Final Plat of The Farm Copyrighted
May 20, 2024
City of Dubuque Consent Items # 010.
City Council Meeting
ITEM TITLE: Final PlatofThe Farm
SUM MARY: City Manager recommending City Council adopt a resolution for the Final
Plat of The Farm (previously known as Switch Homes of Dubuque and
Mozena Farms Subdivision) as it is in compliance with the City of
Dubuque's Unified Development Code and the I magine Dubuque
Comprehensive Plan and is in substantial compliance with the approved
preliminary plat.
RESOLUTION Authorizing approval of the Final Plat of The Farm, in the
City of Dubuque, lowa
SUGGESTED Suggested Disposition: Receive and File;Adopt Resolution(s)
DISPOSITION:
ATTACHMENTS:
Description Type
MVM Memo City Manager Memo
Staff Memo Staff Memo
Final Plat The Farm Supporting Documentation
Final Plat Surveyor Certificate Supporting Documentation
Resolution Resolutions
ZAC Staff Report Supporting Documentation
Traffic Study Supporting Documentation
Vicinity Map Supporting Documentation
Dubuque
THE CITY QF �
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TO: The Honorable Mayor and City Council Members
FROM: Michael C. Van Milligen, City Manager
SUBJECT: Final Plat of The Farm
DATE: May 15, 2024
Planning Services Director Wally Wernimont is recommending City Council adopt a
resolution for the Final Plat of The Farm (previously known as Switch Homes of
Dubuque and Mozena Farms Subdivision) as it is in compliance with the City of
Dubuque's Unified Development Code and the Imagine Dubuque Comprehensive Plan
and is in substantial compliance with the approved preliminary plat.
I concur with the recommendation and respectfully request Mayor and City Council
approval.
v
Mic ael C. Van Milligen
MCVM:sv
Attachment
cc: Crenna Brumwell, City Attorney
Cori Burbach, Assistant City Manager
Wally Wernimont, Planning Services Director
Gus Psihoyos, City Engineer
Chris Lester, Water Department Director
Marie Ware, Leisure Services Director
Dubuque
THE CITY OF �
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TO: Michael Van Milligen, City Manager
FROM: Wall Wernimont, Plannin Services Mana er�
Y 9 9
SUBJECT: Final Plat of The Farm
DATE: May 16, 2024
INTRODUCTION
This memorandum transmits the Final Plat of The Farm (previously known as Switch
Homes of Dubuque and Mozena Farms Subdivision), a resolution, and related materials
for City Council review and approval.
BACKGROUND
The Zoning Advisory Commission approved the preliminary plat at their November 2,
2022 meeting. On June 20, 2022, the City Council approved the rezoning of the property
from AG Agriculture to R-1 Single-Family Residential and R-4 Multi-Family Residential
conditioned upon the completion of a traffic study for the proposed project. The traffic
study was completed by a civil engineering firm and has been reviewed and accepted by
the City of Dubuque Engineering Department. As the result of the traffic study, the
development will be required to install a right-in/right-out access with a right turn
deacceleration lane into the development.
On June 20, 2023 the City Council approved the Final Plat of Switch Homes of Dubuque.
Per the approved final plat resolution, the owner must execute the acceptance of the
resolution and furnish the guarantees of the resolution within 180 days after the approval
date, or the approval of the resolution and associated plat shall be null and void and the
acceptance of the dedication and approval of the plat shall not be effective. After the June
20, 2023 meeting, the owner failed to meet the 180-day deadline and to the final plat and
dedication were deemed null and void. Consequently, the owner has now resubmitted the
plat for City Council approval. The plat, which is now named the Final Plat of The Farm,
is substantially compliant with the previously approved Final Plat of Switch Homes with
the exception of an addition of a 5' public utility easement that runs parallel to the
previously approved 40' public sanitary easement along the southwestern portion of the
subdivision through Outlot A and Lot 86.
DISCUSSION
The Final Plat of The Farm creates eighty-four (84) single-family residential lots, two (2)
multi-family residential lots, twelve (12) outlots for stormwater management, common
open space, community gardens, city park, future phased development, future right-of-
way and three (3) letter lots for street purposes.
Lot Name Acres Use Ownership
Outlot A 23.69 Common Open Space HOA - Private
Outlot B 1.25 Stormwater Management HOA - Private
Outlot C 8.25 Future Development HOA - Private
Outlot D 9.31 Stormwater Management HOA - Private
Outlot E 0.24 Future City Right of Way City - Public
Outlot F 0.21 Common Open Space HOA - Private
Outlot G 0.80 City Park City - Public
Outlot H 1.72 Common Open Space HOA - Private
Outlot I 0.36 Community Garden/Open Space HOA - Private
Outlot J 0.98 Watermain Easement/Open Space HOA - Private
Outlot K 0.88 Stormwater Mgmt./Community Garden HOA - Private
Outlot L 1.59 Community Garden/Open Space HOA - Private
Lot A 8.55 City Right of Way (Subdivision Streets) City - Public
Lot B 0.25 City Right of Way (W.32nd Street) City - Public
Lot C 0.29 City Right of Way (W.32nd Street) City - Public
The submitted final plat provides for the construction of new public streets to be named:
Uphill Both Ways Road, Linger Longer Lane and Holy Moly Place. In addition, Tiffany
Court will be extended into the development and retain the same name.
As part of the subdivision, the developer plans to construct and provide, at their cost,
subdivision improvements including streets with longitudinal subdrains and concrete curb
and gutter, paved temporary cul-de-sacs, sanitary sewer mains, water mains, a storm
water detention basin, storm sewers and catch basins, boulevard street lighting, fiber
optic conduit and vaults, accessible sidewalk ramps, concrete sidewalks, and appropriate
erosion control devices, to the site and will need to construct and carry out any other
activities associated with the project in accordance with City plans and specifications.
Conformance with Comprehensive Plan: The Comprehensive Plan goals promote infill
and mixed-use development. The City's Comprehensive Plan identifies the subject
property area as Single-Family Residential land use which includes low-density, single-
family homes, and related recreational, religious, and educational facilities that typically
service a neighborhood population. Single-family residential land use encourages a mix
of housing affordable for all segments of Dubuque's populations throughout the
community, including options for those who might be saving for their first home. The
proposed development would help to meet the following recommendations of the City's
Comprehensive Plan:
• Foster the development of new and additional housing products in suitable locations
throughout the City.
• Integrate new development into the natural environment by protecting significant
woodland, prairie, and wetland areas and avoiding steep slopes.
• Encourage a mix of housing affordable for all segments of Dubuque's population
throughout the community.
Pursuant to Article 11-10 (C) of the Unified Development Code (UDC), the subdivision
must meet a minimum of 40 points for sustainability. As proposed, the Switch Homes of
Dubuque Subdivision development complies with the UDC's requirement for 40 points of
sustainability.
Solar Subdivision 30 points
Complete Streets 15 points
Walking/Biking Trails 15 points
Green Building Code 5 points
LED Street Lights 5 points
Parkway/Street Trees 5 points
Native/Regionally Appropriate Landscaping 5 points
Total Points = 80 points
RECOMMENDATION
Planning staff recommends approval of the resolution for the Final Plat of The Farm as it
is in compliance with the City of Dubuque's Unified Development Code and the Imagine
Dubuque Comprehensive Plan and is in substantial compliance with the approved
preliminary plat.
Thank you,
Enclosures
cc: Gus Psihoyos, City Engineer
Chris Lester, Water Department Manager
Marie Ware, Leisure Services Manager
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f� A ; a ,a; o
i l � \ � '
g ! � Oz2nt j I f I 1�( 3.zz�--- - -- ---- _ .� --- z o
� 27_BS'� - � 8p.76, � � � 9,739 SF 4 I � ' ' �•r �•� - - �•� _ - �• a o 3
� �+�, ! 500°32'SR"E � � � �� +�.za ac r � � I
i � �� � 49.50� �\ 80�y. � _ 10,fi2fi SF � 1 �_26 AC v � � 1� �•I ^� o I � I °�-I � � ?
��� � '� r �i,siasF 6 � 7 � 8 9 10 '"a o
� 8�_ � � � I ' � 0.34 AC � �� 0 L E N;.�r 0.29 AC '^n 0.22 RC N I fl-22 AC � I 0,22 AC �n�o
��,� l•� I � �S � � � J � f 1A,6895F� � �' ��ZGA� ��� f �Z,7qq5F �i 9,6005F i 4,5�OSF j 9,6005F '
I ! � .2�+� / � n�ar sr za°e 1 � 80,�6, L � r � � io,z»sFo�f� �
�� - � � � . 8 - � � 1 , o o � - - � L - - J I - I � - - � �
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_„_ ._..�,_.._„ , _„ • 3oao� yy `�r r ia.i�' o.�s, � �
I
I � I 115.95' 60.00' 80.00' B�.00'
/ \ � � �r� N7P 27'42"E 95Q.8A' �
50' 1 � ��y'�� � / 95gI, �
w
TIFFANY COLfRT " � �•' � �
a.oI w. ��� ,
-..-,._ ��,-..1„ 30.80 � � \' �'� Sg8.4 60g�, � N2o=1s'47'
m a,�C4- _ i `-' 4�3p„w , OUTLDT B
--- i� 1, 30. i_zsac
3
574'45`45"W / SI 54,468 SF
1539'
9�7.34,
BLANKEI Pl16LICWATERMAIN
�, EnsEn+ENrovenouTioTi
�
m
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� 6.36 AC 3
,�� 15,6985F N
ry
ry O �
S � WC
_ N a C
�i^
°�;� LEGEND � � O
m CURVETABLE � [) _
o � SET 3/4"¢PIPE OPC q19828 f Q � �U
curtve.: �ervern nnoius ❑e�ra caoaoo�n, cnosoiery KEY NOTES: m ��
~ q x sErcurx t �+.�
y Cl 15331 51�.50 ]G'06'10" 536'32'-0'1Y li2.lB ,� _ � z�
� SET PKfMAG NAIL Oq 10'Al16LIC 11TILIiY EASEMENT �c � Q ��
587'QO'09"W cz n9r,� zasso v�•zo'se' rvss��o'o���e z�o..i3
fOUND�A5LR8ELEp
55,34� ry87'00'09"E �3 sa.ir aao,00 z'so'as- n�a•ss'sz"E s-�.r3 • O PUBLILSTORMSEWERAN�ST�RMWATER�AAINAGE
5.76' ca 55.�o i95.50 zz•os•ai" rv63'a3'oo°e ss7s LWLTABLE �p� ORANGEPLASTICCAP EASEMENT-WIDTHASLABELE�
CS L12.90 85.00 '!6'05'll" N3b'42'39"E 16�i]9 LiNtH LENGfH 9E.1RIN."i �F� YELL6WP�-45TILCAP
�- �� �-r D�JT��TJ ce ale.si zassa �a'm'ss" reas•so'o3"G 29�s& �i e.ez N7a'as'a�'E RPC RE�PLASTICCAP OC ?LI6LICSTORMSEWEREASEMENT-WIDTHASLABELE�
� 0.98AC PROPOSE060UN�ARY
41 [] SN,68 43000 ]'S0'�3' N]G'�5'S7'E SE83 L� 1.SS Nll'45'3�'E O
� N 42,863 SF ��-.•- pRpPOSE�RIGHT OF WAY p Z�'PUBLIC STORM WATER�RAlNAGE EASEMEhFT
C6 39.55 2]006 8'Z3'3$' N/5'39'2BE 39.51 l3 2�.n6 501'.0'2��'E
� rs t9s.ii iesso so'35'a�" rvaz'az'sa-s 1a�.in -"-"- EAISTINGPROPERTYLINE O Pl16UC5pNiTARYSEWEREASEMENT-WIOTHASLABELEO
� c�o 5o.e6 3�o.0o rso'aa� rv7�•ss sa's so.vz ---- EAISTWG EASEMENT
oi ui 392I zs.00 90'CO'06" 554'06'-06'E ss.as ---- PRQPOSED EASEMENT OF WATER MA1N EASEIl4ENY-WIpTH AS LABELED _
O
N Cl2 35.6L 25.00 BF'36'29" N31'39'29'E l2fi] '-"- - PROPOSE�SET9ACK5 4 �
_ - IRY PREVIOUSLYRECOROE�AS O EXISTWGACCESSEASEMENY
w w
OL OU7LOT . � ~
O PUBLICEMERGENCYSERViCESAC{�SSEASEMENT 6 Q
w
Oj 109'Pl1BLIC STORM WATER ORAINAGE EASEMENT f- ° �
� BLdNKET pUBLI{WATERMAIN TO EXPIRE WIiEN LOT C€5�EVELOPED
EASEMENT OVER 6UTEOT
� a �
�
� O TEMP�RARVCl1L-0E-SACEASEMENT w _i o cy
R=787.25 ` ���'�O TO El(PIRE WHfN PLIBLIC STRLET IS EKTEN�E� a Q G 0
�-��.z� , M z w r,
CB=N79'13`57"W ` � _ � c N
� CL=72.24' �,
n E ry �, -i-
��6�38�z3��w��, 2 O F 5
10,43'
pr . - . am : esign wi-urvey ats� - _ wg
i
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FiNAL PLAT ���
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THE FARM O�o
ou�uQu�, iowa ��
�
0
x
5$ a
$� _ �
- - �
N 33`52'29'W
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)
0 30 fi0
25'PUBIIC STORIY �
f�' SEWEREA$EMENT
h�,0��g6 1'=60'
N��y�q
� �
Cl1RVETAIILE CURVETABLE CURVETASLE o �
NNVEii LCVGTII R4�{�5 6f1T,1 CHOR��IR CV�OFG.�V. CVH'IEH LEI4GTH RA�Il15 ❑EL7A C1104��IR. CIIOR�LE4. CURV�# LENGTk RAO�uS pE�Tr} CHORO�IR. CHOR�LEV.
C33 39,21 25,00 90'PO'02" V2]'?]'IL"C iii5 L2i 39.2] 25.00 90'PO'00" 57.1'27'12"W 35.36 C39 2399Z =on.co 3�'2I'SH" N]2'G9'Oi"E 23G.33
Cl� 39,2] 25,60 90'00'02" Sb�'3�'�9""� 3�.36 C2fi 39.3] >_5.1111 911'IX]'02" Nb2'32'1]"lV 3�.36 [:10 Gy.�S n30.90 9'9T20" N]]'36'3(1"E 6d.39
Ci5 46.So 2]OL�O 9'S2'49" rvGl'3''SA�! a5.5�] C?l /6.9J Z10.00 16"20'1L" N61'1T36"� ]5.]2 L¢I ai.-02 3]O.CO 1'9]'00" NS2'3]'32"E J5.39 �//
[s6 30.f7 )]000 G'21'23" NSs 2'_'12"C 30.�11 C26 94G9 330.00 16'20'�L' N6Y'F1'36"C 93.11 C42 46.56 LOS.W 2S'24'IS" 563'34'02"E f6_?B � / \�t � � y F i
C�) li].!G !�550 54'90'i0" N'_5"l9'�5"E 13].14 C29 16LJA ]0�.06 13'L3'�?' S?�'��I'�9'f Ifi1.12 C43 G6.[]P I95.50 19"55'Y9" SH6"36'?g'.tV 6'1.l=6 aVV' �'�5d 5��� \�` a z k a � a
O/ U m o
C l 8 3 3,3 V 3 0 0.P 0 B'2 3'3 2" N]n'3 9'2 B"E J3.)� C30 1�a_i5 676-00 13'L3'02' 52J'Ob'J9'E L�1.22 C�ii 1i.�18 I]d00 24'J552" 550'��5'30"E 12.91 �,�' !G� Ur c�
Cl9 48.3G 330.a9 B'23.3�.. NlG'i9.�d"E J9.�9 [31 1°Y.�o ]3��0 13'l3'�2" i24'OH'�9'E 15H.03 C45 36.'_d 2500 83'�3'�6" H)5`1951"E ]3.15 '(��\� '� 4�3��\� \\N z � � u � �.
P� p�ti �y6�` t�":r � �w� � 0 3 � a �
C20 6"s.�� 390.40 1.'20']1" 554'f]'36"W A5.25 C32 66L.52 300.00 13�'Q4'af' S69'09i9"W Seq,�r. [q6 !11.]5 aio.�o 1¢'S323" M1'41'lY'i9"L Ill.�l3 �� ,1'} ��\� p1 � Y ,,, ,,,
Q
C21 129.84 25i.S0 2�'OS'S4" S20'14'S]"[ 119��2 C33 55.9fi 3]Q.110 1]'S2'32" 580'LS'2/'� 55.06 C4] 3G2:� 25.0� 83'03'03" Ir��'�9'S9"E 3i1S F, iy6�� �"�'\�, -�\`��> � U LL q c p
3'� � °���a' O �,
C2? Ib9.lk 35550 2�'OS'S4" S20'16'S]"( 1d6.» C3�1 3(f.Ofl 33I1.l10 S'I�'33" 58�'2s'2]E 29.99 [68 )3-AS 9i.00 °A"0]'39" SBI`2!'?]"� o59J O`4 \ Q
C23 19.13 33fl00 3'13'll" 557'a/'IO'-W 19.13 C3] SJ,29 JOOflO J'J6'35" N22'S9'16"E 54.25 [¢9 39-2� 25.P0 89'S9'7�1" NpL'3]'06"E 3535 �5� �0�0 2' y(y\ \�
..�' O�i � �� D�1TL�T C
C2d 1496 33000 k3'��'Sd" 5�5'i�'15"W ]a.80 [38 200.09 J06.fl0 26'Sb'28' N91'1J'l6"E 198.]S Ci0 103.0* 2]0.00 2l's:'S5" SJl'4-'�8"r L0131 // �l�S� �,i,11/ � � $.25AC
( �p�.D, 7'�' y � �� 359.2545F -
�O� \ Z� \ � (v�� � _
'� �� �.22 AC �8,29' �\ � -
���o g,soo sF � � ''� ��r - '
S, /� ��,�
9� � � '�a s,� �. ,
' ��2 a.z6c \ �/aq°°''� �.�° .' ` `
N� 07'31'E ��+'= 9.69a SF � �� ���y s�� � `� -
25'PUBI.IC STORM � � /� '�p :,p. �55�°07131"W 99.21' ti
SEWEAEASEMENT 5�59 4:56' �'osa. /.i / ' F � � 1 - .
40' � "�i Z5 °a�`° / ao."� � „�'', �� � t _
$4' � 9.19AG \� .4�i 51 , i��o���/�l� '� �,� l
000. ��� ,r�,.��,8.A7ASF >� �i' �`Lti �•'00 j .� O. � •2 11 -..
74 � , o.
a -` •N.,�, �s�m. / oo.' � ,�"1 •(� 3o'rua� ' 90.`,
�� o'�r? a.20AC ' �y //�p,�:�� t..\ snrviraRv� o00 }
����0 �SEWER EASEMEN ti6 p0 t ��
g0�� - ~~~ �; �3 �o�_Yy, 8.b5fi5F ✓ �
` J 1 a 0.2�AC 1 � � �,1�':� � L.�$O�. � sv� \ 2$ 2a� V
y R��� aoo° • _ � , y Z2 d. 5.5oasF � /ti5 ./ � ;r;r � azzn� `r� �a
��PP�ER4P �`1 1 0 9,fi 0 0A F 1 5 A 3fi,`a,�i'Z� • 7F ' 9i• !1 \ g� ��,424 SF i� •� '4 3~ n1 w' o• �S 2
� � �Ofi C ' / i'� /� \ o..v. O 1 00
�l4� gS O o - Y 2 Z a � i'S�. � \ F S`' -I"; a 1�
5,�}gA.9 . �-1 Z� �d o.zznc � � � � �' _aooq'.�` ' � .,�i'� �2� o.�z9 c � � 1 '`" �'i� 'SF
'�9 a p � t V '� � 2 0 0 9,6 0 9 5 F � �- �l��� ��.�� 8 � I J`r1. 9,4555F � y B� S 6°o 7'3 1"E 8 Q.0 0'� `^-.� T.�p V 1
, L G���i' / d� �\ V W
25'PU9LICSTORM 4-2� � �ri'�' ` oN 0.22AC 1 1 _ �a�p�'.��•��� _/ b � '3'��, / 9 �LICSANfTAHY� m� 26' 1�384 C
SEWEREASEMENT ��°2� Sop � y 15� 1 �o�.� 9,6005F � �� � � ��'C7s�� /� 1 ZZ 37� C
� \ y 3� ` � e- FORCEMAIN EA$EMENi N B3"��'35"E � f Q
9 - � tn �.9 o-w L �� • ` �� �•' 3 �/ `� L----__`-- is77' —
k" �' {`"� 0,26AC 1 � �8 0���"` �•, ��~� �a, �.2ZAC � ��yA 1 1 N f Y"0 7'3 f'E }a0.o0 589'40'46"W 13097' c w d
�o �z � �. � 1�,y a�3
�p� • '~~� �a y� ,�`` L1.2fifiSF � � � �� � ��~ _" r,•�g560�� 2p�,. 9,2715F y'S \ \ 4c52' C �
a�� C-` 11.� '� � 5� �ao.po,'.��� �aal�� �� .,00q•� �_ � ';�� �r�,T�' � .5 � 50'PLIBLICSANI7ARY .. a d 2
❑ "` y 18 V�� p ; ` � �� 1�,� �CQLJ Y,�1 -� �P� 31 ` ry / �.�9�s 1 SEWERAN�Pl1BLIL5ANITARY z LL � ��
�p _ ~ 1 ' �:}1 V � Y �y�- jyFFp,Sl �80p0�-� y-� � ys a.24AC � �ti;�5 FORCEMAIhEASEMENT m
8 - '` � ' 0_26AC 1 +�� r'� `{���'1��.��" � � tF�[) .�w 19,4295F , '� 1z r W
�7 YON. 11,2665F � o �':4���� /� �.� �� � 1 Y� a,3 ac �' � � �>_ ° � 0 �c�n
'� -} �
• `� ~~ ' 1 v'�-+ a.22AC �r� � 1�»� �' __� 60' `�aQ��-` 1 � `l0 1 � 10,i905F `� � � 99` ,E 1se "m\o.
~� 0 9,6905F 5 � �C�,/ � _ R.O.W. �.�� � � � m 1 � 0'1.19 i1'c_ �\��,
y 16 1� � „�,�800'°� � 33 10 � yae ��`"a. ��
p 0.22 AC ' 1 A QO�.��"� _� r� � C �-' 0,22 AC � " � N�O �z
� � _ia.,� � " '� �p � L � � � KEY NOTES:
15 g e,eaosF L � • ,j1:66<< � � 34 0 9,eoosF �z 540� ,�.� ' �
.zz ac � r � r$aoo'.,-�•' LOT A �'O -' C �N o.zzac ��� 5� ala-21 OU�LO7 D �
10'PLIi3LIC 11TILITY EASEMENT
,wosF � � �- '„�� -� as�nc � iw � � � Q 9,wasF � �1 5�. s7� 9.3inc � LEGE�f� A a
L , . � � � , 35 1 � aos,379 sF ,
�g❑,'p9�,�� _- 372.SSfSF �1 � ti;�.W q,zzAC la� l gU�� � , •+z Og PL19L1CSTORMSEWERANDSTORMWATERORAINRGE ,-'iy
,.�}". 1 a•r�. � } �� � SET 3J4•'�PIPE OPC fi19828
� � �"` �dpql�� p�� C2'� ° y ` �oJ� 9,&a05F � �� B EASEMENT-WI6THASLABELE� `�
��8p60.�" �1�'��O�Z ^� ��_ ��� �1N i� 1 O.6AC ' �z _ � � g�p6 �,�j^ O�lu� �++o X SETGUTX
�� �i
� �,rlY �Oq���� � 1y 1 �"-= 01;`1111,3935F � � � 7�A1 �y� ��/6�� �y�, ay� @+� : SETPK�MAGNAIL O PUBLICSTORMSEWEHEASEMENT-WI�THASLABELE� w
� + �" 01 60� . 336- 1- in
_- SVF r-g0 _ 1�10 l� a.Q _ a_ � � /� + FOUND-AS LABELE� �n
� A ��� �• � +o°w � ty71 M 53'29'q9'W �/ �m 1 Op 20'PU6LIC STORM WATER DRAINAGE EpSEMENI' � �
8�0 ��l C �-'P�' 0,6AC 1�Sp. G� 1 1`L o6' t000� � � O4C ORANGEPLASTICCAP � �
r"~� �� _ � "'� 11.z6B 5� � � ? { g6 • s � YPL YELLOW PEASTIC CAP � w �
�.{�0 5 /` ss, S O PUBLIC SANITARY SEWER EASEMENT-W30TH AS L4BELE0 0 � F-
r,�"$U'p0 � Y 1 �.� �p1 � S � f 1 2,3 0' � N73-22'03"E�� ��J j. � d Q
' � �.., 0.22 AC w s r �I.,f�520't547'E 20.00' � mF �s�� RPC RE�PlASTIC CAP
� �� � 0 9,6005F �` � + O 93�5�� 29 2a_oo' � ?��� � `-' w
C ' C� 1 � � � ��` `� , SS� „ O � PROPOSED 6OUNOARY O WJ�TER MAIN EASEMENT W I�TH AS LABELE� w [7
p 0,22 AC ti 1 _ S g50�� •. S � gg as���� ns\\ \ 586'36 29 W 110.92' _„_,._ Q
�y i $ � 1 9,fiQ0 SF � 1 � 12,30' y E � 'S� �6y=a�'t�w g 1 ` � , 57z 1 0o E PROPOSED RIGH70F WAV O �XIS7kNG ACCE55 EASEMENT �
!' � �� ' 3 � ti 5 r Ip "-"- EXIST1NGPR�PER7YLINE a Ql
'a 0.22 AC � 60a� -5'd4�. � r` � � � ' � ��V � �� 3 Q1
r'_- 9,fi00 SF 1 � � ° 4�6� 1 p 1 i � ,Lp93� \ w i , � � --- EX6TING EASEMENT O Pl16UC EMERGENCV SERVICES ACCE55 EASEMENT � � � r-I
''�ai ] �� po' oa4' rvza•rs4�-w��` 3 p ti ? � ---- < a s O
g6 E 65 - Z� h � y �� Q� � y �+ ' o� 7 PROPOSED EASEMEN� �
M L � � x 7�2�,az" zo.00• ��. � � '\a ,��� 1 3/ / ��� 1 0". ti 40� N a � P a o P o s E Q s�r e A C K s � � � �
6fi O n � �,:1 N�„� Q1 � �j g00'PUBU�SYpRM WA7ER�HAINAGE EASEMENT `�
1 p0 1 ' \.� � fiQ' g +,.,:� o�w ° 915AC y TOExpIREWHENL�TCISpEV@LOPE❑
I 80. � �,1� �" 5 w�.� 10,8595F I� 10,7305F m�Q p �
dUTLOTB \ R.O.W. � ��a � 1z ,yb ( � PREVItll15LYRECORDE�AS n�e Hu�na�n:
i,zs ac �'�5 ` �� < 39 ti1�.� fr �M oE ouT�or
p' S4,4fi85F � � �\ 0.25AC ���� ' ---1I' � h J TEMPORAHI'CUL-OE-SACEASENiENT
� V�\ \ � � a. 11.de7 SF � 1 �_ . � � i��2ry O TO EXPIRE WHEN PUBLICSTftEEi IS E%TENDEP 3 O F 5
pr , - r am : esign rvi-urtey ats - . wg
KEY NOTES: o
��N
FINAL PLAT �
CE�RVE TA6EE CLIRVE TABLE O 10'PUOLIL UTILITY EASEMEN7 = ��
N
Cl1RVEq LENGTH H.i�iIJS �ELTn CHOAppIR. CHOA�LEN. [u'ilvEi: lENGTH nnpi�5 OELia CHOR��IR, CHOR�LEM1'. O PISBLICSTORMSEWERAN�STQRMWATEN�RAINAGE - �i„�,.W
C51 Sa3A�1 2]0.00 21'S1'S5" 563'33'13"E ]61�Il C5? n5.�5 195.5-0 19'I6'06" N53'S1'S2"W 6i.Gi T HE F A RM E�SEMENi-LVI�TW AS LABELE� - ��m
C53 123.Otl Ts,00 90'61'39" N8l'22'22"W St13-1i C61 19.9] 195.Sfl 5'S1'li' Nd1'IB']3"W 19,4/ � ��
css B6aa zooco 24'd5'S2" 550':IS'7tl'k Ss,n ces as.n ?s.cu vu•au�au' Nx3'az'S3"W sss5 O PLIBLICSTOft\45EWEREASEMENT-WI�THA5tA6ELf� � ��p
S
Ei3 293.06 !6550 301'2!'26" 599'06'1]�'E 2�fi.25 C66 5f 63 lO5.U0 31'�]'02" NF]'l�'19"E 56.33 D U B U QU E I O W A �20��7,y F O 20�Pl18LIC STQRM WA�f�A b(2J INAGE�AS�AhEN7 � _ ��/ �❑
[55 GG.59 2ooqa L9'Ol'�0' Sa9'92'2P"W GG.34 L58 4656 10500 25'�a'IS" 59]'3�'02"E A6.L8 f � 1 f -. �d�;
� � 5�'Pl1BLIC5ANITARY f ! � _ �
css 3�,n zs.00 eo�oo�oo�� vTs•��sit°w 3s,ac csa s6>> iosoo 30'S2'll" SSG'?5'49"E Si,&§ SEWERAN�PUBLICSANITARY ! � OE P�BLiCSqNrtAnYSEwEREASEMENT-Wi0TWp5LABELED _- O
csr se.eo ezo.00 L9'0�'�0" SJ9'sp26"W 563d 4o i2.io �oypo 5•fe'ii" 537'ao'3e"e iz.�s `� � FORCEMAINEASEMENT 11Og r� m , _. a
css xa.3a !essu ro��s��� sa3�e3�se��w zn3� �r� 3ea� zs.00 e3'o3'ar rv�s-s�'z6�w s�.is � �1 1 1� OF WATERMA�NEASEMENi-WIDTNA5LA9ELfP � �
S' � � , 1r 1 20'PUBLICST�RM � � 3
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. �, � — ` ~ I � � o0 53 . • a 1 ' !
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i�E�,31'SEH�F-� �
OPV9LICSTORM SEWEH AN�STORM WATEli DAAINAGE ��17.b EQ.EP 565°I31�10��W
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pr , . am , esign im-unrey ats - _wg
SURVEY4�'S C�RTIFICATE
State of lowa )
)SS
County of Joi�nson )
I, Bradley Ray Geater hereby cer�ify that ! am a Prafessional Land Surveyor, licensed in compliance with
the laws of the State of lowa; that The Farm Final Plat, in the City of Dubuque, fowa was performed by me
or under my direct personal supervision an April 25, 2024; that the monumen�s shown thereon exist as
required by the code of lowa and that their locatian, size, type and material are accurately shown; and that
the legal description of sa':d final plat is;
MDZENA FARM SOUTH A5 RECORDED FILE �005-00017498 OF THE DUBUqUE COUNTY RECORDER'S DFFICE
AND
LOT 2 OF DONDELkNGER PLACE AS RECDRDED FILE 1991-11917 OF TNE DUBUQUE COUNTY RECORDER'S OFFiCE,
ALL IN TFi�CITY OF DUBUQUE, QUBUQUE COUNTY, IOWA.
DESCRIBED AREA COIVTAINS 81.33 ACRESAND IS 5UBJECTTO EASEMENTS AND OTHER RESTRICTIONS DF RECORD.
`,�������������<<I���� I HEREBY CERTIFY THAT THIS LAND SURVEYING DOCUMENT WAS PREPARED AN�THE
♦ ��p,L �n,�O. �� RELATE�SURVEY WORK WA5 PERFORN4ED BY ME OR UNDER MY DIRECT PER50NAL
�� �\"`�,....,�v �i
;���. .'.�+Gi= SUPERVI510N AND THAT I AM A pULY LICENSED IAND SURVEYOR UNDER THE lAWS
0�TH�STATE OF IOwA.
`�� SRADLEY ' ��,�
= � R. GEATFR -< = �/�' �
: a- . 19$28 .�� �/�-'t1�' . _-�'.�.� � � � C L
. .
. .
�i •�'• -1' � BRADLEY R.GEATER,P.L.S.,P.E. DATE
��+� �.•��'""' ��•. 7� ���, LICENSE NUMBER J.9828,
OW A` ,s��, MY LICENSE REf�EWAL�AT�15 aECE�v18ER 3i,2025.
,t,•�;ff«�������� , PAGES OR SHEETS COVERED 8Y THIS SEAL: THI$SHEET
RECEIVED
MAY 14 2024
CONLON CONSTRUCTION CO.
ATTORNEY'S OPINION
Dubuque, Iowa iyi� f 2024
TO WHOM IT MAY CONCERN
This will certify that I have examined the abstract of title covering:
Tract 1: Mozena Farm South in the city of Dubuque, Iowa, according to the Plat
recorded as Instalment #2005-17498, records of Dubuque County, Iowa
AND
Tract 2: Lot 2 of "Dondelinger Place" in the City of Dubuque, Iowa, according to the
recorded Plat thereof.
According to the plats thereof covering the period from government entry to May 29, 2023) at
8:00 a.m., certified on that date by Abeln Abstract and Title Company and find that said abstract
shows good and merchantable title to said real estate in Switch Homes of Dubuque, LLC free
and clear of all liens and encumbrances except for a mortgage executed by Switch Homes of
Dubuque, LLC given to GreenState Credit Union filed May 18, 2022 as Instrument H2022-6426
in the records of the Dubuque County, Iowa Recorder. Real estate taxes for the fiscal year 2021-
2022 and all prior years are paid.
Matthew J. `Aektoen, Attorney at Law
OWNER'S CONSENT
Dubuque, Iowa
/5-/ti 2024
The foregoing plat of The Farm, Dubuque, Iowa, is made with the free consent and in
accordance with the desires of the undersigned owners and proprietors of said real estate.
We hereby dedicate Outlots B, D and K to be owned and maintained by Up Hill Both Ways
Homeowners Association, Inc. for stormwater management.
We hereby dedicate Outlots I and L to be owned and maintained by Up Hill Both Ways
Homeowners Association, Inc. for community garden space.
We hereby dedicate Outlot G to the City of Dubuque for Public Park purposes.
We hereby dedicate Outlots A, F, H and J to be owned and maintained by Up Hill Both Ways
Homeowners Association, Inc. for common open space.
We hereby dedicate Outlot C to be owned and maintained by Up Hill Both Ways Homeowners
Association, Inc. for future Phase 3 development.
We hereby dedicate Outlot E to the City of Dubuque for future street right of way purposes.
We hereby dedicate Lot A (Tiffany Court, Uphill Both Ways Road, Linger Longer Lane and
Holy Moly Place), Lot B (West 32°d Street) and Lot C (West 32"d Street) to the Public for Street
and Public Utility purposes.
All temporary cul-de-sac easements as stated and shown on this plat are hereby dedicated to the
Public for Street and Public Utility purposes. Said temporary easements shall expire when the
public street is extended.
All public water main, sanitary sewer, sanitary sewer force main and storm sewer utility
easements as stated and as shown on this plat are hereby dedicated to the City of Dubuque, and
its agents and contractors, for the purpose of constructing and maintaining said utilities, along
with the right, privilege and authority to construct, reconstruct, maintain, operate, repair, patrol
and remove said improvements. Said easement shall also include the right to cut, trim or remove
trees, bushes, and roots as may be required. City shall restore the disturbed surface areas due to
the construction maintenance, or repair of said utilities and appurtenances to equal conditions.
Lot owners shall not erect or install any trees, landscaping, paving or structure over or within the
easement areas without obtaining the prior written approval of the City Engineer. Lot owners
shall not change the grade, elevation and contour or perform any construction or any excavation
that will diminish the lateral support or integrity of said utility improvements without obtaining
the prior written consent of the City Engineer.
All public emergency access easements as stated and shown on this plat are hereby dedicated to
the public. Up Hill Both Ways Homeowners Association, Inc. shall be responsible for
maintaining the emergency access roadway in a condition suitable for passage of all public and
private emergency response vehicles and apparatuses.
All public utility easements and public storm drainage easements as stated and as shown on this
plat are hereby dedicated to the Public. Lot owners shall not erect any structure, fence, planting
or other obstructions over or within the public utility or storm drainage easement areas without
obtaining the prior written approval of the City Engineer. Lot owners shall not change the grade,
elevation, and contour or perform any construction or any excavation that would hinder the
orderly flow of storm water runoff or diminish the lateral support or integrity of said utilities and
improvements without obtaining the prior written consent of the City Engineer.
SWITCH HOMES OF DUBUQUE, LLC
Matthew Wligan, Manager
State of Iowa )
) ss:
County of 1�w6� )
On this /5,/4day of A � , 2024, before me, the undersigned, a Notary Public in and for
the State of Iowa, persorfally appeared Matthew Mulligan to me personally known, who being by
me duly sworn, did say that he is the Manager, of said company executing the within and
foregoing instrument; that the instrument was signed on behalf of said company by authority of
said manager; and the said manager acknowledged the execution of said instrument to be the
voluntary act and deed of said company, by it and by him voluntarily executed.
oPPSA�d� CHRISTOPHER M. MUSS � Gr
z r Gommissinnumber 807872 �oMyG
I Notary Public in arid for the State of Iowa
opires ,MlW/ Zzy Commission Expires:
COUNTY TREASURER
Dubuque, Iowa
, 2024
I, the undersigned, Michael Clasen, Treasurer of Dubuque County, Iowa, do hereby certify that
all taxes levied against:
Mozena Farm South in the City of Dubuque, Iowa, according to the Plat recorded as Instrument
#2005-17495, records of Dubuque County, Iowa
And
Lot 2 of "Dondelinger Place" in the City of Dubuque, Iowa, according to the recorded Plat
thereof have been paid and said real estate is free and clear of all taxes as of this date.
Michael Clasen, Dubuque County Treasurer
COUNTY AUDMTOR
Dubuque, Iowa
52024
The forgoing plat of THE FARM, DUBUQUE, IOWA was entered of record in the office of the
Dubuque County Auditor this day of , 2024.
We approve of the subdivision name or title to recorded.
Kevin Dragotto, Dubuque County Auditor
CITY ASSESSOR
Dubuque, Iowa
, 2024
The forgoing plat of THE FARM, DUBUQUE, IOWA was entered of record in the office of the
Dubuque City Assessor this day of , 2024.
Troy Patmer, Dubuque City Assessor
RECORDER'S CERTIFICATE
Dubuque, Iowa , 2024
The forgoing plat of THE FARM, DUBUQUE, IOWA has been reviewed by the Dubuque
County Recorder,
Karol Kennedy, Dubuque County Recorder
CITY OF DUBUQUE PLANNING SERVICES
Dubuque, Iowa -5 _ i 7 , 2024
The foregoing plat of THE FARM, DUBUQUE, IOWA located within the jurisdiction of the
City of Dubuque, Iowa, as defined under Section 354 of the Code of Iowa, has been reviewed by
the City Planner, (or designee) of the City of Dubuque in accordance with Article 11: Land
Subdivision of the City of Dubuque Unified Development Code, and said approval has been
endorsed herein on the date first written above.
a ly im nt, i Planner — Cit of Dubuque
CITY COUNCIL
Dubuque, Iowa
PRY 2024
The undersigned, MwyeT-and Clerk of the City of Dubuque, Iowa, do hereby certify that the
foregoing plat of THE FARM, DUBUQUE, IOWA located in the City of Dubuque, Iowa, has
been filed in the office of the Clerk of the City of Dubuque, and that by Resolution No. I ,2'a
the Dubuque City Council approved said plat.
Mayor Pro Tem
Ric W. .Tones, Mayor 'Fro Tem
Adrienne Breitfelder — Clerk of the City of Dubuque
Prepared by: Wally Wernimont, City Planner Address: City Hall, 50 W. 13th St (563) 589-4210
Return to: Adrienne Breitfelder, City Clerk Address: City Hall, 50 West 1311 St (563) 589-4121
RESOLUTION NO. 132 - 24
A RESOLUTION AUTHORIZING APPROVAL OF THE FINAL PLAT OF
THE FARM, IN THE CITY OF DUBUQUE, IOWA
Whereas, there has been filed with the City Clerk a Final Plat of The Farm, in the
City of Dubuque, Iowa; and
Whereas, upon said final plat appear public streets to be known Tiffany Court,
Uphill Both Ways Road, Linger Longer Lane, and Holy Moly Place (all in Lot A), which the
owner by said final plat has dedicated to the public forever; and
Whereas, upon said final plat appear Lot B and Lot C, which the owner by said
final plat has dedicated to the public forever as road right of way of West 32nd Street; and
Whereas, upon said final plat appear certain public utility, emergency services
access easement, and storm drainage easements, which the owner by said final plat has
dedicated to the public forever; and
Whereas, upon said final plat appears Outlot G (for Public Park), and certain water
main, sanitary sewer, storm sewer, and temporary cul-de-sac easements, which the
owner by said final plat has dedicated to the City of Dubuque forever; and
Whereas, said final plat has been reviewed by the City Planner and his approval
has been endorsed thereon, subject to the owner's agreeing to the conditions specified
herein; and
Whereas, said final plat has been examined by the City Council and the City
Council find the final plat conforms to the applicable statutes and ordinances, except that
streets and public utilities have not yet been completely constructed or installed.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY
OF DUBUQUE, IOWA:
Final Plat — The Farm
Page 2
Section 1. That the dedication of Tiffany Court, Uphill Both Ways Road, Linger
Longer Lane, and Holy Moly Place (all in Lot A), Lot B and Lot C (West 32nd Street Right
of Way), Outlot G (for Public Park), together with certain water main, sanitary sewer, storm
sewer, and temporary cul-de-sac easements, as they appear on said final plat, to the City
of Dubuque be and the same are hereby accepted; and
Section 2. That the Final Plat of The Farm is hereby approved, and the Mayor
and City Clerk are hereby authorized and directed to endorse the approval of the City of
Dubuque, Iowa, upon said final plat, provided the owners of said property herein named,
execute their written acceptance of the attached conditions and further agree:
(a) To reduce Tiffany Court (unimproved portion), Uphill Both Ways
Road, Linger Longer Lane, and Holy Moly Place (all in Lot A), to
grade and to construct longitudinal sub -drain, concrete curb and
gutter with asphaltic concrete pavement or with Portland Cement
concrete pavement with integral curb, and temporary cul-de-sacs, all
in accordance with the City of Dubuque standard specifications in a
manner acceptable to the City Engineer, in conformance with
construction improvement plans approved by the City Engineer, and
inspected and approved by the City Engineer. The temporary cul-
de-sacs to receive bituminous without curb and gutter, all in
accordance with the City's standard specifications in a manner
acceptable to the City Engineer, in conformance with construction
improvement plans approved by the City Engineer, and inspected
and approved by the City Engineer.
(b) To grade Public Park (Outlot G) in accordance with the City of
Dubuque standard specifications in a manner acceptable to the City
Engineer and Leisure Services Manager, in conformance with
construction improvement plans approved by the City Engineer, and
inspected and approved by the City Engineer.
(c) To install public sanitary sewer mains and private sewer service
laterals into each individual lot, public water mains and private water
service laterals into each individual lot, private storm water detention
basins, private storm sewers, public storm sewers and catch basins,
public boulevard street lighting, public fiber optic conduit and vaults,
and erosion control devices all in accordance with the City of
Dubuque standard specifications in a manner acceptable to the City
Engineer, and in accordance with construction improvement plans
approved by the City Engineer, and inspected and approved by the
City Engineer, and to coordinate with a private utility company for the
installation of private fiber to each residential lot in the subdivision.
(d) To construct accessible sidewalk ramps at each intersection and
street crossings in accordance with City of Dubuque Standards and
Final Plat — The Farm
Page 3
Specifications, all in a manner acceptable to the City Engineer, and
in accordance with the construction improvement plans approved by
the City Engineer, and inspected and approved by the City Engineer.
(e) To construct accessible concrete sidewalk across all lots on the Final
Plat designated to be dedicated to the City of Dubuque (Outlot G and
Outlot E) in accordance with the City's standards and specifications,
all in a manner acceptable to the City Engineer, and in accordance
with the construction improvement plans approved by the City
Engineer.
(f) To construct a right in right out access at the intersection of
Uphill Both Ways Road and the Northwest Arterial and associated
deceleration lane along the Northwest Arterial in accordance with
City of Dubuque Standards and Specifications, all in a manner
acceptable to the City Engineer, and in accordance with the
construction improvement plans approved by the City Engineer and
inspected and approved by the City Engineer.
(g) To regrade the existing southern embankment and reconstruct the
existing bike/hike trail along the Northwest Arterial roadway in
accordance with City of Dubuque Standards and Specifications, all
in a manner acceptable to the City Engineer, and in accordance with
the construction improvement plans approved by the City Engineer
and inspected and approved by the City Engineer.
(h) To construct the improvements outlined above within three years
from the date of acceptance of this resolution, at the sole expense of
the owners, or future owner.
(i) To maintain the improvements outlined above for a period of two (2)
years from the date of the acceptance of those improvements by the
City Council of the City of Dubuque, Iowa, at the sole final expense
of the owners, or future owner.
(h) That access to the Northwest Arterial is prohibited from all lots within
The Farm except for the right-in/right-out only intersection at the
Northwest Arterial and Uphill Both Ways Road.
(i) To provide security for the performance of the foregoing conditions
specified in this resolution in the amount of 110% of the estimated
Qualified Costs of the public improvements outlined above, in such
form and with such sureties as may be acceptable to the City
Manager of the City of Dubuque, Iowa, and to provide construction
inspection fees in the amount of 3% of the estimated Qualified Costs
of the public improvements.
Final Plat — The Farm Page 4
Section 3. That sidewalk installation shall be the responsibility of each lot owner
for each lot abutting the public rights -of -way, including lots with multiple frontages, as
required by City Code Chapter 10-1-2 (Sidewalk Installation and Repair). Per City Code
Chapter 16-11-16 (Sidewalks), sidewalk installation shall be required when the
development of a lot has been completed. Per City Code Chapter 16-11-16 (Sidewalks),
all vacant lots shall have sidewalks installed upon development of eighty percent (80%)
of the lots shown on the approved final plat.
Section 4. That the owner must construct and maintain erosion control devices
in The Farm which control erosion and prevent sediment from leaving the site. The owner
shall be responsible for maintenance of the all storm water detention facilities and
appurtenances located on Outlots B, D, and K of The Farm in perpetuity.
Section 5. That the owner must maintain the temporary cul-de-sacs on Tiffany
Court and Uphill Both Ways Road, except for snow removal and deicing, until such time
as the development of the adjacent property begins or owner designs and constructs
permanent cul-de-sac improvements to current City Standards and dedicates said
improvements and an appropriate right of way to the City.
Section 6. That the owner must construct and maintain an emergency services
access roadway across Outlot D, in conformance with construction improvement plans
approved by the City Engineer, and inspected and approved by the City Engineer.
Section 7. That the owner must acquire a temporary public cul-de-sac easement for
the benefit of the City of Dubuque, in a form acceptable to the City of Dubuque, from the
adjacent property owner at the east end of Uphill Both Ways Road in accordance with the
construction improvement plans approved by the City Engineer
Section 8. That the planting of street trees shall be coordinated with the City's
Urban Forester. Any tree(s) planted within the street right-of-way must be approved by
the Urban Forester. The location and species of tree(s) will be approved by the Urban
Forester and planted and cared for through establishment by the developer at the
developer's expense.
Section 9. That the final acceptance of the public improvements shall only occur
upon certification of the City Engineer to the City Council that the public improvements
have been completed in accordance with the approved improvement plans and City
standards and specifications and accepted by City Council Resolution.
Section 10. That within 60 days of execution of acceptance of this Resolution
Switch Homes, LLC will convey to the City of Dubuque all rights of access to the
Northwest Arterial at Highway Station 73+00, method of conveyance to be as mutually
agreed upon by Switch Homes, LLC and City. That within 60 days of execution of
acceptance of this Resolution, the City of Dubuque will convey and grant new rights of
access to the Northwest Arterial at the intersection of the Northwest Arterial and Uphill
Final Plat — The Farm
Page 5
Both Ways Road, method of conveyance to be as mutually agreed upon by Switch
Homes, LLC and City.
Section 11. That in the event Switch Homes, LLC fails to execute the acceptance
and furnish the guarantees provided hereof within 180 days after the date of this
Resolution, the provisions hereof shall be null and void and the acceptance of the
dedication and approval the plat shall not be effective.
Passed, approved and adopted this 20th day of May 2024.
By:
ATTEST:
By: 6IZ4�6�—
Adrienne N. Breitfelder, City Clerk
Final Plat — The Farm
Page 6
ACCEPTANCE OF RESOLUTION NO. )'� - 24
I, the undersigned, Matthew T. Mulligan, representing Switch Homes, LLC,
having read the terms and conditions of the Resolution No.24 and being familiar with
the conditions thereof hereby accept this same and agree to the conditions required
therein.
Dated in Dubuque, Iowa this l77'� day of IWC� 2024.
By Ad-! =—
Matthew . ulligan
Switch Homes, LLC
State of Iowa )
) ss:
County of Dubuque )
On this l7-t' day of 2024, before me, a Notary Public in and for
said state, personally appeared Matthew T. Mulligan, to me known to be the person(s)
named in and who executed the foregoing instrument, and acknowledged that they
executed the same as their voluntary act and deed.
m'41/ W
Notary Public in the to of Iowa
My Commission expires: 51-)-6r 7
MICHELE MARIE STEFFEN
Commission Numb r 03023
owe My Comm.Ezp. �" .0
SUBDIVISION STAFF REPORT City Council Agenda: June 20, 2023
Project Name: Switch Homes of Dubuque — Final Plat
Property Owner: Switch Homes of Dubuque, LLC
Applicant: Axiom Consultants, LLC
Number of Lots: 101 Density Allowed: 1/5,000 sq ft
Acreage in R.O.W: 9.09 acres Commonly owned lots: 10
Total Area: 81.33 Acres Sanitary Sewer: Yes
In City: Yes Water: Yes
In 2-Mile Area: N/A Storm Sewer: No
Flood Plain: No Existing Street Access: Yes
Proposed Land Use: Residential Proposed Zoning: R-1 c/R-4
Existing Land Use: Agricultural Existing Zoning: City R-1 c/R-4
Adjacent Land Use: North — Northwest Arterial Adjacent Zoning: North — City AG
East— Agriculture East — City R-1
South — Residential/Agriculture South — City R-1 & R-4
West— Residential West — City R-1 & AG
Physical Characteristics: The 81.33-acre tract of land is irregular in shape. The western
side of the property is narrow in shape extending from the Northwest Arterial frontage
along the north to the 32nd Street frontage along the south. This portion of the site is
flanked by a residential subdivision to the west and residential and agricultural property to
the east. The subject property broadens along the eastern portion of the site. This portion
of the property also contains frontage along the Northwest Arterial and 32nd Street. The
majority of this site is currently utilized as agricultural land with the southern portion being
comprised of wooded hillside that sharply slopes downhill to 32"d Street. Development
along the east side of the subject property is currently zoned R-1 Single-Family Residential
and is currently used as agricultural land.
Proposed Phasing: The first phase will consist of 84 single-family residential lots, two (2)
multi-family residential lots, fifteen (15) outlots with Lot C identified for a future phase.
Previous Conditions of Zoning or Plats: On June 20, 2022, the City Council approved a
rezoning of the subject property from AG Agriculture to R-1 Single-Family Residential and
R-4 Multi-Family Residential conditioned upon the completion of a traffic study for the
proposed project. A traffic study has been completed by the civil engineering firm
Anderson Bogert and has been reviewed and accepted by the City of Dubuque's
Engineering Department.
Outlots:
The development includes a number of outlots which will be maintained as follows:
Subdivision Staff Report— Preliminary Plat of Mozena Farm Page 2
Lot Name Acres Use Ownership
Outlot A 23.69 Common Open Space HOA - Private
Outlot B 1.25 Stormwater Management HOA - Private
Outlot C 8.25 Future Development HOA - Private
Outlot D 9.31 Stormwater Management HOA - Private
Outlot E 0.24 Future City Right of Way City - Public
Outlot F 0.21 Common Open Space HOA - Private
Outlot G 0.80 City Park City - Public
Outlot H 1.72 Common Open Space HOA - Private
Outlot I 0.36 Community Garden/Open Space HOA - Private
Outlot J 0.98 Watermain Easement/Open Space HOA - Private
Outlot K 0.88 Community Garden/Open Space HOA - Private
Outlot L 1.59 Community Garden/Open Space HOA— Private
Open Space or Public Amenities: Article 11-9-1 of the Unified Development Code
requires the subdivision to have a minimum of 49,200 sq. ft. (1.13 acres) of recreational
open space of which 50% can include waterways, detention/retention areas and ponds.
The development has 25.62 acres of common open space, 10.56 acres for stormwater
management, 0.80 acres for a public city park and 3.81 acres for a community
gardens/open space.
Proposed Streets and Grades:
These streets (Lot A) will be built to City standards and dedicated to the City.
• Tiffany Court = 0.63% & 7.72%
• Uphill Both Ways Road = 0.6% & 6.42%
• Linger Longer Lane = 1.52% & 8.36%
• Holy Moly = 1.54% & 5.78%
Conformance with Comprehensive Plan: The Comprehensive Plan goals promote infill
and mixed-use development. The City's Comprehensive Plan identifies the subject
property area as Single-Family Residential land use which includes low-density, single-
family homes, and related recreational, religious, and educational facilities that typically
service a neighborhood population. Single-family residential land use encourages a mix of
housing affordable for all segments of Dubuque's populations throughout the community,
including options for those who might be saving for their first home. The proposed
development would help to meet the following recommendations of the City's
Comprehensive Plan:
■ Foster the development of new and additional housing products in suitable
locations throughout the City.
■ Integrate new development into the natural environment by protecting significant
woodland, prairie, and wetland areas and avoiding steep slopes.
■ Encourage a mix of housing affordable for all segments of Dubuque's population
throughout the community.
Subdivision Staff Report— Preliminary Plat of Mozena Farm Page 3
Impact of Request on:
Utilities: The Development Review Team reviewed the improvement plans for utilities and
found the existing utilities can be extended to serve the subject property. In addition,
utilities will be extended through the development to serve the adjacent properties for
future development.
Traffic Patterns: The chart below provides the lowa Department of Transportation traffic
counts along 32nd Street in 5-year increments ranging from 2001 to 2017. This chart also
includes traffic counts collected by the City in April 2022.
CITY
� • TRAFFIC
� � � � � � � COUNTS
�� �� . • ��• � � 2022
W.32nd Street near Tiffany Court and Killarney
Street Intersections 3,358
W.32nd Street between Blasen &Tiffany Court 3660 3160 - - -
W. 32nd Street West of Blasen - - 2520 - - -
W. 32nd Street Just West of Carter Road - 3530 2780 - 3220 -
W. 32nd Street Just East of Carter Road 8400 4250 3860 4190 4190 -
As is evident by the chart, traffic along 32nd Street has been steady over time post
opening of the Northwest Arterial. The proposed residential subdivision development is
anticipated to increase traffic trips in the area. As proposed, the subdivision would be
accessed via a right-in/right-out only entrance from the Northwest Arterial and via a
connection to Tiffany Court, which drivers would access directly from 32nd Street or via
Blasen Drive and Brueck Road off of 32nd Street. The increase in traffic trips to/from the
subdivision is anticipated to be moderate and the existing roadways can accommodate
the increased vehicle trips. Tiffany Court is a stubbed street with 50' wide right-of-way
with approximately 30' of paved area and a temporary cul-de-sac located at the end of
the street. Stub streets with temporary cul-de-sacs are common in residential
developments throughout the city because they are intended to serve as connection
points to future development.
As a condition of the rezoning, a traffic study was conducted (see attached). The Traffic
Study concluded that Tiffany Court is very lightly traveled today and has more than
enough capacity available to service the additional traffic from Mozena Farms
development. In addition, the traffic study noted that the Northwest Arterial right-in/right-
out access would operate at a Level of Service A under all traffic scenarios. It notes that
a right turn bay warrant analysis was performed for eastbound NW Arterial and the
property right-in/right-out access drive. The warrant analysis indicates the eastbound
right turn lane on NW Arterial is not warranted under the time horizons evaluated.
However, City Engineering determined a right turn deacceleration lane will be required
due to the high speeds (50 mph) and expressway nature of the roadway.
Subdivision Staff Report— Preliminary Plat of Mozena Farm Page 4
Public Services: Existing public services are adequate to serve the site.
Environment: The Final Plat has been reviewed and approved by the City's Development
Review Team (DRT). The DRT is comprised of multiple City Departments including, but
not limited to, Engineering, Planning, Water Distribution, Fire, Police, Housing &
Community Development, and Leisure Services. The Site Improvement Plans and Final
Plat have been reviewed with regards to access, parking, grading, screening, paving,
park land, stormwater management, water connection, sanitary sewer connection, and
fire safety. Staff does not anticipate any adverse impact on the environment provided
that any future development of the property is in compliance with established City
standards.
Adjacent Properties: The proposed preliminary plat will create 84 single-family residential
lots that will be access from Tiffany Court and the Northwest Arterial and will also include
two multi-family residential lots which will be accessed from 32nd Street. Staff anticipates
that the most likely impact on adjacent property will be an increase in the number of
vehicle trips generated by the proposed additional residential lots when fully developed.
Recommended Conditions on Plat: None.
Staff Analysis: The submitted Final Plat of Switch Homes of Dubuque subdivides an
approximately 81.33-acre tract of land into 101 lots. The surrounding development
consists of a residential development to the west, agricultural zoned property to the north,
agricultural and single-family residential zoned properties along the south, and residentially
zoned properties to the east that are currently utilized as agricultural land.
The Unified Development Code (UDC) requires two points of access for a subdivision of
over 40 lots. Access to the proposed single-family subdivision portion of the site is shown
via a right-in/right-out entrance along the Northwest Arterial and the Tiffany Court stub
street. These two means of access to the subdivision would meet the UDC requirements.
Access to the multi-family zoned portions of the property is proposed to be directly to 32na
Street.
The City of Dubuque has installed water and sewer mains along 32"d Street and along
Tiffany Court. These public utilities would adequately service the site.
The subdivision will meet the minimum 40-point requirement outlined in Article 11-10
(C) of the Unified Development Code:
Solar Subdivision 30 points
Complete Streets 15 points
Walking/Biking Trails 15 points
Green Building Code 5 points
LED Street Lights 5 points
Parkway/Street Trees 5 points
Native/Reqionally Appropriate Landscapinq 5 points
Subdivision Staff Report— Preliminary Plat of Mozena Farm Page 5
Total Points = 80 points
Recommended Motion: Planning staff recommends approval of the resolution for the
Final Plat of Switch Ho es of Dubuq as it is in compliance with the City of Dubuque's
Unified Developmen d and th i e Dubuque Comprehensive Plan and is in
substantial compli e a plat.
Prepared by: Date: 6/12/2023
\\\` . .. . . . . . . . . . . . . . . . . ., .. . . ,
4001 River Ridge Drive NE
Cedar Rapids, IA 52402
Office: (319J 377-4629
B O G E RT Fax: (319J 377-8498
MOZENA FARMS DEVELOPMENT
TRAFFIC IMPACT STUDY
W. 32"d Street Near Tiffany Court
OCTO B E R 27, 2022
-.. �.. . . . . .- . ...- .
I hereby certify that this Engineering document was
prepared by me or under my direct personal supervision
and that I am a duly Registered Engineer under the laws of
the State of lowa.
�,_ �"i'o�-�-U-----.—
Jeffr�y . Mdrrow, P.E. Exp. Date: 12/31/2023
lowa Registration No. P14259
-.. •.. . . . . .- . ...- .
TABLE OF CONTENTS
EXECUTIVESUMMARY.............................................................................................................................................1
INTRODUCTION..........................................................................................................................................................4
TRIP GENERATION AND DESIGN HOUR VOLUMES...........................................................................................9
TRIP DISTRIBUTION AND ASSIGNMENT........................................................................................................... 10
ANALYSIS................................................................................................................................................................. 14
TRAFFIC CONTROLS AND ACCESS LOCATIONS.............................................................................................36
CRASHHISTORY.....................................................................................................................................................39
CONCLUSIONS AND RECOMMENDATIONS......................................................................................................41
TECHNICAL APPENDICES
PROPOSED DEVELOPMENT SITE PLAN
SIGNAL WARRANT ANALYSIS
RIGHT TURN LANE ANALYSIS
HCM INTERSECTION CAPACITY ANALYSES
CRASH DATA REPORTS
EXCERPTS FROM KIVLAHAN FARMS TIA
CITY OF DUBUQUE- KILLARNEY INTERSECTION ANALYSIS
24-HOUR COUNTS ON NW ARTERIAL
-.. •.. . . . . .- . ...- .
EXECUTIVE SUMMARY
This report was created to analyze traffic impacts from a proposed residential site
development located between the south side of Northwest Arterial and W. 32nd Street in the
City of Dubuque, lowa, immediately east of the end of Tiffany Court. In particular, this study
examined the effects on the development on Tiffany Court itself. The planned development
is on an 83.5 acre parcel currently used for agricultural row crops. Access for the proposed
site will be from one full access street (Tiffany Court) onto W 32nd Street and one right-
in/right-out (RIRO) access onto Northwest Arterial. A site plan concept showing 101 single
family home lots is included in the appendix of this report.
The study intersections include:
• Tiffany Court with W. 32nd Street
• JFK Road and W. 32nd Street
• JFK Road and Spring Valley Road
• Future Right-in / Right-out Public Street onto NW Arterial
Traffic on Northwest Arterial is around 12,500 vehicles per day. Peak hour traffic counts
were provided by the City for the intersections of Tiffany Court and Blasen Road with W.
32nd Street.
Estimated trips to and from the proposed site were developed from the ITE Trip Generation
Manual and distributed to the street system following existing traffic flow patterns. For study
purposes, the entire site was assumed to be fully developed at opening day.
Four traffic scenarios were analyzed for the AM and PM Peak commuter periods:
1. Existing peak hours (7:15-8:15 AM and 4:15-5:15 PM)
2. Existing Traffic plus site generated traffic (Opening Day)
3. Opening Day plus 5 years background traffic growth plus off-site growth
4. Opening Day plus 20 years background traffic growth plus off-site growth
Analysis of existing traffic conditions show all study intersections operate at good Level of
Service (LOS) A, B, and C. The existing intersections all operate under two-way stop
control with the minor side street being stopped.
Tiffany Court is very lightly traveled today and has more than enough capacity available to
service the additional traffic from Mozena Farms development. Under existing conditions,
Tiffany Court operates at good level-of-service (LOS) with minimal or non-existent delays..
Under Opening Day conditions (just adding the site generated traffic to the traffic currently
on Tiffany Court), the LOS remains at nearly identical levels and any change would be
unnoticeable to the average driver. Expectations of additional traffic delay are less than 1%
and much lower on Brueck and Blasen.
1
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Traffic signal warrant analyses were performed at the intersection of JFK Road and W. 32nd
Street. While the study site does not generate enough traffic to satisfy a signal warrant, we
understand the City is aware of a new development on the westerly side of JFK, across from
W. 32nd Street that does create a signal warrant at this intersection. As such, under the 5-
year and 20-year scenarios, this intersection was assumed to operate under traffic signal
control.
A right turn bay warrant analysis was performed for eastbound NW Arterial and the
proposed RIRO site access drive. The warrant analysis indicates the eastbound right turn
lane on NW Arterial is not warranted under the time horizons evaluated. However, the City
determined a right turn lane and associated acceleration lane will be required due to the
high speeds (50 mph) and expressway nature of the roadway facility.
Future analyses for 5 year and 20 year conditions indicate all analyzed intersections will
operate with good LOS overall. The westbound left turn from W. 32nd Street onto JFK Road
in the PM Peak hour will operate at poor LOS F under the 5-Year scenario if off-site
developments occur (until the planned traffic signal is installed). It was assumed at the 20-
year time horizon this intersection would be signalized, in which case all movements operate
at acceptable LOS D or better.
With estimated, normal traffic growth on W. 32nd Street, under the 5 year conditions, Tiffany
Court will continue to operate at good LOS B with average delay around 10.3 seconds per
vehicle. The traffic growth on W. 32nd Street will occur whether the Mozena Farms
development develops or not. As with the Opening Day scenario, the slight increase in
delay will be unnoticeable to the average driver.
Under 20 years of traffic growth on W. 32nd Street, Tiffany Court will still operate at LOS B
with 10.7 seconds of average delay. The available capacity at this intersection is more than
sufficient to absorb the traffic generated by Mozena Farms and background traffic growth of
the surrounding street network.
Additionally, Tiffany Court is the only practical access point on 32nd Street available to the
Mozena Farms development that has adequate intersection sight distance for safe ingress
and egress.
The proposed site will have a RIRO access onto NW Arterial. This access operates at LOS
A under all traffic scenarios. The street will be located about 485' west of the existing
median break on NW Arterial. Because the RIRO access will be located upstream of the
median break, it is possible an occasional driver may try to make a U-Turn to head west on
NW Arterial back to Dubuque. However, the driver would be traveling about 500 feet in the
opposite direction of their destination before making the U-Turn and 500 feet back. The out
of travel path distance should be enough to discourage most drivers. Therefore it is not
anticipated that a significant number of U-Turns will occur. The access design includes
splitter island to further reinforce the proper intended use of the access. However, the splitter
island should not encroach on the line of the existing shoulder extended through the street.
As indicated earlier, this intersection will also have a right turn bay for eastbound traffic on
2
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NW Arterial turning right into the site, and an acceleration lane for traffic leaving the site and
merging onto NW Arterial.
A review of crash data from 2015 through 2022 indicated no significant crash rates.
The proposed development is consistent with the available City of Dubuque planning
documents for this area. As such, we recommend approval of this site plan with the
recommendations in this report included.
3
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INTRODUCTION
A. Project Description: This report was created to analyze traffic impacts from a
proposed residential site development located between the south side of Northwest
Arterial and W. 32nd Street in the City of Dubuque, lowa, immediately east of the
end of Tiffany Court. The focus of the study are the traffic impacts to the Tiffany
Court neighborhood as well as more regionally significant intersections. The
planned development is on an 83.5 acre parcel currently used for agricultural row
crops. Access for the proposed site will be from one full access street onto W 32nd
Street (Tiffany Court) and one right-in/right-out (RIRO) access onto Northwest
Arterial. For study purposes,the whole site is assumed to be at full build on opening
day.
This study provides:
• Estimated trip generations for the study site
• Estimated future traffic from general growth in the area
• Intersection capacity analyses of existing conditions, existing plus site
development (opening day), Opening day plus 5 years background growth, and
a future, 20 year growth scenario for the intersections of:
o John F Kennedy Road and W. 32nd Street
o John F Kennedy Road and Spring Valley Road
o W. 32nd Street and Tiffany Court
o NW Arterial and Right-In/Right-Out Public Street Access
• Discussion and recommendations on adjustments to existing traffic controls and
roadway geometries of the listed intersections.
B. Land Use, Site and Study Area Boundaries: The existing site is in the
northerly portion of the City of Dubuque. It is located between Northwest
Arterial and W. 32nd Street, immediately east of Tiffany Court. The terrain is
generally rolling to steep in the area of the site.
The parcel under consideration is about 83.5 acres of agricultural land
currently used for row crops. The surrounding area is a mixture of large rural
lot residential and higher density, urban style residential subdivisions. Fi ure
1 (next page) is the study area location map of the proposed development
site.
The existing site will be served by two access points. One will be the
connection to Tiffany Court which provides a full access intersection at Tiffany
Court and W. 32nd Street. The other a right-in/right-out (RIRO) access onto
Northwest Arterial.
4
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The Tiffany Court neighborhood includes houses on Tiffany Court, Brueck
Road, and on Blasen Road. In total, there are about 40 existing single family
homes in this neighborhood.
Figure 1 -Location Map
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C. Existing and Proposed Site Uses: A conceptual site plan for the
development is included in the appendix of this report. The proposed
development site includes 101 single family residential lots (ITE Land Use
210). The site plan also shows a set of 15 to 20 row houses that will have
direct access to W. 32nd Street, separate from the overall subdivision. As
such, the row houses were not considered in the analysis.
D. Existing and Proposed Roadways and Intersections: John F Kennedy
Road is classified as a minor arterial roadway. The current posted speed is 30
mph. JFK is a 40' wide roadway, striped for two lanes of traffic and on-street
parking except at the intersections where the parking is removed to allow for
left turn lanes.
Northwest Arterial is a four lane, divided highway classified as a Principal
Arterial. The posted speed is 50 mph. There are median breaks on
Northwest Arterial at various locations.
W. 32nd Street is a two-lane minor arterial that begins north of Northwest
Arterial at its intersection of John F Kennedy Road. W. 32nd Street then
continues south and east, underneath NW Arterial, and winds its way past
5
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several residential neighborhoods until it intersects with Central Avenue (lowa
Highway 3). In the vicinity of the Study Site, W. 32nd Street is about 25' wide
from edge of pavement to edge of pavement with gravel shoulders ranging
from around 2' to 3' wide. At its intersection with JFK Road, W. 32nd Street
has a dedicated left turn and right turn lanes. JFK Road has a southbound
left turn lane and northbound right turn lane in addition to through lanes in
each direction. The intersection operates under two-way stop control with W.
32nd Street being stopped and JFK Road having continuous operational right-
of-way. W. 32nd Street is posted 35 mph.
Tiffany Court and Blasen Road are two lane local streets that serve the
neighborhood residences. Tiffany Court currently dead ends about 600 feet
north of W. 32nd Street, at the edge of the study site. Tiffany Court was
intended to continue into the site when it develops. Neither Tiffany Court or
Blasen Road are posted for speed, so by statute, 25 mph is the speed limit.
Spring Valley Road is a two lane street that operates under stop sign control
at its intersection with JFK Road. A southbound left turn bay on JFK Road
serves traffic onto Spring Valley Road. JFK Road has one through lane each
for the northbound and southbound directions.
Peak hour traffic counts were taken at the intersection of John F Kennedy
Road at W. 32nd Street and at JFK and Spring Valley Road. The counts were
taken in early August of 2022 and the observed peak hours were:
A.M. Peak Hour 7:15 AM - 8:15 AM Peak Hour Factor: 0.85
P.M. Peak Hour 4:15 PM - 5:15 PM Peak Hour Factor: 0.90
These counts were taken when school was not in session. Referring to
Exhibit 3-4 of the Highway Capacity Manual, 6t" Edition, which compares
urban arterial traffic flow variation from month to month, typical traffic flows
are between 97% and 92% of average AADT in July and August,
respectively. As such, the AM Peak hour through movements on JFK were
adjusted upward by 5%. PM Peak hour traffic was not adjusted since most
schools let out before the PM Peak commuter period.
Traffic counts at the intersections of W. 32nd Street with Tiffany Court and with
Blasen Road were provided by the City from data recorded in April and May
of 2022. The peak hours from the City data were within 15 minutes of the
observed peak hours on JFK Road, so the higher existing volumes on W. 32nd
Street were used for analysis even though the peak times were slightly offset.
Figure 2 (next page) shows the existing peak hour traffic volumes at the study
intersections.
6
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7
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The IDOT publishes regular traffic counts on a four year cycle for the City of
Dubuque. A summary of traffic volumes is provided below in Table 1.
Table 1-lowa DOT 2017 Annual Average Daily Traffic
Location Volume(VPD)
John F Kennedy Road south of Northwest Arterial 7,000
Northwest Arterial east of John F Kennedy Road 11,600
W.32nd Street at John F Kennedy Road 4,890
W.32nd Street west of Carter Road 3,220
The Consultant also took 24-hour counts on Northwest Arterial, east of JFK
Road. The observed volume was 11 ,922 vehicles in a 24 hour period.
Adjusting by 5 percent for seasonal school traffic, the volume converts to
12,520. Peak hour traffic on NW Arterial was evaluated based on the 24-hour
counts. The eastbound AM peak hour movement appeared lower than
expected (it was not balanced with the opposing PM peak movement). As
such, an lowa DOT traffic count taken in June of 2017 was compared to what
was counted by the Consultant. The DOT count for the eastbound AM peak
hour was more consistent with expectations for that movement, so the IDOT
value for the eastbound through traffic in the AM peak was substituted for the
value counted by the Consultant.
The proposed site will be served by two access points. Tiffany Court will be
extended into the site and traffic generated by the development will use the
intersection of Tiffany Court and W. 32nd Street to access the main street
network. A new access will be constructed onto NW Arterial about 485 feet
west of the existing median break on NW Arterial. This new access will be
right-in/right-out only.
A review of the City of Dubuque Comprehensive Plan, Imagine Dubuque,
shows a future land use map that includes the Study Site. The future land use
map plan shows the site developing as residential.
s
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TRIP GENERATION AND DESIGN HOUR VOLUMES
For study purposes, the proposed site is assumed to develop to full build-out in one
phase. A site plan is included in Appendix A for reference.
Site generated traffic projections were developed using "Trip Generation, 10t"
Edition", as published by the Institute for Transportation Engineers (ITE). The land
use for the proposed improvements is listed in the table. A summary is provided
below in Table 2.
Table 2—Trip Generations
Estimated Site Traffic Generation
Mozena Farms Development
Dubuque,lowa
Trip Generations on opening day
PEAK OF ADJACENT STREET
LAND A.M.PEAK HOUR P.M.PEAK HOUR
USE ADT (VPH) (VPH)
LAND USE CODE UNITS QUANTITY (VPD) IN OUT IN OUT
Single FamilyDetached Housing 210 Dwelling Units 101 1,078 20 59 66 39
Total 101 1,078 20 59 66 39
Offsite development was identified from the Kivlahan Farms Traffic Impact Study
provided by the City. From that study, a second phase of Kivlahan Farms is
proposed and Offsite development on the southerly side of JFK Road was
identified. The trip generations for these non-site improvements were taken
directly from the Kivlahan Farms report and added into the future traffic volumes
under the 20 Year time horizon. The excerpt from that report, showing the
inbound and outbound trips are included in the attached appendix. The City
indicated another development on the west side of JFK Road is being
considered. It will use the intersection of JFK Road and W. 32nd Street for at
least part of its access. It is our understanding this intersection will be signalized
at some point in the future. For purposes of this study, the intersection under the
5-year and 20-year scenarios was assumed to operate under signalized control.
9
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TRIP DISTRIBUTION AND ASSIGNMENT
The residential development should follow the same trip distribution patterns observed
in the field with the existing traffic counts.
The trips were distributed to the site accesses as follows:
• Based on observed traffic on Northwest Arterial and on JFK Road, the overall
distribution is shown on Figure 3.
• Observed southbound right turns and eastbound left turns at JFK and NW
Arterial were excluded from the distribution analysis because that traffic was
assumed to represent home-based work trips to and from the rural areas north of
town and tended to overweight the distribution to the north.
• The right-in/right-out public street onto NW Arterial will allow traffic to exit the site
to the east, but the return trips were assumed to use W. 32nd Street via Central
Avenue.
• Generated trips oriented to JFK Road north of W. 32nd Street will likely use W.
32nd Street for their return trip since the traffic signal on JFK Road at NW Arterial
will create additional delay to get to the RIRO access versus no additional signal
to return on W. 32nd Street.
• Conversely, most of the traffic assigned to NW Arterial, west of JFK Road was
assumed to use the RIRO entrance for their return trips.
Figure 3 shows the trip distribution percentages of the site generated traffic to the public
street network and to the proposed site accesses based on the site plan layout. Figure 4
shows the site generated traffic distributed and assigned to the street network. Figure 5
shows the site generated trips overlaid onto the existing traffic to represent an Opening
Day condition.
10
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ANALYSIS
Based on the DMATS Long Range Transportation Plan 2050, a one percent
growth rate in vehicle traffic was applied to the non-site generated traffic to
estimate background traffic growth for the 5-year and 20 year analysis scenarios.
The following locations were selected for analysis:
• John F Kennedy Road and W. 32nd Street
• John F Kennedy Road and Spring Valley Road
• W. 32nd Street and Tiffany Court
• NW Arterial and Right-In/Right-Out Public Street Access
Intersection capacity analyses were computed for four scenarios:
• Existing Conditions - Existing geometry, traffic controls, and volumes
• Opening day of site - Existing geometry, traffic controls, and volumes on the
first day of operation for full build of the site.
• Opening day plus 5 years of background traffic growth
• Future Term — Opening Day plus 20 years of background traffic growth and
offsite traffic
From the AASHTO Green Book, Levels of Service (LOS) are described as
follows:
Level of Service General O eratin Conditions
A Free Flow
B Reasonabl Free Flow
C Stable Flow
D A roachin Unstable Flow
E Unstable Flow
F Forced or Breakdown Flow
A. Existing Conditions: Under existing conditions, all intersections operate
under two-way stop control with the minor street being stopped. Tables 3, 4,
and 5 show the AM and PM peak hour existing conditions for the study
intersections. As can be seen from the tables, traffic operations at all
intersections operate at good LOS A, B and C in all time periods.
14
-•. '.• • . • . •- • •••- •
Table 3
Intersection Capacity Analysis Summary
Existing Conditions
Intersection of lohn F Kennedy Road with W.32nd Street
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 45 7.8 0.1 A 1 45 8.4 0.1 A
Thru 1 205 0.0 0 A 1 193 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Thru 1 116 0.0 0 A 1 262 0.0 0 A
Right 1 66 - - - 1 132 - - -
W. 32nd Street
Westbound
Left 1 121 14.5 0.1 B 1 160 18.6 1.9 C
Thru - 0 - - - - 0 - - -
Right 1 20 9.0 0.1 A 1 50 10.2 0.2 B
- Indicates movement shares lane with through movement
15
-.. '.. . . . . •- • •••- .
Table 4
Unsignalized Intersection Capacity Analysis Summary
Existing Conditions
Intersection of John F Kennedy Road with Spring Valley Road
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 18 7.9 0.1 A 1 41 8.7 0.1 A
Th ru 1 333 0.0 0 A 1 380 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Th ru 1 222 0.0 0 A 1 439 0.0 0 A
Right - 19 - - - 1 63 - - -
Spring Valley Road
Westbound
Left 1 47 14.0 0.7 B 1 36 19.7 0.8 C
Thru - 0 - - - - 0 - - -
Right - 32 - - - 1 21 - - -
- Indicates movement shares lane with through movement
16
-.. '.. . . . . •- • •••- .
Table 5
Unsignalized Intersection Capacity Analysis Summary
Existing Conditions
Intersection of W.32nd Street with Tiffany Court
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
W. 32nd Street
Eastbound
Left - 4 7.6 0 A - 2 7.6 0 A
Th ru 1 197 0.0 0 A 1 94 0.0 0 A
Right - - - - - - - - - -
Westbound
Left - - - - - - - - - -
Th ru 1 145 0.0 0 A 1 168 0.0 0 A
Right - 5 - - - - 5 - - -
Tiffany Court
Southbound
Left 1 5 10.1 0.1 B 1 2 9.6 0 A
Thru - - - - - - - - - -
Right - 7 - - - - 5 - - -
- Indicates movement shares lane with through movement
17
-•. '.• • . • . •- • •••- •
B. Opening Day Conditions: The traffic volumes from Figure 5 were used to
analyze opening day conditions. A traffic signal warrant was evaluated for
opening day conditions at JFK Road and W. 32nd Street looking at only the
peak hour traffic. The analysis results may be viewed in the appendix. A
traffic signal warrant is not met for the peak hour conditions.
Analysis of opening day conditions revealed very similar results as existing
conditions. Each intersection experiences slight increases in delay and
queuing, however, there is ample spare capacity to absorb the additional
traffic.
The new Right-In/Right-Out street onto NW Arterial operates at very good
LOS A. A right turn lane warrant analysis was performed for the proposed
intersection. The warrant analysis followed NCHRP Report 457, Engineering
Study Guide for Evaluating Intersection Improvements. The analysis results
are included in the appendix. Based on the vehicle speeds and volumes, no
right turn lane warrant is met from NW Arterial into the proposed site.
However, the City has determined a right turn lane will be required due to the
high speeds (50 mph) and expressway nature of NW Arterial. Similarly, an
acceleration lane will be required for traffic exiting the site and merging onto
NW Arterial.
Tables 6 through 9 summarize the capacity analyses results for the Opening
Day scenario.
18
-.. '.. . . . . •- • •••- .
Table 6
Unsignalized Intersection Capacity Analysis Summary
Opening Day Conditions
Intersection of John F Kennedy Road with W. 32nd Street
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay 4ueue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 47 7.8 0.1 A 1 52 8.4 0.2 A
Thru 1 205 0.0 0 A 1 193 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Thru 1 116 0.0 0 A 1 262 0.0 0 A
Right 1 67 - - - 1 135 - - -
W.32nd Street
Westbound
Left 1 138 15.1 1.3 C 1 171 20.0 2.2 C
Thru - 0 - - - - 0 - - -
Right 1 26 9.0 0.1 A 1 54 10.2 0.3 6
- Indicates movement shares lane with through movement
19
-.. '.. • . . . •- • •••- .
Table 7
Unsignalized Intersection Capacity Analysis Summary
Opening Day Conditions
Intersection of John F Kennedy Road with Spring Valley Road
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 18 7.9 0.1 A 1 41 8.8 0.1 A
Th ru 1 333 0.0 0 A 1 380 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Th ru 1 222 0.0 0 A 1 439 0.0 0 A
Right - 23 - - - 1 79 - - -
Spring Valley Road
Westbound
Left 1 59 14.7 0.9 B 1 46 21.5 1 C
Thru - 0 - - - - 0 - - -
Right - 32 - - - 1 21 - - -
- Indicates movement shares lane with through movement
20
-.. '.. . . . . •- • •••- .
Table 8
Unsignalized Intersection Capacity Analysis Summary
Opening Day Conditions
Intersection of W.32nd Street with Tiffany Court
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
W. 32nd Street
Eastbound
Left - 11 7.6 0 A - 28 7.7 0.1 A
Th ru 1 197 0.0 0 A 1 94 0.0 0 A
Right - - - - - - - - - -
Westbound
Left - - - - - - - - - -
Th ru 1 145 0.0 0 A 1 168 0.0 0 A
Right - 13 - - - - 28 - - -
Tiffany Court
Southbound
Left 1 16 10.2 0.3 B 1 6 9.8 0.2 A
Thru - - - - - - - - - -
Right - 40 - - - - 30 - - -
- Indicates movement shares lane with through movement
21
-•. '.• • . • . •- • •••- •
Table 9
Unsignalized Intersection Capacity Analysis Summary
Opening Day Conditions
Intersection of NW Arterial with New Site RtRO Driveway
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
NW Arterial
Eastbound
Thru 2 422 0.0 0 A 2 575 0.0 0 A
Right 1 5 - - - 1 17 - - -
Site RIRO Driveway
Northbound
Right 1 15 9.9 0.1 A 1 10 10.5 0.1 B
- Indicates movement shares lane with through movement
22
-•. '.• • . • . •- • •••- •
C. Opening Day Plus 5 Years: Background growth was added to the through
traffic on JFK Road, NW Arterial, and on W. 32nd Street at Tiffany Court
assuming a one percent annual growth rate. The multiplier was not applied to
the side street traffic on W. 32nd Street at JFK Road since off-site
development traffic (Kivlahan Farms Phase 2 and the vacant site on the
westerly side of JFK) was added separately. The Non-Site generated traffic
is shown in Figure 6. The Opening Day plus 5 Years traffic volumes are
shown in Figure 7 (Background Growth plus site plus non-site traffic).
Tables 10 through 13 summarize the intersection capacity analyses at the
study intersections. Generally, five years of growth added to the through
traffic does not materially change the result from the Opening Day scenario.
The intersection of W. 32nd Street and JFK Road are assumed to operate
under signalized traffic control..
23
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Tab/e 10
Signalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 5 Years Growth
Intersection of John F Kennedy Road with W. 32nd Street
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 47 6.6 1 A 1 57 8.7 1.5 A
Thru 1 250 7.0 4.5 A 1 208 8.5 4.4 A
Right - 10 - - - - 10 - - -
Northbound
Left 1 70 6.9 1.5 A 1 60 8.6 1.6 A
Thru 1 122 6.4 2.2 A 1 280 9.1 5.8 A
Right 1 77 1.9 0.6 A 1 140 2.0 1 A
W.32nd Street
Westbound
Left 1 148 46.1 5.4 D 1 201 44.2 6.9 D
Thru 1 10 13.8 1 B 1 10 9.2 1.3 A
Right - 26 - - - - 54 - - -
Eastbound (Offsite Drive)
Left 1 10 26.8 0.7 C 1 15 23.8 0.8 C
Thru 1 S 12.5 1 B 1 10 10.6 1.2 B
Right - 25 - - - - 35 - - -
- Indicates movement shares lane with through movement
26
-.. '.. . . . . •- • •••- .
Tab/e 11
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 5 Years Growth
Intersection of John F Kennedy Road with Spring Valley Road
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 18 7.9 0.1 A 1 41 8.9 0.1 A
Th ru 1 350 0.0 0 A 1 400 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Th ru 1 233 0.0 0 A 1 461 0.0 0 A
Right - 23 - - - 1 79 - - -
Spring Valley Road
Westbound
Left 1 59 15.3 0.9 C 1 46 22.8 1.1 C
Thru - 0 - - - - 0 - - -
Right - 32 - - - 1 21 - - -
- Indicates movement shares lane with through movement
27
-•. '.• • . • . •- • •••- •
Tab/e 12
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 5 Years Growth
Intersection of W.32nd Street with Tiffany Court
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
W. 32nd Street
Eastbound
Left - 11 7.6 0 A - 28 7.7 0.1 A
Th ru 1 207 0.0 0 A 1 99 0.0 0 A
Right - - - - - - - - - -
Westbound
Left - - - - - - - - - -
Th ru 1 152 0.0 0 A 1 176 0.0 0 A
Right - 13 - - - - 28 - - -
Tiffany Court
Southbound
Left 1 16 10.3 0.3 B 1 6 9.9 0.2 A
Thru - - - - - - - - - -
Right - 40 - - - - 30 - - -
- Indicates movement shares lane with through movement
28
-.. '.. . . . . •- • •••- .
Tab/e 13
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus S Years Growth
Intersection of NW Arterial with New Site RIRO Driveway
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay 4ueue Volume Delay 4ueue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
NW Arterial
Eastbound
Thru 2 444 0.0 0 A 2 604 0.0 0 A
Right 1 5 - - - 1 17 - - -
Site RIRO Driveway
Northbound
Right 1 15 10.0 0.1 B 1 10 10.6 0.1 B
- Indicates movement shares lane with throu�h movement
29
-.. '.. . . . . •- • •••- .
D. Twenty Year Traffic Scenario: Similar to Opening Day plus five years,
twenty years of annual growth at one percent per year was applied to the
existing through traffic and then added to the site generated traffic and non-
site generated traffic. Figure 8 shows the 20 Year traffic assigned to the
Study Site intersections.
Under this scenario, it was again assumed the intersection of W. 32nd Street
and JFK Road would be signalized. Although a signal coordination analysis
was not performed between this signal and the signal at NW Arterial, the
traffic signal cycle lengths assumed for that intersection was used at 32nd
Street, which should provide a reasonable estimate of delay and queuing.
There might be slight variation depending on the signal offsets and
coordination, but the differences should be well withing the error of the
estimate at a 20 year timeframe.
The future traffic capacity analyses results are summarized in Tables 14
through 17. Generally, all intersections perform at Good LOS C or better.
Queuing is manageable for all movements and peak time periods. The
exceptions being:
• The westbound left turn at W. 32nd Street and JFK Road, during the
AM Peak hour operates at an acceptable LOS D with queuing between
5 and 6 vehicles. The long (90 second) cycle length assumed in the
Kivlahan Farms traffic study at NW Arterial and JFK Roadway pushes
the queue lengths up.
• The westbound left turn at Spring Valley Road, during the PM Peak
hour operates at an acceptable LOS D with about 2 vehicles queued at
the peak time.
30
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-.. '.. . . . . •- • •••- .
Tab/e 14
Signalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 20 Years Growth
Intersection of lohn F Kennedy Road with W. 32nd Street
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 47 6.5 1 A 1 57 8.9 1.4 A
Thru 1 253 7.0 4.5 A 1 253 9.1 4.8 A
Right - 10 - - - - 10 - - -
Northbound
Left 1 70 6.8 1.5 A 1 60 8.8 1.4 A
Thru 1 140 6.4 2.5 A 1 322 9.7 6.1 A
Right 1 77 1.8 0.6 A 1 140 2.3 1.1 A
W. 32nd Street
Westbound
Left 1 148 46.4 5.4 D 1 201 34.1 5.4 C
Thru 1 10 13.8 1.0 B 1 10 7.5 1.0 A
Right - 26 - - - - 54 - - -
Eastbound(Offsite Drive)
Left 1 10 26.9 0.7 C 1 15 17.6 0.7 B
Thru 1 5 12.6 0.9 B 1 10 8.5 1.0 A
Right - 25 - - - - 35 - - -
- Indicates movement shares lane with through movement
32
-.. '.. . . . . •- • •••- .
Tab/e 15
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 20Years Growth
Intersection of John F Kennedy Road with Spring Valley Road
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
John F Kennedy Road
Southbound
Left 1 18 8.0 0.1 A 1 41 9.1 0.2 A
Th ru 1 403 0.0 0 A 1 460 0.0 0 A
Right - - - - - - - - - -
Northbound
Left - - - - - - - - - -
Th ru 1 268 0.0 0 A 1 531 0.0 0 A
Right - 23 - - - 1 79 - - -
Spring Valley Road
Westbound
Left 1 59 17.1 1.1 C 1 46 28.3 1.4 D
Thru - 0 - - - - 0 - - -
Right - 32 - - - 1 21 - - -
- Indicates movement shares lane with through movement
33
-.. '.. . . . . •- • •••- .
Tab/e 16
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 20Years Growth
Intersection of W.32nd Street with Tiffany Court
AM PEAK PM PEAK
95th %- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
W. 32nd Street
Eastbound
Left - 11 7.7 0 A - 28 7.8 0.1 A
Th ru 1 238 0.0 0 A 1 114 0.0 0 A
Right - - - - - - - - - -
Westbound
Left - - - - - - - - - -
Th ru 1 175 0.0 0 A 1 203 0.0 0 A
Right - 13 - - - - 28 - - -
Tiffany Court
Southbound
Left 1 16 10.7 0.3 B 1 6 10.1 0.2 A
Thru - - - - - - - - - -
Right - 40 - - - - 30 - - -
- Indicates movement shares lane with through movement
34
-.. '.. . . . . •- • •••- .
Tab/e 17
Unsignalized Intersection Capacity Analysis Summary
Site Plus Non-Site Plus 20 Years Growth
Intersection of NW Arterial with New Site RIRO Driveway
AM PEAK PM PEAK
95th%- 95th%-
ile ile
Volume Delay Queue Volume Delay Queue
Approach Lanes (vph) (sec/veh) (veh) LOS Lanes (vph) (sec/veh) (veh) LOS
NW Arterial
Eastbound
Thru 2 S15 0.0 0 A 2 696 0.0 0 A
Right 1 5 - - - 1 17 - - -
Site RIRO Drive�vay
Northbound
Right 1 15 10.4 0.1 B 1 10 11.1 0.1 B
- Indicates movement shares lane�vith through movement
35
-.. '.. . . . . •- • •••- .
TRAFFIC CONTROLS AND ACCESS LOCATIONS
On opening day, the site is assumed to operate at full build. Tiffany Court has
ample available capacity to easily handle the traffic added from Mozena Farms.
The only other potential access to W. 32nd Street from the site is at an offset to
location to Killarney Court but this access is not planned. The City prepared an
analysis of that access location and determined the intersection sight distance
does not meet the design of W. 32nd Street and that location is too close to
Killarney Court for proper, safe operation of the intersection (see analysis in
attached appendix) That leaves Tiffany Court as the only viable option for safe
access to the site from W. 32nd Street.
Likewise, the Right-in/Right-out public street location onto NW Arterial appears to
have adequate available intersection sight distance to the west, based on a
visual review. Per lowa DOT Design Guidance 6D-1 , the required Stopping Sight
Distance requirement is 570 feet and the Intersection Sight Distance requirement
is about 620 feet. Using Google Earth Street View software, NW Arterial appears
to be flat and level for at least 1 ,700 feet from the proposed new public street.
The caveat being the Street View camera is mounted on top of the car (not at the
driver's eye height) and the design method Driver's Eye location should be 18
feet back from the edge of the traveled way. That being said, with NW Arterial
being so flat at this location, it is our opinion the new public street can be easily
designed to meet the intersection sight distance and stopping sight distance
requirements for a right turn maneuver. This should be checked while the design
is prepared as the street profile elevation can also impact sight distance.
Figure 9 shows a concept of the Right-in/Right-out access. The access
geometry is based on the design provided by Axiom Consultants and is located
about 485-feet west of the existing median break on NW Arterial. The layout is
similar to other driveways and side streets along NW Arterial that include a right-
turn splitter island to reinforce the concept of one-way eastbound operation.
We recommend offsetting the front edge of the island (the edge closest to NW
Arterial) is set two feet back from the edge of the mainline shoulder. This results
in an island area of about 170 square feet, which is more than the recommended
minimum of 100 square feet. Also, the splitter island should have no side that is
less that 12-feet long after the nose rounding is applied.
The City indicated a right turn bay will be required at this location due to the
expressway nature of NW Arterial. Based on SUDAS, the lowa DOT Design
Manual, and the AASHTO Green Book it was determined for a design speed on
NW Arterial of 55 mph, using AASHTO Figure 2-25, the required deceleration
distance is 360 feet (assuming the vehicle will slow to about 15 mph). Because
of the high speed (50 mph) a 15:1 entry taper to the turn bay is recommended. It
was assumed the taper length would be counted in the deceleration distance (per
36
-.. '.. . . . . •- • •••- .
AASHTO 9.7.2). Therefore, the parallel turn bay length is 180 feet and the taper
length is 180 feet. This total length appears consistent with what has been
constructed at several locations on NW Arterial (the right turn bays at Sam's
Club, and Payton Drive).
The City also requires an acceleration lane be provided for right turning traffic
from the site to merge onto NW Arterial. Again, the geometric design criteria are
obtained by referring to AASHTO for a design speed of 55 mph (50 mph posted
speed) and starting from a stopped condition, Table 10-3 specifies a base
acceleration length of 960 feet. Looking at the site plan provided by Axiom
Consultants, much of the length of the acceleration distance will be between 3%
and 4% down grade. Therefore, AASHTO allows the base acceleration distance
to be adjusted per the factors in Table 10-4. For the given down grade and 55
mph design speed, the adjustment factor is 0.625. The resulting acceleration
distance is 960 feet x 0.625 which is 600 feet. Per Figure 10-69, the taper
distance should be at least 300 feet long. To encourage right turning traffic to
use the acceleration lane, a simple radius of 80 feet (which accommodates a
Single Unit Truck) should be the minimum edge of pavement design radius.
Because the RIRO access will be located upstream of the median break, it is
possible an occasional driver may try to make a U-Turn to head west on NW Arterial
back toward Dubuque. However, the driver would be traveling about 500 feet in the
opposite direction of their destination before making the U-Turn and 500 feet back.
The out of travel path distance should be enough to discourage most drivers.
Therefore, it is not anticipated that a significant number of U-Turns will occur.
However, the City could add No U-Turn signage (R3-4) to prohibit the movement. If
a problem arises, the City could use law enforcement, and if the problem becomes
significant, then closure of the median opening could be considered.
37
-.. '.. . . . . •- • •••- .
_ .' . . . . - - _ . .� .� � �� ���� tl_ ` .
- , - . �� - `- .- . � l�'.. . -t .
� " _ � - ���":��+�f:*.
� -- - - .� , �s �, .
l ��� _ IslanU Ecige 2 Back
`��'`'�'�-=-' -- --_- fram Edge aT Shaulder
_~~�-:�eo•R��nr r����Bay_�=_- - - _ `a� R7�R�A� �
f ' ,with 180'15:1 EntryTaper-'z= -='_= NY* A _ � �
�} 360'Total�ecel�isiance ` :
�, Per AASNTO Figure 2-2� - -- i '
_ _ ____ __ _ 20'Back to Back �"`
�.=� -= - ---` _ --_ .
_ " ;.'___ -
��il�� `'r� _ - .. - _
;�,�N_ �- _-_ -_ - _ -- - � � �S��I.- .- -
.rs.' '
�'M � � .- : .
- ,� 80'R-SLl-4Q design-VehiCEe ?�:=.-'
Per AASI-i7Q 9-45 `�
1� -__:Y��=1--.-_..._ -__ ; _
1 -. _
_ i - �31'Bar,k fO.BaGk r�
- _ . - _�_� ..:- -� . , a . - - -- -_= ='�� _���'�r-'��- _ .
_ +t*r 4'�L�~' ' � � � : .. �1. � _ _ - . .
_ "I���F ��y� � � -
. �� •,'� ��� �
��� w
ti �� � - . U . _
U - -
�.�r . � . . _
_--r"+_ !-
�- - . � N �'z�
N
��� .,L ;u�-t" �
— -. ��. -f ly �' v _. � __' _ _- ..�t_ '_.�
ti ; �.'�'��,�, � � _- - - �.
.�
', .' ` � ' � �.�- y`_ �' . . • _-_ ��
_ A � `- ' � ��
' _ 1isl�� t +•�+
� �'��.
'�ti • �y ' ' � y _ -_ — . S`�. .
�
_• ,�� - 4Y -• • M . _ • �� . �rtJOO -_
-_� -� � � ' �a�e( .4
�•. �- , .
_ :., A�TE�IAL .-= A �r � - -
- �,�w ��� __
_r��� 600'Acceferation Lane Based . ___ -
� R��e�_6�����1 irom s opped co d ip ned starting ._- -
{� ` -_Per AASHTQ TabEes 10-3 and 10-A=-.�=-- -
� -- --- ==__=- for average down grade of 3°/0-4%. ��-
� J - - - _ _ - - `� �-sf�"" -
- -- - _- --' _ -_' -- _=-.---- _- ';�-- -
_ - r-- _ _ _ __ -
_- _ _' _ -- - - � _ _-
f]KAWN BY:JCM ANDERSON������� hight-In I Right�out A9cess Concept
€7ATE�9106l22
38
-.. '.. . . . . •- • •••- .
CRASH HISTORY
The IDOT online Crash Analysis Tool (ICAT) was used to analyze crashes at the
study intersection from 2017 — 2022 at the study intersections. The detailed
reports are included in the attached appendix. The following tables, 18 through
21 , summarize the crash experience at each of the study intersections.
Calculated crash rates describe how many crashes there are at an intersection
per million vehicles which enter the intersection. The statewide average for
intersection crash rate as published by the IDOT Bureau of Transportation Safety
is 0.8 crashes per million entering vehicles (MEV).
Table 18 shows the crashes at JFK Road and W. 32nd Street. The intersection
crash rate is 0.4 Crashes per MEV. While this rate is less than average, there is
a pattern of westbound vehicles not yielding to stop signs. The City may want to
perform a more in-depth review of sign visibility or look into other
countermeasures.
Table 18
John F Kennedy Road and W. Direction of Driver at Fault Crash Type PDO/INJ/FAT
32nd Street Travel
6/3/2017 WB/NB WB- FTYROW RIGHTANGLE PINJ
7/2/2017 SB/SB SB-LOST CON REAR END PDO
6/24/2018 NB/SB NB-LANE CHG HEAD ON PDO
9/1/2018 WB/NB WB- FTYROW RIGHTANGLE PDO
9/10/2018 NB/NB NB-UTURN REAR END PDO
6/13/2019 WB/WB B-LOSTCON REAREND PDO
6/16/2019 WB/NB WB- FTYROW RIGHTANGLE PINJ
9/9/2019 WB/NB WB-FTYROW RIGHTANGLE PDO
9/4/2020 WB/NB WB- FTYROW RIGHTANGLE PDO
7/29/2022 WB/NB WB- FTYROW RIGHTANGLE INJ
2021 NO CRASHES REPORTED
PDO- Property Damage Only; INJ/PINJ - Injury or Possible Injury; FAT- Fatality
39
-.. '.. . . . . •- • •••- .
Table 19
John F Kennedy Road and Direction of Driver at Fault Crash Type PDO/INJ/FAT
Spring Valley Road Travel
6/24/2019 WB/SB WB- FTYROW RIGHTANGLE PDO
11/4/2021 NB/NB NB-LOST CON REAR END PDO
PDO- Property Damage Only; INJ/PINJ - Injury or Possible Injury; FAT- Fatality
Table 19 shows the crash experience at JFK Road and Spring Valley Road.
Only two crashes were observed in the study time frame. The calculated crash
rate is 0.1 crashes per MEV. That rate is well below the State average and there
is no discernable crash patterns.
Table 20
W.32nd Street and Tiffany Direction of Driver at Fault Crash Type PDO/INJ/FAT
Court Travel
10/5/2019 WB B- LOST CON N/A PI NJ
PDO- Property Damage Only; INJ/PINJ - Injury or Possible Injury; FAT- Fatality
Table 20 shows one crash at Tiffany Court and W. 32nd Street. It was a single
vehicle crash, but the report did not indicate if the vehicle left the road, hit a fixed
object or any details about the crash itself. The calculated crash rate is 0.1
crashes per MEV.
Crash data at the proposed RIRO public street location on NW Arterial showed 3
crashed with animals (likely deer). No other crashes were observed and since
there is no intersection, no intersection crash rate was calculated.
40
-.. '.. . . . . •- • •••- .
CONCLUSIONS AND RECOMMENDATIONS
The proposed development appears to align with the future planning documents
provided by the City of Dubuque. The land uses for this development are
consistent with the area and appears to be consistent with what was planned
when Tiffany Court neighborhood was developed with the street stopping at the
property line.
The intersection of Tiffany Court with W. 32nd Street is currently very lightly used
and has more than enough capacity to service the additional traffic from Mozena
Farms development. Based on the analyses, on Opening Day of the
development (full build out), the delay difference between existing conditions is
0.1 additional seconds per vehicle. The operational Level of Service will remain
at good LOS B as it is today.
After review of crash data for the study area, no existing high crash rates were
apparent. The existing roadway controls and geometry appear to operate
acceptably from both operational and safety perspectives. There might be a
pattern of westbound left turns running the stop sign at W. 32nd Street and JFK
Road. The City may consider looking at the existing signing to see if there are
visibility issues, or any other apparent reason for that crash pattern.
Trip distributions were based on existing, observed peak hour traffic flows. The
existing and proposed intersections operate at good LOS even under the
proposed traffic loading from the Mozena Farms development. Tiffany Court is
very lightly traveled and has excess capacity at its intersection with W. 32nd
Street.
Right turn bay warrants were not met for an eastbound turn lane off Northwest
Arterial under Opening Day, 5-Year, or 20-year scenarios. However, the City
has determined a right turn bay and an acceleration lane should be added due to
the high speed and expressway nature of NW Arterial. As such, a concept
design for the entrance has been included in this report. Also, to prohibit U-Turns
at the median break approximately 500 feet east of the site access, the City
should install No U-Turn signage at the median opening per the MUTCD.
A traffic signal warrant analysis was performed at the intersection of W. 32nd
Street and JFK Road. A warrant is not met under the analyzed time scenarios. It
is our understanding the City does have a development proposal for this parcel
that does generate a traffic signal warrant as determined in a separate study
from this. As such, the assumption of a traffic signal at the 5-year and 20-year
time horizon is reasonable.
The proposed right-in/right-out access onto NW Arterial will operate at good LOS
A for all analyzed scenarios. While the access location is near the top of the hill,
the sight distance should be verified by the roadway designer to ensure the
41
-•. '.• • . • . •- • •••- •
location and grades of the RIRO will provide adequate intersection sight
distance.
Based on the above discussions, we recommend the City approve the site plan,
with the geometric recommendations for the RIRO public street access
incorporated into the design, based on the traffic operations aspects analyzed
here.
42
-•. '.• • . • . •- • •••- •
TECHNICAL APPENDICES
-.. �.. . . . . .- . ...- .
PROPOSED DEVELOPMENT SITE PLAN
-.. •.. . . . . .. - .
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SIGNAL WARRANT ANALYSIS
-.. •.. . . . . .. - .
MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS
John F Kennedy Road and W. 32nd Street
Location: Dubuque, lowa Date Data Taken: 8/3/2022 Wednesday
Population: 58,000 By: Anderson-Bogert
Analysis By: JCM Comment: Analysis exludes right turns.
Roadway Data
Major Street Minor Street
Name: JFK Rd W. 32nd St.
Number of Approach Lanes: 2 1
85th Percentile Speed (mph): 30 30
North-South Street: X
Correctable Collisions: 1 (Right Angle & Left Turn Type)
Entering Traffic Total Major Highest Warrants
Hour JFK Rd W. 32nd St. Entering Street Minor �
Ending NB SB EB WB Traffic Total Approach 1 A 1 B � 2 3
0100 0 0 0 0 0 0 0
0200 0 0 0 0 0 0 0
0300 0 0 0 0 0 0 0
0400 0 0 0 0 0 0 0
0500 0 0 0 0 0 0 0
0600 0 0 0 0 0 0 0
0700 116 250 0 121 487 366 121
0800 0 0 0 0 0 0 0
0900 0 0 0 0 0 0 0
1000 0 0 0 0 0 0 0
1100 0 0 0 0 0 0 0
1200 0 0 0 0 0 0 0
1300 0 0 0 0 0 0 0
1400 0 0 0 0 0 0 0
1500 0 0 0 0 0 0 0
1600 0 0 0 0 0 0 0
1700 262 193 0 160 615 455 160
1800 0 0 0 0 0 0 0
1900 0 0 0 0 0 0 0
2000 0 0 0 0 0 0 0
2100 0 0 0 0 0 0 0
2200 0 0 0 0 0 0 0
2300 0 0 0 0 0 0 0
2400 0 0 0 0 0 0 0
Warrant Criteria Hours Met 0 0 0 0 0
Required Hourlv Volume Hours Required 8 8 8 4 1
Warrant Major St Minor St Warrant Met: N N N N N
1A 600 150
1 B 900 75
ombo A 480 120
ombo B 720 60
2&3 See Figures 3A& 3B
Anderson-Bogert
Engineers Surveyors, Inc.
MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS
John F Kennedy Road and W. 32nd Street - Opening Day
Location: Dubuque, lowa Date Data Taken: 8/3/2023 Thursday
Population: 58,000 By: Anderson-Bogert
Analysis By: JCM Comment: Analysis exludes right turns.
Roadway Data
Major Street Minor Street
Name: JFK Rd W. 32nd St.
Number of Approach Lanes: 2 1
85th Percentile Speed (mph): 30 30
North-South Street: X
Correctable Collisions: 1 (Right Angle & Left Turn Type)
Entering Traffic Total Major Highest Warrants
Hour JFK Rd W. 32nd St. Entering Street Minor �
Ending NB SB EB WB Traffic Total Approach 1A 1B � 2 3
0100 0 0 0 0 0 0 0
0200 0 0 0 0 0 0 0
0300 0 0 0 0 0 0 0
0400 0 0 0 0 0 0 0
0500 0 0 0 0 0 0 0
0600 0 0 0 0 0 0 0
0700 116 252 0 138 506 368 138
0800 0 0 0 0 0 0 0
0900 0 0 0 0 0 0 0
1000 0 0 0 0 0 0 0
1100 0 0 0 0 0 0 0
1200 0 0 0 0 0 0 0
1300 0 0 0 0 0 0 0
1400 0 0 0 0 0 0 0
1500 0 0 0 0 0 0 0
1600 0 0 0 0 0 0 0
1700 262 193 0 171 626 455 171
1800 0 0 0 0 0 0 0
1900 0 0 0 0 0 0 0
2000 0 0 0 0 0 0 0
2100 0 0 0 0 0 0 0
2200 0 0 0 0 0 0 0
2300 0 0 0 0 0 0 0
2400 0 0 0 0 0 0 0
Warrant Criteria Hours Met 0 0 0 0 0
Required Hourly Volume Hours Required 8 8 8 4 1
Warrant Major St Minor St Warrant Met: N N N N N
1 A 600 150
1 B 900 75
ombo A 480 120
ombo B 720 60
2&3 See Figures 3A&3B
Anderson-Bogert
Engineers Surveyors, Inc.
MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS
John F Kennedy Road and W. 32nd Street - Opening Day + 5
Location: Dubuque, lowa Date Data Taken: 8/3/2023 Thursday
Population: 58,000 By: Anderson-Bogert
Analysis By: JCM Comment: Analysis exludes right turns.
Roadway Data
Major Street Minor Street
Name: JFK Rd W. 32nd St.
Number of Approach Lanes: 2 1
85th Percentile Speed (mph): 30 30
North-South Street: X
Correctable Collisions: 1 (Right Angle & Left Turn Type)
Entering Traffic Total Major Highest Warrants
Hour JFK Rd W. 32nd St. Entering Street Minor �
Ending NB SB EB WB Traffic Total Approach 1 A 1 B � 2 3
0100 0 0 0 0 0 0 0
0200 0 0 0 0 0 0 0
0300 0 0 0 0 0 0 0
0400 0 0 0 0 0 0 0
0500 0 0 0 0 0 0 0
0600 0 0 0 0 0 0 0
0700 192 297 40 184 713 489 184
0800 0 0 0 0 0 0 0
0900 0 0 0 0 0 0 0
1000 0 0 0 0 0 0 0
1100 0 0 0 0 0 0 0
1200 0 0 0 0 0 0 0
1300 0 0 0 0 0 0 0
1400 0 0 0 0 0 0 0
1500 0 0 0 0 0 0 0
1600 0 0 0 0 0 0 0
1700 340 265 60 265 930 605 265
1800 0 0 0 0 0 0 0
1900 0 0 0 0 0 0 0
2000 0 0 0 0 0 0 0
2100 0 0 0 0 0 0 0
2200 0 0 0 0 0 0 0
2300 0 0 0 0 0 0 0
2400 0 0 0 0 0 0 0
Warrant Criteria Hours Met 0 0 0 0 0
Required Hourlv Volume Hours Required 8 8 8 4 1
Warrant Major St Minor St Warrant Met: N N N N N
1A 600 150
1 B 900 75
ombo A 480 120
ombo B 720 60
2&3 See Figures 3A& 3B
Anderson-Bogert
Engineers Surveyors, Inc.
MUTCD TRAFFIC SIGNAL WARRANT ANALYSIS
John F Kennedy Road and W. 32nd Street - Opening Day + 20
Location: Dubuque, lowa Date Data Taken: 8/3/2023 Thursday
Population: 58,000 By: Anderson-Bogert
Analysis By: JCM Comment: Analysis exludes right turns.
Roadway Data
Major Street Minor Street
Name: JFK Rd W. 32nd St.
Number of Approach Lanes: 2 1
85th Percentile Speed (mph): 30 30
North-South Street: X
Correctable Collisions: 1 (Right Angle & Left Turn Type)
Entering Traffic Total Major Highest Warrants
Hour JFK Rd W. 32nd St. Entering Street Minor �
Ending NB SB EB WB Traffic Total Approach 1 A 1 B � 2 3
0100 0 0 0 0 0 0 0
0200 0 0 0 0 0 0 0
0300 0 0 0 0 0 0 0
0400 0 0 0 0 0 0 0
0500 0 0 0 0 0 0 0
0600 0 0 0 0 0 0 0
0700 287 310 40 184 821 597 184
0800 0 0 0 0 0 0 0
0900 0 0 0 0 0 0 0
1000 0 0 0 0 0 0 0
1100 0 0 0 0 0 0 0
1200 0 0 0 0 0 0 0
1300 0 0 0 0 0 0 0
1400 0 0 0 0 0 0 0
1500 0 0 0 0 0 0 0
1600 0 0 0 0 0 0 0
1700 522 320 60 265 1167 842 265
1800 0 0 0 0 0 0 0
1900 0 0 0 0 0 0 0
2000 0 0 0 0 0 0 0
2100 0 0 0 0 0 0 0
2200 0 0 0 0 0 0 0
2300 0 0 0 0 0 0 0
2400 0 0 0 0 0 0 0
Warrant Criteria Hours Met 0 0 0 0 0
Required Hourlv Volume Hours Required 8 8 8 4 1
Warrant Major St Minor St Warrant Met: N N N N N
1A 600 150
1 B 900 75
ombo A 480 120
ombo B 720 60
2&3 See Figures 3A& 3B
Anderson-Bogert
Engineers Surveyors, Inc.
RIGHT TURN LANE ANALYSIS
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H�M INTERSECTIaN CAPA��TY ANALYSES
-.. •.. . . .- . ..,- .
HCM 6th TWSC
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
Intersection
Int Delay,s/veh 4.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�r � "�i � '� � � "�r
Traffic Vol,vehlh 0 0 0 121 0 20 0 116 66 45 205 0
Future Vol,veh/h 0 0 0 121 0 20 0 116 66 45 205 0
Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length 150 - - 175 - - 150 - 110 150 - -
Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 0 0 142 0 24 0 136 78 53 241 0
MajorlMinor Minor2 Minor1 Major1 Major2
Conflicting Flow All 534 561 241 483 483 136 241 0 0 214 0 0
Stage 1 347 347 - 136 136 - - - - - - -
Stage 2 187 214 - 347 347 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 457 436 798 494 483 913 1326 - - 1356 - -
Stage 1 669 635 - 867 784 - - - - - - -
Stage 2 815 725 - 669 635 - - - - - - -
Platoon blocked,% - - - -
Mov Cap-1 Maneuver 432 419 798 479 464 913 1326 - - 1356 - -
Mov Cap-2 Maneuver 432 419 - 479 464 - - - - - - -
Stage 1 669 610 - 867 784 - - - - - - -
Stage 2 794 725 - 643 610 - - - - - - -
Approach EB WB NB SB
HCM Control Delay,s 0 14.7 0 1.4
HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR
Capacity(veh/h) 1326 - - - - 479 913 1356 - -
HCM Lane V/C Ratio - - - - - 0.297 0.026 0.039 - -
HCM Control Delay(s) 0 - - 0 0 15.7 9 7.8 - -
HCM Lane LOS A - - A A C A A - -
HCM 95th%tile Q(veh) 0 - - - - 1.2 0.1 0.1 - -
AM Peak Existing 11:08 am 09/0612022 Baseline Synchro 11 Report
JCM Page 1
HCM 6th TINSC
T: S rin Valle Rd & JFK Raad ���Qst���2
Interse�tfon
Inf De€ay,slveh 1.9
Movemenf W8� WBR NBT NE�R S8L 5BT
Lane Cnn6igurafions � '�i � �
Tra��Vol,vehlh 47 32 222 19 18 333 _ _ _ _
FL1tLifE VDI,vehlh 47 3Z 222 19 98 333
Conflicfing Peds,#Jhr 6 D 0 0 0 0
Sign Cantro4 5top 5lop Free Free Free Free
RT Channelized - None - �lane - None
5torage L�ngth 0 - - - �0 -
Veh in N�edian Starage,# 0 - 4 - - 0
Gratle,°Io � - 0 - - �
Peak Hour Factor 85 85 85 85 85 85
Heavy Uehicles,°l0 2 2 2 � 2 2
Mvmt�kaw 55 38 261 22 21 392 _
Ma orlMinor Minori Ma or1 Ma'or2
Ganfli�fin�Flow All TQ6 272 6 0 2$3 0
5fage� 2�TZ - - - - -
Sfage 2 434 - - - - -
Griti�al Hdwy 6.4� 5.2� - - 4.12 -
�rikical FEdwy 5tg 1 5.4� - - - - -
Critical Hdwy 5tg 2 5.42 - - - - -
Fallaw-up Hdwy 3.5�8 3.31$ - - 2.218 -
Pat Cap-1 Maneuver 402 76T - - 1279 -
5tage 1 774 - - - - - _
5tag�2 653 - - - - -
P�aloan blocked,°lo - � -
Niav Cap-1 Maneuver 396 T6T - - 1279 -
Mov Cap-2 Maneuver 396 - - - - -
Stage� 774 - - - - -
5tage 2 643 - - - - �
A roach WB Ne SB
FiCM Conkrol Delay,s 1A 4 0.4
HCM L05 B �
Minor LanelMa'ar Mvrnl NBT �VBl�W8Ln1 58� 58T
Capacity{vehrh} - � 492 1279 -
HC)vl Lane V1G Rali❑ - - �.189 D.Q17 -
H�M Contral a�lay�s} - - 14 7.9 - i
NCM Lane LC]S - - S A - �
NCM 95th°lafile Q�veh} - Q.7 0.� - __ _
AM Peak Existing 11:08 am fl9l0�12�22 8aseline Synchro 11 Reparf
��M Page 1
HCM 6th TINSC
11: W. 32nd 5treet & Tiffan� �t 09ld�l2�2�
]ntersection
inf f�elay, slveh fl.4
Moveme�t ESL EBT W8T WBf2 SBL S6R
Lane Configurafions � '� �
Traff��Vof,vehJh � 19�T 145 5 5 T _-� z --_ - - . -- - ----- ---- —
Future Val,vehlh 4 197 145 5 5 7
Gonflicting Peds,#Ihr � 0 0 0 0 0
5ign Corl�rof Free Free Free Free Stap St4p
ftT Channelized - None - iVone - None
Storage�englh - - - - d -
Veh in Median Storage,# - 0 0 - Q - _
Grade,°lo - b Q - Q -
Peak Hour Fa�tor 85 85 8� 85 85 85
Heavy Vehicles, °l0 2 2 2 2 2 2
Mvmf F[aw 5 232 171 6 � S _ _ -
a orlMinor Ma�or9 Ma'or2 Minar2
Conflicting Flow All 177 4 - 0 416 �74
5tage 1 - - - - 1 T4 - �
Sfage 2 - - - - 242 -
Critical Hdwy 4.1 Z - - - 6.42 6.�2
Crili�al Hdwy 5tg 1 - - - - 5.42 -
Criti�al Hdwy 5tg 2 - - - - 5.42 -
Fo11ow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1399 - - - 593 889
Sfage 1 - - - - 856 -
5tage 2 - - - - 798 -
Platoon hla�ked,°lo - - -
Mav Cap-1 Nianeuver 9399 - - - 59i 869
Mov Ca�-2 Maneuv�r - - - - 591 -
S#age 1 - - - - 853 -
5tage 2 - - - - 79� - -
A �oach EB WB 5B
HGM Contro]C3elay,s 0.2 � ��.1
HCM L05 g
Minar LanelMa ar Nlvmf EBL ��T WB7 WBR SBLn1
Capaci[y�vehlh} i399 - - - 727
�iCM Lane VIC Ratio a.�03 - - - 4.t11�
H�M Cankral Delay�s} 7.6 0 - - 10.1 - '
HCM�.ane LOS A A - - B
FiCM 95#h°loflle Q(veh} D - - - 0.1
AM Peak�xisting 91:08 am 091Q512Q22 Baseline SyncE�ro 11 Report
JCM Page i
HCM 6th TWSC
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
Intersection
Int Delay,s/veh 5.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�r � "�i � '� � � "�r
Traffic Vol,vehlh 0 0 0 160 0 50 0 262 132 45 193 0
Future Vol,veh/h 0 0 0 160 0 50 0 262 132 45 193 0
Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length 150 - - 175 - - 150 - 110 150 - -
Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 0 0 178 0 56 0 291 147 50 214 0
MajorlMinor Minor2 Minor1 Major1 Major2
Conflicting Flow All 707 752 214 605 605 291 214 0 0 438 0 0
Stage 1 314 314 - 291 291 - - - - - - -
Stage 2 393 438 - 314 314 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 350 339 826 410 412 748 1356 - - 1122 - -
Stage 1 697 656 - 717 672 - - - - - - -
Stage 2 632 579 - 697 656 - - - - - - -
Platoon blocked,% - - - -
Mov Cap-1 Maneuver 313 324 826 396 393 748 1356 - - 1122 - -
Mov Cap-2 Maneuver 313 324 - 396 393 - - - - - - -
Stage 1 697 626 - 717 672 - - - - - - -
Stage 2 585 579 - 666 626 - - - - - - -
Approach EB WB NB SB
HCM Control Delay,s 0 18.7 0 1.6
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR
Capacity(veh/h) 1356 - - - - 396 748 1122 - -
HCM Lane V/C Ratio - - - - - 0.449 0.074 0.045 - -
HCM Control Delay(s) 0 - - 0 0 21.3 10.2 8.4 - -
HCM Lane LOS A - - A A C B A - -
HCM 95th%tile Q(veh) 0 - - - - 2.3 0.2 0.1 - -
PM Peak Existing 11:35 am 09/0612022 Synchro 11 Report
JCM Page 1
HCM �th TWSC
7: S rin Valle Rd & JFK Road a9��512022
Interseclian
inf�elay, slvef� 1.5
Movement W8L W8R NBT NBR SS�. 5B7
Lane Configurations �' '� � �'
Traffic V�I,vehlh 35 21 �439 �3 41 38D - - - ---- - --_-- - _-._- - _- _
Future Vol,vehlh 35 21 439 63 41 380
Confficfing Peds,#Jhr 0 � 0 0 � 0
Sign Confral 5t�p Stop Free Free Free Free
RT Channelized - None - Nane - Nane
5torage Length 0 - - - 40 -
Veh in Median Starage,# D - Q - - �
Grade, °lo Q - Q - - �
Peak Nour Factor 90 90 9Q 90 96 9�
Heavy Vehicles,°l0 2 � 2 2 2 Z
Mvmt Flaw AO 23 488 7� �fi 42� - -� -
Ma'orlMinar Minori Ma'or� Ma'or�
Canfli�[ing Flow All 1D37 523 0 Q 558 0
Stage 1 523 - - - - -
Stage Z 5�4 - - - - -
Critical Hdwy 6,42 6.22 - - 4.12 -
Critical Htlwy Stg 1 5.42 - - - - -
Gritical Hdwy Stg 2 5.42 - � - - -
Follow-up Hdwy 3.5�8 3.318 - - 2.�18 -
Pot Cap-1 Maneuvar 256 554 - - 1013 -
5tage 1 595 - - - - -
Stage 2 6aD - - - - -
Platoon blo�ked,°IQ - - -
Mav Cap-1 Maneuver 244 554 - - 1 D13 -
�Nav Cap-2 Maneuver 244 - - - - -
Stage 1 595 - - - - -
Stage 2 573 - - - - - _
A raach WS NB 5$
HCM Cantro!�elay,s 19.7 � �.8
HGM LQ5 C
Minor Lane�Major Mvmt NB7 NBRWB�.n'f SBL SBT
Capacity(vchlh} - - 3a7 1 a13 -
HCM Lane VEC Ralio - - q.2a6 a.0�i5 -
HCM Conlrol�elay�s} - - �9.7 8.7 -
HCM Lane L.DS - - C A -
HCM 951h°Ioiife Q{veh� - - D.8 �.1 -
PM Pealc Existing 11:35 am 0910612�22 5ynchro 91 Repork
JCM Paga 1
HCM 6th TWSC
��: W. 32nd 5treet & Tiffanc Ct os�ast2ozz
�ntersectian
fnt Qelay,slveh 0.3
Mavement �SL �sT WBT WBR 5BL S6R
La��e Configuratians �' '�r �
Traffic Vol,vehJh � 9G 168 5 2 5 ___ _ --_. . _ _
F�ture Vol,vehlf� 2 94 1 fi8 5 2 5
Gonflkcking Peds,#!hr 0 0 0 fl � 0
5ign Cantral Free Free Free Free Stap Stap
R7 Channeiized - None - Na�e - None
Skarage LeEigfh - - � - d -
Ven i�Median Starage,# - � 0 - 0 -
Grade,°IQ - 4 D - fl -
Peak Fiaur Factar 90 9a 90 9D 9Q SD
Heavy Vehicles,°l0 2 2 2 2 2 2
Mvmt Flow 2 �04 187 6 2 6
I�a arfMinar Ma or1 Ma'ar2 Minor2 �
Confiicfing Fiow AI1 �93 a - 0 298 19�
Stage 1 - - - - �9Q -
5tage 2 - - - - 108 -
Critical Hdwy �4.'f 2 - - - 6.42 6.22
Crilical Hdwy 5tg 1 - - - - 5.42 -
Critical Hdwy 5tg 2 - - - - 5.�42 -
�o11aw-up 1�dwy 2.2�8 - - - 3.518 3.318
Pot Cap-1 Maneuver 1380 - - - fi93 852
Stage� - - - - 842 -
Stage Z - - - - 916 -
Plataan blocked,°lo - - -
Mav Cap-1 Maneuver 1380 - - - 6�2 $5Z
Mov Cap-2 Mar+euver - - - - G92 -
Stage 1 - - - - 84Q -
5tage 2 - - - - 916 -
A roac� Ee W8 SB
HCM Cat�krol Qelay,s 0.2 a �.�
HCM L05 A
�
�Ninar LanelMa'or Mvmt EBL EBT WBT V+IBR SBLn1
Capacity{vehlh} 138� - - - 799
HC�1 Lane VJC Ralio O.flD2 - - - 0.01
HCM Control Qelay{sy T.B ff - - �.6 _
NCM Lane LaS A A - - A
NCM 95th°lofife Q{veh7 0 - - - d
PiN Peak Existing 11:35 am 09�fl612�22 Syn�hra 11 F2eport
JCM Page 1
HCM 6th TWSC
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
Intersection
Int Delay,s/veh 4.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�r � "�i � '� � � "�r
Traffic Vol,vehlh 0 0 0 138 0 26 0 116 67 47 205 0
Future Vol,veh/h 0 0 0 138 0 26 0 116 67 47 205 0
Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length 150 - - 175 - - 150 - 110 150 - -
Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 0 0 162 0 31 0 136 79 55 241 0
MajorlMinor Minor2 Minor1 Major1 Major2
Conflicting Flow All 542 566 241 487 487 136 241 0 0 215 0 0
Stage 1 351 351 - 136 136 - - - - - - -
Stage 2 191 215 - 351 351 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 451 434 798 491 481 913 1326 - - 1355 - -
Stage 1 666 632 - 867 784 - - - - - - -
Stage 2 811 725 - 666 632 - - - - - - -
Platoon blocked,% - - - -
Mov Cap-1 Maneuver 423 416 798 476 461 913 1326 - - 1355 - -
Mov Cap-2 Maneuver 423 416 - 476 461 - - - - - - -
Stage 1 666 606 - 867 784 - - - - - - -
Stage 2 784 725 - 639 606 - - - - - - -
Approach EB WB NB SB
HCM Control Delay,s 0 15.2 0 1.4
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR
Capacity(veh/h) 1326 - - - - 476 913 1355 - -
HCM Lane V/C Ratio - - - - - 0.341 0.034 0.041 - -
HCM Control Delay(s) 0 - - 0 0 16.4 9.1 7.8 - -
HCM Lane LOS A - - A A C A A - -
HCM 95th%tile Q(veh) 0 - - - - 1.5 0.1 0.1 - -
AM Peak Opening Day 11:41 am 0910612022 Site Plus Existing Synchro 11 Report
JCM Page 1
HCM 6th TWSC
7: 5pring Valley Rd & .lFK Road _ a9�as�2o22
]nterse�tion
Int�elay,slveh 2.2
Mavemeni WBL W6R N6T NBR 58L SB'�
Lane�onfgurafians � '� � '�
Tra��Vol,vehlh 59 32 222 23 18 333 _ _ _ _ __ _ _ _ __ _
�uture Vol,vehlh 59 32 222 23 18 333 -
Conflicting Peds,#Ihr D fl Q 0 0 D
5ign Contral Slop 5fop Free Free Free Free
RT Channelized - EVane - Nane - None
Slorage Length D - - - 40 -
Veh in Metlian Storage,# 6 - 0 - - 0
Grade,°IQ Q - � - - �
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles,°la 2 2 2 2 2 2
Mvmf Flow 69 38 261 27 21 392 ,
Ma'orlMin�r Minari Ma'ar1 �la ar2
ConfEicling Fla�v All 7D9 275 0 0 288 0
Stage 4 275 - - - - -
5tage 2 434 - - - - -
Critical Hdwy 6.42 6.2� - - 4.12 -
Crifi�al Hdwy S1g 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Fallow-up Hdwy 3.5�$ 3.318 - - 2.218 -
Pot Cap-1 Maneuver 401 764 - - 1274 -
5tage� 7l1 - - - - -
5tage 2 653 - - - - -
Plafoon bfocked,°lo - - -
Mov Cap-i Nianeuver 395 T64 - - 1274 -
Mov Cap-2 Maneuver 395 - - - - -
5tage 1 771 - - - - -
Sfage 2 643 - - - - -
A roa�h WB N8 5B
HGM Canfro!Delay,s 1A.7 6 0.4
HC�N LOS B
Minor LanelMajor Mvmt NBT NBRWBLn1 SBL SB7
Capacity�vet�lh7 - - 476 1274 -
F€CM Lane VIC Rafia - - 0.225 [}.D17 -
HCM Gflntral�elay�s} - - 14.7 7.9 -
NCM Lane LOS - - B A -
FfCM 95th°Ifltile C�{veh� - - 4.9 0,1 -
AM Peak Qpening�ay 11:4� am Q91d6lZa22 5ite Plus Existing 5ynchro 11 Reparf
JCM Page 1
HCM �th TWSC
11: VIl. 32nd Street & Tiffancy Ct 4g1�61�Q�2
(nterseciian
Inf Delay,slveh 1.6
Nlovement EBL �BT W8T WSR SSL SBR
Lane Canfgurations �' '�r �
TrafficVol,vehlh 11 197 945 �3 96 40 =__ _ _ . ,. _ _______ � _
Future Val,vehlh 11 197 145 13 15 4�
Conflicfing Peds,#thr � 0 0 0 0 0
5ign Canfrol Free Free Free Fr�e Stap Sfap
R�Ghannelized - None - None - None
Starage Length - - - - D -
Veh in Median 5tarage,# - � 0 - Q -
Grade,°lo - 4 0 - 0 -
peak Fiaur Factar 85 85 85 85 85 85
Ffeavy V�hicfes,°la 2 2 2 2 2 2
N1vml Flow �3 232 171 15 19 47 �
Ma�orlMinar Majflrl Ma�or2 Min❑r2 _
Canfli�fing Fko�v All 186 0 - � 437 179
Stage 1 - - - - 179 -
Stage 2 - - - - 258 -
Crifical Ndwy 4.12 - - - 6.42 6.22
Critical Hdwy 5t�1 - - - - �.4� -
Critical Hdwy 5tg 2 - - - - 5,42 -
Fallaw-up Hdwy 2.218 - - - 3.518 3.398
Pat Cap-1 Maneuver 1388 - - - 577 864
Stage 1 - - - - 852 -
5tage 2 - - - - 785 -
Platoon hlocketl,°lo - - -
Mov Cap-1 Maneuver �388 - � - 571 864
Mav Gap-2 Maneuver - - - - 571 -
Stage 1 - - - - 843 �
Stage 2 - - - - 785 -
I
Appraach EB 1NB SB
HCf�Control Qelay,s �.4 6 1�.2
�cn��os s
iNinar LanelMajor Nivmf EBL �BT UUBT WBR 5BLn1
Capacity{vehlh7 1388 - - - 754
H�M Lane V!C Rafia O.Q09 - - - D.Q87
� HCM Confro!�elay{s� 7.6 0 - - 1�.2
NCM Lane 1.05 A A - - 8
}�CM 95fh°Iotile Q(ven} 0 - - - d.�
ANl peak�pening Qay 11:41 am 09/0612022 5ite Plus Existing Synchr411 Reparf
JCM �age 1
HCM 6th TWSC
15: Site RIRO & NW Arterial �0�0��2022
Intersection
Int Delay,s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '�"�r �
Traffic Vol,vehlh 422 5 0 0 0 15
Future Vol,veh/h 422 5 0 0 0 15
Conflicting Peds,#Ihr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - - 0
Veh in Median Storage,# 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 496 6 0 0 0 18
MajorlMinor Major1 Minor1
Conflicting Flow All 0 0 - 251
Stage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - - - 6.94
Critical Hdwy Stg 1 - - - -
Critical Hdwy Stg 2 - - - - -
Follow-up Hdwy - - - 3.32
Pot Cap-1 Maneuver - - - 0 749
Stage 1 - - 0 -
Stage 2 - - - 0 -
Platoon blocked,% - -
Mov Cap-1 Maneuver - - - - 749
Mov Cap-2 Maneuver - - - -
Stage 1 - - - - -
Stage 2 - - - -
*
Approach EB NB
HCM Control Delay,s 0 9.9
HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR
Capacity(veh/h) 749 - -
HCM Lane V/C Ratio 0.024 - -
HCM Control Delay(s) 9.9 - -
HCM Lane LOS A - -
HCM 95th%tile Q(veh) 0.1 - -
AM Peak Opening Day 11:41 am 0910612022 Site Plus Existing Synchro 11 Report
JCM Page 1
HCM 6th TWSC
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
Intersection
Int Delay,s/veh 5.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�r � "�i � '� � � "�r
Traffic Vol,vehlh 0 0 0 171 0 54 0 262 135 52 193 0
Future Vol,veh/h 0 0 0 171 0 54 0 262 135 52 193 0
Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length 150 - - 175 - - 150 - 110 150 - -
Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 0 0 190 0 60 0 291 150 58 214 0
MajorlMinor Minor2 Minor1 Major1 Major2
Conflicting Flow All 726 771 214 621 621 291 214 0 0 441 0 0
Stage 1 330 330 - 291 291 - - - - - - -
Stage 2 396 441 - 330 330 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 340 331 826 400 403 748 1356 - - 1119 - -
Stage 1 683 646 - 717 672 - - - - - - -
Stage 2 629 577 - 683 646 - - - - - - -
Platoon blocked,% - - - -
Mov Cap-1 Maneuver 300 314 826 384 382 748 1356 - - 1119 - -
Mov Cap-2 Maneuver 300 314 - 384 382 - - - - - - -
Stage 1 683 612 - 717 672 - - - - - - -
Stage 2 579 577 - 648 612 - - - - - - -
Approach EB WB NB SB
HCM Control Delay,s 0 20.1 0 1.8
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR
Capacity(veh/h) 1356 - - - - 384 748 1119 - -
HCM Lane V/C Ratio - - - - - 0.495 0.08 0.052 - -
HCM Control Delay(s) 0 - - 0 0 23.2 10.2 8.4 - -
HCM Lane LOS A - - A A C B A - -
HCM 95th%tile Q(veh) 0 - - - - 2.6 0.3 0.2 - -
PM Peak Opening Day 12:28 pm 0910612022 Site Plus Existing Synchro 11 Report
JCM Page 1
HCNi 6th TWSC
7: Spring Valley Rd & JFK Raad Q���������
Intersecrion �
Inl Delay,slvef� 1.8
Movement fNB� WeR N8T N8R SB�. 5BT
Lane Configurations � '�r �1 �'
Traffic Vol,vehlh 4fi 21 439 79 A1 380 _ _ _ ___ �._ ____ _ _ _
Fufure Vol.vehlh �6 21 439 79 �1 38q
Gonflicling Peds,#lhr 0 6 6 � 0 0
Sign Cantrol Stop 5top Free Free Free Free
RT Channelized - None - None - None
Starage Length � - - - 4Q -
Veh in Niedian 5forage,# � - 0 - - 0
Grade,°lo q - � - - Q
Peak Haur Factar 90 9D 90 90 9D 9fl
Heavy Vehicles,°l0 2 � 2 2 2 2
Mvmt Flow 51 23 488 88 4G 422
MajorlMinor MEnor1 Majorl Major�
Conflicfing Flaw All 1046 532 4 0 576 �
5tage 1 532 - - - - -
Stage 2 514 - - - - -
�rifical Hdwy 6,42 6.22 - - A.12 -
Criti�al Hdwy 5tg 1 5.A2 - - - - -
Critical Hdwy 5tg 2 5,42 - - - - -
Follow-up Hdwy 3.51$ 3.31$ - - 2.218 -
Pot Cap-1 Maneuver 253 547 - - 997 -
5lage 1 589 - - - - -
Stage 2 6flQ - - - - -
Plafaor�blacked,°lo - - -
Mav Cap-1 Maneuver 241 5�7 - - 997 -
Mav Cap-2 Maneuver 241 - - - - -
5tage 1 589 - - - - -
5tage 2 57� - - - - - _
Approach WB Ne SB _
HCM ConErol delay,s 2�.5 0 fl.9
HCM LQ5 C
Mi�or LanelMa�ar Mvmf NST NBRW8Ln1 SBL 5BT
Capaci[y�vehlh} - - 292 997 -
HCM Lane VIC Rafia - - 0.255 D.D46 -
HCM Cantrol�elay[s} - - 21.5 8.8 -
N�M Lane L05 - - C A -
HCM 95fh°lotile C�(veh} - - 1 a.1 -
PM Peak��ening�ay 12:28 pm q9105l2�Z2 Site Plus Exlsting 5ynchrQ 11 Reporf
,1CM Page�
HCM �th TVIISC
1�: W. 32nd 5tr�et & Tiffancy Ct ostosl2o22
Interseciion
lnf E]elay,slveE� 1.5
Movement ESL ES7 W67 WBR SBL S8R
Lane Can€igurations �' '�r kf'�`
Tra�ic Vfl1,veh�h �8 94 158 28 6 30 =__ - -- __ - -- -- - --
Future Val,vehlh 28 94 168 2� fi 30
Gonfiicfing Peds,#Jhr d 0 � 6 a �
Sign Canfral Free Free Fr�e Free 5top Stap
RT Channelized - N�ne - �Vone - Nane
5torage Lengfh - - - - fl -
Veh in Median Storage,# - 0 a - 0 -
�ifdC�2,°�o - 0 d - Q -
Peak Haur Fa�tvr 90 9d S� 90 96 9a
Heavy Vehicles,°l0 2 2 � 2 2 2
Mvmt Flow 31 1 a4 18l 31 l 33 --
Ma orFMinor Ma�ar1 Ma'or2 Minar2
�anfiicfing Ffaw All 218 � - 0 3E9 �03
Stage 1 - - - - 2�3 - _
5tage 2 - - - - 166 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Sty 1 - - - - 5.42 -
Critical Hdwy Sty 2 - - - - 5.42 -
Follaw-up Hdwy 2.218 - - - 3.51$ 3.31$
Pot Cap-1 Maneuver 1352 - - - B31 838
5tage � - - - - 831 -
Slage 2 - - - - 863 -
Platoon blocketl,°lo - - -
Mov Cap-1 Maneuver 1352 - - - 6i6 838
Mov Cap-2 Maneuver - - - - 616 -
Skage 1 - - - - 81� -
5tage 2 - - - - $63 -
A�proach �B WB 5B
FiCM Confral Delay,s 1.8 fl �.$
HCM L05 A
Niinflr Lane�Maar f�vmf ESL �8T WBY WSR SeLn1
CapaciEy�vehlh7 1352 - - - !91
NCM Larie V1C Rati❑ O.Q�3 - - - 0.051
HCM Cantrol Qe1ay�s} 7.7 0 - - 9,8
HCM Lane LD5 A A - - A
HCN195th°IotilE Q[veh} 0.1 - - - �.2
PM Peak dpening Day 12:28 pm 09lQ6l2022 Site Plus Existing 5ynchro 11 Re�art
JCM Page 1
HCM 6th TWSC
15: 5ite R1RD & NW Arterial �g��6�2Q22
Interse�lion
lnf aeiay,slueh 0.2
Movement EBT E8R WBL W6T NBL NBR
Lane Co��figurafions �'�, �
�'raffic Vol,vehlh 575 �2 Q 0 � 9� - - —__ _----.- - __ ._.
Fu fu re Vol,vehlh 575 1 T fl 0 0 1�
Ganf�icfing P�ds,#Jhr 0 4 fl 0 0 �
5ign Canlrol Free Free Free Free Stap Sto�
RT Channelized - None - N�ne - None
5tarage Lengfh - - - - - a
Veh in Median Skorage,# Q - - � 0 -
Grade,°l0 4 - � fl � -
Peak Fiflur Fa�tar 90 9b 90 9Q 90 9D
Heavy VehiGEes,°IQ Z 2 2 2 2 2
Mvmt Flow 639 19 Q a 0 11 ��-
Ma'arfMinar Ma'ar1 Minar1
CQnflicting Flaw All 0 4 - ���
5tage 1 - - - -
Stag�2 - - - -
Grit+�al Hdwy - - � - 6.94
G�ili�al Hdwy 5tg 1 - - - -
Gritical H�wy 5tg 2 - - � - -
Fallow-up Hdwy - - - 3.32
Pat Ca�-9 Maneuver - - '� 0 567
5fage 1 - - a -
Stage 2 - � � Q -
Plafoon hlocked,°lo - -
Mov Cap-1 Maneuver - - � • 557
MQu Cap-2 Maneuver - - - -
5tage 1 - - � - -
5tage 2 - - - -
Approach E8 NB
HCM Cantrol delay,s � 10.5
HCM L.aS B
Minor LanelMa or Mvmt NBLn 1 EBT �Bf�
Capacily�vehlh} 6�7 - - i
HCM L.�ne VIC Rali❑ �.fl17 - -
HCM Canlrol Delay�sy 1�.5 - -
FiCM L.ane L05 B - -
HCM 95th°lofile Q�veh� D,1 - -
PM Peak apening Day 12:28 pm�91��l2022 Site Plus�xisting 5yn�hro 11 Re�ort
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�i � "�i � '� � � "�i
Traffic Volume(vph) 10 5 25 148 10 26 70 122 77 47 250 10
Future Volume(vph) 10 5 25 148 10 26 70 122 77 47 250 10
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 150 0 175 0 150 110 150 0
Storage Lanes � 1 0 1 0 1 0 1 0
Taper Length(ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.876 0.892 0.850 0.994
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow(prot) 1770 1632 0 1770 1662 0 1770 1863 1583 1770 1852 0
Flt Permitted 0.729 0.734 0.574 0.665
Satd. Flow(perm) 1358 1632 0 1367 1662 0 1069 1863 1583 1239 1852 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 29 31 91 3
Link Speed(mph) � 30 � 30 � 30 * 30 ,
Link Distance(ft) 278 338 419 357
Travel Time(s) � 6.3 7.7 9.5 8.1
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow(vph) 12 6 29 174 12 31 82 144 91 55 294 12
Shared Lane Traffic(%)
Lane Group Flow(vph) 12 35 0 174 43 0 82 144 91 55 306 0
Turn Type Perm NA Perm NA Perm NA Perm Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 8 4
Detector Phase � 2 2 i 6 6 i 8 8 8 4 4 �
Switch Phase
Minimum Initial(s) * 5.0 5.0 5.0 5.0 * 5.0 5.0 5.0 5.0 5.0 �
Minimum Split(s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0
Total Split(s) 44.0 44.0 44.0 44.0 46.0 46.0 46.0 46.0 46.0 �
Total Split(%) 48.9% 48.9% 48.9% 48.9% 51.1% 51.1% 51.1% 51.1% 51.1%
Maximum Green(s) 38.0 38.0 38.0 38.0 40.0 40.0 40.0 40.0 40.0 �
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 2.0 2.0 2.0 2.0 i 2.0 2.0 2.0 2.0 2.0 �
Lost Time Atljust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 6.0 6.0 � 6.0 6.0 � 6.0 6.0 6.0 6.0 6.0 �
Lead/Lag
Lead-Lag Optimize? � �
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None � C-Min C-Min C-Min None None �
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 12.0 12.0 12.0 12.0 � 16.0 16.0 16.0 16.0 16.0 �
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0 0
Act Effct Green(s) 17.0 17.0 17.0 17.0 � 61.0 61.0 61.0 61.0 61.0 �
Actuatetl g/C Ratio 0.19 0.19 0.19 0.19 0.68 0.68 0.68 0.68 0.68
vlc Ratio � 0.05 0.11 0.67 0.13 � 0.11 0.11 0.08 0.07 0.24 �
Control Delay 26.8 12.5 46.1 13.8 6.9 6.4 1.9 6.6 7.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.8 12.5 46.1 13.8 6.9 6.4 1.9 6.6 7.0
AM Peak 5 Years 1:20 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
LOS C B D B A A A A A
Approach Delay 16.2 39.7 5.2 7.0
Approach LOS B i D i A A ,
Queue Length 50th(ft) 6 3 93 6 14 25 0 9 58
Queue Length 95th(ft) 18 23 * 136 27 � 37 55 16 26 112 �
Internal Link Dist(ft) 198 258 339 277
Turn Bay Length(ft) 150 175 � 150 110 150 �
Base Capacity(vph) 573 705 577 719 724 1262 1101 839 1255
Starvation Cap Reductn 0 0 0 0 � 0 0 0 0 0 �
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 * 0 0 0 0 0 I
Reduced v/c Ratio 0.02 0.05 0.30 0.06 0.11 0.11 0.08 0.07 0.24
Intersection Summary
Area Type: Other
Cycle Length:90
Actuatetl Cycle Length:90
Offset:44(49%), Referenced to phase 8:NBTL,Start of Green
Natural Cycle:55
Control Type:Actuated-Coordinated =
Maximum v/c Ratio:0.67
Intersection Signal Delay: 14.4 - Intersection LOS: B
Intersection Capacity Utilization 47.8% ICU Level of Service A
Analysis Period(min) 15
Splits and Phases: 3:JFK Road&Off-Site DrivelW.32nd Street
�s�� T �4
�
�36 �8
AM Peak 5 Years 1:20 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report
JCM Page 2
HCM 6fh TWSC
7; 5 �in Valle Rd & JFK Road a9los12o22
Interseckion
Int De[ay,slveh 2.�
Movement WBL 1NBR NB7 NBR S6L 5B7
Lane Confgurafians � '� � �'
Traffic Vol,vehlh 59 32 233 23 18 35� _ _ -_ _ -- - , -- -- -
Future Vol,vef�lh 59 32 233 23 18 350
Canfiicfing Peds,#Ihr 0 � 6 0 Q 0
Sign Canirol Stap Stop Free Free Free Free
RT Channelized - None - None - None
5torage Length 0 - - - 4fl -
Veh in Median 5torage,# 0 - � - - Q
�rade,°l0 0 - a - - �
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehi�les,°Ia 2 2 2 2 2 �
Mvmt Flaw 69 38 2T4 27 21 412 --- -
Maj�rl�linor Minarl Ma]ar� Maj4r2
Canflicfing Flow A!I T4� 288 fl a 301 Q
5fage 1 288 - - - - -
Slage 2 454 - - - - �
Grifical Hdwy 6.42 6,22 - - 4.�2 -
CfI�IC�I HC{VJy Sti� 1 5.42 - - - - -
Critical Hdwy Stg� 5,42 - - - - -
Fnllow-up Hdwy 3.5�8 3.318 - - �.218 -
Ppt Gap-� Man�uver 383 T51 - - 125� -
5tage 1 7fi1 - - - - -
5tage 2 fi40 - - - - -
Pkafoon hla�ked,°la � � -
Mov Cap-1 Maneuver 376 751 - - 1254 -
Mov Cap-2 Maneuver 376 - - - - �
Stage 1 75i - - - - -
5tage 2 629 - - - - -
A roach WB i�B SS
HCM Control Delay,s 15.3 U 4.4
HCM Ld5 C
Minor LanelMajar Mvmf N8T �lBRWBLn1 SBL S6T
Capacity�vehlh} - - 456 128� -
i�CM La�ie VIC Ralio - - �.235 D.01T -
HCM Canfrol C]elay[s} - - 15.3 7.9 -
N�M Lane LD5 - - C A -
HCM 95th°lotlle Q�veh� - - D.9 4.1 -
AM Peak 5 Years �:20 pm 49l0612022 5it�Plus 5 Years 8ackgraund Grawih Synchro�1 Repart
JCM Page 1
HCM 6th T11115C
��: W. 32nd 5tree� & TifFanc Gt o�tasr2oz2
Enfe�sect{on
!nf Delay,slveh �.5
NiQvement �gL EBT WBT WBR 5BL SBR
Lane�anfgurations �' '�r �
Tra�c Vol,vehlh 11 2�7 �52 13 15 40 __ _ __ ___ � � _ _
�uture Vol,vehli� 1� 2Q7 152 13 16 AD
Can�li�ting Peds,#Ihr D 0 6 Q � Q
5ign Conlral Free Free Free Free 5tap 5top
�2T Channelized - None - None - None
5farage Length - - - - � -
Veh in Metlian Starage,# - 6 0 - 0 -
Grade,°I� - a D - 0 -
Peak Haur Factar 85 8� 85 85 85 85 '
Heavy Vehi�les,°la 2 2 2 2 2 2
Mvmf Flaw 13 2�44 179 �5 19 4T _., -.
Ma'orlMino� Ma'ar1 Ma'nr2 Minor2
Conflicting Ffow All 194 0 - a 457 187
Stage� - - - - 187 -
5tage 2 - - - - 270 -
Crificaf Fidwy 4.1� - - - 5.42 fi.22
Crilicaf Hdwy S#g 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follaw-up Hdwy 2.21$ - - - 3.518 3.318
Pot Cap-1 Maneuver �379 - - - 562 855
5fage 1 - - - - 845 -
5tage 2 - - - - 775 -
Pla�oon blacked, °la _ - _
Mov Cap-1 Maneuver 1379 - - - 55G 855
Mav Cap-2 Maneuver - - - - 556 -
Stage 1 - - - - 83fi -
Skage 2 - - - - 7T5 -
Approach �8 WB 5B
HGM Cantral�e1ay,s �.� 4 10.3
HCM LOS �
Minar LanelMa'or Mvmt EBL E�7 WBT WBR SBLni
Capa�ify{ve��lh} 1379 - - - 741
HCM Lane VIC Rali❑ 0.009 - - - d.D89
HCM Control�elay�s} 7.6 0 - - 1 a.3
HCM Lane L�S A A - - B
HCM 95th°Intiie Q�veh} � - - - 0.3
AM Peak 5 Years 1:2b pm�91d612Q22 Site Pius 5 Years 8ackground Growfh 5ynchro 11 Report
JCM P�g��
HCM 6th TWSC
15: Site RIRO & NW Arterial �0�0��2022
Intersection
Int Delay,s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '�"�r �
Traffic Vol,vehlh 444 5 0 0 0 15
Future Vol,veh/h 444 5 0 0 0 15
Conflicting Peds,#Ihr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - - 0
Veh in Median Storage,# 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 522 6 0 0 0 18
MajorlMinor Major1 Minor1
Conflicting Flow All 0 0 - 264
Stage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - - - 6.94
Critical Hdwy Stg 1 - - - -
Critical Hdwy Stg 2 - - - - -
Follow-up Hdwy - - - 3.32
Pot Cap-1 Maneuver - - - 0 734
Stage 1 - - 0 -
Stage 2 - - - 0 -
Platoon blocked,% - -
Mov Cap-1 Maneuver - - - - 734
Mov Cap-2 Maneuver - - - -
Stage 1 - - - - -
Stage 2 - - - -
*
Approach EB NB
HCM Control Delay,s 0 10
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR
Capacity(veh/h) 734 - -
HCM Lane V/C Ratio 0.024 - -
HCM Control Delay(s) 10 - -
HCM Lane LOS B - -
HCM 95th%tile Q(veh) 0.1 - -
AM Peak 5 Years 1:20 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�i � "�i � '� � � "�i
Traffic Volume(vph) 15 10 35 201 10 54 60 280 140 57 208 10
Future Volume(vph) 15 10 35 201 10 54 60 280 140 57 208 10
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 150 0 175 0 150 110 150 0
Storage Lanes � 1 0 1 0 1 0 1 0
Taper Length(ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.883 0.873 0.850 0.993
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow(prot) 1770 1645 0 1770 1626 0 1770 1863 1583 1770 1850 0
Flt Permitted 0.711 0.724 0.608 0.563
Satd. Flow(perm) 1324 1645 0 1349 1626 0 1133 1863 1583 1049 1850 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 39 60 156 3
Link Speed(mph) � 30 � 30 � 30 * 30 ,
Link Distance(ft) 278 338 419 357
Travel Time(s) � 6.3 7.7 9.5 8.1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 17 11 39 223 11 60 67 311 156 63 231 11
Shared Lane Traffic(%)
Lane Group Flow(vph) 17 50 0 223 71 0 67 311 156 63 242 0
Turn Type Perm NA Perm NA Perm NA Perm Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 8 4
Detector Phase � 2 2 i 6 6 i 8 8 8 4 4 �
Switch Phase
Minimum Initial(s) * 5.0 5.0 5.0 5.0 * 5.0 5.0 5.0 5.0 5.0 �
Minimum Split(s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0
Total Split(s) 45.0 45.0 45.0 45.0 45.0 45.0 45.0 45.0 45.0 �
Total Split(%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%
Maximum Green(s) 39.0 39.0 39.0 39.0 39.0 39.0 39.0 39.0 39.0 �
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 2.0 2.0 2.0 2.0 i 2.0 2.0 2.0 2.0 2.0 �
Lost Time Atljust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 6.0 6.0 � 6.0 6.0 � 6.0 6.0 6.0 6.0 6.0 �
Lead/Lag
Lead-Lag Optimize? � �
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None � C-Min C-Min C-Min None None �
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 12.0 12.0 12.0 12.0 � 16.0 16.0 16.0 16.0 16.0 �
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0 0
Act Effct Green(s) 20.7 20.7 20.7 20.7 � 57.3 57.3 57.3 57.3 57.3 �
Actuatetl g/C Ratio 0.23 0.23 0.23 0.23 0.64 0.64 0.64 0.64 0.64
vlc Ratio � 0.06 0.12 0.72 0.17 � 0.09 0.26 0.15 0.09 0.21 �
Control Delay 23.8 10.6 44.2 9.2 8.6 9.1 2.0 8.7 8.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 23.8 10.6 44.2 9.2 8.6 9.1 2.0 8.7 8.5
PM Peak 5 Years 3:25 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
LOS C B D A A A A A A
Approach Delay 14.0 35.8 7.0 8.6
Approach LOS B i D i A A ,
Queue Length 50th(ft) 8 5 118 5 13 69 0 12 51
Queue Length 95th(ft) 21 29 * 172 33 � 39 145 27 37 111 �
Internal Link Dist(ft) 198 258 339 277
Turn Bay Length(ft) 150 175 � 150 110 150 �
Base Capacity(vph) 573 734 584 738 721 1185 1064 667 1178
Starvation Cap Reductn 0 0 0 0 � 0 0 0 0 0 �
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 * 0 0 0 0 0 I
Reduced v/c Ratio 0.03 0.07 0.38 0.10 0.09 0.26 0.15 0.09 0.21
Intersection Summary
Area Type: Other
Cycle Length:90
Actuatetl Cycle Length:90
Offset:0(0%), Referenced to phase 8:NBTL,Start of Green
Natural Cycle:55
Control Type:Actuated-Coordinated =
Maximum v/c Ratio:0.72
Intersection Signal Delay: 14.8 - Intersection LOS: B
Intersection Capacity Utilization 51.7% ICU Level of Service A
Analysis Period(min) 15
Splits and Phases: 3:JFK Road&Off-Site DrivelW.32nd Street
�s�� 7 �4
�
�36 �38
PM Peak 5 Years 3:25 pm 09106/2022 Site Plus 5 Years Background Growth Synchro 11 Report
JCM Page 2
HCM �th TWSC
7: S rin Valle Rd 8� JFK Raad 4s�o51za22
lnferseation �
Int aelay, slveh 1.8
Mavement WB�. WBI� NBT I�SR SBL S6T
Lane Configurations � '� � �'
TrafficVal,vehlh 46 21 451 79 41 4Q0 =___ _ ___ _ ____ __ ___ _ _
Future Val,vehlh 46 21 461 79 41 400 -
Conflicling Peds,�Ihr d a fl 0 0 �
Sign Control 5tap 5tap Free Free Free Free
RT Channelized - Nane - �ane - I�one
Storage Length fl - - - 4fl -
Veh�n Median 5torage,# a - o - - �
Grade,°l0 0 - 0 - - a
Peak Haur Factor 9� 9Q 90 94 9Q 9�
Heavy VehicEes,°l0 2 2 2 2 2 2
Mvmt Flow 51 23 512 88 46 444 —
Ma'QrlMinar Minorl Ma'or1 Ma�or2
Canfiicfing Flow All 1 fl92 556 0 � 640 �
Sfage� 556 - - - - -
5tage� 536 - - - - -
��ifi�al Hdwy 6.�2 6.22 - - 4.12 -
Criticai Hdwy 5tg� 5.�� - - - - -
Critical Hdwy Stg 2 5.�2 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 237 531 - - 97T -
Stage 1 574 - - - - -
5fage� 587 - - - - -
Plataon blocke�,°lo - - -
Mov Cap-� Maneuver 22& 531 - - 9TT -
Mov Cap-2 Maneuver 226 - - � - -
5tage� 574 - - - - -
Stage 2 559 - - - - -
Approach WB NB 5B
HCM Control Delay,s 22.8 6 a.8
HCM tQ5 C
Minor La�elMa or N�vmt NBT NBRWBLn1 SSI. SB7
Capacity�ve�lh} - - 276 917 -
HCN!La��e VIC Ratio - - D.27 fl.047 -
HCM Cankrof Delay�s7 - - 22.8 8,9 -
HCM Lan�LQ5 - - C A -
H�M 95th°lotile Q�vehy - - 1.1 0.1 -
PM Peak 5 Years 3;25 pm 09�fl612flZ2 5ite Pius 5 Years Background Growlh Synchro 1� Report
,1CM I'age 1
HCM �fh TWSC
1�; W. 32nd 5treet & Tiffan� Ct 69l66l2�22
ntersectian
Inf�elay,sfveh 1.6
Mavement EBI. �BT WBT WSR SBL 58R
Lane Configura#ions �' '�i �
Traffc Vol,vehJh 28 99 176 �8 5 30 _ _
Future Vol,vehJh 28 99 176 �8 6 3a
�onfiiciing Peds,#Jhr a Q a � 0 6
Sign Gonfral Free Free Free Free S�op 5tap
RT Channeli�ed - None - Nane - None
5tarage Lengfh - - - - Q -
Veh in Median Sforage,# - 0 fl - 0 -
Grade,°lo - b 0 - 6 -
Peak Hour Facfor 90 9D 9a 9a 9a 9Q
Heavy Vehicles,°l0 2 � 2 2 2 2
Mvmt Flaw 31 19� 196 3� 7 33
MajorlMinor Majar1 Major2 Minor2
Confliciing F1aw All �27 D - 0 384 212
5tage 1 - - - - 212 -
Sta�e 2 - - - - 172 -
Crifical Hdwy 4.92 - - - 8.42 5.�2
Criticai Htlwy Stg 1 - - - - 5.42 -
Griti�al�idwy Stg 2 - - - - 5.42 -
FolEaw-up Hdwy 2.218 - - - 3.518 3.3�8
Pot Gap-1 Maneuver �341 - - - 619 82$
Stage 1 - - - - 823 -
Sfage 2 - - - - $�$ -
Piafoan hlockec�,°lo - - -
Nfov Gap-1 Maneuver 1349 - - - 604 828
Mav Cap-2 Maneuver - - - - 664 -
5tage 1 - - - - 8Q2 -
5fage� - - - - 858 -
Approach �B WB 5B
FiClN Cantrol belay,s 1.7 � 9.9
H�M l.�S A
. _ - 1
Minor LanelMajar Mvmt �BL �BT WBT W8R 5BLn1 _ i
Capacily�vehlh} 1341 - - - 780 !
H�M La�ie VIC Rati❑ �.023 - - - C].QS�
HCM�antro!aelay�s} T.7 b - - 9.9 -
HCM La�7e L05 A A - - A
I-iCM 95fh°lallle(��veh} �.1 - - - 0.2 --
PM Peak 5 Years 3:25 pm 0910812�22 5ife Plus 5 Years Ba�kgrauntl Growth Synchro�1 Reporl
JCM �age 1
HCM �th TWSC
15: 5i#e R1R0 & NW Arterial �s�as12o22
intersec�fon
1nt I�eiay,slvel� 0.2
Nla.verrtent EBT EBR WSL UU87 IVBL NBR
Lane Cfl�figuralians '�'�r �
Traffic Vol,vehlh 6D4 17 6 D D �d
Future Vol,vehlh 6�4 17 0 0 6 1�
Conflicking Peds,�Ihr fl d � 0 0 �
Sign Contra! Fre� Free Free �ree 5tap 5top
RT Channelized - �fone - None - Nane
5torage Lengfh - - - - - 4
Veh in Median Starage,# 6 - - 0 a -
Grade, °l0 0 - - 0 0 -
Peak Naur Factor 9� 90 90 9a 90 90
Heavy Vehicles, °Io 2 2 2 2 2 2
Mvmt Flaw 671 19 0 d 0 11 _. .. .
Ma arlMinor Ma�or1 Minori
Cflnflicfing�law All a 0 - 345
5tage 1 - - - -
5lage 2 - - - -
Critical H�wy - - � - �.��
C�ifical Hdv�y 5fg 1 - - - -
Critical Hdwy Stg 2 - - � - -
FQ11aw-up Hdwy - - - 3.32
Pat Gap-1 Maneuver - - � � 65�
5tage 1 - - Q -
5tage 2 - - �� 0 -
Platoon�lo�ked,°la - -
Niov Cap-1 Mane�ver - - � - 551
Mov Cap-2 Ma�euver - - - -
5tage 1 - - � - -
5tage 2 - - - -
A roa�h EB NB
HCM Confral aelay,s 0 10.G
HCM LQS �
Minor LanellNa'ar Mvmt �IBLn1 �8�" E8R
Capacity(vel�Ih7 651 - -
HCM LaEie V1C RafiQ 0.�1T - -
HCM Contral�elay(s} 1Q.fi - -
HCN!Lane L.�S 6 - -
�i�M 95th°lotile Q�veh� 0.1 - -
PM Peak 5 Years 3:25 pm�910612022 Site Plus 5 Years Background Growth Synchro 11 Reparf
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�i � "�i � '� � � "�i
Traffic Volume(vph) 10 5 25 148 10 26 70 140 77 47 253 10
Future Volume(vph) 10 5 25 148 10 26 70 140 77 47 253 10
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 150 0 175 0 150 110 150 0
Storage Lanes � 1 0 1 0 1 1 1 0
Taper Length(ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.876 0.892 0.850 0.994
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow(prot) 1770 1632 0 1770 1662 0 1770 1863 1583 1770 1852 0
Flt Permitted 0.729 0.734 0.572 0.653
Satd. Flow(perm) 1358 1632 0 1367 1662 0 1065 1863 1583 1216 1852 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 29 31 91 3
Link Speed(mph) � 30 � 30 � 30 * 30 ,
Link Distance(ft) 278 338 419 357
Travel Time(s) � 6.3 7.7 9.5 8.1
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow(vph) 12 6 29 174 12 31 82 165 91 55 298 12
Shared Lane Traffic(%)
Lane Group Flow(vph) 12 35 0 174 43 0 82 165 91 55 310 0
Turn Type Perm NA Perm NA Perm NA Perm Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 8 4
Detector Phase � 2 2 i 6 6 i 8 8 8 4 4 �
Switch Phase
Minimum Initial(s) * 5.0 5.0 5.0 5.0 * 7.0 7.0 7.0 7.0 7.0 �
Minimum Split(s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0
Total Split(s) 41.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 49.0 �
Total Split(%) 45.6% 45.6% 45.6% 45.6% 54.4% 54.4% 54.4% 54.4% 54.4%
Maximum Green(s) 35.0 35.0 35.0 35.0 43.0 43.0 43.0 43.0 43.0 �
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 2.0 2.0 2.0 2.0 i 2.0 2.0 2.0 2.0 2.0 �
Lost Time Atljust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 6.0 6.0 � 6.0 6.0 � 6.0 6.0 6.0 6.0 6.0 �
Lead/Lag
Lead-Lag Optimize? � � �
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Min Min � C-Min C-Min C-Min None None �
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 12.0 12.0 12.0 12.0 � 16.0 16.0 16.0 16.0 16.0 �
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0 0
Act Effct Green(s) 16.9 16.9 16.9 16.9 � 61.1 61.1 61.1 61.1 61.1 �
Actuatetl g/C Ratio 0.19 0.19 0.19 0.19 0.68 0.68 0.68 0.68 0.68
vlc Ratio � 0.05 0.11 0.68 0.13 � 0.11 0.13 0.08 0.07 0.25 �
Control Delay 26.9 12.6 46.4 13.8 6.8 6.4 1.8 6.5 7.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.9 12.6 46.4 13.8 6.8 6.4 1.8 6.5 7.0
AM Peak 20 Years 3:39 pm 0910612022 Site Plus 20 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
LOS C B D B A A A A A
Approach Delay 16.3 40.0 5.3 6.9
Approach LOS B i D i A A ,
Queue Length 50th(ft) 6 3 93 6 14 29 0 9 59
Queue Length 95th(ft) 18 23 * 136 27 � 37 62 16 26 112 �
Internal Link Dist(ft) 198 258 339 277
Turn Bay Length(ft) 150 175 � 150 110 150 �
Base Capacity(vph) 528 652 531 665 722 1263 1103 824 1257
Starvation Cap Reductn 0 0 0 0 � 0 0 0 0 0 �
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 * 0 0 0 0 0 I
Reduced v/c Ratio 0.02 0.05 0.33 0.06 0.11 0.13 0.08 0.07 0.25
Intersection Summary
Area Type: Other
Cycle Length:90
Actuatetl Cycle Length:90
Offset:0(0%), Referenced to phase 8:NBTL,Start of Green
Natural Cycle:55
Control Type:Actuated-Coordinated =
Maximum v/c Ratio:0.68
Intersection Signal Delay: 14.2 - Intersection LOS: B
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period(min) 15
Splits and Phases: 3:JFK Road&Off-Site DrivelW.32nd Street
�s�� T �4
�
�36 �8
AM Peak 20 Years 3:39 pm 0910612022 Site Plus 20 Years Background Growth Synchro 11 Report
JCM Page 2
HCM 6th TWSC
7: 5pring Valley Rd & JFK Road o9l�sl�o�2
Inkersectian
Int Qeiay,slveh 2,1
Nlovement 1NBL W8R �1ST i�BR 5BL SBT �
Lane Conf�guralians }j'r '� � '�
Traff c Val,vehlh 59 32 2fi8 23 18 403
�ulure Val,vehlh 59 32 268 23 18 A03
Conflicting Peds,#Jhr 4 � 0 0 � 0
5�gn Cankral 5top Sto� Free �ree Free �ree
R7 Channelized - Nane - Nane - No�e
Sfor�,ge Length � - - - 40 -
Veh in Median 5torage,# � - D - - �
Gratle,°l0 0 - 0 - - Q
Peak Hour Factor 85 85 85 85 85 85 i
Heavy VehEcles,°lo Z 2 2 2 2 2
Mvmt Flaw 69 38 315 27 21 4T4
Ma'arlMi�or Minori Ms'or1 Ma or2
Confli�fing Flow All 845 3�9 fl Q 342 0
Stage 1 329 - � - - -
5tage 2 516 - - - - -
�ritical Hdwy 8.4� 8.22 - - 4.12 -
Critical H�wy 5tg 1 5.4Z - - - - -
Cr�fical Hdwy Stg 2 5.42 - - - - -
�ollow-up Hdwy 3.518 3,318 - - 2.218 -
pot Cap-1 Maneuver 333 712 - - 1217 -
Stage 1 729 - - - - -
Skage� 599 - - - - -
Pfataan blacked,°lo - - -
Mav Cap-1 Maneuver 32l 71� - - 1217 -
Mov Cap-2 Maneuver 3�7 - - - - -
Stage 3 729 - - - - -
5tage 2 589 - - - - -
A�proac� W8 NB S8
HCM Cantrol[}�lay,s 17.1 � Q.3
HCM L�5 C
Minor l.anelMajnr Mvr�l f�sT NE3RWBLn1 SBL 5B7
Capacity{veh�h7 - - 40� 3297 -
HGM Lane V1C Ratla - - 0.2�5 O.a17 -
FiCM Cantral Delay�s} - - 97.1 8 -
HCM Lane L05 - - C A -
HGM 95th°latile q[veh} - - 1.1 Q.1 - _
AM Peak ZO Years 3:39 pm fl9�0612022 Site Plus�fl Years Backgraund Grawth Synchro 11 Report
��� Page 9
H�M �th T1N5C
�1; UU. 3�nd 5tr��t & Tiffan�y �t os105��02�
lntersacfion
Inf delay,slveh 1.4
Movement E6L �B� WBT W6i� 561. SBR
Lane Configuralions �' '�i �
Tra�c Vol,vehlh 11 238 175 'l3 16 4b
Future Vol,vehlh �1 238 175 13 �6 40
ConfliCfing Peds,#Jhr � Q 0 � 0 6
Sign Conlrol Free Free Free Fre� 5top Stap
RT Channelized - None - None - Nane
5forage Length - - - - 0 -
Veh in Median 5torage,# - � � - d -
Grade,°lo - fl � - fl -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles,°l0 2 2 2 Z 2 � _ _ _
Mvmt FEow 13 28a 2�6 15 19 47
- - --T—---- -- �!.,
MajorlNiinor Majorl Major2 Minor2
Ca�tlic�ing Flotiv Ali 2�1 0 - 0 520 7.�4
Stage 1 - - - - 214 -
5fage 2 - - - - 306 -
Critical Hdwy 4.12 - - - 6.42 6,22
Crikical Hdwy 5tg � - - - - 5.A2 -
C�iti�al Htlwy 5tg 2 - - - - 5.4� -
Follow-up Hdwy 2.218 - - - 3.518 3.31$
Pot Gap-1 Maneuver 1348 - - - 516 826
Stage 1 - - - - 822 -
Stage 2 - - - - 747 -
Plalaon blo�ked, °lo - - -
Mov Gap-1 Maneuver 1348 - - - 510 82B
Mov Ca�-2 Maneuver - - - - 5�� -
Stage 1 - - - - 813 -
5tage 2 - - - - 747 -
Ap�roach EB WB _ SB
HCM Cantral aelay,s D.3 4 1fl,7
HGM L.QS g
Minvr LanelMa or Mvmt �BL EBT WB7 WBR SBLn1
Capacily(vehl�} �348 - - - 702
HCf�h Lane V!C Rati❑ �.�1 - - - O,a94
H CM�on lrol Qelay{s� 7.7 Q - - 1 Q.7
HCM Lane L05 A A - - B
HCM 95kh°latile[��veh} 0 - - - 0.3
AIN Peak 2a Years 3:39 pm 69lOB12D22 5ite Plus 2a Years Ba�kgraund Growth 5ynch�o 11 Report
JCM Page 1
HCM 6th TWSC
15: Site RIRO & NW Arterial �0�0��2022
Intersection
Int Delay,s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '�"�r �
Traffic Vol,vehlh 515 5 0 0 0 15
Future Vol,veh/h 515 5 0 0 0 15
Conflicting Peds,#Ihr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - - 0
Veh in Median Storage,# 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 606 6 0 0 0 18
MajorlMinor Major1 Minor1
Conflicting Flow All 0 0 - 306
Stage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - - - 6.94
Critical Hdwy Stg 1 - - - -
Critical Hdwy Stg 2 - - - - -
Follow-up Hdwy - - - 3.32
Pot Cap-1 Maneuver - - - 0 690
Stage 1 - - 0 -
Stage 2 - - - 0 -
Platoon blocked,% - -
Mov Cap-1 Maneuver - - - - 690
Mov Cap-2 Maneuver - - - -
Stage 1 - - - - -
Stage 2 - - - -
*
Approach EB NB
HCM Control Delay,s 0 10.4
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR
Capacity(veh/h) 690 - -
HCM Lane V/C Ratio 0.026 - -
HCM Control Delay(s) 10.4 - -
HCM Lane LOS B - -
HCM 95th%tile Q(veh) 0.1 - -
AM Peak 20 Years 3:39 pm 0910612022 Site Plus 20 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � "�i � "�i � '� � � "�i
Traffic Volume(vph) 15 10 35 201 10 54 60 322 140 57 253 10
Future Volume(vph) 15 10 35 201 10 54 60 322 140 57 253 10
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 150 0 175 0 150 110 150 0
Storage Lanes � 1 0 1 0 1 1 1 0
Taper Length(ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.883 0.873 0.850 0.994
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow(prot) 1770 1645 0 1770 1626 0 1770 1863 1583 1770 1852 0
Flt Permitted 0.711 0.724 0.581 0.531
Satd. Flow(perm) 1324 1645 0 1349 1626 0 1082 1863 1583 989 1852 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 39 60 156 4
Link Speed(mph) � 30 � 30 � 30 * 30 ,
Link Distance(ft) 278 338 419 357
Travel Time(s) � 6.3 7.7 9.5 8.1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 17 11 39 223 11 60 67 358 156 63 281 11
Shared Lane Traffic(%)
Lane Group Flow(vph) 17 50 0 223 71 0 67 358 156 63 292 0
Turn Type Perm NA Perm NA Perm NA Perm Perm NA
Protected Phases 2 6 8 4
Permitted Phases 2 6 8 8 4
Detector Phase � 2 2 i 6 6 i 8 8 8 4 4 �
Switch Phase
Minimum Initial(s) * 7.0 7.0 7.0 7.0 * 5.0 5.0 5.0 5.0 5.0 �
Minimum Split(s) 25.0 25.0 25.0 25.0 29.0 29.0 29.0 29.0 29.0
Total Split(s) 32.0 32.0 32.0 32.0 38.0 38.0 38.0 38.0 38.0 �
Total Split(%) 45.7% 45.7% 45.7% 45.7% 54.3% 54.3% 54.3% 54.3% 54.3%
Maximum Green(s) 26.0 26.0 26.0 26.0 32.0 32.0 32.0 32.0 32.0 �
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 2.0 2.0 2.0 2.0 i 2.0 2.0 2.0 2.0 2.0 �
Lost Time Atljust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 6.0 6.0 � 6.0 6.0 � 6.0 6.0 6.0 6.0 6.0 �
Lead/Lag
Lead-Lag Optimize? � � �
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Min Min � C-Min C-Min C-Min None None �
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 12.0 12.0 12.0 12.0 � 16.0 16.0 16.0 16.0 16.0 �
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0 0
Act Effct Green(s) 17.0 17.0 17.0 17.0 � 41.0 41.0 41.0 41.0 41.0 �
Actuatetl g/C Ratio 0.24 0.24 0.24 0.24 0.59 0.59 0.59 0.59 0.59
vlc Ratio � 0.05 0.12 0.68 0.16 � 0.11 0.33 0.16 0.11 0.27 �
Control Delay 17.6 8.5 34.1 7.5 8.8 9.7 2.3 8.9 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.6 8.5 34.1 7.5 8.8 9.7 2.3 8.9 9.1
PM Peak 20 Years 3:38 pm 0910612022 Site Plus 20 Years Background Growth Synchro 11 Report
JCM Page 1
Lanes, Volumes, Timings
3: JFK Road & Off-Site Drive/W. 32nd Street 10121/2022
� � � � � � � I � � ♦ �
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
LOS B A C A A A A A A
Approach Delay 10.8 27.7 7.6 9.1
Approach LOS B i C i A A ,
Queue Length 50th(ft) 6 4 87 4 11 70 0 11 54
Queue Length 95th(ft) 17 24 * 135 27 � 36 153 27 35 122 �
Internal Link Dist(ft) 198 258 339 277
Turn Bay Length(ft) 150 175 � 150 110 150 �
Base Capacity(vph) 491 635 501 641 634 1092 992 579 1087
Starvation Cap Reductn 0 0 0 0 � 0 0 0 0 0 �
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 * 0 0 0 0 0 I
Reduced v/c Ratio 0.03 0.08 0.45 0.11 0.11 0.33 0.16 0.11 0.27
Intersection Summary
Area Type: Other
Cycle Length:70
Actuatetl Cycle Length:70
Offset:0(0%), Referenced to phase 8:NBTL,Start of Green
Natural Cycle:55
Control Type:Actuated-Coordinated =
Maximum v/c Ratio:0.68
Intersection Signal Delay: 12.7 - Intersection LOS: B
Intersection Capacity Utilization 53.9% ICU Level of Service A
Analysis Period(min) 15
Splits and Phases: 3:JFK Road&Off-Site DrivelW.32nd Street
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PM Peak 20 Years 3:38 pm 0910612022 Site Plus 20 Years Background Growth Synchro 11 Report
JCM Page 2
HCM �th TWSC
7: 5 rin Valle Rd & JFK Raad a�rosr2azz
�n:tersect�o�
Int�elay,slveh 1.9
Mavement WBL W8R NB� NsR SBL 5BT
l.ane Contiguratiar�s '+� '�i � �'
Traffc Va1,vehlh �46 21 531 79 �l1 46q
Fuliir�Val,vehlh 46 29 531 79 41 460
Conflicting Peds,#Ihr 0 0 0 0 0 0
Sig�Confrol Stop Stop Free Free Free Free
RT�fiannelized - None - Nane - Nane
Starage�.engfh 0 - - - A� -
Veh in Median Storage,# � - 0 - - �
Grade,°la d - � - - Q
Peak Fiour Factar 9� 9D 90 90 90 90
Heavy Vehicles,°la 2 2 2 2 2 2
Mvmf Flow 51 23 59� 88 45 51�
MajorlMinor Minari Major1 Major2
Confiicling Flaw A1! �237 4i34 0 0 fiT8 Q
Sfage � 634 - - - - -
Stage� 6�3 - - - - -
Critical Hdwy 5.42 6.22 - - 4.12 - _
Gritical Hdwy 5Lg 1 5.42 - - - - -
Critical�idwy Stg 2 5.42 - - - - -
Fo�low-up Hdwy 3.51$ 3.318 - - 2.218 -
Pot Cap-1 Maneuver 194 479 - - 914 -
Stage 1 529 - - - - -
Slage 2 5�6 - - - - -
Pkataan blocked,°lo - - -
Mov Cap-1 Maneuver �84 479 - - 914 -
Mov Cap-2 Maneuver 184 - - - - -
5tage 1 529 - - - - -
Stage 2 519 - - - - - _
R raa�h W8 NB S�
HCM Canrral Qeiay,s 28.3 0 �.7
HCM LOS D
Minflr LanaJfvisjor Mvmt �1BT NBf2WBLn� S6L 58T
Capacity{veh�h} - - 228 914 -
HCM Lane VIC Rafi❑ - - fl.327 (].fl5 -
HCM Control aelay{s} - - 28.3 9.1 -
HCM tar�e LD5 - - R A -
HCM 95th°Iotile Q(veh) - - 1.4 �.2 -
PM Peak 20 Years 3:38 pm D9J4612D22 Site Pius 20 Years Backgrountl Growth Sync�ro 11 F2epart
JGM Page 1
HCM 6th TVIISC
11: Vll. 32nd Street & Tiffancy Ct o��o�1zQ��
fnt�rse�fion �
Int Delay,slveh 1.4
jNovem�nt EBL EBT V118T WBR S6L SBft
Lane Configuralions �' '�r �j'�
Traffic Vol,ve}��h 28 114 �03 28 G 3p
Future Vol,vehlh 28 114 ��3 28 8 3Q
Canfli�ting Peds,#Ihr 0 D 0 D 4 0
Sign Contral Free Free Free Free S[op Stap
RT Channeliz�d - �1one - �lane - Nane
5torage Lengfh - - - - a -
Veh in Medi�n Starage,# - 0 4 - 0 -
Grade, °Ia - 0 D - 0 -
Peak Hour Factor 90 90 9� 90 90 90 _
Heavy Vehicles,°l0 2 2 2 2 2 2
Mvmt Flaw 31 127 226 31 7 33
MajarlMinar Majorl Major� Minor2
Conflicfinc�Flow RII 257 fl - 0 431 24�
Stage 1 - - - - 242 -
5iage 2 - - - - �89 -
Critical Htlwy 4,12 - - - 6.42 6.�2
Critical Hdwy Sfg 1 - - - - 5.42 -
Crifical Hdwy Stg 2 - - - - 5.42 -
Faliow-up�dwy 2.2�$ - - - 3.518 3,318
Pot Cap-� Maneuver 1308 - - - 581 797
5tage 1 - - - - T9$ -
Stage 2 - - - - 843 -
Plat4an biacked,°lo - - -
iNov Cap-1 Mane�ver 1308 - - - 566 T97
Mov Cap-2 Maneuver - - - - 565 -
Stage 1 - - - - 778 -
Stage 2 - - - - 843 -
Approach E8 WB SB
HGM Canfro!�elay,s 1.5 fl 10.1
HCM 1.�5 g
�
Minor Lar�elMa'or Mvmt �BL �81� WB� WBR 58Ln1
Capacity{vel�lh} 9308 - - - 74G
HCM La��e V1C Rafio a.024 - - - 6.054
HCM Cantr�!Qelay�s} 7.8 0 - - 1�.� -
HCM Lane L�S A A - - 8
WCM 95th°lokile Q�veh} fl.i - - - �.2
pM Peak�0 Years 3:38 pm�9�d6�2022 5ite Plus Z�Years ea�kground Grawlh 5ynchro 11 Report
JCM Page i
HCM 5th TWSC
�5: 5ite RIRa & NW Arterial �9�o6�2a22
Ir�tersecti�n
1nk Qelay,slveh fl.2
Movement �BT �8R WSL WBT i�BL NBR
Lane Canfgurations �'�r �
Tra�cVol,vehlh 696 �7 6 0 0 90
�uture Vol,vehlh 696 17 0 0 0 10
Conflicting Peds,#Jhr 6 Q � � b �
5ign Coniral Free �ree Free Free Stop Stop
R7 ChanneVized - None - None - None
Slorage Length - - - - - a
Veh in Metlian Sforage,# 0 - - a 0 - .
Grade,°!a a - - 6 d -
Peak Ha�r�actor 9Q 90 96 9� 9d 90
Heavy Vehicles,°lo � 2 2 2 2 2
Mvmt Flaw 7T3 19 0 � 4 11
NiajorlMinor Majarl Min�r1
Canflicling Flow All 0 fl - 39fi
5fage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - � - 6.94
Cri#ical�ldwy Stg 1 - - - -
Critica[�idwy Stg 2 - - � - -
�ollaw-up Hdwy - - - 3.32
Pat Cap-� Maneuver - - � 0 603
Siag�1 - - fl �
Stage 2 - - � � -
Platoan blocked,°la - -
Mov Cap-1 Maneuver - - '� - 603
Mov Cap-2 Maneuver - - - -
5tage 1 - - � - -
5tage 2 - - - -
A roa�h EB NB
HCM C�ntrol Delay,s fl �1.1 �
FiCM L05 g
Minar LaneJMajor Mvmf NBLn1 EBT �BR
Capa�ify�vehllty 6a3 - -
HCiN Lane VIC Rafia fl.�18 - -
HCM Contral delay{s� 11.1 - - -
HCM Lane L�5 8 - -
HCM 95f�°latile Ct�ve�} 4.1 - -
PM Peak 20 Years 3:38 pm 091fl6l�fl22 5ite PEus 2�Years Background Growlh Synchra 11 Repart
,��M Page 1
CRASH DATA REPORTS
-.. •.. . . . . .. - .
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�D�T Crash Detail Report
20170985331 06/03/2017 11:57 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Ran stop sign
Roadway Type: Intersection: T-intersection
Severity:: Possible/Unknown Injury Manner of Crash: Broadside (front to side)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Cloudy
Possible Injuries: 3 Drug/Alc Involved: None Indicated
Severity:: Possible/Unknown Injury Property Damage: $25,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:South West
Veh Action:Movement essentially straight Movement essentially straight
Configuration: Passenger car Passenger car
Driver Age:77 66
Driver Gender: F M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: Ran stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20170991040 07/02/2017 10:20 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Driver Distraction: Inattentive/lost in thought
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Rear-end (front to rear)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $3,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:South South
Veh Action:Movement essentially straight Stopped in traffic
Configuration: Passenger car Passenger car
Driver Age:20 24
Driver Gender:NR M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1:Lost control No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 1
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�D�T Crash Detail Report
20181054386 06/24/2018 16:21 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause:
Roadway Type: Feature: Non-junction/no special feature
Severity:: Property Damage Only Manner of Crash: Head-on (front to front)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Cloudy
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $10,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:North South
Veh Action:Movement essentially straight Turning left
Configuration: Passenger car Passenger car
Driver Age:73 27
Driver Gender: F M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: Improper or erratic lane changing No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20181065450 09/01/2018 16:36 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: FTYROW: From stop sign
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Broadside (front to side)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Cloudy
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $5,500 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West North
Veh Action:Turning left Movement essentially straight
Configuration: Passenger car Passenger car
Driver Age:74 65
Driver Gender: F F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: FTYROW: From stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 2
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�D�T Crash Detail Report
20181066751 09/10/2018 12:38 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Other
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Rear-end (front to rear)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $10,500 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:North North
Veh Action:Making U-turn Movement essentially straight
Configuration: Four-tire light truck(pick-up) Passenger van (seats<9)
Driver Age:39 62
Driver Gender:M F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1:Other No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20191118416 06/13/2019 07:50 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Driver Distraction: Other interior distraction
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Rear-end (front to rear)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $2,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West West
Veh Action:Turning left Turning left
Configuration: Passenger car Sport utility vehicle
Driver Age:31 46
Driver Gender: F F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1:Lost control No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 3
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�D�T Crash Detail Report
20191118887 06/16/2019 15:39 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Ran stop sign
Roadway Type: Intersection: T-intersection
Severity:: Suspected Minor Injury Manner of Crash: Head-on (front to front)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 1 Weather Conditions: Cloudy
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Suspected Minor Injury Property Damage: $12,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:South North
Veh Action:Turning left Movement essentially straight
Configuration: Passenger car Passenger car
Driver Age:64 20
Driver Gender: F F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: Ran stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20191132565 09/09/2019 16:44 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: Ran stop sign
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Broadside (front to side)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Cloudy
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $16,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West North
Veh Action:Turning left Movement essentially straight
Configuration: Passenger car Passenger car
Driver Age:75 37
Driver Gender: F F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: Ran stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 4
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�D�T Crash Detail Report
20201189299 09/04/2020 14:23 JOHN F KENNEDY RD AND W 32ND ST
County: Dubuque City: Dubuque
Major Cause: FTYROW: From stop sign
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Angle, oncoming left turn
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $19,189 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West North
Veh Action:Turning left Movement essentially straight
Configuration:Sport utility vehicle Passenger car
Driver Age:32 17
Driver Gender:M F
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: FTYROW: From stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20221311909 07/29/2022 10:32 WEST 32ND ST AND JOHN F KENNEDY RD
County: Dubuque City: Dubuque
Major Cause: Ran stop sign
Roadway Type: Intersection: T-intersection
Severity:: Suspected Serious Injury Manner of Crash: Broadside (front to side)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 1 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Suspected Serious Injury Property Damage: $4,000 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West North
Veh Action:Turning left Movement essentially straight
Configuration: Four-tire light truck(pick-up) Motorcycle
Driver Age:62 39
Driver Gender: F M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: Ran stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 5
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�D�T Crash Detail Report
20191120330 06/24/2019 14:35 JOHN F KENNEDY RD AND SPRING VALLEY RD
County: Dubuque City: Dubuque
Major Cause: FTYROW: From stop sign
Roadway Type: Intersection: T-intersection
Severity:: Property Damage Only Manner of Crash: Angle, oncoming left turn
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $5,500 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:West South
Veh Action:Turning left Movement essentially straight
Configuration: Four-tire light truck(pick-up) Sport utility vehicle
Driver Age:67 66
Driver Gender:M M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1: FTYROW: From stop sign No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
20211269402 11/04/2021 15:30 JOHN F KENNEDY RD AND SPRING VALLEY RD
County: Dubuque City: Dubuque
Major Cause: Driver Distraction: Adjusting devices (radio, climate)
Roadway Type: Feature: Non-junction/no special feature
Severity:: Property Damage Only Manner of Crash: Rear-end (front to rear)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $4,500 Number of Vehicles: 2
Unit 1 Unit 2 Unit
Init Trav Dir:North North
Veh Action:Movement essentially straight Movement essentially straight
Configuration: Passenger car Sport utility vehicle
Driver Age: 18 45
Driver Gender:M M
Driver Cond:Apparently normal Apparently normal
Driver Contr 1:Lost control No improper action
Driver Contr 2:Not reported Not reported
Fixed Object:None (no fixed object struck) None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 1
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�D�T Crash Detail Report
20191137248 10/05/2019 14:30 W 32ND ST MEASURING 168 FEET EAST FROM W 32ND ST AND
TIFFANY CT
County: Dubuque City: Dubuque
Major Cause: Lost control
Roadway Type: Feature: Non-junction/no special feature
Severity:: Suspected Minor Injury Manner of Crash: Non-collision (single vehicle)
Fatalities: 0 Surface Conditions: Wet
Major Injuries: 0 Light Conditions: Daylight
Minor Injuries: 1 Weather Conditions: Rain
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Suspected Minor Injury Property Damage: $2,500 Number of Vehicles: 1
Unit 1 Unit Unit
Init Trav Dir:West
Veh Action:Movement essentially straight
Configuration: Passenger van (seats<9)
Driver Age:42
Driver Gender: F
Driver Cond:Apparently normal
Driver Contr 1:Lost control
Driver Contr 2:Not reported
Fixed Object:Tree
September 6,2022 lowa Crash Analysis Tool Page 1
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�D�T Crash Detail Report
20170963163 01/09/2017 17:34 STATE 32/IOWA 32
County: Dubuque City: Dubuque
Major Cause: Animal
Roadway Type: Feature: Non-junction/no special feature
Severity:: Property Damage Only Manner of Crash: Non-collision (single vehicle)
Fatalities: 0 Surface Conditions: Dry
Major Injuries: 0 Light Conditions: Dark- roadway not lighted
Minor Injuries: 0 Weather Conditions: Clear
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $5,000 Number of Vehicles: 1
Unit 1 Unit Unit
Init Trav Dir:South
Veh Action:Movement essentially straight
Configuration: Four-tire light truck(pick-up)
Driver Age:42
Driver Gender:M
Driver Cond:Apparently normal
Driver Contr 1:No improper action
Driver Contr 2:Not reported
Fixed Object:None (no fixed object struck)
20201201352 11/18/2020 18:04 STATE 32/IA 32
County: Dubuque City: Dubuque
Major Cause: Animal
Roadway Type: Not reported
Severity:: Property Damage Only Manner of Crash: Not reported
Fatalities: 0 Surface Conditions: Not reported
Major Injuries: 0 Light Conditions: Not reported
Minor Injuries: 0 Weather Conditions: Not reported
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $3,000 Number of Vehicles: 1
Unit 1 Unit Unit
Init Trav Dir:Not reported
Veh Action:Not reported
Configuration:Sport utility vehicle
Driver Age:30
Driver Gender: F
Driver Cond:Not reported
Driver Contr 1:No improper action
Driver Contr 2:Not reported
Fixed Object:None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 1
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�D�T Crash Detail Report
20211255273 08/13/2021 11:10 STATE 32/IA 32 MEASURING 3922 FEET EAST FROM JOHN F
KENNEDY RD AND STATE 32/IA 32 AND STATE 32/IA32 NW
County: Dubuque City: Dubuque ARTERIAL
Major Cause: Animal
Roadway Type: Not reported
Severity:: Property Damage Only Manner of Crash: Not reported
Fatalities: 0 Surface Conditions: Not reported
Major Injuries: 0 Light Conditions: Not reported
Minor Injuries: 0 Weather Conditions: Not reported
Possible Injuries: 0 Drug/Alc Involved: None Indicated
Severity:: Property Damage Only Property Damage: $1,500 Number of Vehicles: 1
Unit 1 Unit Unit
Init Trav Dir:Not reported
Veh Action:Not reported
Configuration: Passenger car
Driver Age:68
Driver Gender: F
Driver Cond:Not reported
Driver Contr 1:No improper action
Driver Contr 2:Not reported
Fixed Object:None (no fixed object struck)
September 6,2022 lowa Crash Analysis Tool Page 2
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CITY OF DUBUQUE - KILLARNEY INTERSECTION ANALYSIS
-.. •.. . . . . .. - .
I�rtersecaions
Metrtc Li5 Custama
Intersectian�ight interse�tion sight
Stopping distance for Stapping ciistance for
❑esign sight assen er cars ❑esign sig�t assen er�ars
speed distarsca Calculated �esign speeci distance Calcula#ed ❑esign
kmlh m m m m h ft ft existing cpr�dition
24 20 41.7 45 15 80 ��5•� 425' 475' with tree
3a 35 62.6 fi5 PQ 115 22�.5 �
4� 5a 83.4 85 �5 155 275.fi trimrriing}
5D fi5 �fl4.3 105 30 2�� 33{}.8 335
fi0 85 #25.1 134 35 25� 385.9 39�
70 105 14fi.4 15U 4a 3�5 441.D 4d5 �
8Q 13a 16$.8 17� d5 3fiQ 496.1 5�p
94 160 187.7 190 5Q 425 551.3 555
1 dQ 185 2Q8.5 21� 55 495 fi�fi.4 B10
110 22a 229.4 230 80 57Q fi61.5 Bfi5
120 25Q 250.2 255 65 fi45 71fi.5 72Q
13a �85 271.1 275 7D T30 771.8 775
75 820 826.9 830
84 914 882.D 885
�lote: Intersectian sight distance sY�own is far a stoppad passenger car ta turn lefT onto a
two-lane highway with no median and grades 3 percant or less. �ar athar
�onditions, the tirne gap must be adjusted ar�d requ+red sfgh#distance recalcUlated.
Exhi6it 9-55. I?esign Ir�tersectiun Sight Uista�ce—Case S1—L�eft Turn From Stn�
5ight disEance design for left turns at divided-highway intersectians shvuld cnnsider multipie
design �ehicles and median width. If the design vehicle used ta determine sight distan�e for a
di�ided-highway interse�tion 'ss iarger than a passenger car, t�es� sight distance for left turns will
need to be checked far that selecced design �ehi�€e and for smailer design �e}�icles as well. ff the
di�it�ed-highway median is wide enough to store the design vehicle with a �learance to the
through lar�cs ❑f appraximateEy 1 m [3 €t] at bath ends of the �ehicle, no separaie analysis for the
departure sight triangle f�r feft turns is necded vn the minor-raad appraach for the near roadway
t❑ the left. Tr� mns[ cases, the departure sight triangle for right tvms (Case B�} wifl provide
sufFicient sight distance fnr a passenger car to crass the near roadway ta reach the median.
Posssble exceptions are addressed in th�discussian vf Case B3,
Tf the design vehicle can be stared in the median with adequate clearan�e to the through
lanes, a departure si�ht [riangle t❑ the rigttt For left turns s�tould be provided far that design
�ehirle tuming left from the median roadway. Where Ehe median is not wide enough to store [he
design vehicle, a departure sight triartgle shauld be provided foc that design �ehicle [❑ turri left
�ram the miiior-road approach. �
The mediai� width should be considered ir� determis�ing �he numtx:r nf lanes to be crossed.
Thc median width shou�d be cnnverted ta eqt�i�aIent ianes, Fos exatiiple, a 7.2-m [?=�-Ft� median
shauld be considcred as two additional lanes �a be crossed in applying the multilane hi�hw�y
��djustm�nt For tizzie �aps itz Exhibit 9-54. Further�nore, a departure sight tri�ngl� f�r left turris
fr��m the m�clia« rc7ad�v�y shc�uld 6e prorieicd for the largest design rehi�lc' that can be stortd on
��s
tL4SHTC)-�"eometric Design of Nigl�ivays a+:d Srreers
Time gap(sy at
deslgn speed af
L?es( n vehicle ma or road
Passenger car 5.5
Single-unit truck $.5
Camhinatian truck l Q,5
NotB: Time gaps are for a stapped vehicEe ta turn right
anto or cross a twa-lane highway with no median
and grades 3 percent or less. The tah4e �alues
raquirs adjustment as fallow5:
For multilane highways:
For crossing a majar road w'stt� mare tha� twa
lanes, adtf a.5 secands for passenger cars and
�.7 seconds for trucks far eact� additEarsal lan� ta
b8 Cf055Ad and tor narrQw medians that �annot
store the des�gn vehi�le.
Far minor road approach grades:
If the approach grade is an upgrade that exceads
3 percent, add 0.1 seconds for ea�h percent
grade.
Exhibit 9-57. Time Gap for Csse S�-Right Turn fram
Stog and Case B�Crnssing Mgneu�er
Metric U5 Customa
Intersectian sight intersection sight
5topping distance for Stapping distan�e for
Qesign sight assen er cars Qesign sight assen er cars
speed cfistance Calcuka#ed Qesign speed distance Cal�ulated design
krr�/i� m m m m h ft ft ft
24 2Q 35.1 40 15 $0 143.3 145
3� 35 54.� 55 20 1 f 5 191,1 195
40 5� 72.3 75 25 155 238.9 244
5U 65 90.4 95 3� P00 �86.7 29�
6a 85 i 48.4 110 35 25❑ 334.4 335
7D 145 i26.5 13D 40 305 382.2 385
Sfl 130 144.fi �45 45 3fi� 43a.0 A3a 1
9� i Ba 1 fi2.6 1 B5 50 425 477.8 48�
10d 1$5 180.7 185 55 495 525.5 53a
11� 224 198.8 2ati fi0 57Q 573.3 575
120 250 21 B.8 �2� fi5 6�45 821.1 fi2��?Cl�tll1� C�nC�l�l�fl
13� 285 234.9 235 7d 734 668.9 67 �SQ�
75 S�Q 716.6 72
8D 910 ' 764.�4 765
IVate: Intersectian sight distance shown is for a stopped passengar car ta turn right ont❑ or cross a
two-lane highway with n4 median and grades 3 percent or fass. For other conditions, the time
gap must he adjusted antS required sight distanca recaEcu3ated,
�xhibit 9-58. Design Intersectian Sight Distance-Case S�--Right Turu from Stop and
[:use �3�C:rossing h'�anevrcr
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DUB E �1�IG�NE',�F�iI�IC
Mc�sterpi��e o�� the Mississippi D�PARTMEhIT
.-- - -
PROJECT �aATE I BY C1P N�.
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SUBJEC7 —° _- — - --I
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24-HOUR COUNTS ON NW ARTERIAL
-.. •.. . . . . .. - .
Anderson-Bage�t
� Radar Traffic Counter Repart
IV.i�}I.�?�7s)l•�
B4GERT Dubuque NW Arl�rial
811�I2Q22 �,.7c$��euAdl �
8-9��-
t Lafitude 38.Sfi1231
Wt�a++n� �s���Cr■�+nr� Longitude: -95.74'1185
8110I2022 �a�l, Svuthbaund,
Tjrp� ❑utside Inside �'otal
�2:Q0 AM * * 0
'f2�5 * " Q
�7:34 " " Q
12:45 ` * Q
�:0� e * �
1:95 " ' 4
�;30 ' ' D
3:�F5 " " 0
2:oa k k �
2"iFi " ` �
z:so • * a
2;45 ' ' 0
3:00 ' ' �
3:15 � ' {3
3:30 " ' 0
3:45 * * �
4Oa " * 0
�l:95 " * 0
4:30 ' * Q
4:45 ' * D
5:00 ' # 0
5:15 ' '' D
53� " ` 0
5:45 * '' Q
6 00 " " (}
6:15 ' " 4
6:30 ` * 0
6:45 ' ` �
7:00 " ' Q
7;15 ' " Q
7:30 ' ' �
7:45 ' * 0
s ao s2 �s s�
8:�5 6a 33 93
8:30 70 33 9 03
8:45 ��4 29 1 C73
9:04 64 32 96
9:15 49 21 7Q
9:3a 5[� 27 77
9:45 G5 37 9�2
10�04 65 2.''s 9p
�0:�5 55 2� 85
�D:34 57 'f 4 7'€
1�:�t5 63 3� 93
31:0� 74 34 '€Q8
91�15 �8 34 108
11:36 67 �7 9�1
11:�5 71 45 '116
92�00 Pl�1 74 46 '120
12:1� 77 43 '12d
12:30 61 34 95
12:q5 81 37 �18
�:0� 8fi 34 12�
1:15 �� 33 103
1:30 89 42 111
1:�45 7� 47 �117
2:40 82 37 1�9
2:95 83 61 144
1
, �� Anderson-Ba��rfi
Rac#ar Traffi�Ca�nter Report
;`•.f 'I�� I:':s�i I
BC]GERT Quhuque NW Arteria4
81�012022 Northbaund
8.9.2�
L.atitude:38.8fi1231
Longitude:-95.741185
2�30 11'I 83 194
2:45 118 77 195
3:00 89 87 176
3:15 95 57 152
3�3a 1 Q5 73 178
3:q5 98 58 156
4:n6 96 �i6 142
4�15 125 55 ��. 18fl
4:3fl '13� 63 � 193
A:45 98 39 137
5:6D 74 44 118
5:15 83 43 126
5:3� &5 3fi 92'I
5:45 73 3CS �D3
E:OU 58 31 8�
6:15 5q 15 65
6:3(3 35 '19 55
6:�5 �43 20 53
7:a0 46 18 64
7:i 5 37 26 63
7:3CJ 33 20 53
7:45 42 19 61
f3:p� 2q 7 31
8:15 �43 1$ 61
8�30 20 5 �5
8:q5 19 9 28
9:fl6 26 7 33
9;15 25 8 33
9:30 27 10 37
9:45 21 6 27
1 Q:fld 18 7 25
1p:15 15 8 23
10:30 1fl 7 i7
10�45 14] 3 13
1'{:QD 'f� 2 12
1'€:�5 $ 5 �3
1�:30 8 5 13
11:45 6 0 6
Total 3802 'i 946 a7�48
Percertt 6fi.1°� 33.9°/0
AM 1'ea4c �4:45 �i:15 1i3�A5
Valume 282 17_7 �iO3
Peak Factar 0.904 Q.9fi2 6.933
PiN Paak 345 2�15 2�3a
Valume A49 30Fi 717
Peak Factor 0.863 0.885 0.919
2
,, �� Anderson--Bo�erf
Radar 7raffi�Counter Repart
n.�..��]C:i::�f lI•J
gQ��RT Dub�que IVW Arterial
g��p�2p22 North6aund
8.9.22
Latitude:38.�361231
W+s�-�eun �7*s��o n Lon itude;-95.7d1�85
�i��r�o�2 ��„�, �,
TEme �u[side IFiside Total
12:4fl IIM 5 2 7
12:�5 3 2 5
12:3� 5 2 7
�z:�5 � � s
��oa 2 a z
1:�5 4 '[ 5
1:30 2 � �
1:45 4 � 5
2:fl0 a i �
2:15 4 1 5
2:3� 2 2 4
2�45 5 2 7
3:fli] 3 � 3
3:95 2 3 5
3:30 12 2 14
3:45 9 1 10
4:a� 12 5 17
�1:15 39 8 47
4:3� 37 6 �43
4�45 �b T 33
S;pQ 33 7 40
5:15 32 4 36
536 50 '17 67
5:45 3T �1 �48
6:0� 57 17 74
6:15 52 10 6�
6:30 65 2� 9�
6�45 74 26 �0�
7�4p 74 20 94
7:15 92 33 1�5
7 3p 88 3B 126
7:45 74 48 �1� 122
8:Oa 70 33 103
8:15 * '` fl
a:30 ' * a
845 * * fl
s:no � � o
9:�5 ' " �
9:3C1 • , Q
9:45 ' ' �
10:a0 * " �
1D:15 ' * �
10:30 * ` �
1fl�45 ' " �
�1:�0 " " �
1�:15 * ` ❑
i�:3fl ` ' �
1�:45 ` ' �
12;4t3 PM * " �7
��:�� x * o
��:3a � � �
92�45 ' " �
1:04 " * fl
1:�5 ` * fl
1:36 * ' fl
1:�45 ' ; fl
1:Ofl ' * 0
2:95 ° ` a
3
Anders�n--Bogert
� Radar Traf€ic Counter Heport
',I �I 11 1:',��i'
BaG�RT ❑u+�uque NW Arterial
8I101�(}22 IV arihf�ound
8.9.22
Latitude:38.861231
Longitude:-95.74�185
2:30 ' * p
2:45 " * p
3:40 ' ' p
3:15 * "' (}
3�30 '' * p
3:45 * " p
4�0� " " p
4:'f 5 ' * fl
4:30 ' ' fl
d:45 ' " p
3:00 • • �
5:15 ' ' p
5:36 " * p
5:�}5 * ' p
6:Oa ' " p
6:15 ' ` p
�:3n • � o
s:a� � • o
T:ofl • • a
7:15 } • a
730 ' ` fl
7:45 " " fl
8:Ot7 * " p
8:15 ` ' fl
8�30 " ' p
8:�45 * ' �
9:04 " " p
9:15 ' " Q
9:3� ' " Q
9:45 " "` p
14:0� ` " 4
iU:95 * " p
1�:3� ' " {}
10 45 " ' [�
�� oo i � o
��:�5 � • Q
��:so k = o
1'f:45 * " p
Tafal 981 338 i 319
Pe�•cent 74.4°/a 25.6°/a
AM f'eak 6:45 7;95 7:��
Vfllume 328 '152 A75
Peak Factor p.89'I 0.792 0.944
PfN Peak
Voluine
Pea![�a�tor
Grand'l�otal 4783 2284 7pfi7
F'erCBnt E7.7% 32.3°/n
ADT AI3T:8,8`l� AA�T�fi,f320
4
, � Anderson-Bagert ,
Radar T�'aific Counter Report �
�',1��11��:I;�;C�i•!
BQGERT du6uque NW Arterial
a��i2o22 ����b�n��
8.9.22
Latitude:38,88123 i
E�s�bpwa� F�s��e�,.nc� L.on�itude:-95.741185
8I912�22 tyar�htaa�nd, Ma�EHhvorsd, — -- - —
7ime �utside Inside Totai
12:00 A�v1 ' ` 0
�a:�� � • o
12:3� ' " 0
12:45 * ` 0
�:aa • • o
�:�� k � o
1:3� ' " 0
1:45 * ' 0
2:OU ' " 0
2:15 * '` 0
2:34 " ' 0
2:45 * * 0
3�Oa ' " 0
3:15 ' ' �
33b " ' �
3:R5 ' ' 0
a:oa • � o
4�15 " ' 0
A:3� ' ` 0
4:45 ' * �
5:0� ' k 0
5:15 ' ` 0
5:30 " ' �
5:45 ' ' 0
6:a0 ` ' 0
5:15 ' " 0
G:3� * " �
B:45 ' " a
a�ao � � a
7:9 5 'SS " �4
7:3Q 35 fl l 35
7:45 32 fl � 32
8:0{3 29 0 }�� 29
8;15 18 p f`x 1$
�:3a �o a �- C;� l p aa
8:45 23 a �o�� �'r C"�tti.k.. l�ew.n� 23
9:1�5 2II d �S Q 22-. .1-0�- �`,t7� �-c 28
9:3fl 43 � 43
9:45 26 D $� D� �` '�'� 2fi
10:Ofl 25 0 25
�a:�5 2s o zs
�a:sfl 37 � ��
�a:as 4s a as
��:nn ss � s7
��:�s so � s�
�1�30 54 2 55
i�:45 7f] 0 Tfl
12:4�RM 82 1 83
�2:15 78 0 78
17:30 85 fl 85
12:45 9�1 4 95
1�fla 75 47 122
�:�5 75 31 1�5
1:36 6�1 2�1 85
1:45 84 9 93
2:0� 90 3 93
2:15 78 6 8A
�
Anderson-Bogerfi
� Radar Tra#iic Counter Reporl
;��.�M�; ;�.;' �j.i
BiQ�7�R� E]uhuque NW Arterial
819I2�22 Noi�t�baur�d
8.9.22
Latitude:38.86�23�
Longitude:-95.741185
2;30 86 5 91
2:45 88 12 1p0
3:QQ 90 36 126
3:15 82 53 135
3�3� 74 G2 136
3;45 fi2 57 119
4�a(3 89 64 4 153
4:15 88 55 ��1 143
�4:3� 73 54 127
4:45 6S 62 128
5:fl0 59 'r8 147
5:15 104 59 �73
5:3a 56 56 �'f2
5'45 50 5fl 100
s:oa 57 �19 1�6
6:i 5 83 53 3 36
6:30 39 45 84
5:45 39 46 85
7:Ofl 47 37 84
�:15 52 48 1ti0
7:30 45 Z7 72
7:45 33 27 60
8:4fl 59 23 82
8:15 52 a 52
8:3D 27 0 27
8:45 26 0 2S
9:00 28 fl 28
9:15 16 � 16
9:30 2�l 0 24
9:45 17 � 17
�o�aa �2 a �2
�a:�� �� a ��
�a:so s a s
10:45 5 0 5
11:0� 5 U 5
�1:15 2 � 2
�1:3� 9 0 9
�9:45 2 D 2
"I'atal 3262 1197 4459
Percent 73.2°/0 25.8°/Q
AN!Peaf� 1�:�15 9�:45 1�:�45
Voluine 24fi 4 250
Peak Factnr 6.7F9 0.50D �.772
PM Peak 2:30 4:45 A;30
Voiume 346 265 575
Peak Fa�tar a,Sfi1 0.849 0.$31
2
,� Anderson�Bogert
� I�a�iar 7raffic Cr�unter Repo�t
��i'•1i)i:I:Si�3�!
BOGERT Dubuque Nw Arterial
�19�2ozz �as�4b«.�aurn�
8.9.22
Lati tude:3fi.861231
�,��-baan� �c�.��,�c� �ongitude:-95,741185
s��orzo2z w���a, ��, ,
Tim� Dufside Inside Toia€
17_:00 AM � � 1
12:15 2 0 2
i2:3a A � A
12:45 � � 1
1:Qa 6 0 Fi
i:i5 1 � 1
1:3Q 5 0 5
�:�45 3 fl 3
Z:flO 3 0 3
215 1 (l 1
2:3a 2 i3 2
2:4a 3 Q 3
3:00 2 0 2
3:15 2 0 2
3:3D 6 fl 5
3:45 5 fl 5
4�fl0 3 � 3
�}:15 9 a 9
4:3D 19 Q 19
4:45 18 � 16
5:�C7 23 � 23
5:7 5 42 ❑ 42
5:3q 52 Q 52
5:45 4fl i3 40
fi�OQ 25 � 25
&:95 3� � 31
6:30 33 Q 33
6:45 4T 0 �IT
7:00 5 0 52
7:15 55 0 55
7:3fl " fl
7:�15 " • 0
s:a� R • a
8:�5 ' ' 0
8:34 ' * 0
8:A5 " ` 0
9:0� ' ' [}
9:15 ' ' a
9:3Q " " a
9:45 " ` a
1��Ofl " " 6
10:15 ' * 6
1030 ` ' 0
14:�}5 ' ` D
11:00 ` * 0
1�:15 ' ' 0
��:sn • � o
11;45 * * C1
12�da PM * * Q
92�'15 " * p
12:30 * * Q
12:45 " " 0
1:D0 " * �
1:15 ` * �
1:30 * " 0
1:45 " "` �
2:fl� " * �
2:95 * * 0
3
Anders�n-Bag�rt
� Radar Traffic Counter Repart
,",I !I rl l:'.+�i i
BQ��R� Rubuque NW Arteriaf
819l2(}22 Narthbound
8.9.22
Latitude:38.861�31
Longitud�:-95.741185
2:3p * ` 4
2:A5 ' ' 4
�:oo • � a
3:15 * * 0
3:3fl ° " p
3:45 * * 0
4:0� ' * �
�:15 ' " 0
�#:3Q ' " 0
4:45 k * 0
5:00 ' ' 0
5:15 ' * 0
5:30 '` * 0
5:A5 '' * a
6:�0 * * �
6�15 " " 0
6:3� ' * 0
6:45 ' * 6
7•00 k x 1,!
7.15 " ' 0
7:3a * " �
7:45 ` " �
8:0� * * 0
8�15 * " �
8�3❑ ' '` 0
U.•7d k * U
�:�� t * �
J:�FJ * * O
9:34 ' * �
9:45 ' ' �
1fl;a0 ' ` �
1{]:�5 * * 0
1 fl:3� * "` 0
1fl 45 " " 0
��:ao • • a
�1:�I5 ' * 0
i1;30 ' ' p
91:45 ' '' a
Totel 434 0 494
Per�ent 10p.d°I� �.0°/a
AN!I'eak G:30 6:30
Volume 'f87 187
Peak Factor fl.8�Q a.85p
PM Peak
Volume
Peak Fa�lor
Gran�1'otal 3756 'i 197 4953
Parcent 75.8°Io 24.2°/0
ApT ADT;Q AAaT;0
4
�awa Depar�ment ❑f Transpor-�atian
Turn�r�g Ma�ement Tr�affic Count Summary
Annual#zed ❑aily 7rafFic �=or All Vehi�E�s
S(afion lVun�ber: � ��
3s2s Q�72 f� t
31346245[799 z f .� 'r���
4 � � � �
L'our�f f)ate: �- , � �
� `_.�._'
"�hursday,June 22,2017 0
Cour�ty:
Quhur�ue
197�i416 175
Locafior7�escripfron: �A 32 *� � � �p,��
iA 3�&JOFfN F KENNE�Y!��
T044�� 2187� f-273 �6932
�33�i--� �--R351
Ut�lumF:'Fa�tor: 9.7�8 �303� T82� �9�B ��63$
I�ass Glass�actar: `�.E�41 }
�1 I I"''
Sfl Gl�ss Factor. ?.4v3 71B '[E't21Z29
Combv C1ass Fa�tar: 9.45�
�
�
r � �
rz
u�
�
- � 3�6fi 3469
�
-y
Raw Data-All Vehicles:
N Leg E Leg 5 Leg W Leg L���[
L T R L T R t T R t T R ��
07:D i 12� 149 85 3T �D 3�3 49 912 7 294 1 f��Z
�S:f] 1 "E 23 132 87 25 20 40 8� �3 �Q8 223 3 ��
—- -—--—--- - ---- ---F- ---- - ..... --...._..--
'11:Q 10�1 ��t1 8D �6 18 52 1� � 5� 111 2E+1 54
'[2:� 1 9� 1�1� 73 �9U � 7 �2 10B 14CJ 3�A 7t
15;a 1B 1�� 15 133 327 23 50 ?� &3 22� 39� 7�
16:U 94 1?_1 167 13�k 476 2'1- 51 18� 103 ��5 42D 87 �G�o
'i7:4 � �32 18� 1�4 41q 42 90 23 '#0� 332 451 94
��
Created 9126I2D18 10:�43:54AM `fMO� Page 'E of�f
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" `�, Request type: Final Plat Review
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