. This section provides 4 options for each quiet zone. Due to the flexible nature of the regulations, many combinations are possible. It would not be feasible to discuss every possibility in this report. For this reason, additional scenarios could be analyzed upon request. The four typical options are described as follows: • Option A is the most cost -prohibitive but durable option. This option places the most durable SSMs at each public crossing. This option could be considered an "ultimate long-term goal" for a quiet zone. Public entities may be able to designate the quiet zone sooner using cheaper methods. These crossings could then be upgraded to more durable/permanent improvements as funding becomes available. • Option B involves installing SSM's at most, if not all crossings. Selected SSMs may involve channelizers which tend to require regular maintenance or replacement, and are less durable than medians which are typically presented in Option A. Option C represents a typical scenario where SSMs are installed at some, but not all the crossings. Enough SSMs have been implemented to a point where a buffer is present between calculated risk, and statistical risk benchmarks. This alternative generally involves completing minimum required improvements (2-Quadrant gates, etc.), and enough SSMs to "sufficiently" lower the QZRI below either the RIWH or NSRT. Anderson -Bogert cannot guarantee how far below the RIWH or the NSRT is "sufficient" to limit the chances of a quiet zone becoming noncompliant down the road. The only way to ensure that statistic benchmarks do not put a future quiet zone at risk is to install SSMs at all crossings and eliminate the need for comparison to these benchmarks. • Option D is the cheapest and absolute minimum improvement required to designate a railroad quiet zone at the time of this report. This option does not necessarily provide any buffer or protection from the risk thresholds. It provides the quickest and cheapest option to achieve a quiet zone if implemented at the time of this report. Anderson -Bogert strongly advises against this option. 70 QUIET ZONE CN-1 The options for quiet zone CN-1 are summarized below in Table 3. Most of the costs associated with this quiet zone result from the required 2-quadrant gate upgrade at Cox Springs Road. Risk for the quiet zone is driven by Peosta Street which serves significantly more roadway traffic than Cox Springs Road. If SSMs were to be installed at a single location, Peosta Street should be targeted since it will provide maximum risk reduction. Since both crossings are currently in separate political jurisdictions, they could be independently designated as quiet zones. However, this provides for the possibility of additional paperwork and coordination with the FRA in the future should Cox Springs Road be annexed into the City of Peosta. Since both crossings are located close to Peosta residential properties, we recommend that both locations be located within the same quiet zone rather than try to switch over with future annexation. Since these crossings are over 1/4 mile apart, Peosta Street could be upgraded with medians in the near term and become a quiet zone. Cox Springs Road could be added in the future when adjacent development triggers roadway reconstruction improvements. The signals, crossing, and SSM medians could be added onto the Peosta quiet zone at that time. Table 3 — CN-1 Options Option Devices* 1 City of Peosta Peosta (Main) Street Public 306971L 2-Quad Gates, CWT Medians Yes $ 60,000 3,907.46 2 Dubuque Cox Springs Public 306970E Flashers/Signs 2-Quad with Median Yes $ 570,000 1,369.67 Count Road A Total Cost $ 630,000 ZRI 2,638.57 OK, All SSMs NSRT 15,488.00 RIWH 7,909.37 *CWT - Constant Warning Time **In addition to MUTCD Signing Option De 1 City of Peosta Peosta (Main) Street Public 306971L 2-Quad Gates, CWT Channelizers Yes $ 30,000 4,884.33 2 Dubuque I Cox Springs Public 306970E Flashers/Signs 2-Quad with Yes $ 530,000 1,712.09 Count Road Channelizers B Total Cost $ 560,000 ZRI 3298.21 OK All SSMs NSRT 15,488.00 RIWH 7,909.37 *CWT - Constant Warning Time **In addition to MUTCD Signing Option 1 City of Peosta Peosta (Main) Public 306971L De 2-Quad Gates, CWT Medians Yes $ 60,000 3,907.46 Street 2 Dubuque Cox Springs Public 306970E Flashers/Signs 2-Quad Gates No $ 500,000 6,848.34 Count Road C Total Cost $ 560,000 ZRI 5,377.90 NSRT 15,488.00 OK, OZRI<NSRT RIWH 7,909.37 OK, ZRI<RIWH *CWT - Constant Warning Time **In addition to MUTCD Signing Option De 1 City of Peosta Peosta (Main) Public 306971L 2-Quad Gates, CWT None No $ - 19,537.32 Street 2 Dubuque Cox Springs Public 306970E Flashers/Signs 2-Quad Gates No $ 500,000 6.848.34 Count Road D Total Cost $ 500,000 ZRI 13,192.83 1 OK OZR1,NSRT NSRT 15488.00 RIWH 7,909.37 *CWT - Constant Warning Time **In addition to MUTCD Signing 71 QUIET ZONE Cli The options for CN-2 are provided in the table below. This quiet zone has a little bit of flexibility in the combinations. E 5th Street has the largest calculated risk per the FRA calculator. Therefore, it has the highest potential for risk reduction. It also has the lowest cost to install an SSM. The table below shows the quiet zone risks if all 5 crossings are included at the same time. If Mines of Spain Road is not included with the quiet zone, the table also shows corresponding impacts at the bottom of the "Upgrades" column. Note that Option D only works if Mines of Spain Road is part of the quiet zone. Anderson -Bogert recommends Option C without inclusion of Mines of Spain Road and the CN Southern Yard. The quiet zone risk index will be less than half the current nationwide threshold, and not likely to be in immediate danger with respect to the nationwide threshold. Note that all options assume that Jones Street is programmed to be upgraded with constant warning time devices (minimum crossing requirement) as part of the IDOT Section 130 program. Mines of Spain Road serves a small amount of traffic and is isolated from dense commercial and residential areas. We feel that prioritizing other locations would be in the best interest of the public. CN Southern Yard is ineligible for inclusion in a quiet zone unless both Jones Street and Mines of Spain Road are included. Table 4 - CN-2 Options ' Safety Number 3 Jurisdiction Clty of Dubu ue Street Mines of Spain Type Public FRA It) 306952G Devices'Option Signs Upgrades 2-Quad w/Medians SSM Yes Bslipa,k C.,t $ 600,000 Calculated Risk 946,45 4 Dubuoue CN Yard Private 911771U 2-Quad, No CWT Per Diagnostic N/A $ 2,000 6 City of Dubu ue Jones Street Public 911770M 2-Quad, No CWT** 4-Quad Yes $ 550,000 2,025.97 7 City ou Dubu e CN Yard Private 908233J Nothing Per Diagnostic N/A $ A 13 City of E 5th Street Public 911776D 2-Quad, CWT Medians Yes $ 70,000 4,954.07 Dubuque Without#3 Total Cost $ 1,222,000 3,490.02 ZRI 2 642.16 OK All SSMs OK, ZRI<NSRT NSRT 15,488.00 OK, ZRI<RIWH I RIWH 7,776.30 *CWT - Constant Warning Time **CWT Upgrade programmed through IDOT Section 130 Safety Option 3 ultu ue of Dub Mines of Spain Public 306952G DExisting evices' Signs Upgrades 2-Quad SSM No Ballpark Cost $ 400,000 Calculated Risk 4,732.27 4 Dubu ue CN Yard Private 911771U 2-Quad, No CWT Per Diagnostic N/A $ 2,000 City of 4-Quad upgrade 6 Dubuque Jones Street Public 911770M 2-Quad, No CWT** from 2-Quad, presencedetection Yes $ 550,000 2.025.97 B 7 City of Dubu ue CN Yard Private 908233J Nothing ParPer DioDiagnostic N/A $ 13 City of E 5th Street Public 911776D 2-Quad, CWT Medians Yes $ 70,000 4,954.07 Dubu ue Without#3 Total Cost $ 1.022.000 3 490.02 ZRI 1 3.90 OK, ZRI<NSRT NSRT 15,488.00 OK, ZRI<NSRT OK, ZRI<RIWH RIWH 7,776.30 OK, ZRI<RIWH 'CWT-Constant Warnin Time Option Number Jurisdiction Street Type FRA ID Safety Upgrades SSM Ballpark Cost CsIculated Risk Devices'Existing 3 Dubu City ouef Mines of Spain Public 306952G Signs 2-Quad No $ 400,000 4,732.27 4 Dubuoue CN Yard Private 911771U 2-Quad, No CWT Per Diagnostic N/A $ 2,000 6 City of Dubu ue Jones Street Public 911770M 2-Quad, No CWT-- Signs, CWT No $ 2,000 8,808.57 C 7 CityofCN Dubuque Yard Private 908233J Nothing Per Diagnostic N/A $ 13 City of E5th Street Public 911776D 2-Quad, CWT Medians Yes $ 70,000 4,954.07 Dubuque Without#3 Total Cost $ 474.000 6,881,32 ZRI 6164.97 OKKZ<NSRT NSRT 15.4880 O<NSR , ZR <RIWH 0,F RIWH 7,776. 'CWT - Constant Warning Time Existing Safety Number 3 Jurisdiction City of Dub due St ... t Mines of Spain Type Public FRA ID 306952G Devices'Option Signs Upgrades 2-Quad SSM No Ballpark Cost $ 400,000 Calculated Risk 4,732.27 4 City of CN Yard Private 911771U 2-Quad, No CWT Per Diagnostic N/A $ 2,000 Dubuque 6 DCbuity of e uu Jones Street Public 911770M 2-Quad, No CWT** Signs, CWT No $ 2,000 8,808.57 City °t D 7 Dubu e CN Vard Private 908233J Nothing Per Diagnostic N/A $ 13 City of E 5th Street Public 911776D 2-Quad, CWT Signs No $ 2,000 24,770.37 Dubu ue Without#3 Total Cost I $ 406,000 16789.47 QZRI 12770.40 NSRT 15,488.00 OK, 07RI<NSRT i RIWH 7,776.30 'CWT - Constant Warni ng Time 72 QUIET ZONE CP-1 Only 3 options are provided for this quiet zone. Since this quiet zone will consist of a single public crossing, it is the only source of risk that can be quantified in the risk calculation. The top -end option for improvement is a 4-quadrant gate. This is also the least cost-efficient option. The most cost effective SSM utilizes a 2-quad system with medians or channelizers as discussed earlier in the report. With the relatively low daily traffic demand at this location (about 350 vehicles), this crossing qualifies for quiet zone status by installing the minimum requirement - 2-quadrant gates with no medians. The most cost-efficient alternative does not provide SSMs at each crossing but appears to reduce the risk index for this crossing to around 67% of the nationwide threshold. Table 5 - CP-1 Options Option Number Jurisdiction Street Type FRA ID Existing Safety Upgrades SSM De Ballpark Cost Calculated Risk 11 Dubuque Massey Marina Public 376108Y Signs New 4-Quad Gates, Yes I $ 700,000 2,303.34 County Lane presence detection Dubuque 10 County Johnson Lane Private 376109E Signs Per Diagnostic $ 2,000 A Total Cost $ 702,000 2,303.34 OK, All SSMs ZRI 15,488.00 NSRT 1 5,701.34 RIWH *CWT- ConstantWarnin Time Devices*Option Number Jurisdiction Street Type FRA ID Existing Safety Upgrades SSM Ballpark Cost Calculated Risk 11 Dubuque Massey Marina public 376108Y Signs 2-Quad Gates No $ 350,000 10,014.52 Count Lane Dubuque 10 Count Johnson Lane Private 376109F Signs Per Diagnostic $ 2,000 C Total Cost $ 352,000 10,014.52 ZRI 15,488.00 OK, QZRI<NSRT NSRT 5,701.34 RIWH *CWT- Constant Warning Time If train volumes were not expected to triple in the immediate future, we would recommend Option C as the best financial method for quiet zone creation. Medians at Massey Marina Lane will involve a large amount of roadway reconstruction. The medians may not be effective in keeping local/residential traffic on the correct side of the roadway, especially between the railroad and Massey Station Road. A 4-quadrant system presents a significant financial barrier especially compared to the few surrounding properties that would benefit from reduced noise. It also requires a larger annual maintenance agreement cost with the railroad. A susceptibility analysis is provided later in this report. Based on the anticipated tripling of train volumes in the immediate future, it may not be adequate to install the minimum gate requirements as shown in Option C. A median SSM or 4-quadrant system may be required depending on what train volume increase is experienced. We would recommend coordinating with the railroad and waiting for a fewyears until the train volume increase can be better estimated. All improvements here represent a significant financial contribution for a lightly populated area. QUIET ZONE CP-2 73 CP-2 contains most of the geometrically constrained crossings in the area. All but Crossings 22 and 23 are located within 1/4 mile of one another — requiring that the adjacent crossings be completed and placed into a quiet zone at the same time. Of course, placing 4-quadrant gates at each location would be possible, but the up -front and annual maintenance fees would likely be cost -prohibitive. Dubuque has already planned for closure of E 14th Street with an upcoming grade separation project. The costs associated with this project are not included within the following tables. E 7th Street presents challenges to both 2-quadrant median and 4-quadrant SSMs, making closure the only feasible SSM atthis location. For itto remain open, risk will need to be reduced elsewhere. Lowervolume roads such as E 15th Street and Lincoln Avenue present possible opportunities for closure. With a future roadway connector between 7th Street and 91h Street, 71h Street may also be a candidate for closure to vehicular traffic. 4 possible options covering a broad financial commitment are provided below: Table 6 - CP-2 Options # Location Street Type FRA ID Existing Safety Devices*Optlon City of CLOSURE, Ped 14 E7th Public 376119L 2-Quad, No CWT only Yes $ 150,000 0.00 Dubuque Conversion? 15 City of E 9th Public 376121M 2-Quad, CWT 4-Quad, CWT Yes $ 550,000 4,291.29 Dubuque 16 City of E 11th Public 376122U 2-Quad, CWT Medians Yes $ 70,000 10,918.53 Dubuque 17 City of E 12th Public 376123B Lights 2-Quad, CWT Yes $ 400,000 1,400.75 Dubu ue and Medians 18 City of E 14th Public 376125P Lights GRADE Yes 0.00 Dubuque SEPARATION City of CLOSURE, Bed 19 Dubuque E 15th Public 376126W Lights only Yes $ 150,000 0.00 A Conversion? 20 City of E16th Public 376127D Lights 4-Quad, CWT Yes $ 750,000 4,597.24 Dubuque 21 City of CP Yard Private 376128K None Per Diagnostic N/A $ Dubuque 22 City of Hawthorne Public 376131T 2-Quad, CWT Medians Yes $ 150,000 2,411.47 Dubuque 23 City of Lincoln Public 376132A 2-Quad, CWT CLOSURE Yes $ 150,000 0.00 Dubuque Without22-23 Total Cost $ 2,370,000 3,029.69 ZRI 2 624.36 OK All SSMs OK, ZRI<NSRT NSRT 15.488.00 OK, ZRI<RIWH RIWH 10,702.41 *CWT-Constant Warning Time Optlon # Location Street Type FRA ID Existing Safety Devices* Upgrades SSM Ballpark Cost Calculated Risk 14 City of E7th Public 376119L 2-Quad, No CWT 2-Quad with No $ 400,000 12,954.36 Dubu ue CWT 15 City of E9th Public 376121M 2-Quad, CWT Signs No $ 2,000 17,460.88 Dubu ue 16 City of E 11th Public 376122U 2-Quad, CWT Medians Yes $ 70,000 10,918.53 Dubu ue 17 City of E 12th Public 376123B Lights 2-Quad with No $ 400,000 7,003.73 Dubu ue CWT 18 City of E 14th Public 376125P Lights GRADE Yes 0.00 Dubuque SEPARATION 19 City of E 15th Public 376126W Lights CLOSURE Yes $ 120,000 0.00 Dubuque B 20 City of E16th Public 376127D Lights 4-Quad, CWT Yes $ 750,000 4,597.24 Dubuque 21 City of CP Yard Private 376128K None Per Diagnostic N/A $ - Dubuque 22 City of Hawthorne Public 376131T 2-Quad, CWT Medians Yes $ 150,000 2,276.94 Dubuque 23 City of Lincoln Public 376132A 2-Quad, CWT Signs No $ 2,000 12,933.55 Dubuque Without 22-23 Total Cost $ 1,894,000 7,562.11 ZRI 7,571.69 OK ZRI<N RTI NSRT 1 15488.00 OK ZRI<NSRT .OK.QZRI<RIWHI RIWH 1 10,702.41 1 OK, ZRI<RIWH *CWT-Constant Warning Time 74 # Location Street Type FRA ID Safety ' Devices*opfion 14 City of E7th Public 376119L 2-Quad, No CWT 2-Quad, CWT No $ 400,000 12,954.36 Dubuque 15 City of E 9th Public 376121M 2-Quad, CWT Signs No $ 2,000 17,460.88 Dubu ue 16 City of E 11th Public 376122U 2-Quad, CWT Medians Yes $ 70,000 10,918.53 Dubuque 17 City of E 12th Public 376123B Lights 2-Quad, CWT No $ 400,000 7,003.73 Dubu ue 18 City of E14th Public 376125P Lights GRADE Yes 0.00 Dubu ue SEPARATION 19 City of E15th Public 376126W Lights CLOSURE Yes $ 120,000 0,00 Dubuque C 20 City of E 16th Public 376127D Lights 2-Quad, CWT No $ 400,000 19,987.99 Dubuque 21 City of CP Yard Private 376128K None Per Diagnostic N/A $ - Dubu ue 22 City of Hawthorne Public 376131T 2-Quad, CWT Medians Yes $ 150,000 2,276.94 Dubuque 23 Cibutyofue Lincoln Public 376132A 2-Quad, CWT Signs No $ 2,000 12,933.55 Du Without 22-23 Total Cost $ 1,544,000 9,760.78 ZRI 9,281.78 OK ZRI<NSRT NSRT 15488.00 OK ZRI<NSRT OK, ZRI<RIWH RIWH 10,702.41 1 OK, OZRI<RIWH *CWT- ConstantWarnin Time Option De 14 City of Dubuque E 7th Public 376119L 2-Quad, No CWT 2-Quad, CWT No $ 400,000 12,954.36 15 City of E9th Public 376121M 2-Quad, CWT Signs No $ 2,000 17,460.88 Dubu ue 16 City of E 11th Public 376122U 2-Quad, CWT Medians Yes $ 70,000 10,918.53 Dubuque 17 City of E 12th Public 376123B Lights 2-Quad, CWT No $ 400,000 7,003.73 Dubuque 18 Cityof E14th Public 376125P Lights GRADE Yes 0.00 Dubu ue SEPARATION 19 City of E 15th Public 376126W Lights 2-Quad, CWT No $ 400,000 9,002.63 Dubu ue D 20 City of E 16th Public 376127D Lights 2-Quad, CWT No $ 400,000 18,954.14 Dubuque 21 City of CP Yard Private 376128K None Per Diagnostic N/A Dubuque 22 City of Hawthorne Public 376131T 2-Quad, CWT Signs No $ 150,000 11,384.71 Dubuque 23 Cityof Lincoln Public 3 2-Quad, CWT Signs No $ 2,000 12,933.55 Dubuue76132A Without 22-23 Total Cost $ 1,824,000 10,899.18 ZRI 11,179.17 OK, ZRI<NSRT NSRT 15,488.00 OK, ZRI<NSRT RIWH 10,702.41 *CWT- ConstantWarnin Time In this instance, Anderson -Bogert recommends Option B, with or without Crossings 22 and 23. This option provides an adequate buffer between the national threshold and risk index with horns. This option provides some financial benefits resulting from possible closures at several locations and allows 71h Street to be rebuilt per current city plans with a compliant 2-quadrant gate system (minimum quiet zone requirement). The 151h Street closure and 16th Street 4-quad provides flexibility for future park uses in development by Dubuque. Based on the analysis in Option B, completing improvements at Crossings 14-21 can be completed without Crossings 22 and 23. Adding these later would have only a small impact on the overall quiet zone risk index. 75 QUIET ZONE CP-3 This quiet zone contains two crossings which serve a small amount of daily traffic. Neither crossing is located within a dense commercial or residential area. The crossings are also separated by several miles. So, one crossing could be a quiet zone on its own. Where both crossings are updated, they must be part of the same quiet zone since they are consecutive crossings within the same political jurisdiction. Riverside Road provides a unique challenge with two separate active warning device systems located within the crossing. Based on diagnostic review, each system requires an upgrade to be minimally compliant. The siding track would likely be eligible for a constant warning time waiver from the FRA. Therefore, upgrading this location would be like upgrading two typical crossings. Golf Lake Road is located immediately adjacent to several residences and a park with regular camping. This location services a small amount of traffic and has a risk number less than 20% of the current national threshold if a new gate system is installed. Anderson -Bogert would recommend that only Golf Lake Road be considered for a railroad quiet zone at the present time. Of all the Dubuque County crossings in the study area, Golf Lake Road appears to have the most impact on surrounding residential and recreational properties. The Riverside Road crossing appears to be the most isolated location within the study area and has the largest upgrade cost within the study area. Table 7 - CP-3 Options Option Number Jurisdiction Street Type FRA ID Existing Safety Upgrades Devices* SSV Ballpark Cost Calculated Risk 24 Dubuque Riverside Road Public 376134N Gates 4-Quad with Yes $ 1,400,000 2,513.51 County presence detection Dubuque 25 Golf Lake Road Public 376136C Lights 2-Quad Medians Yes $ 550,000 727.13 Count A Total Cost $ 1,950,000 ZRI 1,620.32 OK, All SSMs NSRT 15,488.00 RIWH 3,874.54 *CWT - ConstantWarnin Time Number Jurisdiction Street Type FRA ID Existing Safety Upgrades Devices*Option SSIM 9 Ballpark Cost Calculated RisM 24 Dubuque Riverside Road Public 376134N Gates 2-Quad Gates No $ 800,000 10,928.31 Count Dubuque 25 Golf Lake Road Public 376136C Lights 2-Quad Gates No $ 400,000 3,635.65 Count B Total Cost $ 1,200,000 ZRI 7,281.98 NSRT 15,488.00 OK, QZRI<NSRT RIWH 3,874.54 *CWT- ConstantWarnin Time 76 QUIET ZONE BNSF The risk in this quiet zone is driven by the 6th Street crossing. With its 5 sets of tracks, any quiet zone will require upgrades at this location. While a 4-quadrant replacement is possible, with 5-tracks the system would likely be the most cost prohibitive upgrade option. The current gates have constant warning time on the through tracks, but not on the siding and yard tracks. An FRA constant warning time waiver would be needed for the siding and yard tracks within this quiet zone. The three public crossings provide a vital link to the south side of town which has no other means of access to the public highway system. As such, closure and one-way conversions are not recommended for potential implementation. Since the maximum distance between any crossings is less than 1/4 mile, all crossings must be completed together before a quiet zone can be implemented. Anderson -Bogert recommends Option C as shown in the table below. 2nd Street is essentially limited to a 4-quadrant upgrade due to surrounding property access locations. Each 4-quadrant system will drive the city's cost up, as evident between Options B and C below. The 4-quadrant system also has a higher annual maintenance fee to the railroad as well. Anderson -Bogert recommends Option C for initial implementation. This provides a slight buffer to the national threshold and completes improvements which involve the most coordination with adjacent property owners. A 4-quadrant upgrade may be something to consider in the future, or perhaps a cost share when upgraded by the railroad. Table 8 - BNSF Options Option Upgrades SSM Ballpark Cost Calculated Risk 1 East Dubu ue 6th Street Public 306924D Devices* 2- uad CWT Medians Yes 300 000 8 550.37 2 East Dubu ue 4th Street Public 3069265 2- uad. CWT Medians Yes $ 150.000 3, 523.00 3 East Dubuque 2nd Street Public 306928F 2-Quad, CWT 4-Quad upgrade with presence detection Yes $ 850,000 3,703.00 4 East Dubuque BNSF Ped Private 947331C None Per Dia nostic No 10,000 A 5 East Dubuque Sinsinawa Ave Private 069924Y Signs Per Dia nostic No $ 10,000 Total Cost $ 1,320,000 ZRI 5258.79 K All S OSMs NSRT 15488.00 RIWH 16,121.85 *CWT-Constant Warnim Time •.Existing Safety Upgrades SSM Ballpark Cost Calculated Risk 1 East Dubu ue 6th Street Public 306924D Devices* 2- uad CWT Channelizers Yes 000 10 687.97 2 East Dubuque 4th Street Public 306926S 2- uad CWT Channelizers Yes 000 4 403.75 3 East Dubuque 2nd Street Public 306928F 2-Quad, CWT 4-Quad upgrade with presence detection Yes ,000 t 3,703.00 4 East Dubu ue BNSF Ped Private 947331C None Per Dia nostic N/A .000 B 5 East Dubu ue Sinsinawa Ave Private 069924Y Si ns Per Di nostic N/A ,000 Total Cost $ 1,240.000 ZRI 6,264.91 OK, All SSMs NSRT 15488.00 RIWH 16,121.85 *CWT-Constant Warnine Time Option 1 as Dubu ue 6th Street Public 306924D Devices* 2- uad, CWT 11 Medians Yes 1 $ 300,000 8 550.37 2 East Dubu ue 4th Street Public 306926S 2- uad, CWT Medians Yes $ 150,000 3,523.00 3 East Dubu ue 2nd Street Public 306928F 2- uad CWT None No 16 099.99 4 East Dubuque BNSF Ped Private 947331C None Per Diagnostic No $ 10,000 5 East Dubu ue Sinsinawa Ave Private I 069924Y Signs Per Diagnostic No $ 10,000 C Total Cost $ ZRI 9.391.12 NSRT 15488.00 RIWH 16,121.85 470,000 OK ZRI,NSRT 1 OK, QZRI<RIWH *CWT-Constant Warning Time Option East Dubuque I bth Street I Public I 3069241_) I Devices*1 2- uad CWT I Medians Yes 300,000 1 8.550.37 2 East Du bu ue 4th Street Public 306926S 2- uad, CWT None No $ 2.000 17 615.00 3 East Dubu ue 2nd Street Public 306928F 2- uad CWT None No 2,000 16 099.99 4 East Dubuque BNSF Ped Private 947331C None Per Diagnostic No $ 10,000 5 East Dubuque Sinsinawa Ave Private 069924Y Signs Per Diagnostic No $ 10,000 D Total Cost $ ZRI 14,088.45 NSRT 15.488.00 RIWH 16,121.85 324,000 OK, OZRlNSRT 1 OK, QZRI<RIWH *CWT-Constant Warning Time 77 V - SENSITIVITY ANALYSIS TRAIN AND VEHICULAR VOLUME INCREASES As discussed previously, if the public authority cannot install a preapproved SSM at each public crossing, the quiet zone may be rescinded by FRA should the risk rise above both established thresholds. At the time of this report, the exact impact from the recent merger of the Canadian Pacific and Kansas City Southern railroad entities was not known. An increase in train volumes has not yet been seen. Anderson -Bogert discussed this with a representative from Canadian Pacific and the railroad additionally mentioned the possibility of seeing through train volumes triple in the future. The railroad could not, however, estimate if orwhen such an increase in train traffic would occur. It will be essential for the public entities desiring to establish a quiet zone on Canadian Pacific rails to take into consideration the possibility of increased train traffic in the future. An increase in train traffic will result in an increase in the risk calculations for all affected crossings discussed in this report. Similarly, vehicular traffic also plays a key role in risk calculations. The table below shows the estimated existing risk of each crossing with the minimum 2-quadrant system installed, if BNSF and CN day/night through train volumes double, CP day/night trains triple, or if vehicular traffic increases by 30%. Table 9 — Future Sensitivity Analysis 1 FRA ID 306971L Road Peosta (Main) Street Jursidiction Peosta Operating RailroadID CN Baseline Risk 19,537.32 AdditionalPolicitcal Thru Trains 25,813.29 32% 0 20,867.77 7% 2 306970E Cox Springs Road Dubuque County CN 6,848.34 10,046.72 47% 7,547.37 10% 3 306952G Mines of Spain City of Dubuque CN 4,732.27 6,636.79 40% 5,214.67 10% 6 911770M Jones Street City of Dubuque CN 8,808.57 11,471.26 30% 9,443.34 7% 11 376108Y Massey Marina Lane Dubuque County CP 10,014.52 18,203.86 82% 11,031.97 10% 13 911776D E 5th Street Citv of Dubuque CN 24,770.37 32,620.221 32% 26,350.49 6% 14 376119L E 7th Street City of Dubuque CP 12,954.36 20,118.58 55% 13,861.51 7% 15 376121M E 9th Street City of Dubuque CP 17,460.88 26,469.65 52% 18,626.08 7% 16 376122U E 11th Street CitV of Dubuque CP 54,592.67 71,477.45 31% 56,743.16 4% 17 376123B E 12th Street City of Dubuque CP 7,003.73 12,321.49 76% 7,799.46 11% 18 376125P E 14th Street City of Dubuque CP 21,811.25 38,684.75 77% 24,291.28 11% 19 376126W E 15th Street CitV of Dubuque CP 9,002.63 15,838.211 76% 10,022.40 11% 20 376127D E 16th Street City of Dubuque CP 18,954.14 33,378.00 76% 21,109.52 11% 22 1 376131T Hawthorne Street City of Dubuque CP 11,384.71 19,525.13 72% 12,452.70 9% 23 376132A Lincoln Avenue City of Dubuque CP 12,933.55 20,301.80 57% 13,854.26 7% 24 376134N Riverside Dr Dubuque County CP 10,928.31 17,280.73 58% 11,717.54 7% 25 376136C Golf Lake Road Dubuque County CP 3,635.65 6,600.65 82% 4,006.11 10% 26 306924D 6th Street East Dubuque BNSF 42,751.86 51,130.08 20% 44,440.82 4% 27 306926S I 4th Street I East Dubuque I BNSF 1 17,615.00 123,093.991 31% 118,760.431 7 o 28 306928E I 2nd Street I East Dubuque I BNSF 1 16,099.99 121,292.56 1 32% 117,174.40 1 7% **Baseline risk represents risk with minimum improvements, or existing conditions if already compliant. Within a particular quiet zone, all crossings are on the same line. Within the study area, it follows that each rail line would experience the same corresponding increase/decrease in through train volumes. Based on the table above, a 200% increase (tripling) in train volumes corresponded with about a 65% increase in risk. A 100% increase (doubling) corresponded to about a 33% increase in risk. Therefore, for each 3% increase in train volumes, about 1% increase in crossing risk was calculated. The table above shows that for a 30% increase in traffic, risk increased about 8%. Therefore, for each 4% increase in traffic, the crossing risk increased about 1%. Therefore, the risk numbers are more sensitive to 78 changes in train traffic versus vehicular traffic. Over the next 20 years, a steady annual vehicular traffic growth rate of 1% results in net traffic increase of about 22%. Based on a vehicular traffic change only, risk for the quiet zones could be expected to increase around 5.5% in that time. Table 10 below summarizes the recommended alternatives presented earlier in the report. Considering the estimated risk increases from train and vehicular traffic, only one quiet zone falls within the estimated buffer. Quiet Zone CP-1 has been highlighted since it falls within about 55% of the NSRT. Highlighted above in Table 9, it can be noted that tripling train horns resulted in a crossing risk greater than the NSRT, which is why we have recommended "no action" until train traffic increases can be accurately quantified. The remainder of the quiet zones appear to be conservative enough to provide a buffer for future changes in risk. As mentioned previously, public authorities can avoid this susceptibility altogether if SSMs get installed at all public crossings in the quiet zone. Table 10 - Preferred Option Susceptibility Quiet Jurisdiction Preferred Current Current NSRT/QZRI Zone Alternative QZRI NSRT '. • CN-1 Peosta/Dubu ue County 5,377.90 15,488 288% CN-2 Dubuque 6,881.32 15,488 225% CP-1 Dubuque County 10,014.52 15,488 155% CP-2 Dubuque 7,562.11 15,488 205% CP-3 Dubuque County 3,635.65 15,488 426% BNSF East Dubuque 1 9,391.12 1 15,488 1 165% VI -SUMMARY OF FINAL RECOMMENDATIONS REGULAR ATTENTION TO CALCULATIONS AND CHANGES IN EXISTING CONDITIONS In general, quiet zone creation and implementation is not a quick process. The planning, funding, construction, and establishment process can take several years, even for a quiet zone with only one or two crossings. It is essential that the public entities continually revisit the site conditions and regularly recalculate risk numbers if SSMs are not going to be provided at each public crossing. We recommend reconfirming the accuracy of railroad -provided crossing inventory data at least every 2 years until establishment. We similarly recommend acquiring new traffic data at each location at a similar interval until establishment. We also recommend updating calculations and data after major public works projects such as street closures or additions, capacity or realignment projects, and vulnerable user projects (trails, etc). These updates can reconfirm that the quiet zone stays in -line with the original notice of intent submitted by the public authority, and the federal regulations. If conditions change, the public authorities may have to make additional improvements, or perhaps may be able to eliminate some improvements over the course of time it takes to establish the quiet zone. COORDINATE WITH FUTURE PROJECTS Once a plan is in place, the public authority should review adjacent and future projects to ensure they conform with the quiet zone notice of intent and plan that was submitted by the authority. If new crossings are created, removed, or upgraded from the notice of intent, additional diagnostic reviews and/or notices may be required by federal law. Since establishment is a lengthy process, it is common for changes to occur to the original notice of intent. It is acceptable and common to submit amended notice of intents if changes must occur. 79 TABULATION OF RECOMMENDED IMPROVEMENTS Table 11- Tabulation of Recommended Improvements ID FRA ID Operating Devices SSM Installation Improvement Jursidiction Railroad Improvement (1 Low, 10 (initial, Future, Essential, N/A) Do Not Include) Peosta (Main) 1 306971L Street Peosta Public CN 2-Quad, CWT Medians 10 Initial c� When roadway z 2 306970E Cox Springs Road Dubuque County Public CN Flashers improved, 2-Quad 5 Future with Medians 3 306952G Mines of Spain City of Dubuque Public CN Signs Do Not Include 4 1 908233J I CN Yard Citv of Dubuque Private CN I 2- uad,NoCWT Do Not Include 5 306950T Salina Street CitV of Dubuque Public CN Signs Do NotInclude Confirm CWT 6 911770M Jones Street City of Dubuque Public CN 2-Quad, Scheduled upgrade and/or 4 nitial for CWT Upgrade FRA CWT Waiver z 7 908233J CN Yard City of Dubuque Private CN None None, Per N/A Initial Diagnostic 13 911776D E 5th Street City of Dubu ue Public CN 2-Quad, CWT Medians 10 Initial 8 306929M Sinsinawa Ave East Dubu ue Private CN Ineli ible 9 Not in Use 10 376109F Johnson Lane Dubuque County Private CP Signs Compliant Signs, N/A Future Per Diagnostic Massey Marina Wait for 5 (dependent on 11 376108Y Lane Dubuque County Public CP Signs confirmation of train volume Future train increase increase 12 689583U Julien Dubuque Dr City of Dubuque Private CP Ineligible 14 376119L E 7th Street City of Dubuque Public CP 2-Quad, No CWT 2-Quad 2 Initial 15 376121M E 9th Street Cit of Dubuque Public CP 2- uad CWT Signs 2 Initial 16 376122U E llth Street Cityof Dubuque Public CP 2-Quad, CWT Medians 10 Initial 17 376123B E 12th Street Cityof Dubuque Public CP Lights 2-Quad 5 Initial 18 376125P E 14th Street Cityof Dubuque Public CP Lights Grade Separation 10 Initial 19 376126W E 15th Street Cityof Dubuque Public CP Lights Closure 7 Initial 20 376127D E 16th Street Cityof Dubuque Public CP Lights 4-Quad 9 Initial None, Per 21 376128K CP Yard City of Dubuque Private CP None Dia nostic N/A Initial 22 376131T Hawthorne Street Cityof Dubuque Public CP 2- uad, CWT Medians 7 Future 23 376132A Lincoln Avenue Cityof Dubu ue Public CP 2-Quad, CWT Signs 1 Future 24 376134N Riverside Dr Dubuque Count Public CP 2-Quad, No CWT Do Not Include 25 376136C Golf Lake Road Dubuque Count Public CP Signs 2-Quad 1 Initial 3 26 306924D 6th Street East Dubuque Public BNSF 2-Quad, Partial CWT Medians 10 Initial 27 306926S 4th Street East Dubuque Public BNSF 2-Quad, Partial CWT Medians 8 Initial 2nd Street East Dubuque Public BNSF 2-Quad, Partial CWT Signs 4 W Initial co a BNSF Red East Dubuque Private BNSF Signs, Conic Barrier Fencing, Per N/A Initial Diagnostic Sinsinawa Ave East Dubuque Private BNSF Signs, Conc Barrier Fencing, Per N/A Initial Dia nostic M. VII - APPENDIX M. /V\iDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 DMATS Diagnostic — BNSF Rail Minutes Who: City of East Dubuque, BNSF Rail, CN Rail, ILDOT + ICC What: Quiet Zone Diagnostic Review When: Tuesday, April 41h, 2023—10:00am-2:00pm (or until complete) Meeting Place: West end of Sinsinawa Avenue, BNSF Office, East Dubuque, IL — FRA ID 069924Y Action Item Color Code: Anderson -Bogert City of East Dubuque BNSF Railroad FRA Name Bryan Janssen Entity/Company Anderson Bogert Phone bjanssen@anderson-bogert.com Bill Pearsall ILDOT-BSPE William.pearsall@iIIinois.gov Jake Rzewnicki BNSF Jacob. Rzewnicki@bnsf.com Andrew Kalkman BNSF Andrew.kalkman@bnsf.com Todd Belt BNSF Todd.belt@bnsf.com Tim Oster Benesch toster@bensch.com Loras Herrig City of East Dubuque Iherrig@cityofeast-dubuque.com Chris Murauski with Illinois Commerce Commission was invited to participate in the diagnostic review. The ICC did not participate in the group review due unforeseen circumstances outside the workplace. The FRA was invited to participate in the group review. Tom Domres, Howard Gillespie and Levi Tompkins were unable to attend due to unforeseen schedule changes the week of this review. The ICC and FRA have reviewed copies of these minutes, and were encouraged to review the crossings outside of the diagnostic review in order to provide them an opportunity to provide comments. Input received from ICC and FRA has been retroactively included in these minutes. ,.■- Committed to providing professional an■ relationship -based engineering OrA 4050 River Center Court NE Cedar Rapids, IA 52402 A N❑ E s S O N ❑ffice: (319) 377-4629 BOG ERT Fax: (319) 377-8498 DIAGNOSTIC REVIEW PLAN: QUIET ZONE BNSF (CITY OF EAST DUBUQUE): Sinsinawa Avenue, East Dubuque, IL — Private At -Grade — FRA ID 069924Y and BNSF Office, East Dubuque, IL — Private At -Grade — FRA ID 974331C o Confirmed and witnessed that BNSF trains do not currently signal with horn at these crossings o Crossing will require MUTCD no train horn compliant signing, and additional "private property, no trespassing" signs at the entrance to the adjacent CN crossing o CN does currently use horns at the adjacent crossing outside the tunnel entrance o The existing inventory appears to be generally accurate — about 35 trains per day o Crossing requires full-size crossbucks at this crossing (BNSF should have these in existing condition at both private crossings here o Concrete barriers (existing) and/or fencing should be provided along the BNSF tracks both sides of the crossing o Fencing should be added along the Sinsinawa side of the CN spur — from existing property fence to the CN private crossing, and then up to the tunnel o Diagnostic team recommended that CN continue to use horns at adjacent private spur crossing for the safety of BNSF personnel and possible trespassing people/animals in the tunnel. Sight distance is very short into and out of the tunnel 2nd Street, East Dubuque, IL — Public At -Grade — FRA ID 306928F o Currently equipped with constant warning time on all tracks and 2-quadrant gates/lights. Provided devices comply with MUTCD, the equipment technically meets minimum Part 222 requirements in - place. ■ Warning devices appear to be too close to the edge of traveled way. Since there is no curb, signals are currently too close to comply with MUTCD. If roadway approaches are reconstructed with curb, its possible that 2' clearance could be achieved (possible slight reduction of roadway width) — therefore either signal upgrades or roadway upgrades are generally required to be compliant ■ BNSF mentioned bell on one side only — could not locate specific MUTCD, rail -crossing handbook, or Part 222 requirement requiring auditory warning devices aside of the train horn to be used at this crossing o Per railroad, existing equipment is outdated and no longer supported by manufacturer. Recommend replacing the system o No guardrail — need an escape route for vehicles o Would recommend removing existing abandoned/covered track siding, and install fencing along tracks o Sight distance appears to be okay o Consider adding some lighting fixtures over the crossing o No current or future desire for dedicated pedestrian facilities at this crossing 0 2-quadrant gate/median SSM not feasible at this location without removing access to USPS. Other access points to Selco and City well can be relocated/removed o A new police station will go up between Sinsinawa and Wall Street o Medians should extend to within about 10' of the center of nearest tracks. No rounding, square them off o City needs compliant warning signs and pavement marking ASAP regardless of quiet zone status o Railroad will confirm dimensions/clear distances/offsets/measurements/provide suggestion of what's "required" to hring systPm into minimum aniPt 7nnP romnliAnre o Letter of the law is CWT signs and gates — if we have this, its acceptable. 4th Street, East Dubuque, IL — Public At -Grade — FRA ID 306926S 0 XNXILIN ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 o There is an existing pedestrian crossing facility on the east side of the crossing pad. Crossing uses asphalt between wood panels o This is the ONLY crossing where city desired to encourage pedestrian traffic — the other crossings at 2nd and 6t" do not see ped access. This crossing is closest and easiest for the residents to use o Team recommended having at least one crossing in town with a safe pedestrian crossing location o If ped crossing is relocated to the other side, will need to petition ICC o Crossing needs MUTCD warning signs and pavement markings ASAP o Maximum possible gate arms are 32', and not typically recommended o Outside tracks are constant warning time, but middle track is a "siding" and is not constant warning timed. Railroad will confirm typical speed of trains on this track, and provide opinion on the effectiveness of constant warning time — the city may be able to petition FRA for waiver on constant warning time if its impractical. o Railroad will confirm if track can be upgraded to constant warning time without replacing entire existing system/bungalow — FRA suggests waiver will be okay here o FRA may need to be petitioned for constant warning time waiver on middle track o Depending on status of middle track and addition of curbs, existing system is technically compliant with current Part 222 regulations - BNSF signal team in KC will confirrrl o DOT owns houses and green space northeast side of tracks. Future US 20 project in the works — o Anderson -Bogert will re'l�iOT contact info from Loras and will tiMucl Mwith IaDOT regarding possible future bridge project and any impact/relocati�W that would be regU this crossing before any improvements are made or suggested o Current property in NE quadrant is leased to a commercial dentist business — side gravel road contains traffic signs and is generally considered to be a commercial access. Will need to be closed/relocated on both sides. Alternative access is available for these gravel access roads from 5t" Street and 3rd Street. o Fencing should generally be strongly considered for installation between 2nd and 61" on the north side of the tracks o Jake R will �Nownership/general limits of RR property and where the ILDOT takes over o Sidewalk on the north side of 41" should be removed/terminated sooner or directed across 4tn Crossing should occur at the stop sign at wall street and sidewalk removed between wall street and tracks. o Curb and gutter should be added so the signal equipment complies with MUTCD setback requirements o At minimum, pedestrian W10-1 and no train horn signs should also be added on sidewalk approaches. Crossing is wide (3 track) and roadway is wide — on the NE corner there are no gates or warning devices to otherwise warn pedestrians o Consider the addition of lighting over the crossing with any upgrades that may be completed o Both gravel access drives on the north side will need to be removed and cut-off for a median SSM. o FRA suggests trimming SE quad tree on private property 6t" Street, East Dubuque, IL — Public At -Grade — FRA ID 306924D o Needs MUTCD warning signs and pavement markings ASAP o No plans or desire for a pedestrian crossing at this location. No existing pedestrian facilities located at this crossing o Crossing services 2-marinas. Fair amount of recreational vehicles/trailers o Signal equipment is compliant with minimum Part 222 requirements — curbs should be added on all approaches o Gate on south side is close to the road due to overhead electric, but is compliant provided a curb is added to the road 0 2 outside tracks are stop and wait crossings — these siding tracks are not practical for constant warning time. A waiver will need to be acquired and documented with FRA. o Commercial access on north side will both need to be removed, and Minominee roadway will need to be relocated outside of 60' from the gate on the south side. Drop curb can be provided/allowed for railroad bungalow access. City has no immediate concern with removing the commercial access — in ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 his opinion it is poor access management and does not currently comply with typical access management principles (Illinois equivalent of the IaDOT design manual and SUDAS design manual in Iowa) 0 4t" Street and 6t" Street are the City's easiest options for implementing median SSMs and reducing overall quiet zone risk. o Fencing should be seriously considered along the tracks from behind Warren auto building through 2nd Street crossing on the north side of the tracks. Provide along tracks on the south side at least 100 feet to the east of this crossing o Anderson -Bogert will prove ion regarding W10-1 a rough 4 sig markings to East Dubuque o Gravel access road will need to be cut off, private auto rental access will need to be cut off. o Locked gate at set on west of crossing kNDE=. BOGERT EXISTING RISK 4050 River Center Court NE Cedar Rapids, IA 52402 ❑f#im (319) 377-4629 Fax: (319) 377-8498 Crossing Street Traffic Warning Device Pre-SSM SSM Risk 306924D 6TH STREET 400 Gates 0 0 44,778.84 MODIFY 306926S 4TH STREET 550 Gates 0 0 18,944.27 MODIFY 306926F 2ND STREET 289 Gates 0 0 16,950.62 MODIFY * Only Public At Grade Crossings are listed. Click for Supplementary Safety Measures [SSM]. Click for ASM spreadsheet: FASM * Note:The use of ASMs requires an application to and approval from the FRA. MEDIANS AT 6TH Summary Proposed Quiet Zone: BNSF - East Dubuque Type: New 24-hourQZ Scenario: BNSF - EAS 67922 Estimated Total Cost: $0.00 Nationwide Significant Risk Threshold: 15488 .00 Risk Index with Horns: 16121.85 Quiet Zane Risk Index: 26891.25 Cancel Change Scenario: BNSF - Eas_68173 1 Continue Crossing Street Traffic Warning Device Pre-SSM SSM Risk 3069241) 6TH STREET 400 Gates 0 13 8,955.77 MODIFY 306926S 4TH STREET 550 Gates 0 0 18,944.27 MODIFY 306926F 2ND STREET 289 Gates 0 0 16,950.62 MODIFY * Only Public At Grade Crossings are listed. Click for Supplementary Safety Measures [SSM]. Click for ASM spreadsheet: ASM * Note:The use of ASMs requires an application to and approval from the FRA. Summary Proposed Quiet Zone: BNSF - East Dubuque Type: New 24-hourQZ Scenario: BNSF - Eas 68173 Estimated Total Cost: $15,000.00 Nationwide Significant Risk Threshold: 15488 .00 Risk Index with Horns: 16121.85 Quiet Zone Risk Index: 14950.22 Select A N D E :- BOGERT MEDIANS AT 6TH AND 4TH 4050 River Center Court NE Cedar Rapids, IA 52402 ❑f#im (319) 377-4629 Fax: (319) 377-8498 Crossing Street Traffic W^ ,rning Device 6TH STREET 400 Gates Pre-SSM SSM Risk 3O6924D 0 13 8,955.77 MODIFY 3O6926S 4TH STREET 550 Gates 0 13 3,788-85 MODIFY 3O6926F 2ND STREET 289 Gates 0 0 16,950.62 MODIFY * Only Public At Grade Crossings are listed. Click for Supplementary Safety Measures [SSM]. Click for ASM spreadsheet: FASM * Note:The use of ASMs requires an application to and approval from the FRA. ALL SSM — 4-QUAD AT 2ND Summary Proposed Quiet Zone: BNSF - East Dubuque Type: New 24-hour QZ Scenario: BNSF - Eas 68174 Estimated Total Cost: $30,000.00 Nationwide Significant Risk Threshold: 15488 .00 Risk Index with Horns: 16121.85 Quiet Zane Risk Index: 9898.41 Select Crossing Street Traffic Warning Device Pre-SSM SSM Risk 3O6924D 6TH STREET 400 Gates 0 13 8,955.77 MODIFY 3O6926S 41H STREET 550 Gates 0 13 3,788.85 MODIFY 3O6926F 2ND STREET 289 Gates 0 4 3,051.11 MODIFY * Only Public At Grade Crossings are listed. Click for Supplementary Safety Measures [SSM] Click for ASM spreadsheet: FASM " Note:The use of ASMs requires an application to and approval from the FRA. Summary Proposed Quiet Zone: BNSF - East Dubuque Type: New 24-hour QZ Scenario: BNSF - Eas 68175 Estimated Total Cost: $130,000.00 Nationwide Significant Risk Threshold: t5488 .00 Risk Index with Horns: 16121.85 Quiet Zane Risk Index. 5265.24 Select ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 ❑ffice: (319) 377-4629 Fax: (319) 377-8498 DMATS Diagnostic Review — CN Rail Minutes Action Item Color Code ert City/County FRA Who: Dubuque County, City of Dubuque, CN Rail, CP Rail, IaDOT What: Quiet Zone Diagnostic Review When: Thursday, April 6th, 2023 — 8:00am-12:30pm (or until complete) Meeting Place: Peosta Street, Peosta, IA — Public At -Grade Crossing — FRA ID 306971L Name Bryan Janssen Entity/Company Anderson -Bogert Phone• Jacob Sprengeler Anderson -Bogert Merle Ambrosy Dubuque County Kurt Rojemann Dubuque County Ed Engle IaDOT Annette Ernst Peosta Steve Brown City of Dubuque Nick Burwell CN Rail Robert Schiesl City of Dubuque Nick Burwell, Robert Schiesl, and Steve Brown were present for the meeting even though signatures were not obtained on the attached sign -in pdf. Public entities listed above attended for the respective crossings. The FRA was invited to participate in the review but were unable to attend. ,.■- Committed to providing professional an■ relationship -based engineering OrA 4050 River Center Court NE Cedar Rapids, IA 52402 A N❑ E s S O N ❑ffice: (319) 377-4629 BOGERT Fax: (319) 377-8498 DIAGNOSTIC REVIEW PLAN: QUIET ZONE CN-1 (CITY OF PEOSTA AND DUBUQUE COUNTY): Peosta Street, Peosta, IA — Public At -Grade — FRA ID 306971L o Current signal system is compliant with minimum requirements o Approximately 7 trains at around 25 mph o Existing sidewalk on west side of crossing — Peosta plans new crossing on east side as well • Crossing should go behind existing gate with clearance to counterweight • Crossing shall be generally parallel to the road and within the ROW • Crossing considered part of the roadway crossing, no concerns from team o Add roadway and pedestrian signs o "Slam dunk" for medians — Peosta has project programmed here for resurfacing next year. Consider adding cut in medians and SW work to scope o Median opening for crosswalk should be limited to 6' per FRA o W10-1 and pavement markings are located far away from the crossing. They should be relocated in compliance with current MUTCD standards ASAP ■ MUTCD marking standard — required at all paved approaches where signals or automatic gates are installed, or where speed limit is 40mph or greater o Annette has been working with Jeff Pierce at CN o Carwash driveway access will need to be partially removed outside of 60' from the gate arm. The access is already wider than recommended in current DOT/SUDAS design standards Cox Springs Road, Dubuque County, IA — Public At -Grade — FRA ID 306970E o Minimum requires new 2-quad gate system o City/County line is more -or -less directly splitting the crossing, but current maintenance responsibility is on the County o N approach is very steep, uphill toward the crossing. S approach is fairly steep coming down to the crossing o Existing pavement is only about 24 feet wide — any median addition would require roadway widening. Existing steep ditches on either side, grading impact may not be so easy o Visibility down the tracks is OK here, but sight lines on roadway approaches are limited o County should consider interconnected advanced warning flashers on the roadway approaches (controlled by signal bungalow) o Currently wooden crossing, may be an opportunity to upgrade this material as well if railroad crew is on -site o No current pedestrian traffic o Peosta may possibly annex north of current limits through this crossing — County/Peosta should review any existing plans for future roadway reconstruction/reconfiguration, trails, etc. A new signal system should attempt to accommodate any near -term improvements (such as roadway widening to a 3-lane, etc which may be associated with northward Peosta development). Gates can be placed closer to the road if there is curb, without curb setback is larger o CN signals are running upwards above $400,000 currently o OHE may possibly conflict with new gates lamu ANDERSON BGGERT QUIET ZONE CN-2 (CITY OF DUBUQUE): 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 Mines of Spain Road, Dubuque, IA — Public At -Grade — FRA ID 306952G o No active warning devices in existing circumstance o IaDOT noted that there are no residences in the immediate vicinity of the crossing o Marjo Hills Road is parallel, and will require relocation outside of 60' from gate arms (if installed and made into a median SSM) - +- 10-20'shift away from the crossing compared to existing o Waiting on traffic counts from Dubuque o No existing lighting — City should consider adding lighting with any upgrades at this location o SW corner near well appears to be a steep slope with guardrail o Widening likely be required if medians are to be installed, needs to accommodate adequate roadway with for recreational vehicles o City to confirm existing hose on site from the plant, and confirm no one is driving parallel to rail tracks — this should be discouraged by installing curb CN South Dubuque Yard, Dubuque, IA — Private At -Grade — FRA ID 911771U o Crossing equipped with 2-quadrant gates with flashers and bell o Flashers and bell were malfunctioning during team review — CN signal tech was en route to fix. Signal flashers and bells were inadvertently activating for 1-2 seconds about 2 times per minute 0 3 tracks are all siding tracks — constant warning time upgrade not really feasible. Diagnostic team decided constant warning time not necessary o Crossing is a fair distance along gravel Salina Street around the bridge abutment — well shielded from the general public o Recommend installing new "Private Property" no trespassing signs at the entrance near S Main Street that are much more conspicuous o Recommend W10-1 and no train horn sign on both approaches Jones Street, Dubuque, IA — Public At -Grade — FRA ID 911770M o Existing 130 project in the works for equipment upgrade, including possibly constant warning time ■ Railroad to confirm which (if any) tracks are constant warning time, or capable of thill ■ Lots of switching trains here — depending on track CWT waiver may be required ■ Railroad to confirm existing equipment and capability to reuse existing gates and add 2 more quadrants to existing — if new equipment is required, can the system/upgrades scheduled with 130 project be used in a "modular" system that could be converted to a 4-quad system for the quiet zone? • Can IaDOT discuss possible options for existing 130 project and/or possibility of accommodating a future 4-quadrant modular upgrade (or complete gate replaqMi? We hate to make current 130 improvements and then have to redo all them again in install a new 4-quad system or partial system upgrade by adding 2 quadrants? RR to discuss options with IaDOT. May need a meeting to discuss with City of Dubuque City should paint RR pavement marking on southbound approach. Markings on 151 or EB approach may not be appropriate due to adequate other warning devices/active traffic signal preemption capability ■ "Do not stop on tracks" signs should be used here ■ City could consider the addition of blank -out illuminated signs activated through RR preemption for lane prohibited movements (optional) CN Dubuque Yard, Dubuque, IA — Private At -Grade — FRA ID 908233J o Possible set -on location, not really a crossing in this yard — only access is inside railroad property fence o Due to isolated nature and restive access to this location, dead end of the rail segment adjacent to "crossing", the diagnostic team finds no further action required at this location lail"M ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 E 5th Street, Dubuque, IA — Public At -Grade — FRA ID 911776D F_CN to work with o change this crossing to a CN crossing as primary railroad in the inventory form, the blue ID sign on�ts CN and appears to be accurate. See diagnostic review notes from CP review o Pavement markings and W10-1 appear compliant o "Slam dunk" for addition of medians o Current equipment is compliant with minimum requirements o Ped crossing should be limited to 6' median opening width QUIET ZONE CN-3 (CITY OF DUBUQUE): Salina Street, Dubuque, IA — Public At -Grade — FRA ID 306950T o Requires FRA input — crossing is not typical, runs down a public street which is in use by regular traffic o No active warning devices present o Crossing surface on S Main Street requires replacement — very rough o City and railroad estimate about 3 weekly trains of about 5-10 cars pulled and dropped at the bakery o City and railroad not sure what the current standard horn pattern in -use at this location is o Speed on track less than 10 mph, would require a CWT waiver — not sure how active warning devices would be installed and would apply since it's a continuous crossing along the road o City mentioned that if a ton of work/improvement is required, 3 trains a week may not be enough to justify pursuing improvements — they will determine this if we can determine what it may take o Action on this spur line has no bearing on quiet zone along the mainline — its completely independent on its own o Track is slightly aligned towards one side of the road — suggested that Salina Street could possibly be converted to 1-way traffic o Diagnostic team witnessed several delivery vehicles using docks/bays oriented toward the tracks through this area. Trucks regularly back across the tracks to the dock/dumpsters and sit for several seconds/minutes before clearing the tracks — fencing or closing off the tracks is likely not a possible without removing business accesses o City should paint MUTCD pavement marking at the W10-1 signs to be compliant -Not really economically feasible TIME PERMITTING: • Sinsinawa Avenue, East Dubuque, IL — Private At -Grade — FRA ID 306929M o Nick (CN) believes there may possibly regulations (or Railroad practices) relating to using horns into/out of tunnels. o Railroad and AB in general agreement that horns are in the best interest of safety at Sinsinawa outside the tunnel entrance, and should not be silenced at this location /V\iDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 DMATS Diagnostic Review — CP Rail Minutes CP A..+inn City or County Action Item FRA Action Item Who: Dubuque County, City of Dubuque, CN Rail, CP Rail, IaDOT What: Quiet Zone Diagnostic Review When: Tuesday, March 28t", 2023 — 8:00am-4:00pm Meeting Place: E 5t" Street, Dubuque, IA — Public At -Grade Crossing — FRA ID 911776D Name Entity/Company Phone Email Steve Brown City of Dubuque — sbrown@cityofdubuque.org Engineering Ryan Pickard CP Signal Crossing pic0067@cpr.ca Manager Matt Miller CP Manager of Matthew_Miller@cpr.ca Public Works Ed Engle Iowa DOT Edward.engle@iowadot.us Tom Domres Federal Rail Administration Thomas.domres@dot.gov Bryan Janssen Anderson -Bogert bjanssen@anderson-bogert.com Jacob Sprengeler Anderson -Bogert 319-200- 8323 iprengeler@anderson-bogert.com Russell Weber Dubuque County Russell.Weber@dubuquecountyiowa.gov En ineer ,.■- Committed to providing professional an■ relationship -based engineering OrA 4050 River Center Court NE Cedar Rapids, IA 52402 AN❑E s5ON ❑ffice: (319) 377-4629 BOG ERT Fax: (319) 377-8498 DIAGNOSTIC REVIEW PLAN: QUIET ZONE CP-2 (CITY OF DUBUQUE): E 5t" Street, Dubuque, IA — Public At -Grade — FRA ID 911776D o Crossing meets minimum requirements (2-quad CWT) o Railroads estimated that CP train volumes could increase in the coming weeks — 6 day and 6 night currently, possibility of 18 in the future. o Crossing is stea as a CF, Response le crossing (DME) in the inventory. On -site blue emergency signs list CN (Central) as the responsible railroad. Matt Miller will confirm with CN and get this switched on the inventory o Crossing should be moved from CP quiet zone to the CN quiet zone o Sensitivity to train speed should be evaluated and impact on risk analyzed o Matt Miller will confirm maximum timetable speed with CN — 50 mph seems too high o Fra is currently auditing all quiet zones on a 3-year basis o Flashing lights and 2-quad gates are the minimum requirement for public crossings, with constant warning time 0 2-Quad systems could run between $360K - $500K per Ryan P. at CP 0 4-quad gates typically have a maximum life expectancy of up to 20 years o For changes to an existing quiet zone, an amended NOE is typically submitted to describe changes (i.e. temporary channelizers are replaced by permanent median, 2-quads are upgrade to 4-quads, medians are added where none existed, etc) o Sloped noses do not count towards 100' length requirement, must have full height. Exceeding 6" height is STRONGLY recommended. Exceeding minimum length of medians is also recommended o IaDOT and FRA do not typically see a need for pedestrian gates on ped crossings that are part of a street crossing o Usually recommend pedestrian train and no horn warning signs o No train horn signs should be installed the day zone becomes effective, or covered until zone is effective o No ped improvements necessary at this location per FRA to designate an SSM. o Limit pedestrian crossing openings in a median to 5-6 feet (FRA) so cars are not encouraged to try and traverse the median o Additional development expected to the east of the crossing. City estimates increase in ped traffic may be likely. o Consider removal or further pedestrian deterrent on the north side of crossing — pedestrian crossing currently only on the south side of crossing. o Crossing should be reviewed with CN E 7t" Street, Dubuque, IA — Public At -Grade — FRA ID 376119L o Currently motion detected, upgrading to CWT will require a completely new system and bungalow o Per City — future plans for a complete street. Heavy truck use during fertilizer hauling season. o Per City — closure is not an option — need the direct link for vehicles and peds/bikes between downtown district and properties to the east o Anderson -Bogert — out of all studied crossings, this is one of three crossings identified by Anderson - Bogert as having the highest potential for closure, provided the 7t" — 9t" connector (Pine Street extension) is in place. The 7t"-9t" connector would provide equivalent or better access to US-151 for heavy -grain haul semis via Kerper Blvd at the 9t"/11t" Street interchange, or even up to the Riverview Park/16t" Street interchange to the north. o Anderson -Bogert — per highway rail crossing handbook third edition chapter 3, closure should be considered when adjacent crossings provide acceptable alternative vehicular and ped access, AADT is less than 1,000, acceptable alternate access exists within 1 mile along the track, median trip length normally made with crossing would not increase by more than 2.5 miles ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 o If the need for a vehicular crossing can be effectively eliminated through a 7th-9th connector, pedestrians/cyclists may still attempt to cross here. If so, a safe spot for pedestrians to cross legally should be strongly considered, or complete closure with barriers/fencing would be needed to prevent unwanted pedestrian crossing. ■ Per the diagnostic team — a pedestrian crossing "maze" could be considered. Per TRCP 69, a channelized 'Y' maze crossing may not be sufficient for all locations where a heavy pedestrian presence is anticipated (such as a park with over 60 peds over any 2-hour period in a day for LRT which is different from freight rail). Consideration should be given to providing active warning flashers and bells for areas of high ped activity or possible inattentiveness like a park ■ FRA and State will reanalyze the crossing to determine if passiv.Q 'Y' maze crossing would be acceptable, or if additional active devices would be required. ES — recommend diagnostic review ■ rossing is closed to vehicular traffic, but not ped traffiq, igible for any closure incentive funding o Concerns that any 2-quad and especially 4-quad gates would get regularly hit by trucks. 4-quad gate likely conflicts with highway abutment or bridge deck. 4-Quadrant not feasible. o Median SSM not possible due to adjacent access on the SW corner. Medians would cut this access off completely o Per City — Will send current concepts/plans for this roadway work/reconstruct to Anderson -Bogert o Location may be a candidate for possible state funding relating to crossing surface or possibly signal upgrade funding 130 (per rail) o At minimum, crossing will require a 2-quadrant system replace with sign improvements o Location will either need to be equipped with minimum gate/active warning devices and signs, or an additional ASM (shorter medians, 3-Quad gate, etc) E 9th Street (Kerper Blvd), Dubuque, IA — Public At -Grade — FRA ID 376121M o Future City connector planned between 7th and 91h approximately through/near existing substation o Existing Pine Street will be realigned outside of 100' from the crossing, to line up with the connector o Location in consideration for a bike trail crossing o Diagnostic team recommends that any future pedestrian crossings be located generally within a public street crossing, and not a new dedicated crossing. Such a dedicated crossing would require another diagnostic review. See additional comments relating to this under 11th Street o The existing equipment is regularly hit by large trucks o Gates equipped with constant warning time in -place o With proximity to exit ramp, a median SSM is not going to be practical here. A 3-quad ASM or 4-quad would need to be considered o A new gate system replacement should consider relocation of gate pole next to the exit ramp to further reduce instances of trucks hitting the active warning system E 111h Street, Dubuque, IA — Public At -Grade — FRA ID 376122U o Location being considered for a trail crossing. Diagnostic team recommended that this location is more desirable than 9th Street — sight line, roadway geometrics, and overall traffic conditions are safer for bikes and peds at this location. o "Slam dunk" location for a Median SSM. Pavement recently reconstructed on the approaches 0 31' B-B so a cut -in median will generally fit without additional changes to the roadway cross section o Equipped with CWT o A trail crossing would require an extension of existing crossing pad. (10' cross tie extensions). Possible railroad surfacing grant opportunity per CP representative o Add "do not stop on tracks" signs relating to Elm queues. Diagnostic team not recommending interconnect with signal. E 12th Street, Dubuque, IA — Public At -Grade — FRA ID 376123B o Minimum —new gate system with CWT required Committed to providing professional and relationship -based engineering services OrA 4050 River Center Court NE Cedar Rapids, IA 52402 A N❑ E s S O N ❑ffice: (319) 377-4629 BOG ERT Fax: (319) 377-8498 o A median SSM could work here, but would require the addition of curb on the outside with 60' of the crossing on all sides. Closure of the access points on the east side of the crossing are fairly straightforward o Parking lot on the southwest side would require reconfiguration and closure. This is possible to configure remaining entrance as 2-way o Property on NW corner would have gated access removed. Would need to reconfigure access out to 13t" Street ■ City of Dubuque will need to confirm if 13t" Street ROW was vacated. Dubuque County GIS appears to show ROW all the way up to the tracks of the "Pine Street ROW" ■ Fencing is strongly recommended along both sides of the tracks between 11t"-121" and 12t"-14t" where none currently exist. There is not enough grade/slopes present t o deter pedestrians from crossing at unanticipated locations ■ Crossing surface should be replaced ■ Crossing would be ideal for closure, except access to Steel Mart could not be maintained. City would need to consider buyout of the property on the SE corner if access was being removed E 141" Street, Dubuque, IA — Public At -Grade — FRA ID 376125P o Existing 130 project to be cancelled. Grade separation under design o Any grade separation should completely remove all possibility of access/crossing at this location. Fencing strongly recommended along both sides of tracks where they are not currently present between 12t" and 15t" o Not economically feasible to modify active warning devices to make the crossing compliant with minimum requirements and then have it followed up with the grade separation project. If quiet zone is desired sooner than the completion of grade separation, city should consider early and complete CLOSURE of this crossing until the overpass is completed. E 15t" Street, Dubuque, IA — Public At -Grade — FRA ID 376126W 0 15t" is one of the best candidates for CLOSURE. Traffic volumes are pretty small, and adjacent property accesses will prohibit a 2-quad median SSM (SW corner Juvenile Detention Center) o SSM option of allowing 1-way traffic, or a 4-quadrant gate would also be acceptable options o City has future plans for rezoning/park at this location. With the redevelopment, pedestrian crossing at this location will be desirable. For a complete closure, fencing would be required along the tracks on both sides between 14t" —16t" o Existing building and driveway on the NE corner will be demolished with the project o City could consider a possible pedestrian overpass, or diagnostic team reviewed the location for implementation of a "z" maze crossing ■ warning devices would be adequate, or if active warning devices would be required, and what type of active warning device (i.e., flashers and bells were discussed by the diagnostic team) ■ Would crossing be eligible for any incentive funding from railroad or state if its converted to a ■ City should provide a brief explanation of the current development plans and what type of pedestrian traffic and access is desirable and expected at this point. ■ City should consider if current park plans can consider allowing this crossing to be CLOSED completely and blocked with fencing at 15t", and funnel pedestrians to cross at 161" adjacent to a roadway crossing (preferred) E 161" Street, Dubuque, IA — Public At -Grade — FRA ID 376127D 0 4-quadrant system is the most realistic SSM alternative per City Engineering PM o Property on the NW corner is local health center, and City desires to avoid impacts/reconfiguration of access to this property. 2-quad SSM would require closure of the NW corner access since 60' from the gate arm is approximately at the face of building o Sidewalks will need adjusting away from the curb in order to accommodate new gate system ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 Office: (319) 377-4629 Fax: (319) 377-8498 o Fencing along both sides of tracks required. Closure of Pine Street may not generally be required with a 4-quad system, but recommended to remove this access regardless and install fencing/curb o Drop curb for bungalow access on the NE corner is acceptable • CP Northern Dubuque Yard, Dubuque, IA — Private At -Grade — 376128K o Any "formal crossing" is no longer present within the yard. Several set -on locations exist. Diagnostic team determined that "private property" signs should be prominent on -site, and postings related to quiet -zone be in place at the office. Trains will still be required to use horns when switching in the yard per federal regulation M.New trail crossing (under yard • Hawthorne Street, Dubuque, IA — Public At -Grade — FRA ID 376131T o Hawthorne equipped with gates and CWT. Minimum requirement met o NW corner has a secured and gated occasional equipment access gate (not the main entrance). Its 44' from the gate arm. This driveway is generally used less frequently than a private residence access which are permitted within 60' feet. There is not opportunity for a vehicle to access or turn around at the driveway since the access is gated and secured — so medians still have great affect. The medians would remain unbroken within 100 feet, and the entrance would be right -in -right -out only. ■ City will check with water department to confirm that right -in -right -out does not pose operational issues for the plant servicing equipment using the gated access ■ FRA will confirm that this secured and gated access can remain within 60' of the railroad gate since it acts more like a private driveway than a commercial driveway - classified as a "commercial entrance" • Lincoln Avenue, Dubuque, IA — Public At -Grade — FRA ID 376132A o Known bike traffic at this location o Equipped with gates and CWT — meets minimum requirements o Crossing is a strong candidate for closure. Access meets general criteria for closure consideration per railroad crossing handbook. Not a large number of properties being served by this crossing — grades are not suitable for large/low clearance equipment to cross o Closure would not generally provide a significant increase/delay/inconvenience to surrounding businesses. Inconvenience may be perceived, but properties to the east side still have access to arterial street Kerper Boulevard, and crossing the tracks down at Hawthorne where grades are much more suitable o Properties on the NW and SE quadrants are owned by the same entity. Appears the crossing is being regularly traversed by power equipment for daily operations of the crossing 0 2-Quad median SSM is not possible here 0 1-way conversion would not be cost effective, and also hard to enforce — with the NW/SE properties sharing an owner, compliance with roadway signs likely to be poor • (Time Permitting) Julien Dubuque Drive extension, Dubuque, IA — Private At -Grade — FRA ID 689583U o City will work with CP to silence horns and possibly gain crossing rights at this location to access City water treatment facilities along the riverbank. No major concerns relating to silencing horns. Property not generally accessible to public QUIET ZONE CP-1 (DUBUQUE COUNTY): Johnson Lane, Dubuque County, IA — Private At -Grade — FRA ID 376109F o Property owner concern at 9144 — previous derailment in 2017 W RAILROAD will determine who owns the crossing o Property owner concern about possible buried drainage culverts and drainage issues — responsibility of crossing owner to take care of, or railroad, whoever owns the property o Needs updated passive M77ing signs — CP A handle o Crossing owner(s) or easement holders will need to receive NOI documents and be allowed to comment o Railroad would prefer to close the crossing if there is adequate access elsewhere ANDERSON BOGERT 4050 River Center Court NE Cedar Rapids, IA 52402 ❑ffice: (319) 377-4629 Fax: (319) 377-8498 ■ It appears property owner at 9170 constructed structures over a road easement — Johnson Lane is only point of crossing/access for many residences and must remain open Massey Marina Lane, Dubuque County, IA — Public At -Grade — FRA ID 376110A 0 376110A is the correct number — Blue INS signs need to be corrected here and at River Ln (376108Y) o No existing active warning devices. Needs 2-quad and CWT at minimum. o Pavement in poor condition o If installing a median SSM, relocate gravel access points over 60 feet away on the east side of crossing. Provide either curb or other grade deterrents (dips, ditch etc) so traffic does not "cut the corner" and does not access the roadway within 60 feet of the crossing. Relocate mailboxes outside 60 feet from gates and medians o While medians provide an effect in the "calculations" per the regulation, low volume of traffic and short distance may lead to poor adherence, and even people ignoring/driving on the wrong side of the medians. Medians may create more safety problems than is solves in the FRA calculator at this location. Any work aside of the gates generally will likely need to include pavement reconstruction on both sides o Medians on west approach will be very inconvenient for property owners between railroad and Massey Station Road. Possibility of poor compliance QUIET ZONE CP-3 (DUBUQUE COUNTY): Riverside Road, Dubuque County, IA — Public At -Grade — FRA ID 376134N o System requires complete replacement. Minimum requirements would be 2-quad on both crossings. Mainline required CWT, the siding is not practical for CWT due to trains with speeds below 10mph. FRA Wjll assist in acquiring a CWT waiver at this Iocatja if quiet zone is pursued o Concerns about existing state of crossing pad at this location. County should consider a project to replace the crossing materials as soon as feasible due to poor conditions. o Gates on mainline don't drop if train is on siding o Waste piles on side of Riverside should be removed in order to provide escape and eliminate a vehicle trap. Medians could be installed to create fully compliant SSM, but private accesses on the river side may lead to poor compliance and more safety issues than solved. Volumes are low enough that its possible risk may be below thresholds with the need for SSMs. o Not very many places on Riverside Road that allow turnarounds, especially for trucks or recreational vehicles • Golf Lake Road, Dubuque County, IA — Public At -Grade — FRA ID 376136C o No reported existing issues with grades and recreational vehicles o Requires new gate system and signing. o Medians possible, 100'on west side, 60' with park driveway relocation on east side