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Central Avenue and White Street Corridor Traffic Study Preferred Alternative Engagement ResultsCity of Dubuque City Council ACTION ITEMS # 1. Copyrighted November 18, 2024 ITEM TITLE: Central Avenue and White Street Corridor Traffic Study Preferred Alternative Engagement Results SUMMARY: City Manager recommending City Council approval on the preferred alternative for the Central Avenue and White Street Corridor Traffic Study as developed by Bolton & Menk. SUGGUESTED Receive and File; Approve; Presentation DISPOSITION: ATTACHMENTS: 1. MVM Memo 2. Central and White Traffic Study Phase 3 - Pref Alt Engagement - Staff MEMO 3. Bolton Menk Memorandum —Central White Pref Alt Engagement Results _11-18-24 4. Central and White Traffic Study Phase 3 - Public Engagement Summary Report 5. Central and White Traffic Study Phase 3 - Pref Alt Engagement - Council Presentation 11-18-24 6. Lane Widths with Curb Offset —Central & White_Uploaded 11.18.24 Page 1302 of 1454 THE CITY OF DUBE Masterpiece on the Mississippi TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Central Avenue and White Street Corridor Traffic Study Preferred Alternative Engagement Results DATE: November 14, 2024 Dubuque AI WIN av 2007-2012.2013 2017*2019 City Engineer Gus Psihoyos is recommending City Council approval on the preferred alternative for the Central Avenue and White Street Corridor Traffic Study as developed by Bolton & Menk. While it was not unanimous, based on the cumulative citizen and stakeholder feedback, the first alternative, Multi -Modal Focused Alternative, is the preferred alternative of each group that was engaged. Bolton & Menk's memorandum outlines the engagement, planning and considerations that have been completed to summarize the previous plans by the City for Central Avenue and White Street, while also providing the priorities that this alternative meets. I concur with the recommendation and respectfully request Mayor and City Council approval. Mic ael C. Van Milligen ►VA[yTl►TA EVA Attachment cc: Crenna Brumwell, City Attorney Cori Burbach, Assistant City Manager Gus Psihoyos, City Engineer Justine Hull, Traffic Engineer Robert Schiesl, Assistant City Engineer Duane Richter, Traffic Engineer Jill Connors, Economic Development Director Anderson Sainci, Director Office of Shared Prosperity and Neighborhood Development Jason Duba, Assistant Planner Russ Stecklein, Transportation Services Operations Supervisor Arielle Swift, Public Works Director Kristin Hill, Communication Specialist Page 1303 of 1454 THE C DUUB-.'*--FEI Masterpiece on the Mississippi TO: Michael C. Van Milligen, City Manager FROM: Gus Psihoyos, City Engineer DATE: November 13, 2024 SUBJECT: Central Avenue and White Street Corridor Traffic Study Preferred Alternative Engagement Results INTRODUCTION Dubuque AII•America city I I' 2007-2012.2013 2017*2019 The purpose of this memorandum is to provide information and to get support and confirmation from the Mayor and City Council on the preferred alternative for the Central Avenue and White Street Corridor Traffic Study as developed by Bolton & Menk. BACKGROUND Central Avenue and White Street Corridor Traffic Study began in April 2024 with these two corridors spanning from 4th Street to 22nd Street and a holistic approach to review the corridors and engage each different area along Central Avenue and White Street to evaluate desired outcomes and feasibility. A robust public outreach and corridor engagement with the residents, stakeholders, and the private sector (business, trucks) was established with Bolton & Menk to provide potential solutions and alternatives. Bolton & Menk has provided an engagement summary on the results from the open house, survey results and stakeholder responses based on the four alternative cross sections presented to City Council at the September 30th work session. Based on the cumulative citizen and stakeholder feedback, the first alternative, Multi - Modal Focused Alternative, is the preferred alternative of each group we have engaged. Bolton & Menk's memorandum outlines the engagement, planning and considerations that have been completed to summarize the previous plans by the City for Central Avenue and White Street, while also providing the priorities that this alternative meets. See the attached memorandum from Bolton & Menk for more information. ACTION TO BE TAKEN I recommend that the Council provide support and concur with the preferred first alternative, Multi -Modal Focused Alternative, or provide direction with another recommended alternative. Based on the preferred alternative selected, staff and the Bolton & Menk team will finalize the traffic study report based on the selected alternative. The final report will provide implementation and phasing plan, planning level Page 1304 of 1454 cost projections, along with a project video for that alternative on the corridor as a preliminary design plan. Prepared by Justine Hull, Traffic Engineer cc: Robert Schiesl, Assistant City Engineer Duane Richter, Traffic Engineer Jill Connors, Economic Development Director Anderson Sainci, Office of Shared Prosperity and Neighborhood Development Jason Duba, Assistant Planner Russ Stecklein, Transit Arielle Swift, Public Works Director Kristin Hill, Communication Specialist 2 Page 1305 of 1454 MB O LTO N RS & MENK Zest5._ Real People. Real Solutions. November 12, 2024 RE: Central and White Corridor Study Preferred Alternative Engagement Results City of Dubuque, IA Project No.: OT4133000 Introduction 401 1st Street SE Suite 201 Cedar Rapids, IA 52401 Phone: (319) 362-3219 Bolton-Menk.com The memorandum summarizes the results of the community engagement regarding the preferred alternative cross section for Central Avenue and White Street Corridor. The Central and White Corridor Study focuses on determining the best approach to accomplish the study vision: "Central Avenue and White Streets will become a valued and vibrant place in Downtown Dubuque — a place for businesses to thrive, people to live, and for the unique identity of the City to shine." The corridor study has been engaging the public, city staff, and various project stakeholders since April 2024. This latest engagement effort for Phase 3 of the study took place from August to October 2024 and included the following: • Project Advisory Team Meeting • Project Management Team Meeting • Combined meeting with the small business, freight business, and resident focus groups • Public open house • Public Survey Engagement Results A summary of the public engagement is attached. All four alternative cross sections were presented to these various groups along with the Evaluation Matrix, which discussed the pros and cons of each alternative. Questions were answered and feedback was received regarding which alternative was preferred to move forward for the Central Avenue and White Street Corridor. Ideas like automated speed enforcement on the corridor in addition to roadway design changes were received. From these conversations, the Multi -Modal Focused Alternative rose to the top as the preferred alternative with each group engaged. Figure 1 presents the cross sections and elements provided in the Multi -Modal Focused Alternative. Table 1 summarizes the overall study results in the areas different Study Guiding Principle areas of Safety, Equity, Connectivity, and Economic Development. Table 2 shows the ways that the Multi -Modal Focused Alternative addresses the most important priorities for the stakeholders, focus groups, and public engaged through this phase. As shown in these exhibits, the Multi -Modal Focused Alternative is the preferred option for the public and stakeholders and it also provides the most areas of improvement for Safety, Equity, Connectivity, and Economic Development. The Multi -Modal Focused Alternative was developed based upon the results of Survey 2 where respondents desired one-way streets and corridor residents respondents stated that they preferred a wide sidewalk on Central Avenue and a bike facility on White Street. The Bolton & Menk is an equal opportunity employer. Page 1306 of 1454 Multi -Modal Focused Alternative also applies recommendations of several past planning efforts that included this corridor such as the Central Avenue Corridor Master Plan where the public expressed a desire for pedestrian friendly streets. The Dubuque Regional Bike/Ped Plan where on -road bike connections were identified through downtown to connect to existing and planned trails. Imagine Dubuque which outlined several recommendations for improving transportation and mobility in downtown such as Implementing complete streets for all modes of travel, including pedestrians, cyclists, and public transit. Move DBQ which recommended on reducing lane widths, widening sidewalks, adding bike facilities, and improving walkability downtown. These recommendations aim to create a more accessible, efficient, and sustainable transportation network in downtown Dubuque. Alternative 1 Multi -Modal Focused Yr tilt' TWW 7�IW y�r wro.lq nn •n U L !! rUn • Central and White one-way, two lanes • Parking removed on one side of Central and one side of White • Wide sidewalk, outdoor dining, and landscaping on Central Figure 1 Safety Equity Connectivity Economic Development Alternative Evaluation Through Travel Times Preference Matrix Conflict Predictive Pedestrians Bicycles Transit (min) Heavy Vehicles/ On street Landscape Sidewalk from Points Crashes/year EMS Parking Community Central white facility Prefer two limited Both Central & Status on Status lanes to parking trees. Do Nothing white Remain One 531 94 4 5 Status quo way quo parallel quo allow both sides Most on street passing white now Prefer two 6' Grass Multi -Modal Both one-way Wider Facility Enhanced lanes to 50%loss Blvd, 12' Cycle Track on 523 94 Present 4 5 sidewalk, 1 Focus White sidewalks bus stop allow in parking additional on White passing tree wells 16' dining facility Only one Getting to and Both Two -Way on stops on lane for 40%loss Additonal 12' Sticking Parking on Both 976 40 bumpouts both sides 5 5 2 Around Sides parallel of street travel each in parking tree wells sidewalk street I direction Regular wider facility large Remain One-way sidewalks on Room for Transition 10% loss landscape SW 22nd Sow and Flow one Lane: 9th to 503 94 enhanced 13 25 down to 1 to 13th, 3 4th & parallel in parking area 9th stops lane at 9th 12' SW 9th bumpouts street to 4th to 4th Asymmetry: Two -Way: 22nd to facility Transition different 13th; on Status at 13th, No loss in Additonal 12' 757 61 bumpouts 5 5 4 roads, One -Way: 13th to parallel quo more turns parking tree wells sidewalk different roles 4th street needed LEGEND Negative Neutral Effect Effect Positive Effect Table 1 Bolton & Menk is an equal opportunity employer. Page 1307 of 1454 Improve Safety for Ped Crossings VAdd Landscaping/Trees One Way Streets Maximize Parking Wider Sidewalks Reduce Speeds Dampen Noise Safer Cycling Options Two -Way Streets Enhances pedestrian crossings at intersections with bump -outs for increased safety. Limits intersections to two travel lanes, reducing crossing complexity for pedestrians compared to two-way streets with turn lanes. Expands opportunities for landscaping and trees along both streets. Retains One -Way Streets. Provides two lanes for passing and maintains good signal progression for EMS, police, and freight. Reduces on -street parking on one side of Central and White. Allows for loading zones on -street and seeks additional parking on the side streets to support local business/residents. Allows for wider sidewalks for outdoor dining, additional landscaping, and pedestrian space to support local businesses. Includes narrowed lanes, landscaping, and intersection bump -outs to reduce speeds, addressing resident concerns. Includes landscaping/trees to slow speeds and dampen noise. Establishes a dedicated cycle track on White Street, meeting residents' desires for safer cycling options. Retaining two one-way streets provides a consistent street layout, eliminating the need for transitions between one-way and two-way streets. Table 2 Bolton & Menk is an equal opportunity Page 1308 of 1454 PHASE 3: LET'S UNITE! AUGUST - OCTOBER, 2024 The third public engagement phase built upon the interaction and feedback collected in Phase 2. The project team presented four potential alternatives for corridor improvements to the public and collected feedback via in -person events and an online survey. BY THE NUMBERS 1 business, freight and resident focus group meeting 1 open house 6 interactions with posts on Facebook 327 survey responses between October 18 - November 1 THE CITY OF DUB E Masterpiece on the Mississippi LET'S 00c' UNITE! 0 CENTRAL &WHITE BUSINESS, FREIGHT, & RESIDENT FOCUS GROUP ftN October 1 1 4:30 - 6pm O Greater Dubuque tl� 60 people invited to participate GOAL To present the four alternatives shared with the Council to the combined business owner, freight, and resident focus group members, in order to gather their thoughts and insights on a preferred alter- native. Although it was one large combined meeting, we made sure to engage with all three groups equitably. WHAT WE HEARD Key Considerations • Transition at 13th Street (North End): Concerns were raised regarding the transition at 13th Street in Alternative 4. • Alternative 3 and Train Blockages: Questions were raised about how Alternative 3, which proposes a single lane south of 9th Street, would function when train blockages occur east of the corridor. • Amenities vs. Parking: Many attendees expressed a preference for more space for amenities, though there were concerns about the potential loss of parking. • Bike Facilities Connectivity: It was suggested that bike facilities could be located on White Street or another parallel downtown street, as long as there is sufficient connectivity. • Truck Route Request: A request was made for the city to explore establishing a truck route to restrict truck traffic to specific streets. • Freight Members' Input on 14th Street Bridge: Freight members indicated that the 14th Street Bridge could work if the intersection at E 16th Street and Sycamore Street is designed to accommodate trucks effectively, and the curve on Sycamore Street is adjusted to improve truck maneuverability. Page 1310 of 1454 RESULTS Attendees were asked to select their preferred alternative, the results were as follows in order of preference: 1 Alternative 1: Multi -Modal One -Way Alternative 2: Getting Two and Sticking Around 2 Two -Ways 3 Alternative 4: Different Roads, Different Roles with Two -Way and One -Way 4 Alternative 3- Slow and Flow When asked if a bike facility on the corridor was important or if it could be on a parallel street, the responses were as follows: Important, but ok on another 07' 12 Not important street 1 � � Important on White Page 1311 of 1454 OCTOBER 17 1 4:30 - 6pm O Prescott Elementary 0 0 0 43 attendees 1151 White Street GOAL To invite the community to explore all four alternatives, understand what each option includes, and review an Evaluation Matrix that highlights the pros and cons. Attendees were asked to vote for their preferred alternative by placing a sticker on their choice. WHAT WE HEARD Key Considerations Traffic Flow and Street Configuration: Concerns were raised about the traffic flow on Central and White Streets, with many attendees expressing a preference for one-way streets to improve traffic flow, particularly for turning and maneuvering. There were also concerns about congestion on areas with existing two-way traffic, such as upper Central and 22nd, making navigation more difficult. Additionally, attendees expressed concerns about the ongoing use of Central and White by trucks and freight, which could conflict with efforts to improve pedestrian accessibility. • Plaza at 18th & Central: There were concerns regarding the proposed plaza at 18th & Central. Some attendees questioned the practicality of the plaza, citing low turnout at similar spaces like the one near the town clock. There were also worries that the plaza would hinder access to nearby businesses, particularly the Key City Creative Center (KCCC). • Greenery, Landscaping, and Trees: Many attendees expressed a desire for increased landscaping, greenery, and trees as part of the project. They emphasized the importance of creating a visually appealing and sustainable environment that would enhance the overall aesthetic and livability of the area. • Need for Data and Cost Estimates: Questions were raised about the cost estimates for the proposed changes. Attendees requested more clarity on the number of residents and businesses in the affected areas (e.g., White, Central, Millwork District) as well as detailed cost estimates for the proposals to ensure that decisions are based on accurate and transparent information. Based on feedback from attendees, the preferences ranked from highest to lowest were as follows: 1 2 3 Alternative 1: [and ative 2: Alternative 3: Multi -Modal ng Two Slow and Flow One -Way tickingundWays �7 Alternative 4: Different Roads, Different Roles Page 1312 of 1454 • October 18 - November 1 I ❑ p 327 Total Submissions GOAL Collect public input to help determine community priorities for improvements to the Central and White corridor between 4th Street and 22nd Street. The survey was promoted on social media, the project webpage, and at in -person events. CONCEPT PREFERENCE Four potential alternatives were presented and respondents were asked to identify their top preference. The project team also inquired about the importance of cycle tracks and what the top three priorities should be for the corridor design. Alternative 1 Multi -Modal Focused • Central and White one-way, two lanes • Parking removed on one side of Central and one side of White • Wide sidewalk, outdoor dining, and landscaping on Central Alternative 2 Getting To and Sticking Around • Central and White are changed to two-way • Parking is maximized and present on both sides of the roadway • Left turn lanes are needed at all signalized intersections • A two-way left turn lane is needed from 8th to 12th, removes parking on one side Page 1313 of 1454 Alternative 3 Slow and Flow WHITE South of 9th St. /I / `_ i V" VENIVv • Central and White remain one-way pairs with two lanes in each direction from 22nd to 9th • Parking on both sides from 22nd to 9th • Travel lanes change to one from 9th to 4th • Parking is removed on one side from 9th to 4th Alternative 4 Different Roads, Different Roles ;ENTRAI rcth of 13th 1 81d1YlIN R� irUrlw flMrlr R� 81i1Mdt 1!R RR RR RR IR 12R P $IdEWlM Parking - Travel Lane Travel Lane j ParXinq Sldewelh 12R 9n Il tt lit 9n 12 f1 • Central and White are one-way pairs with two lanes in each direction from 4th to 13th • At 13th, Central and White change to two-way streets • Parking remains on both sides of the street Page 1314 of 1454 Which alternative do you prefer? M Alternative 1 M Alternative 2 0 Alternative 2 Alternative 4 A cycle track can be implemented on White Street in all four alternatives. How important is it to have a cycle track on White Street? Important ■ Important, but a bike facility on another downtown ■ Not important street is acceptable Page 1315 of 1454 Please select your top 3 priorities. Add landscaping and street trees Improve safety for pedestrian crossings One-way Maximize parking Wider sidewalks 25% Reduce speeds 25% Dampen noise 24% Safer cycling options 22% Two-way 16% 30% 36% 62% 60% DEMOGRAPHIC RESPONSE RATIOS ISO co liD Residents Business / Property Neither Owners *Some respondees identified as both a resident and a business / property owner. Which alternative do you prefer? 65% 65% 56% 20% 20% 16% � = 0 11% 1 % 10% Alternative 1 Alternative 2 Alternative 2 ■ Resident ■ Business / Property Owner 12% 8% 4% Alternative 4 ■ Neither Page 1316 of 1454 A cycle track can be implemented on White Street in all four alternatives. How important is it to have a cycle track on White Street? 40% 41% 41% 43% 38% 28% 32% 17% 19% Resident Business / Property Owner Neither E Important Important, but a bike facility on another downtown street is acceptable Not important Please select your top 3 priorities. Resident Business / Property Owner Neither Reduce Speeds 27% 39% 23% Dampen Noise 20% 34% 25% Add Landscaping and street trees 6�% 63% 64% Improve safety for pedestrian crossings 65°� ° 63% 58% Safer cycling options 25% 24% 21% Maximize on- street parking 31% 27% 29% Wider sidewalks 18% 2% 30% One-way 34% 29% 37% Two-way 19% 17% 14% Page 1317 of 1454 GENERAL FEEDBACK • Green Space - Many comments emphasize the importance of trees, landscaping, and green spaces. Comments identified it as a way to beautify the area, and want the team to pay attention to where they locate the trees so as to not obstruct any views or pedestrian traffic. • Parking - There is significant concern about the loss of parking. Removing parking spaces is seen as detrimental to local businesses that rely on parking for customers and deliveries. The removal of parking is also seen as a problem for those with mobility impairments, especially if parking is moved farther from entrances. There are also concerns about the need for more designated handicapped parking. • Pedestrians/cyclists - Improve pedestrians and cyclists safety with many expressing the need for protected bike lanes, wider sidewalks, and better walkability, especially in areas with high foot traffic. There are mixed opinions on whether the streets should be optimized for vehicles or pedestrians. Some advocate for making the streets more pedestrian -friendly by reducing vehicle speed and providing more biking and walking options. Others would prefer the streets would be optimized for cars and expressed concern reduced/congested traffic flow and less parking would negatively impact local businesses. • Traffic - Many comments express concerns about how changes will impact traffic flow, especially for semis and larger vehicles. Some worry that reducing lanes or making streets narrower could lead to congestion, accidents, and confusion. Several people suggested finding ways to divert freight traffic away from Central and White Streets in order to help reduce congestion and improve safety. • Economic Development - The impact of changes on businesses is a major concern, particularly regarding the loss of parking and how it might affect customers. There is also concern about the gentrification of the downtown area, with a focus on how redevelopment might impact existing lower -income communities. There were suggestions for more outdoor dining, bike lanes, and other amenities to increase foot traffic and business opportunities. However, the economic success of these initiatives is seen as dependent on the area becoming a more appealing place for both businesses and visitors. Safety - Pedestrian safety is a key concern, with calls for wider sidewalks, better crosswalks and pedestrian lighting. Some suggest adding pedestrian -friendly amenities such as benches and more crosswalk signals to improve accessibility for disabled individuals. Pedestrian Amenities - Some expressed doubt that outdoor dining or pedestrian -focused amenities will be practical given the area's statistics. However many respondents support wider sidewalks, outdoor spaces, and amenities that make walking and cycling more pleasant and safe. The concept of adding trees, benches, and public spaces to encourage people to spend time outdoors is widely supported. Design - Several comments cautioned against overcomplicating the design with too many changes, such as narrowing streets or adding bike lanes where they are not practical. The potential impact on snow removal, particularly with bike lanes and bump -outs, is also raised. There is a preference for designs that prioritize safety and efficiency. Others advocate for designs that improve traffic flow while also accommodating pedestrians, cyclists, and businesses. Page 1318 of 1454 � CENTRAL AVENUE AND WHITE STREET CORRIDOR TRAFFIC STUDY Council Meeting November 18, 2024 Project Location One -Way Portion, 36 study intersections, 44 hlnrkq k J Page 1320 of 1454 9 April - May DISCOVER Study Kick -Off Data Collection Existing Conditions Public Events & Interactive Comment Map 9 June - July ANALYZE Analyze Data & Public Feedback Concept Design Public Events & Community Survey November - January SHARE Share Final Recommendations Implementation Plan Public Hearing Public Engagement Report Stakeholder Input BY THE NUMBERS 1 business, freight and resident focus group meeting 1 open house 6 C interactions with posts on J Facebook 327 survey responses between October 18 - November 1 O CENTRAL & WHITE rwl i Corridor Study r Bolton-Menk.com T Page 1322 of 1454 Four Alternatives Discussed: 1) Multi -Modal focused (One-way) 0- r M .:r � Y� 2) Getting To and Sticking Around (Two-way) CENTRAI F3 `r N , e M 6 M ~+ Bolton-Menk.com S Page 1323 of 1454 Four Alternatives Discussed: 3) Slow and Flow (One-way) 4) Different Roads, Different Roles (Combination) Bolton-Menk.com S Page 1324 of 1454 u rvey Overview FL E T • Total responses — 327 • Resident — 66 • Business / property U141TEO owner —19 • Neither — 220 &9A AS, CENTRAL & WHITE 0 CENTRAL & WHITE Page 1325 of 1454 Which alternative do you prefer? 0 ■ Alternative 1 ■ Alternative 2 ■ Alternative 3 Alternative 4 CENTRAL & WHITE Bolton-Menk.col„ 0 Page 1326 of 1454 A cycle track can be implemented on White Street in all four alternatives. How important is it to have a cycle track on White Street? ■ Important • Important, but a bike facility on another downtown street is acceptable ■ Not important Bolton-Menk.coii. 0 Page 1327 of 1454 Please select your top 3 priorities: Add landscaping and street trees Improve safety for pedestrian crossings ' One-way ' Maximize on -street parking ' Wider sidewalks ' Reduce speeds ' Dampen noise ' Safer cycling options ' Two-way , 0% 300,:, 25% 25% 244'0 22% - 15% 100/0 20% 305: 36% 62% 60% 40 . 50% 60% 70% 711 Q 1 A� �c�u� Page 1328 of 1454 NE Page 1329 of 1454 Which alternative do you prefer? 70% 68% 65% 60% 58% 50% 40% 30% 20% 10% 0% Alternative 1 M 21% 20% 15% 16% 12% ON 10% Alternative 2 Alternative 3 ■ Resident ■ Business / Property Owner Neither 5% 5% 4% Alternative 4 CENTRAL & WHITE Page 1330 of 1454 A cycle track can be implemented on White Street in all four alternatives. How important is it to have a cycle track on White Street? 24% 10% 0% Resident ■ Important Business / Property Owner ■ Important, but bike facility on another downtown street is acceptable 19% ■ Not important 43% Neither 38% Page 1331 of 1454 Please select your top 3 priorities: 50% 40% 30% 20% 10% 0% 64% 65% 58%58% 163% . 58% 37% 36% 37% 35% 29% 30% 32% 24% 25 23 23% 21% 21% 20% 18 16°D 149Po 11 °Po 0% Reduce speeds Dampen noise Add landscaping and Improve safety for Safer cycling options Maximize on -street Wider sidewalks One-way street trees pedestrian crossings parking ■ Resident ■ Business / Property Owner Neither 4J o CENTRAL & WHITE Page 1332 of 1454 Alternative 1 Multi -Modal Focused fK51t • Central and White one-way, two lanes • Parking removed on one side of Central and one side of White • Wide sidewalk, outdoor dining, and landscaping on Central • Two-way cycle track on White t N Bolton-Menk.com S Page 1333 of 1454 Evaluation Matrix Safety Equity Connectiuity Economic Deuelopment Alternatiue Evaluation Times Heavy Through Travel Preference Conflict Predictive Pedestrians Bicycles Transit (min) Vehicles/ On Street Landscape Sidewalk from atrix Points Crashes/year EMS Parking Community Central White facility Prefer two limited Both Central & Status on Status lanes to parking trees. Do Nothing White Remain One 531 94 4 5 Status quo - Way quo parallel quo allow both sides Most on street passing white now Pretw o wo 6' Grass Multi -Modal Both One -Way Wider Facility Enhanced lanes to o 50% loss Blvd, 12' Cycle Track on 523 94 Present 4 5 sidewalk, 1 Focus White sidewalks bus stop allow in parking additional on White 16' dining passing tree wells facility Only one Getting to and Both Two -Way on stops on lane for o 40/ loss Additonal 12' Sticking Parking on Both 976 40 bumpouts both sides 5 5 2 Around sides parallel of street travel each in parking tree wells sidewalk street direction Regular wider facility large Remain One -Way sidewalks on Room for Transition o 10/ loss landscape SW 22nd slowand Flow One Lane:9th to 503 94 enhanced 13 25 down to 1 to 13th, 3 4th & parallel in parking area 9th stops lane at 9th 12' SW 9th bumpouts street to 4th to 4th Asymmetry: Two -Way: 22nd to facility Transition different 13th; on Status at 13th, No loss in Additonal 12' 757 61 bumpouts 5 5 4 roads, One -Way: 13th to parallel quo more turns parking tree wells sidewalk different roles 4th street I I I I I needed LEGEND Negative Neutral Positive Effect Effect Effect CENTRAL & WHITE Page 1334 of 1454 Parking Utilization • 503 spaces existing on Central and White Streets Today • Highest Parking Peak is Weekday Evening with a utilization of 24% • When spaces are removed with the Multi -Modal Alternative, the utilization increases to 52% overall • This is still less than the 80% standard when on -street parking is considered full ►" r3 «wwnc„ e Weekday PM UtAzation S 25% 25% - 60% -6W.-80% > 80% No Parking Spaces a w� �r<a vusu. vsur J +� on-Menk.com F✓ y 34D� t 4-�4. Page 1335 of 1454 M �J r Bolton-Menk.com T Page 1336 of 1454 Improve Safety for Ped Crossings Landscaping/Trees One Way Streets Enhances pedestrian crossings with bump -outs Limits intersections to two travel lanes, reducing crossing complexity Expands opportunities for landscaping and trees along both streets. Retains One -Way Streets. Provides two lanes for passing and maintains good signal progression for EMS, police, and freight. Maximize Parking Reduces on -street parking on one side of Central and White. Allows for loading zones on -street Seeks additional on -street parking on the side streets Wider Sidewalks Allows for wider sidewalks for outdoor dining, additional landscaping, and pedestrian space to support local businesses. Reduce Speeds Dampen Noise Safer Cycling Options Includes narrowed lanes, landscaping, and intersection bump -outs to reduce speeds, addressing resident concerns. Includes landscaping/trees to slow speeds and dampen noise. Establishes a dedicated cycle track on White Street, meeting residents' desires for safer cycling options. Bolton-Menk.com T Page 1337 of 1454 Central Avenue Public Expressed a Desire for Pedestrian Friendly Corridor Master Streets Plan Dubuque Regional On -road bike connections were identified through Bike/Ped Plan downtown to connect to existing and planned trails. Imagine Dubuque Implement complete streets designed for all modes of travel, including pedestrians, cyclists, and public transit. Move DBQ provides recommendations on reducing lane widths, widening sidewalks, adding bike facilities, and improving walkability downtown Central Ave The revitalization of Central Avenue has been Revitalization identified as a high priority by Council for the years 2023-2025. The consideration of traffic along White Street is included to generate a cohesive understanding and solution for the transformation of Central Avenue. Bolton-Menkxom T Page 1338 of 1454 Next Steps • Refine Preliminary Layout for Preferred Alternative • Develop Cost Estimates &Phasing Plan • Finalize Report and Project Video for Preferred Alternative • Public Hearing —January 2025 O . CENTRAL & WHITE LET'S � DO THIS! CENTRAL & WHITE Bolton-Menk.m.. ,°10 Page 1339 of 1454 �I Page 1340 of 1454 In addition to the 11-foot travel lane, a curb offset of 2-feet is also included for the lane not adjacent to the parking lane. Per SUDAS, the Iowa Statewide Urban Design and Specifications, the curb offset is measured from the back of curb to the edge of the lane. The curb offset increases driver comfort and roadway safety. Curb offset is not required for roadways with a posted speed of 35 mph or less or where on street parking is present, however, to be more accommodating of the larger vehicles travelling on Central and White, a curb offset is included in the Multi - Modal Alternative cross section. This is an additional distance outside of the travel lane width. The left most lane on both streets would be 12.5-feet from the lane line to the face of curb, see graphics below. Page 1341 of 1454