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Central Avenue and White Street Corridor Traffic Study Summary Report Public HearingCity of Dubuque City Council PUBLIC HEARINGS # 1. Copyrighted January 21, 2025 ITEM TITLE: Central Avenue and White Street Corridor Traffic Study Summary Report Public Hearing SUMMARY: Proof of publication on notice of public hearing to consider City Council adopt a resolution approving the Central Avenue and White Street Corridor Traffic Study Summary Report and adopting the Multi -Modal Alternative as the selected alternate which will function as a guide and the City's long-term master plan for the redevelopment and revitalization of the Central Avenue and White Street corridors, in conjunction with the previously adopted Central Avenue Corridor Streetscape Master Plan, and City Manager recommending approval. RESOLUTION Approval Of The Central Avenue And White Street Corridor Traffic Study Summary Report SUGGUESTED Receive and File; Adopt Resolution(s) DISPOSITION: ATTACHMENTS: 1. MVM Memo 2. 1 Central White Traffic Study Summary Report - Public Hearing Staff Memo final 3. 2 Central White Traffic Study Summary Report - PH RESOLUTION 4. 3 Central and White Final Report_1-10-25_ 5. Resolution 11-23 Central Avenue Corridor Streetscape Master Plan — Adoption 6. Central Ave. Corridor Streetscape Master Plan Dec 2022 Page 304 of 740 THE CITY OF Dubuque DuBE uFA�a9a av Masterpiece on the Mississippi rP PP zoo�•*o 13 2017202019 TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Central Avenue and White Street Corridor Traffic Study Summary Report Public Hearing DATE: January 14, 2025 City Engineer Gus Psihoyos is recommending City Council adopt a resolution approving the Central Avenue and White Street Corridor Traffic Study Summary Report and adopting the Multi -Modal Alternative as the selected alternate which will function as a guide and the City's long-term master plan for the redevelopment and revitalization of the Central Avenue and White Street corridors, in conjunction with the previously adopted Central Avenue Corridor Streetscape Master Plan. This Final Summary Report is a technical report that documents the analysis, conceptual design layouts, planning -level cost estimates, preferred alternative conceptual design, and the potential implementation / phasing plan for Central Avenue and White Street corridors. The phasing plan is subject to future City Council decisions on funding. A presentation video will be shown during the public hearing which will act as a visual guide to the Final Summary Report 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 Gus Psihoyos, City Engineer Robert Schiesl, Assistant City Engineer Additional on back.... Page 305 of 740 Justine Hull, Traffic Engineer Dave Ness, Traffic Engineer Duane Richter, Traffic Engineer Jill Connors, Economic Development Director Anderson Sainci, Director Office of Shared Prosperity and Neighborhood Development Arielle Swift, Public Works Director Jason Duba, Assistant Planner Kristin Hill, Communication Specialist Russ Stecklein, Transportation Services Operations Supervisor Dave Lyons, Director Strategic Initiatives, Greater Dubuque Development 2 Page 306 of 740 THE CF Dubuque D!UjB E-E All -America Ciry 1 I��I Masterpiece on the Mississippi zoo2-2013 2017*2019 TO: Michael C. Van Milligen, City Manager FROM: Gus Psihoyos, City Engineer DATE: January 13, 2025 SUBJECT: Central Avenue and White Street Corridor Traffic Study Summary Report Public Hearing INTRODUCTION This memorandum requests the City Council conduct a public hearing for the Central Avenue and White Street Corridor Traffic Study Summary Report completed by Bolton & Menk, Inc. The Final Summary Report will act as a guide and master plan for the reimagined corridors based on the recommended Multi -Modal Alternative as the City prepares for the future design development for the implementation phases. The purpose of the public hearing is to share with the City Council and community the Final Summary Report of the study work completed, the potential implementation / phasing plan for Central Avenue and White Street corridors, funding options, and other recommendations. BACKGROUND Bolton and Menk, Inc. was hired by the City of Dubuque to study the one-way corridors that are Central Avenue and White Street to create a design plan to reinvent the corridor with a holistic approach. Engagement with the public and key stakeholders was crucial in understanding the needs of the corridors, community and City Council. In a November 2024 work session, the City Council supported the recommended Multi - Modal Alternative as presented by Bolton and Menk and City staff. The preferred Multi - Modal Alternative addressed and incorporated most of the priorities along the two corridors. Following the support and direction from the City Council, Bolton and Menk began finalizing the study and completing the Central Avenue and White Street Corridor Traffic Study Summary Report. Within the report you will find three (3) key future transportation network connections in the downtown area. These planned roadway network connections are pivotal for achieving the goals and vision of Central Avenue and White Street corridors. Exhibit 1 below and on page 38 of the Final Summary Report show the proposed 141h Street overpass bridge over the railroad tracks, the proposed Central and 18th Street pedestrian plaza, and extension of Pine Street from Kerper Boulevard to E. 7th Street through the former Alliant Power Plant site. The key future transportation network connections will enhance the opportunities for developing the Central Avenue and White Street preferred Multi -Modal Alternative to create different spaces and opportunities for passenger vehicles, freight trucks and vulnerable road users like pedestrians and cyclists. Page 307 of 740 [;D�2I CENTRAL & WHITE 14' Street Overpass A bridge over the railroad is to be constructed on 141h Street to the east of the study area. The primary purpose of the bridge is to serve as a railroad overpass. As train frequency increases in the area, this will provide an opportunity for vehicles to avoid waiting for trains to pass. While this will make 14� Street more desirable, it is not expected to cause a drastic shift in overall traffic patterns other than when a train is present. I n "" q1 MR ` Street Plaza Concep(li-om Central Avenue Streetscape Plan Pine Street Connection To the east of the study area, Pine Street is to extend from 91 SUKerper Boulevard to 7- Street east of US 6. This expansion allows heavy vehicles coming from US 61 to reach East Commercial Street/Port area without having to traverse through Central Avenue and White Street. hnage of Future 14r° Street Ut t-ipue'e 18' Street Plaza 18th Street between Central Avenue and White Street was proposed to be closed to private vehicles at Central Avenue and a pedestrian only plaza created to serve as a neighborhood gathering space. Image Showing Proposed Location of new Pore Street Connection FINAL Central & White Corridor Study Report Exhibit 1: Key Future Transportation Network Connections in Downtown Area DISCUSSION pg.38 This Final Summary Report is a technical report that documents the analysis, conceptual design layouts, planning -level cost estimates, preferred alternative conceptual design, and the potential implementation / phasing plan for Central Avenue and White Street corridors. A presentation video will be shown during the public hearing which will act as a visual guide to the Final Summary Report The potential implementation / phasing plan and cost projections are shown in the following Tables 8 and 9 (Section 22, pg. 67 in the report) for each phase for the Multi - Modal Alternative include all potential reconstruction elements. The cost projections do not include future ongoing maintenance related items such as pavement markings, signage, decorative pavement, snow removal or other staffing and equipment needs. The potential side street improvements and connection elements along Central Avenue and White Street are also not included in this cost estimate. An important factor when developing a multi -year implementation / phasing plan for the Central Avenue and White Street corridor improvements with the preferred Multi -Modal Alternative design elements will be coordination with other major downtown area project, balancing goals and priorities, and programming City funding. 2 Page 308 of 740 Table 8 Central Avenue & White Street Project Phasing* Phase 2026- 2028- 2030 2032- 2034- 2036- 2027 2029 2031 2033 2035 2037 1 Restripe Central & White from 4"= St to 22:"' St 2 Apply Const. for 22:,d St Grants to17" for St Phase 2 3 Apply Const. for 1711, St to Grants 1311, St for Phase 3 4 Apply Const_ for 13e, St to Grants lV, St for Phase 5 Apply Const. for llw St to Grants 811, St for Phase 5 6 Apply Const_ for 8" St to Grants 41e St for Phase b 'Phasing will be influenced by grant timelines and council's priorities for funding of these improvements with other capitol project needs. _ Table 9- Central Avenue & White Street Project Cost By Phase Phase Description Estimated Cost 1 Restripe Central & White from 4 ', St to 22°1 St $330,000 2 Construction 221"! St to 171 St $5,623,500 3 Construction 17'11 St to 13`' St $4,663,500 4 Construction 131" St to 11" St $2,274,000 5 Construction Mt, St to 8 h St $3,386,500 6 Construction &I, St to 411' St 83,974,250 TOTAL S19,936,750 3 Page 309 of 740 RECOMMENDATION Through adoption of the attached resolution, I respectfully request the City Council conduct a public hearing for the Central Avenue and White Street Corridor Traffic Study Summary Report, and to approve and adopt the Multi -Modal Alternative as the selected alternate which will function as a guide and the City's long term master plan for the redevelopment and revitalization of the Central Avenue and White Street corridors. Prepared by: Justine Hull, Traffic Engineer cc: Robert Schiesl, Assistant City Engineer Dave Ness, Traffic Engineer Duane Richter, Traffic Engineer Jill Connors, Economic Development Director Anderson Sainci, Office of Shared Prosperity and Neighborhood Development Arielle Swift, Public Works Director Jason Duba, Assistant Planner Kristin Hill, Communication Specialist Russ Stecklein, Transit Department 0 Page 310 of 740 Prepared by Robert Schiesl City of Dubuque Engineering 50 W. 13th St Dubuque IA 52001 (563)589-4270 Return to Adrienne N. Breitfelder City Clerk City of Dubuque, 50 W. 13th St. Dubuque, IA 52001 (563)589-4100 RESOLUTION NO. 22-25 APPROVAL OF THE CENTRAL AVENUE AND WHITE STREET CORRIDOR TRAFFIC STUDY SUMMARY REPORT NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: SECTION 1. The adoption of the Multi -Modal Alternative as the selected alternate which will function as a guide and the City's long term master plan for the redevelopment and revitalization of the Central Avenue and the White Street corridors. SECTION 2. That the Central Avenue and White Street Corridor Traffic Study Summary Report is hereby approved. Passed, adopted and approved this the 21st day of January 2025. Attest: Adrienne N. Breitfelder, City Clerk Braque avanagh, Mayor r� 0 U CENTRAL & WHITE I1:�:�III11: 1 S BOLTON & M E N K Real People. Real Solutions. Submitted by: Bolton & Menk, Inc. 401 1st Street SE, Suite 102 Cedar Rapids, IA 52401 P:319-362-3219 Bolton-Menk.com Page 312 of 740 Certification Corridor Study Report For Central Avenue and White Street City of Dubuque, IA OT4.133000 January 10, 2025 PROFESSIONAL ENGINEER I hereby certify that this plan, specification, or report was prepared by me or under my direct supervision, and that I am a duly Licensed Pr�ofessional Engineer under the laws of the State of Iowa. Signature: i nY (-by Typed or Prf t d Name: Jennifer McCoy Date: 1/10/2025 License Number: P20614 Prepared by: Bolton & Menk, Inc. Certification Page 313 of 740 CENTRAL & WHITE Table of Contents EXECUTIVE SUMMARY................................................................................................3 INTRODUCTION............................................................................................................... 4 LANDUSE.......................................................................................................................... 8 CORRIDOR DEMOGRAPHICS.......................................................................................10 EXISTING ROADWAY INFRASTRUCTURE...........................................................11 EXISTING TRANSPORTATION TECHNOLOGIES.................................................14 PARKING CHARACTERISTICS..................................................................................15 VEHICLE VOLUMES......................................................................................................16 EXISTING OPERATIONS..............................................................................................21 WALKABILITY............................................................................................................... 23 BICYCLING...................................................................................................................... 26 TRANSIT.......................................................................................................................... 28 CRASH HISTORY...........................................................................................................30 PUBLIC OUTREACH AND STAKEHOLDER ENGAGEMENT ............................ 34 FUTURE YEAR VOLUMES......................................................................................... 37 ALTERNATIVES EXPLORATION.............................................................................43 EVALUTAION MATRIX.............................................................................................. 52 PREFERRED ALTERNATIVE..................................................................................... 53 DESIGNGUIDANCE....................................................................................................... 56 URBAN STREETSCAPE AND SIDE STREETS ...................................................... 58 NEW TECHNOLOGY CONSIDERATIONS............................................................... 63 LAYOUT........................................................................................................................... 66 PHASING AND PRELIMINARY COST ESTIMATE .............................................. 67 OTHER ITEMS TO CONSIDER................................................................................... 69 FINAL Central & White Corridor Study Report pg. 1 CENTRAL & WHITE Appendix A. PEDESTRIAN VOLUMES B. CRASH REPORT TABLES C. ENGAGEMENT SUMMARY D. TURN MOVEMENT COUNTS E. OPERATIONS SUMMARY F. PREFERRED ALTERNATIVE LAYOUT G. PRELIMINARY COST ESTIMATES FINAL Central & White Corridor Study Report pg. 2 Executive Summary The purpose of this study is to evaluate the existing one-way pair of Central Avenue and White Street between 4th Street and 22nd Street to identify roadway improvements that can mitigate safety, multimodal, and traffic flow issues. The City Council expressed the desire to calm traffic in these corridors to produce more livable neighborhoods and increase economic development while maintaining reasonable traffic flows through downtown. Central Avenue which carries 8,000 vehicles/day and White Street which carries 5,000 vehicles/day are part of a larger transportation system supporting downtown. Connections to different districts within downtown and travel across these two streets are as important as connections along their lengths. The corridor should be considered as twenty-two blocks, not two roads, where the character of the roads can vary according to surrounding land use needs if desired. All the corridor connections contemplated by the city; the 14th Street Bridge, 18th Street Plaza, and Pine Street connection, play a vital role in achieving the goals and vision for Central Avenue and White Street. Truck impacts on the corridor can be reduced without impacting mileage or access for freight companies if the 141h Street overpass and 161h Street interchange can be better utilized via an established truck route in downtown. The selection of a preferred design alternative for Central Avenue and White Street is just one part of accomplishing Council's vision. The design should be combined with specific policies and side streets better utilized to meet the goals of revitalization of the corridor. The side streets provide an opportunity to support the corridor: more parking, more green space, more sidewalk space, bike parking, bike lanes, or plaza space. Several combinations of lanes and directionality were considered for the corridor The preferred option, determined through extensive community and stakeholder engagement along with detailed data analysis, is Alternative 1 — the Multi -Modal Focused Alternative. CENTRAL & WHITE 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 • Two-way cycle track on White Improve Safety for Enhances pedestrian crossings with bump -outs Ped Crossings Limits intersections to two travel lanes, reducing crossing complexity Add Expands opportunities for landscaping and trees along both streets. Landscaping/Trees One Way 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 As shown in the table to the right, Alternative 1 meets most of the top priorities Wider Sidewalks Allows for wider sidewalks for outdoor dining, additional landscaping, local businesses. identified by the community. The only one it doesn't meet is the desire to and pedestrian space to support maximize parking. This alternative meets the desires of the Central Avenue Reduce Speeds Includes narrowed lanes, landscaping, and intersection bump -outs to Corridor Master Plan and the goals of the Central Avenue Revitalization. reduce speeds, addressing resident concerns. The inclusion of a two-way cycle track on White Street provides a bike route that Dampen Noise Includes landscaping/trees to slow speeds and dampen noise. spans the entire length of the corridor. The cycle track on White Street completes Safer Cycling Establishes a dedicated cycle track on White Street, meeting residents' desires for the connection between many existing and planned bike facilities meeting the safer cycling options. Options recommendations of the city's Imagine Dubuque Comprehensive Plan and the MoveDBQ Mobility Solutions along with Dubuque County's Regional Bike and Pedestrian Plan by providing a bike network in downtown Dubuque. FINAL Central & White Corridor Study Report pg. 3 II. Introduction A. Study Area Overview The Central Avenue and White Street corridors are significant north -south roadways in Dubuque and provide access to key areas of the city like the Millwork District, the Port of Dubuque, Prescott Elementary School, Dubuque City Hall, and the core downtown neighborhoods. The two corridors form a one-way pair between 4tn Street and 22nd Street, with Central Avenue carrying southbound traffic and White Street carrying northbound traffic. B. Study Purpose The purpose of this study is to evaluate the existing one-way pair to identify roadway improvements that can mitigate safety, multimodal, and traffic flow issues. The City Council expressed the desire to calm traffic in these corridors to produce more livable neighborhoods and increase economic development while maintaining reasonable traffic flows through downtown. This corridor was the main route from the north part of Dubuque to US 20 and US 61. In 2021, jurisdiction of this corridor changed from a state-owned highway to a city street. This, combined with the completion of the Northwest Arterial project in 2023 connecting US 20 to the north part of the city, provides an opportunity to re - envision the corridor to function more as a complete street. This study looks beyond the typical traffic analysis to also focus on the corridor through the lenses of mobility, placemaking, community, safety, and economy. I CENTRAL & WHITE 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. Guiding Principles: One component of the corridor study is to assess the impact of converting the one- way pair to two-way operations, and the impacts that such a change would have on corridor users, freight, and area residents and businesses. While the conversion is a component of this study, other improvement options, including maintaining the existing one-way pair and adding bicycle and pedestrian facilities were also considered. C. Study Area The corridor is located in downtown Dubuque and serves a diverse range of vehicle traffic, including cars, trucks, buses, pedestrians, and bicycles. The study area includes 38 study intersections and 44 city blocks. To provide equitable transportation recommendations, the analysis documents existing conditions and identifies needs for vehicles, bicyclists, and pedestrians to recommend roadway improvements that serve all users. FINAL Central & White Corridor Study Report pg. 4 CENTRAL & WHITE D. Related Studies The Central and White Study is a continuation of the family of plans that includes the Central Avenue Streetscape Plan and STREETS Plan. The different planning efforts and how they relate to this corridor study are summarized below. - ` ,� . •,. ,�� ♦ _ Central Ave Streetscape Plan This document, completed in January 2023, summarizes the process and results of at S r tii - ` a master plan -level design of Central Avenue between 11th Street and 22nd Street. The goals of this plan include creating a vision that will support the 0' transformation of this portion of Central Ave into a more pedestrian -friendly city `W • '� � � � � street. Through the development of the Central Avenue Corridor Master Plan, the public expressed a desire for pedestrian -friendly streets, emphasizing that safety is paramount. The council also expressed the desire to calm traffic in these corridors to produce more livable neighborhoods and increase economic . development while maintaining reasonable traffic flows through downtown. STREETS Plan The Smart Traffic Routing with Efficient and Effective Traffic Systems (S.T.R.E.E.T.S.) plan was completed in June 2018. Area leaders came together to rY" describe a future smart traffic signal system that leverages advances in technology to create the next generation of integrated traffic signal systems based h on real-time data. The goal is to help reduce congestion and reroute traffic to .` balance delay while reducing crashes and harmful pollutants. This plan will influence the design of traffic signals and overall traffic calculations along the ��. �- 5.✓ i �� roadway. An integrated traffic signal system creates widespread improvements to ' traffic patterns throughout the City, especially in areas with higher intersection Figure 1: Study Area & Study Intersections ! density such as Central Avenue and White Street. FINAL Central & White Corridor Study Report pg. 5 Spring Fling In April 2019, Local business owners who would be affected by the corridor's redevelopment were notified and encouraged to attend a separate business roundtable discussion. The purpose of this gathering was to present the draft Central Avenue Streetscape Plan, receive feedback, and address the concerns. The public expressed interest in two-way traffic conversion, concerns over the removal of parking, the need for ongoing semi -truck delivery accesses, and questioned potential funding opportunities. These considerations should be carried forward as part of all design efforts along the corridors. Council High Priority The revitalization of Central Avenue has been identified as a high priority for the years 2023-2025. This study is directly related to the city council's prioritization of this revitalization effort. Additionally, the consideration of traffic along White Street is included to generate a cohesive understanding and solution for the transformation of Central Avenue. Dubuque Regional Bike/Ped Plan The Dubuque Regional Bike and Pedestrian Plan completed in July 2023 will help the Dubuque region and surrounding communities improve their trails, on -road bike routes, sidewalks, and pedestrian crossings. The plan maps out a general strategy for future bike and pedestrian network development and identifies specific projects that can be constructed to expand and enhance the existing network. This plan identifies existing and proposed trails throughout Dubuque County. This plan identifies signed -on -road trails for both Central Avenue and White Street, as well as existing and planned trails across crossing streets. Imagine Dubuque Completed in September 2017, the Imagine Dubuque comprehensive plan serves as a guide for the community's physical, social, and economic development. The plan is organized into 10 sections: "Introduction", "Community Engagement", "Economic Prosperity", "Environmental Integrity", "Social and Cultural Vibrancy", "Housing", "Community Facilities", "Transportation and Mobility", Land Use", and "A Call to Action". The "Transportation and Mobility" section is especially relevant to this study; however, this full document is important to understand the community today and the vision for how Dubuque should function by the year 2037. Imagine Dubuque outlines several key recommendations for improving transportation and mobility in downtown Dubuque. These recommendations aim to create a more accessible, efficient, and sustainable complete transportation network in Dubuque. CENTRAL & WHITE Move DBQ This plan focusing on "Ride, Park, Walk, and Roll" in Downtown Dubuque was completed in 2024 and is split into two main parts: Smart Parking Management Plan and Mobility Solutions since parking and walkability influence each other. Recommendations include: - Upgrading parking ramp gate equipment to improve monitoring and management of parking ramp occupancies - Upgrading on -street meters to credit card -enabled kiosks and pay -by - space or pay -by -plate systems - Consideration of removal of on -street meters in low occupancy areas - Improved wayfinding and branding of all parking system assets - Properly implemented, lighting design for wayfinding, safety, and an enhanced user experience. Including adding security lighting in alleys. - Implementation requirements for blue light emergency phones - Developing a signage and wayfinding master plan for all signage for districts, bike facilities, pedestrian destinations, etc. - Sidewalks min 7' width with 9' width preferred - Crosswalks should not be less than 6' and in urban areas should be marked and bump -outs used. RRFBs and HAWKS should also be considered. - Shared -use trails should be at least 10' wide and include a center stripe - Design details for striped on -street bike lanes are provided for conventional and buffered bike lanes - Desire by the community to have scooters or bike share program and a parklet program is also included Historic Millwork Plan Update Completed in 2024, this plan identified a need for a connection from districts like the Millwork to other downtown districts like Main Street or the Bluff Street area. It identified Central Avenue and White Streets as a barrier to cross connections as the city has reoriented. FINAL Central & White Corridor Study Report pg. 6 Figure 2 — Study Area Key Connections 1L4 Audubon Elemetary ` Chaplain ` Schmitt #,Washington Bee Island Neighborhood Branch Clarke University ` ` W1b 6f Tucker Freight Jack`n ` Park Flint Hill Resources Laras Presc ttt ` Millwork Elementary �_T College District E B3M University of Dubuque WgthS� � EMEI Main Street/ Alta Vista Downtown Campus Washington ` Park Port of .Q c� W'st Dubuque �5� Lincoln Elementary \ i Study Area Key Connection Average Annual Daily Traffic [AADTI Parks / Y J1/ Mercy Medical � School v Center 0 E. Reorienting Downtown Dubuque Whereas this study area serves as a north -south transportation corridor, it is also a conduit for all modes traveling along and across it, connecting several downtown destinations and districts. As downtown Dubuque has continued to re -orient itself east -west, travel across the corridor is just as important as travel along it. This corridor is a part of a larger urban fabric, and enhancements to this corridor provide a higher quality of life for residents, visitors, and businesses that interact with these spaces. CENTRAL & WHITE FINAL Central & White Corridor Study Report pg. 7 Land Use Central Avenue and White Street traverse some of Dubuque's most historic neighborhoods. The combination of community age, network functional classification, and land use along the corridors is some of the most diverse in the city. The corridor features a diverse mix of several distinct districts and uses. The existing land use map classifies Central Avenue as Downtown Commercial from 4th Street to 22nd Street. White Street surrounding land use is Downtown Commercial from 4th Street to 14th Street and Multi -Family and Office/Residential from 14th Street to 22nd Street. cxi m , i�l �{ +� c� �� Figure 3: Existing Land Use Map The surrounding character of the uses along these two corridors changes within the study area with a mix of commercial and residential on the north end, a concentration of civic uses and Prescott Elementary in the middle, and more traditional downtown uses on the southern end. CENTRAL & WHITE Central Avenue and White Avenue bisect three important subdistricts within the downtown, each with their own character: Mixed Use, Civic, and Downtown. Central Avenue and White Street can serve as the zipper that pulls together all these important subdistricts. Ott 1W FINAL Central & White Corridor Study Report A. Mixed Use The north end of the study area stretches from north of 13th Street to 22nd Street and bisects a mixed use district consisting of the Washington Ave Neighborhood and a commercial node at 18th Street. This area is a mix of single-family and multi -family residential properties and commercial businesses. Many small businesses occupy the first floor of multi -tenant apartment homes. Notable uses on the north end of the study area include the Voices Building, Key City Creative, Steeple Square, Dream Center, and the Dubuque Office of Shared Prosperity. Commercial uses along these corridors primarily utilize the alleys for loading activities. Both residents and businesses rely on on -street parking in this area, as no city parking ramps are available nearby. White Mixed Use B. Civic r— Between 13th Street and 111h Street, land uses are primarily civic -focused. Notable uses in this center portion of the study area include Prescott Elementary, the Multi -Family Center, and Dubuque City Hall. r ss White Civic CENTRAL & WHITE C. Downtown The southern portion is the Downtown section. This area serves as a gateway to the city from US 61. Running between 4th Street and 11th Street, adjacent land uses are office, courts, retail, and commercial. Notable uses include the Dubuque County Courthouse, Dubuque City Fire Station, Dubuque County Jail, and Central Ave Parking Ramp (at loth). This section of Central and White also lies in between the core of Downtown (Clock Tower Square) and the Millwork District. FINAL Central & White Corridor Study Report pg. 9 IV. Corridor Demographics The population of the study area is just under 2,000 people with 905 total households (45%) with a mean income of $45,000. 560 of the households (28%) are rentals. The population in the study area is diverse with a larger portion of Black, Indigenous, and People of Color (BIPOC) households north of 14th Street, see Figure 5. Employment is 2/3 white-collar and 1/3 blue-collar or service -type jobs. LOWELL ST •\ '\ CLARNE DR •\ •� •\ � � E �51NS7 WLOCUST Si •� �`I `'j •`� E,STN 101E1PSZ 's,1l, 51 ,� E,etNgt 1 0 \ r J :\ SZ E"VN K r e`VO •\\ `OapS o9 s 9 s 61 SS v % \ E71N SS yLv �s .1'1 •\�• MMFRO/4�ST BSN 51 0 .Y UNIVERSITY AVE W •\ •\ E 51. ST 1 \ t W SZNS •\• 1 o 1 �• v 0� —• White St and Central —••—•� Ave Corridor Percent Population BIPOC y� 0.0%-4.2% 4.3%-10.0% 10.1%-18.2% _ 18.3%-33.3% A _ 33.4%-60.0% No Population F\t' i Figure 5 - % Pop BIPOC CENTRAL & WHITE Census data shows that within the study area, 25% of households are below the poverty level, compared to 12% city-wide. Additionally, 24% of households in the study area receive food stamps, compared to 11% city-wide. Vehicle ownership is 75% in the study area on average, with a high concentration of households with less than 5O% vehicle ownership located between 14th Street and 17th Street along the corridor. With lower vehicle ownership and income, these households rely heavily on alternative transportation modes such as transit, walking, or biking. The percentage of the population below 15O% of the Federal Poverty Level in the study area is shown in Figure 6. h FINAL Central & White Corridor Study Report pg.1O V. Existing Roadway Infrastructure A description of the existing corridor roadway infrastructure follows. A. Central Avenue Two-lane, one-way southbound traffic between 4th Street and 215t Street, and transitions to a two-lane two-way undivided roadway north of 21st Street. The street is posted at a 25-mph speed limit. Central Avenue is functionally classified as a Minor Arterial, meaning the route is intended to be a major traffic -carrying route. However, the corridor provides a significant amount of direct property access, a feature not typical of most arterial roadways. Traffic signals are present at higher -volume intersections, with lower -volume intersections under side street stop control. There are 9 traffic signals in the 1.1- mi project area, which is a higher -than -average signal density. Signals are coordinated from 22°d Street to 41h Street. Two lanes for traffic throughout the study area. The corridor generally lacks landscaping and vegetation - Sidewalks are present along the entire corridor, with most segments having no separation between pedestrians and moving traffic. Sidewalks range from 7 to 10 feet. Pavement conditions along the corridor are generally good. Most intersections along the Central Avenue corridor have standard marked crosswalks for pedestrian traffic. On -street parking is present on both sides of the street through most of the corridor - Existing typical sections include two 12-14' wide travel lanes with 7' parking lanes on each side of the roadway. Figure 7.- Central Avenue Typical Roadway Sections North - 21st St to 22nd St South — 61h St to Th St CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.11 B. White Street - Two-lane, one-way northbound traffic between 4th Street and 211t Street, and transitions to a two-lane two-way undivided roadway north of 215t Street. - The street is posted at a 25-mph speed limit. White Street is functionally classified as a Minor Arterial, but like Central Avenue, the corridor provides a significant amount of direct property access, a feature not typical of most arterial roadways. Traffic signals are present at higher -volume intersections, with lower -volume intersections under side street stop control. There are 6 traffic signals in the 1.1- mi project area, which is a higher -than -average signal density. Signals are coordinated from 22°d Street to 41h Street. - Sidewalks are present along the entire corridor, with most segments having a grass boulevard to provide some separation between pedestrians and moving traffic. Sidewalks range from 5 to 8 feet. The east side of the roadway has more consistent boulevards. The boulevards, where they appear, are typically 3 to 5 feet wide. - Trees are limited on White Street; however, more are present on White Street than on Central Avenue. Pavement conditions are generally good. Most intersections along the Central Avenue corridor have marked crosswalks for pedestrian traffic. On -street parking is present on both sides of the street through most of the corridor - Existing typical sections include two 12' wide travel lanes with 6-7' parking lane on each side of the roadway. Figure 8.- White Street Typical Roadway Sections North - 21st St to 22°d St South — 61h St to 7th St CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.12 C. Existing Traffic Control Map Existing traffic control is shown in Figure 9. There are 9 signalized intersections on Central Avenue and 6 signalized intersections on White Street. All other intersections are side street stop with the side streets stopping for Central Avenue or White Street traffic. PIN �tth5t Sf loth St 1� � .r c ,..`•� � that �ttt5t I CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.13 VI. Existing Transportation Technologies An assessment of the existing signal system and ITS infrastructure was conducted along the Central Avenue and White Street one-way pair. The assessment included a field review as well as discussions with city traffic engineering to better understand the history of the corridor's signal system. A. Traffic Signals The 15 traffic signals within the project area are owned and operated by the City of Dubuque. Most of the signal cabinets are equipped with Siemens controllers that utilize Siemens' TACTICS advanced transportation management system (ATMS) software. The City plans to switch to Parsons' ATMS software once Phase 2 of the Dubuque STREETS project is implemented. Signal operations utilize pre -timed, 60- second cycle lengths; 30 seconds to serve mainline traffic and 30 seconds to feed the side streets. This method of operation minimizes wait times for pedestrians crossing the mainline while maintaining coordination along Central Avenue and White Street due to a proper combination of cycle lengths and roadway geometry. Traffic Signal with Pedestrian Heads Some intersections are equipped with countdown timer pedestrian heads. There is currently one audible pedestrian push button station installed in Dubuque, but the City turned down the volume due to noise complaints. The City anticipates audible pedestrian push button stations will not be desired in residential communities like those along this corridor, however, requirements for new signals are changing per Public Right -of -Way Accessibility Guidelines (PROWAG) and maybe required in the future. The City currently utilizes Opticom equipment in all signal cabinets for emergency vehicles and snow plow preemption. B. Detection and Surveillance The City deploys both intrusive and non - intrusive detection. Intrusive detection in the form of inductive loops, and non -intrusive detection in the form of Wavetronix detectors. A few intersections are equipped with video detection, but the City has indicated a desire to move away from this method due to poor performance during winter weather events. CENTRAL & WHITE '�� LEF1 TURN YIElO ON GACCN i Observation Cameras on Mast Arm Each signal in this corridor is equipped with fixed -view Axis cameras. Additionally, pan/tilt/zoom cameras have been installed at key intersections. The City's extensive camera network is used for traffic surveillance and post -incident investigation for matters related to safety and security. Once the video is recorded it is stored for 30 days before being discarded. Specific events can be archived permanently, as needed. C. Communication Infrastructure The city has made great strides in expanding its fiber optic infrastructure to meet the demands of the Dubuque STREETS project, which requires reliable, high-speed communications to be successful. As such, all signal cabinets in the corridor have been connected with fiber optic cable and Cisco switches. CISCO Switches in Cabinets FINAL Central & White Corridor Study Report pg.14 VII. Parking Characteristics The on -street public parking supply was assessed along these two streets as part of the existing conditions review. Parking occupancies collected in September 2022 as part of the MOVE DBQ plan by Bolton & Menk were utilized for the on - street and off-street parking areas. Occupancies for Non -metered On -Street parking areas in the north end of the study, not included in the original occupancy study, were collected in May 2024. This review included observations of on -street parking for two different periods: midday and evening during a weekday;11 am to 1 pm and 4 pm to 6 pm. A. On Street Parking & Utilization For those non -metered areas along the street curb, a 22-ft space length was used to determine the number of available parallel parking spaces. There are 256 total on -street parking spaces on Central Avenue and 247 on -street spaces on White Street. The equation below was used to determine the % parking utilization for each block: # parked vehicles/#available spaces = % parking utilization The highest use of on -street parking in the study area was found to be weekday evenings. During the weekday evening, 24% of the on -street spaces on Central Avenue are utilized and 21% of the on -street spaces on White Street are utilized. This is an average along the entire street and some areas experience higher utilizations than this as shown in red in Figure 10. On -street parking greater than 80% represents the inability to find at least one open space on the block. In areas where red is shown in Figure 10, open spaces are often available on an adjacent block or side street. CENTRAL & WHITE y: Vf�� ♦ � EgtNSt F ,r . FINAL Central & White Corridor Study Report Page 328 of 740 Vill. Vehicle Volumes Vehicle volumes were collected using the City of Dubuque's extensive network of traffic observation cameras. Counts were collected for weekdays in April 2024. The resulting counts Average Daily Traffic (ADT) at different points along the corridor are shown in Figure 11. From the counts collected, trucks make up an average of 6-7% of the ADT, or approximately 500 vehicles per day on each street. dGt Figure 11: 2024 Average Daily Traffic Zq" 0 s Est 0 1\S Chaplain CP Schmitt tio`"st ,� Island washing�ton Neighborhood \e B s"" st s `p,Braneech \1t" st d� n 4Z N S. t Ayt" S �L I! 5t `52_ \2th St �52 n a<"s` Millwork \ot"s� cO District CIP 52 9t"s` Mississippi at"st RROUTRI111111111111 '❑ e yt" st CP st" st N Legend 2024 Northbound Traffic Port of 2C24 Southbound Traffic Main Street/ Dubuque Direction of Traffic Downtown 52 1 CENTRAL & WHITE A comparison of ADT counts on the corridor collected in 2024 versus the historical counts collected by the Iowa DOT on the corridor is provided in Table X. The NW Arterial was completed at the end of 2023. This data shows that volumes have changed on Central Avenue and White Streets since the completion of the NW Arterial. Table 1: ADT Comparison (before and after NW Arterial Completion) Average Daily Traffic (vehicles/day) 20241 a 20171 mm Central Avenue N. of 10t, 8,000 6,500 8,300 Central Avenue S. of 20" 5,700 8,000 Not available White Street N. of 10th 5,000 5,700 7,400 White Street S. of 20th 5,700 6,700 Not available A. Traffic Peaking Characteristics Traffic peaking was determined based on the April 2024 counts. The AM Peak Hour was determined to be 7:15 am to 8:15 am while the PM Peak Hour is 4:30 pm to 5:30 pm. • Traffic volumes see a sharp increase around 6:30 am and increase until the AM Peak from 7:15 am to 8:15 am. Volumes drop after the AM Peak until 9:00 am, at which point they gradually increase throughout the day until reaching the PM Peak from 4:30 pm to 5:30 pm. After this PM Peak, traffic volumes see a drastic decrease. • Approximately 7% of daily traffic occurs in the AM Peak and 9% of daily traffic occurs in the PM Peak. FINAL Central & White Corridor Study Report pg.16 CENTRAL & WHITE B. Origin -Destinations (all traffic) StreetLight was used to collect origin -destination data for all traffic volumes. Total traffic 0-D destinations are shown in Figure 12. Analysis of 0-D data found the following: Of the traffic entering the study area northbound on US 61 to White Street; • Nearly half (46%) travel the length of the project area and exit at 22nd Street or further north. • 12% immediately exit the study area by turning right on 5tn Street to the Port of Dubuque. All other east -west streets account for 35% of traffic, with the most common destinations being westbound 5th Street and eastbound 9th Street. Of the traffic entering the study area southbound on Central Avenue; 0 28% travel the length of the project area and exit onto US 61(23%) or westbound 4th Street (5%). 0 22nd Street, 20th Street, and 14th Street are the three most used east -west roads for southbound Central Avenue traffic (14%, 12%, and 8% respectively). Aside from the north and south ends of the project area, the most used east -west roads are 14th Street and 9th Street, with about 13% and 10% of total traffic using the roadways to enter or exit the study area. • Destinations within the study area, instead of trips through the study area, account for only 3% of total trips. FINAL Central & White Corridor Study Report no 17 Page 330 of 740 CENTRAL & WHITE C. Origin -Destination (pedestrians) Analysis of pedestrian -specific trips in the study area showed that pedestrian presence dramatically increased in the northern end of the study area. • 54% of all pedestrians have destinations at or north of 17th Street. • 21% of pedestrians had destinations within the study area. o The highest number of pedestrians within the study area is seen between 20th Street and 22nd Street (7%). • 10% of pedestrians exited the study area to the north. • The most used east -west roadways by pedestrians were 22nd Street,17tn Street, and 9tn Street (20%, 6%, and 6% respectively). FINAL Central & White Corridor Study Report pg. 18 D. Freight Traffic Volumes StreetLight analysis of freight traffic on the Central Ave and White St corridors determined an average weekday ADT freight traffic per month, calibrated to the collected counts, see Figure 14. Truck traffic is highest July to September. Based on collected traffic counts in the study area: • On White Street, Trucks range from 4 to 10% of the total traffic volumes in the AM Peak and 1 to 3% in the PM Peak. • On Central Avenue, Trucks range from 4 to 7% of the total traffic volumes in the AM Peak, And 1 to 2% in the PM Peak. Truck traffic appears to peak in the morning hours, 8 am to 11 am. See Figure 15. • Overall, the study area sees an average of 6% freight traffic in the network. I4: AU!"o11-relgtit "LraMcFerMontn 300 250 200 150 100 0 ,a�JatA e�tJaK� e�,pet oG�opet ,e��et Ge��et CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.19 E. Origin -Destinations (Freight Traffic) Origin -destination analysis of StreetLight data for freight -specific traffic found the following: • The majority of truck traffic entering the network enters either southbound on Central Ave (27%) or northbound on White St (26%) and stays on those roadways until they exit the study area. An even higher amount of freight traffic exits the model on Central Ave and White St (53%). • Industrial sites east of the project area on Kerper Blvd result in 9th St and 11th St serving 14% of freight traffic entering the network. Other east -west side streets besides 9th and 14th see a small percentage of freight traffic, with only Elm St and 22nd St seeing more than 3% of total freight traffic. • Figure 16 shows the highest -used streets by freight in the corridor area. The darker blue the line, the more trucks present. Today trucks rely on 41h Street, 9th Street, and 11th Street as these roadways connect directly to the freeway. Traffic calming on 16th Street prevents them from using 16th Street to easily access Central Avenue and White Street. • Per freight companies, the ability to make turns at key intersections like 4th Street, 9th Street, and 11th Street on Central Avenue and White Street is most important. • An overpass over the railroad track is planned to be constructed at 14th Street east of the corridor which will likely change freight patterns downtown once constructed. cab. scheme «mow Att dxA@ Vohr.r {AwS 3600- 7200.AJ� MR s 1000 M s 4 000 1 7 000 s 10 000 M s 11000 M s t6000 M s 20 000 M s 25 000 M s 30 000 M s 35 000 M s 40 000 M sM" undefkwJ CENTRAL & WHITE J. Figure 16 — Highest used Streets by Freight FINAL Central & White Corridor Study Report pg. 20 IX. Existing Operations A. Level of Service Level of service (LOS) is a metric designed to gauge efficiency, comfort, and frustration. LOS is a letter grade between "A" and T" that is assigned to transportation infrastructure to describe its performance related to the safe, comfortable, and efficient movement of people. For vehicle traffic, the level of service is typically a function of the amount of delay experienced as a result of traffic control. The level of service was determined using the traffic analysis software PTV Vissim. The AM Peak Hour and the PM Peak Hour were modeled with a one -hour seeding period. Specific movement delays were high on some unsignalized side streets during peak hours, which is common for local streets intersecting with arterial roadways. Given the well-connected grid network, signals are in close proximity and can be used for traffic to re-route and use signalized intersections during peak hour traffic. • The LOS for 2024 Existing Conditions is shown in Figure 17. Levels of service for vehicle traffic are generally good on both corridors, with acceptable levels of service present throughout the day (LOS C or better). While not serious, some minor delays do occur during peak hours. • One-way corridors are far simpler to maintain effective operations. Signal timing has reduced signal phases, and progression is a simple distance and speed calculation. CENTRAL & WHITE WE;6 ' tie"a s` �o OO � 2�5` St i-fa 6han �� st '1o`" � : `9t"s< washing�ton • Neighborhood • `e�"st Bee Branch • O ® 7• �• �At" St "; 10 St LW 52 `2t" 5t 52 Millwork Slot"s� District • 52 S• 6t" 5` • . 1`" st 60 5` • (go Port of 5`"5`0 Dubuqu St Main Street/ Downtown Figure 17 — Existing Level of Service Legend CAM Operational Results (LOS) pPM Operational Results (LOS) *LOS A-C OLOS D *LOS E or F OSignalized Intersection FINAL Central & White Corridor Study Report pg.21 B. Travel Speeds Speed data was collected in November 2024 using three speed collectors placed near the intersection mid -blocks of: White Street & 8th Street, Central Avenue & 8th Street, and Central Avenue & 13th Street. As shown in Table 2, the data revealed that average speeds on Central Avenue were consistent, with both locations averaging around 29 mph. In contrast, average speeds on White Street were lower, averaging 26 mph. CENTRAL & WHITE C. Travel Times In addition to measuring travel speeds, a travel time analysis was completed in StreetLight. Travel times were compared between Central Avenue and White Street and were analyzed for weekdays vs weekends. The findings are shown in Table 3 below. The travel times were found to be lower on weekends compared to weekdays. However, the data collected also shows that the 85th percentile speeds recorded Table 3: Corridor Travel Times are 6-10 mph higher than the posted speed limit. The 85th percentile speed represents the speed at which 85% of the vehicles are traveling at or below. Speeding on the corridor is a significant concern with 25% of total injury crashes being speed related. Central SB 3 min 2.8 min Avenue Table 2.- 2024 Speeds I Whitt I N B I 2.9 min I 2.8 m i n Central Avenue N. 28 34 85% of 81h Central Avenue S. 29 35 94% of 13tn White Street N. of 26 31 68% 8th FINAL Central & White Corridor Study Report pg.22 X. Walkability Pedestrian facilities are present on both sides of each street and the Central Avenue and White Street corridors are significantly used by pedestrians. From the counts, over 6,000 pedestrians utilize Central Avenue and over 3,000 pedestrians utilize White Street during the day. A. Pedestrian Activity by Location Pedestrian counts were collected in April 2024 along with the vehicle counts. Pedestrian activity is twice as much on Central Avenue compared to White Street. A table displaying the 13-hour pedestrian volume at each intersection, including travel along Central Avenue and White Streets and travel across, is provided in Appendix A. The intersection areas of highest pedestrian activity on Central are 20th Street, l6th Street, 15th Street,111 Street, 8th Street and 7th Street. On White Street, the areas of highest pedestrian activity are 18th Street, 17th Street, 16th Street, 11th Street,12th Street, and 7th Street. See Figure 18. B. Pedestrian Level of Service Pedestrian Level of Service (LOS) was assessed using the Highway Capacity Manual 7th Edition (HCM7), which emphasizes pedestrian comfort and satisfaction more than previous versions that exclusively relied on delay. The assessment found: - The pedestrian LOS at existing signalized intersections is at LOS B. - The pedestrian LOS at the existing two-way stop -controlled intersections is LOS F for the uncontrolled leg, whereas, the stop -controlled leg is LOS A. C. Mode Share Vehicle ownership is 75% in the study area on average, with a high concentration of households with less than 50% vehicle ownership located between 141h Street and 17th Street along the corridor. Many residents rely on walking, biking, and transit to move around the city. Community demographics show 8% walking to work, compared to 1% for the Dubuque region. 2hd St • 2 ,41 ' 2pth St "st Washington •� \e SNeighb�orhood gee 8th Branch 62 \6th St 1 St m t (0 • \2t" 2 thSt Millwork • \ot"St District 5: t 9t" 5 • Bth s • nth S . • 6t" S t 090 Port of 5t"S Dubuque e I CENTRAL & WHITE pir-. I Chaplain Schmitt Island 40 0 ippi Main Street/ °t"St Legend Downtown • Least People Crossing Sz •Greatest People Crossing Figure 18.-Pedestrian A ctivity by Intersection D. Latent Pedestrian Demand Crossing the Central Avenue and White Street Corridor is just as important to walkability as traveling along its length. Central Avenue and White Street serve as connectors, linking destinations on the east and west sides of the corridor. Although crossing activity is currently high at specific intersections, it can be anticipated that improving the comfort and safety of crossing Central Avenue and White Street would increase walkability, encouraging more people to walk to and from destinations on both sides of the corridor. FINAL Central & White Corridor Study Report pg.23 Figure 19 — Pedestrian Destinations & Connections Washington Park �y. E. Pedestrian Crash History There is a history of pedestrian/bicycle crashes, with 9 pedestrian crashes reported between 2019 and 2023. The majority of these pedestrian crashes occurred on Central Avenue. All 9 Pedestrian related crashes resulted in injury (no fatalities). From the crash data, vehicle -only crashes resulted in 27% likelihood of injury, whereas,100% of all pedestrian crashes resulted in injury. Safety research shows that pedestrians have a 90 percent chance of surviving a crash involving a vehicle at speeds under 20 mph, but this probability is reduced to 60 percent at 30 mph and further reduced to 20 percent at 40 mph. F. Pedestrian System Deficiencies A mobility conditions assessment was completed in 2023 as part of MOVE DBQ. Additional information was collected in April 2024 to supplement the previous mobility data collected. This additional data collected including information on lighting, ADA pedestrian ramps, and street tree presence. CENTRAL & WHITE Lighting is generally good and consistent through the corridors. Sidewalks are present along both sides of these corridors, however, there is often little to no separation with a limited grass buffer and a lack of street trees in the study area. The sidewalks have cracks that are narrow and can often be partially obstructed with signs or other street furniture. Crossings lacked signage and high visibility crosswalks. There was a general lack of midblock signals and RRFBs to facilitate crossings of Central Avenue and White Street at non -signalized intersections. Bumpouts are present at loth Street on Central Avenue and White Street but not at other intersections along the corridor. Detectable warning panels are present at most intersections along the Central Avenue and White Street corridor. G. Controlled Pedestrian Crossings Pedestrians are provided many controlled crossing locations via traffic signals, with signals spaced an average of two to three blocks from one another. The longest gap between traffic signals is on White Street where there is no controlled crossing for five blocks between 4th and 9th Street. H. Schools Prescott Elementary School is located between Central Avenue and White Street between llth Street and 13th Street. This school provides education for children that reside from 32nd Street to 4th Street and the east side of the Bluff to Kerper/Elm due to the closure of Fulton Elementary School and subsequent consolidations. Students in the area from 22nd Street to 4th Street and Bluff Street to Kerper/Elm are in the walk zone. The Principal stated most students feel comfortable walking up to 2 blocks, but are otherwise driven by parents or they take the city bus. The school provides bussing for those areas outside the walk zone but also relies heavily on the city bus to transport students. The established traffic flow pattern for the school provided to parents on the Prescott Elementary website is shown in Figure 20. FINAL Central & White Corridor Study Report pg.24 Prescott lr% + .A r Tralffc _ fk)w Ar V School Entrame %F 1 Crossing Guard e t A op ATraffic Signal Q s= Drop-offlnick-up areas 4 1 School bus Vehicle dw N^ Figure 20 — Prescott Traffic Flow Map o-.A I � The Office of Shared Prosperity on the corner of 18th Street and Central Avenue and Steeple Square on the corner of 12th Street and White Street provide early childhood education centers in the corridor. A midblock signalized crossing is provided just north of Steeple Square for access across White Street. CENTRAL & WHITE I. Children Aged 14 and Under School -aged children who walk or bike to school should have safe and comfortable sidewalks and bike facilities to get to and from school. Per the 2020 Census, the north end of the study area has a high concentration of children under age 14, see Figure 21. FINAL Central & White Corridor Study Report pg. 25 XI. Bicycling There is a general lack of bike facilities throughout most of downtown. The green lines on the map below show the on -street bike lane, paths, and trail connections existing or planned leading to downtown and out to regional trails and recreation areas. The downtown lacks connection amongst many of these facilities. There is also a lack of bike related amenities such as bike racks throughout downtown. Figure 22 — Existing/Planned Bike Facilities " I • Z A. Study Area Bicycle Level of Service Bicycle level of service is a function of the level of comfort and safety experienced by cyclists. It is affected by the type of facility provided, adjacent traffic volumes and speeds, the degree of separation between cyclists and traffic, and whether on - street parking is provided or not. Many of the streets downtown are two lanes and 25 mph so often bicycle riders will share the road with motorists. This can work for those riders who have a higher stress tolerance and are highly confident riders, but for those with a lower stress tolerance or of younger age, like elementary school students, this is often 51-56% IV 5-9% Pruur or unacceptable and a Interested but Concerned Somewhat Confident deterrent to riding a bicycle to get around downtown. CENTRAL & WHITE 4-71 OFT POPUL-H mignty nnoens B. Mode Share The 2023 Dubuque Regional Bicycle and Pedestrian Network Plan was developed by the Dubuque Metropolitan Area Transportation Study (DMATS). DMATS is the metropolitan planning organization (MPO) for the Dubuque metro area. In the DMATS area, 81% of workers drive themselves to work and 6% carpool. About 2% walk to work and less than 1% bike or ride the bus. About 8% work from home. The majority of the bike facilities in the DMATS region consist of paved shoulders, signed on -road routes, and multi -use trails. The region lacks higher -level on -street bike facilities such as striped bike lanes and cycle tracks, even though, these types of facilities provide lower -stress experiences for bike users and capture the usage from low -stress tolerance users. C. Bike Volumes Bicycle activity represents 8-10% of the total bike/pedestrian crossing volumes on the north end of the corridor and 4% on the south end. The following list provides bike volume numbers at specific locations on the north and south ends of the corridor based on April 2024 counts collected: - Central/20th St = 28 Bikes in 13 Hours - Central/16th St = 79 Bikes in 13 Hours - White/16th St =10 Bikes in 13 Hours - White/7th St = 6 Bikes in 13 Hours FINAL Central & White Corridor Study Report pg. 26 D. Latent Cycling Demand With only 75% average car ownership in the study area, many residents have to rely on other forms of transportation to move around downtown. This suggests that there are opportunities to increase non -motorized mode shares through improvements that enhance comfort and convenience for cyclists. As the bicycle network is further established in downtown as desired by the Dubuque Regional Bicycle Plan, the bike volume numbers on the corridor will likely increase as well. E. Bicycle Crashes Two bicycle -related crashes were reported between 2019 and 2023. Both bicycle - related crashes resulted in injury (no fatalities). One crash occurred on Central Avenue at 22nd Street and the other occurred on White Street at 5th Street. Vehicle - only crashes resulted in 27% likelihood of injury, whereas, 100% of all bicycle crashes on the corridor resulted in injury. F. Bicycling System Deficiencies A mobility conditions assessment was completed in 2023 as part of MOVE DBQ. No on -street or off-street bike facilities are present on these two streets; however, the city launched a bike lane pilot project on 9th Street and loth Street in 2024 which crosses Central Avenue and White Street. G. Desired Bicycle Network The 2023 Dubuque Regional Bicycle and Pedestrian Network Plan calls for connectivity in downtown Dubuque. The map for downtown Dubuque from the plan is provided in Figure 23. Dashed lines are displayed for on several streets in the downtown showing the desire for additional future bike facilities in downtown. This plan identifies signed -on -road trails for both Central Avenue and White Street. CENTRAL & WHITE • Figure 23 — Dubuque Regional Bicycle Plan Future Network 0 - I Central r,.•• AOO* •• e • a s • o� • � •coe •• �e • r t e c � •• I • �aseIlk _ _++. Legend Parks;- - - _; City Boundaries Bike and Ped Facilities Future Existing ......• Bike Lane ••••••• Bike & Pedestrian Bridge • • • • • • • Safety Project & SRTS ......• Hiking Trail - � Mountain Bike Trail ......• Multi -Use Trail ....... Paved Shoulder ......• Pedestrian Walkway ••••••• Signed On -Road Route Crossing Improvement FINAL Central & White Corridor Study Report pg. 27 XII. Transit The City of Dubuque provides The Jule bus service throughout the city. Fixed route service runs Monday to Friday 4:45 am to 6:45 pm and Saturday 8:15 am to 5:45 pm. As shown in Figure 25, The Pink Line runs on White Street and the Green Line runs on Central Avenue. Major transfer points occur on 11th Street and 9tn Street no connecting to the Intermodal Center. Transit riders in the study area have access to several bus routes that provide service to key locations in the city. A. Transit System Deficiencies Transit stops and amenities were reviewed with the mobility conditions assessment completed in 2023 as part of MOVE DBQ. It was noted that transit stops are often defined by signage only. The placement of transit stops is frequent, providing good accessibility with minimal out -of -way travel for riders. However, the one-way streets cause riders to walk a block over to catch their return trip, resulting in some extra travel. In 2024, the city launched a program to add benches and trash cans at select transit stops along Central Avenue and White Streets. Some transit stops received these upgrades. L �� CENTRAL & WHITE TWi as Jefferson ElemeJllAry M ddle School It 4� , Sdtla N 'Sr 'L� �iT•dT �y �" Comiskey �t v' Park t � A110100R a \ e me El�ettlary `0 & e� �Stbol r �` a �� 'VIA. 13i ��:, .. �.• ` u 4tt £: r �� Country w a �- Country gt Ly y G Market - £1� 0 r/ r-1o� c _ -amo —�- £ )"14 CfR� ll Si '1�'o O O� \� Prrscoh \ 4 INTERMODAL a 1 c E•s CENTER ego ` �yA r C 'O 1 T 0 �0 41,r . 9 ®t Afbenea e Hill /Mercy / S. Locust Hill /Mercy / Loras Leamreg GRUr S, f 1 O O c Kohls/Hy-Vee/RaKohls/HyVee/M.A. West Lincoln llmeefary Jackson/Broadway/Central Jackson/ Terrace Heights/Central NO fSChD01 ,yo's` EI Wesbound Asbury /Eastbound Penn. Westbound Penn. / Eastbound Asbury ri,trr �' V ss. Q Figure 25 — Transit System Clarke/Senior/W. Locust I ' University/Plaza 20/S. Grandview m....r.... r e..... IT' Windsor/Jackson Mail /Walmart/The Rose IJII!1J1Y Mall/Hobby Lobby /Walmart Taffr.l�GYDGFCC FINAL Central & White Corridor Study Report pg.28 CENTRAL & WHITE B. Transit Mode Share Around 3% of study area residents use transit to commute to work, compared to the Dubuque County average of 1%. C. Traffic Impacts from Buses Under existing roadway conditions, traffic is generally unimpeded by bus stops on Central Avenue or White Street since drivers will pull out of the travel lane and to the curb at each stop and two travel lanes are available for passing when needed. D. Ridership Ridership information for each Jule fixed route from July 2023 to June 2024 was received from the city. Based on the information shown in Figure 26, the total ridership for all Jule fixed routes over a year is 343,314. The Green Line and Pink Lines which operate on Central Avenue and White Street in the study area carry a combined 90,138 passengers. This represents 26% of the total ridership on the city's fixed -route lines. THE JULE: FIXED ROUTE RIDERSHIP BY ROUTE JULY 2023- JUNE 2024 60,000 50,000 'a,00a 10,000 Blue &own Grey Green Oange Pink Purple Ex , Figure 26: The Jule: Fixed Ridership by Route (July2023 - June 2024) FINAL Central & White Corridor Study Report pg. 29 XIII. Crash History Five years of crash data from ICAT (Iowa Crash Analysis Tool) 2019-2023 were analyzed to assess study area crash patterns and identify potential safety issues that can be mitigated with roadway improvements. Full crash report tables are available in Appendix B. A. General Crash Trends General trends in crash data are as follows: There were a total of 474 intersection -related crashes in the corridor during the analysis period. 75 crashes occurred outside the intersection zone of influence. The number of intersection crashes on Central Avenue and White Street is relatively the same even though White Street has 25% less traffic than Central Avenue. - 60% of the crashes occurred at intersections 27% of the total crashes were speed -related 7% involved trucks - 2% were pedestrian or bicycle -related Of the 38 intersections on the corridor, 8 of the intersections had more than 20 crashes over the 5 years and 22 of the intersections had more than 10 crashes in the same period. The intersection with the most crashes, Central Avenue and 141h Street had 34 crashes,15 of which were broadside and 8 were sideswipe in the same direction. - White Avenue and 14th Street was another crash intersection with 33 crashes-,12 of which being broadside and 9 crashes being angle collisions. - The highest crash types were broadside and sideswipe same direction. These crash types accounted for 61% of total crashes. Rear end was the V highest crash type experienced. - Of the broadside crashes, most occurred at the intersection of 16th Street and White Street with 17. Similarly high rates of broadside crashes were present at the intersections of White St at 5th Street and Central Avenue at 14th Street, with 16 and 15 crashes, respectively. - One fatality that occurred during the study period, a broadside crash at Central Avenue and 51h Street. - A notable trend is that 25% of total injury crashes are speed -related. - Although low in numbers, pedestrian/bike crashes result in injury every time. CENTRAL & WHITE - 9 crashes involved pedestrians 0 No fatalities 0 78% involved turning left (remainder all moving straight) 0 57% failed to yield ROW to non -motorist 0 7/9 occurred at intersections (1/9 at driveway access) - 2 crashes involved a bicyclist 0 Both involved a left -turning vehicle B. Manner of Collision Crash data was analyzed to determine the trends in crash types for the corridor. Table 4 presents the intersection crashes by manner of collision or crash type. Table 4: Intersection Crashes by Manner of Collision Crash Type Non -collision (singleveh) Central Ave 33 White Street 19 Total 52 Head-on (front to front) 2 2 4 Rear -end (front to rear) 48 28 76 Angle(oncomingIeft turn) 17 26 43 Broadside (front to side) 69 108 177 Sideswipe (same direction) 59 51 110 Sideswipe (opposite direction) 1 0 1 Rear to rear 0 0 0 Rear to side 0 0 0 Not reported 0 0 0 Other 5 6 11 Unknown 0 0 0 Total 234 240 474 FINAL Central & White Corridor Study Report pg. 30 Chart 1: Intersection Crashes by Manner of Collision Total Crashes By Crash Type C. Crash Severity A review of crash severity was conducted. 24% of total crashes resulted in injury, see Table 5. There was one fatal crash and three serious injury crashes. - The fatal crash occurred at the intersection of Central Avenue and 5th Street. The driver was under the influence when this broadside collision occurred. - One serious injury crash was a single -vehicle crash that occurred at the intersection of White Street and 5th Street. The second serious injury at Central Avenue and 1Oth Street was when a passenger car and a cargo van were involved in a head-on collision. According to the crash detail report one vehicle was driving in the wrong direction and speeding. The third serious injury crash occurred at the intersection of Central Avenue and E 18th Street when a speeding motorcycle sideswiped a semi -truck. - Of the remaining 470 total intersection crashes along the corridor, there were 37 minor injury crashes and 70 possible injury crashes. The remaining, 363 crashes were property damage -only crashes along the corridor. Table 5.- Total Crashes by Severity CENTRAL & WHITE Crash Severity Fatal Central Ave 1 White Street 0 Total 1 Suspected Serious Injury 2 1 3 Suspected Minor Injury 21 16 37 Possible/Unknown Injury 30 40 70 Property Damage Only 180 183 363 Total 234 240 474 Chart 2.- Total Crashes by Severity Total Crashes by Severity Fatal Suspected Serious Injury leg 1% D. Potential for Crash Reduction (PCR) The potential for crash reduction was considered. The Iowa DOT Potential for Crash Reduction (PCR) examines total crashes and their severity. PCR is based on traffic volumes, speeds, and intersection characteristics. These are calculated using regression equations that estimate crash frequency as a function of traffic volume. A high PCR indicates a poorly performing intersection. Per the Iowa DOT website, the different PCR levels are defined as follows: - Intersections with a PCR value greater than 1 will qualify as a High PCR Level. Projects at these intersections and segments will likely qualify for safety funds and will require a consultation with the Traffic and Safety Bureau to determine potential safety improvements. FINAL Central & White Corridor Study Report pg. 31 - Intersections with a PCR value greater than or equal to 0.2 but less than 1 qualify as a Medium PCR Level. Medium PCR Level intersections have room for improvement and may qualify for safety funds. - Intersections with a PCR value less than 0.2 qualify as a Negligible PCR Level. Negligible PCR Level intersections are performing better than expected. Figure 27 shows the PCR at each intersection location provided by the Iowa DOT. As shown in Figure 27,15 intersections in the corridor are at a high PCR level (>1.0) for all crashes (KABCO). 5 intersections are at a high PCR level (>1.0) for injurious crashes (KAB). 1) Central Avenue & 20th Street 2) Central Avenue & 17th Street 3) Central Avenue & 14th Street 4) White Street & 9th Street 5) White Street & 5th Street This indicates that these five intersections are experiencing higher -than -expected injury crashes. Detailed information about these five intersections follows: Central and 201h St - 22 total crashes in the five years analyzed - 8 were Speed -related - 9 were Rear -end - 17 were Property damage only - The majority of crashes occurred north of the intersection At the intersection of Central Avenue and 20th Street, crash data reveals a variety of incidents. Out of 22 recorded crashes, approximately 36% were speed -related, and about 41% were rear -end collisions. Notably, 77% of these crashes resulted in property damage only. The majority of crashes occurred north of the intersection. Central and 17th St 26 total crashes in the five years analyzed 10 were due to a vehicle running a stop light 12 were Broadside crashes 18 resulted in Property Damage only - 10 crashes involved a Westbound vehicle hitting a southbound vehicle CENTRAL & WHITE At the intersection of Central Avenue and 17th Street, crash data indicates several types of incidents. Out of 26 recorded crashes, approximately 38% involved vehicles running a stop light, and about 46% were broadside collisions. Additionally, 38% of the crashes involved westbound traffic hitting southbound vehicles. Notably, 69% of these crashes resulted in property damage only. 22�d SS 2\St sc 00 20th sc �e�rst WashinIn �— Neighborhood (" 0sc B e e v Branch OO 0 l6th SC ® • st N0�0 ,5�r M r S` Q •,1 `3�r S �✓� a^�2tr s< �•• ,Ntr61, Millwork s'L District a `otir 0 O 9tr s` a: • SO sIL Only fatality in study O 0 area occurred at Central Ave 1cr st & 5th St in 2021 when driver (gO ran traffic light (DUI) 00 ycr O er so Chaplain Schmitt Island &IS 14 TP ycrst Port of OODubuque Main Street/ 01 Downtown Figure 27 — Iowa DOT Intersection PCR Levels Legend PCR Rates (All Crashes) • High (al) Medium (4.2 & <1) • Negligible (<0.2) PCR Rates (severe Crashes) High (20.25) Medium (4.05 & <0.25) Negligible (<0.05) PCR rate from Iowa DOT and reference 2016-2020 data FINAL Central & White Corridor Study Report pg. 32 Central Avenue and 14th Street - 34 total crashes in the five years analyzed - 15 were Broadside crashes - 16 Ran Traffic Signal - 21 were Property damage only - Broadside crashes consisted of an Eastbound or westbound vehicle hitting a southbound vehicle. At the intersection of Central Avenue and 14th Street, a significant number of traffic incidents have been recorded. Out of 34 total crashes, 44% were broadside collisions, with these crashes predominantly involving eastbound and westbound vehicles striking southbound traffic. Additionally, 47% of these incidents were attributed to drivers running the traffic signal. Notably, 62% of the crashes resulted in property damage only. White Street and 91n Street 16 total crashes in the five years analyzed - 9 were Broadside Crashes - 8 caused by a vehicle running the traffic signal - 50% property damage only - Half of the crashes involved an Eastbound vehicle hitting a northbound vehicle At the intersection of White Street and 9th Street, various traffic incidents have been documented. Out of 16 total crashes, 56% were broadside collisions, with half of these involving eastbound vehicles striking northbound traffic. Additionally, 50% of the incidents were due to drivers running the traffic signal. Notably, 50% of the crashes resulted in property damage only. CENTRAL & WHITE White Street and 51h Street 22 total crashes in the five years analyzed 14 were Property damage only 9 were the result of vehicles running the stop sign 8 were FTYROW: from stop sign 16 of the 22 were Broadside 14 of the 16 broadside crashes involved an eastbound vehicle colliding with a northbound vehicle At the intersection of White Street and 5th Street, various traffic incidents have been documented. Out of 22 total crashes, 64% resulted in property damage only. Additionally, 41% of the incidents involved drivers running the stop sign, while 36% were due to failure to yield the right of way from the stop sign. Broadside collisions accounted for 73% of the crashes, with 64% of these involving eastbound traffic hitting northbound vehicles. FINAL Central & White Corridor Study Report pg. 33 XIV. Public Outreach and Stakeholder Engagement A. Project Communication Plan Early in the study process, it was recognized that there were several key stakeholder groups with a strong interest in the future of this corridor. A project communication plan was developed that included an overall strategy for engagement goals, stakeholder engagement, outreach tools, and an engagement schedule. Development of this communication plan was led by Bolton & Menk with input from the City of Dubuque. y 1r Corridor' Study u t 9 CENTRAL & WHITE The engagement strategy consisted of: • Project Management Team (PMT) Meetings • Project Advisory Team (PAT) Meetings • Freight Focus Group Meetings • Business Focus Group Meetings • Resident Focus Group Meetings • Door Knocking for Corridor Residences and Businesses • Attending Area Neighborhood Meetings • Pop-up Events • Project Webpage �� n • Social Media Posts = • INPUTiDTM Interactive Comment Map TALK! • Online Surveys • Open House n� • Council Work sessions CENTRAL &WHITE • Project Handouts/Factsheets B. Project Engagement Summary A summary of engagement follows. A full report summarizing each phase of the communication and outreach conducted throughout the study is available in Appendix C. - Door Knocking - 461 Corridor Residents and Businesses visited. - Online InputID Public Comment Map (April) - 380+ comments, reactions, and replies. - Public Survey on Amenities (July) - 827 submissions received We are going `ET, O DOOR-TO-DOOR _ MAY15-17 to talk with TALK10 residents and businesses about THEIR VISION for o� CENTRAL AVE. 6 WHITE ST. CENTRAL & WHITE solely n'P'o�emeirrs or Ork n o Heel to better the r;orritlor'+ the r0or . FINAL Central & White Corridor Study Report pg. 34 CENTRAL & WHITE Events C. Stakeholder Groups Representation - Prescott Elementary Carnival (April) The public and stakeholders were engaged throughout the project. Various - Downtown Farmer's Market (April &July) perspectives were represented through the focus groups, PMT, and PAT groups. These meetings provided the opportunity to address questions and concerns of - City Life and Downtown Neighborhood (April) businesses and organizations in the project area and to share pertinent - Central Avenue Neighborhood Meeting (July) information of the project, gather feedback from their unique perspectives, build trust, and inform study alternatives. The stakeholders invited to engage in the - National Night Out (August) study process through the focus groups, PMT, and PAT groups included: O Central Business Association O Key City Creative o Corridor Residents o Dubuque Initiatives O Dubuque Main o Dubuque Forward o Dubuque Chamber 0Comment Panel x© O Tucker Freight 3sFl�,q[on a ^ o Prairie Farms W O John Deere d7©I :r0 This is such a difficult intersection to O North End NA use as a vehicle. I wonder if we could _ `�1 ` •�� close this street and turn it into green O Dream Center space/pedestrian hub. That way you "S� O Steeple Square minimize the dangerous driving .. conditions and have a place for people • • 61 O Greater Dubuque to hang out or stop on long walks and/or eat meals they buy from area ♦ O Welu Printing businesses. Du A O Lenz Monument f Downtown • i O Rainbo Oil rii0 tp0 I imagine it would be especially difficult "a ilk Dubuque when this part of Central becomes a ° O Klauer Manufacturing two-way! I love the idea of closing off i w ` `"S, t 9` s O Lime Springs/Pepsi access to vehicles on sections of road rlc Bluffs ,..� such as this one. 9m sd O Hirshbach t(y© I�1 0 There was a discussion with adesign - • o Standard Forwarding wen 5� d • o Prescott Elementary Comments are Disabled I - o Fire/EMS h '.J F� o County Sherriff Grace5, wSin 5t © o Public Works/Engineering Finley Hosplfal r s Lan9worchY o Office of Shared Prosperity Pon or ou a _ olstrkt M., o City Police Department Fenelon HIII O Transit/Parking 2 s°'°n 5r Merry Meolcal o Community Planning L inbnry « - �r Genre, 9" o Economic Development FINAL Central & White Corridor Study Report pg. 35 D. Community Engagement Takeaways Overall Retain one-way streets Reduce speed and dampen noise. Add landscaping and trees along both streets Improve safety for pedestrian crossings Provide a consistent street layout Businesses Provide wider sidewalks, loading zones Maintain on -street parking on Central Avenue Residents Safer cycling options Address parking needs Complete more investment in the neighborhood Police/EMS/Freight Two lanes for passing and signal progression desired Turns at intersections are important Most important intersections for turning are 9th, llth, 14th, and 16th Streets CENTRAL & WHITE ae� FINAL Central & White Corridor Study Report pg. 36 XV. Future Year Volumes The future land use provided in the city's Imagine Dubuque Comprehensive Plan shows that growth in the city will occur primarily in the west and southern portions of the city with some growth anticipated north the point where the Northwest Arterial connects with Central Avenue. The majority of this growth is anticipated to be single family residential with portions of commercial and multi- family anticipated in areas along the Northwest Arterial. A. DMATS MPO Volumes Dubuque Metropolitan Area Transportation Study & Regional Planning Affiliation (DMATS) models the projected traffic growth for the region based upon project land use from the city of Dubuque and the County's comprehensive plans. DMATS provided volume projections from their transportation model for five scenarios: • No Build (two lanes in each direction) 0 No bridge 0 No train • No Build (two lanes in each direction) 0 14th Street Bridge 0 Traffic on Elm Street but no access to bridge 0 No train • No Build (two lanes in each direction) 0 14th Street Bridge 0 Traffic on Elm Street but no access to bridge 0 Train blocking gth, 111h, 151h,16th • Full Two -Way Conversion (one lane in each direction on each roadway) 0 14th Street Bridge 0 Traffic on Elm Street but no access to bridge 0 No train • Full Two -Way Conversion (one lane in each direction on each roadway) 0 14th Street Bridge 0 Traffic on Elm Street but no access to bridge 0 Train blocking gth, 11th, 15th, 16th CENTRAL & WHITE Each scenario contained projected volumes in the years 2017 and 2050. To generate a future volume set that was best representative of typical traffic patterns in the area, scenarios that included a train were not utilized. However, the impact of trains was considered throughout the analysis. The data provided by DMATS provided general information on how traffic is expected to grow along these corridors. Because the data comes from a regional model and is not intended to provide specific estimations on a small downtown area, an overall growth rate was chosen to be applied to the 2024 counts. Each DMATS scenario was shown to use a consistent growth rate of 0.8% annually. To project existing turning movements to 2050 volumes for alternatives analysis, 0.8% per year (or multiplier of 1.23) was applied. B. Future Corridor Connections In all alternatives analyzed, it was assumed that the following planned improvements would be completed (see Figure 28 for connection locations): Figure 28. Future Corridor Connections Corridor Connections FINAL Central & White Corridor Study Report Page 350 of 740 CENTRAL & WHITE 141h Street Overpass A bridge over the railroad is to be constructed on 14th Street to the east of the study area. The primary purpose of the bridge is to serve as a railroad overpass. As train frequency increases in the area, this will provide an opportunity for vehicles to avoid waiting for trains to pass. While this will make 14th Street more desirable, it is not expected to cause a drastic shift in overall traffic patterns other than when a train is present. Image of 18`' Street Plaza Concept from Central Avenue Streetscape Plan Pine Street Connection To the east of the study area, Pine Street is to extend from gth St/Kerper Boulevard to 7th Street east of US 6. This expansion allows heavy vehicles coming from US 61 to reach East Commercial Street/Port area without having to traverse through Central Avenue and White Street. Image of Future 141 Street Overpass 18th Street Plaza 18th Street between Central Avenue and White Street was proposed to be closed to private vehicles at Central Avenue and a pedestrian only plaza created to serve as a neighborhood gathering space. Image Showing Proposed Location of new Pine Street Connection FINAL Central & White Corridor Study Report pg. 38 C. One -Way to Two -Way Volume Conversion To redistribute the existing one-way turning movements into a two-way network, Streetlight, DMATS models, and the April 2024 counts were all used. • April 2024 Counts o From the counts, it was determined where vehicles were entering and exiting the network. These numbers were used as the number of vehicles expected to enter and exit at each corridor access point. • Streetlight o A full origin -destination matrix was obtained using Streetlight, allowing the existing counts to be distributed from one entry/exit point to another. For this task, the traffic analysis software PTV Vistro was used. • DMATS Models o Once the trips were distributed in PTV Vistro, the specific route between each origin and destination was determined by looking at the DMATS models and analyzing how trips are split between Central Avenue and White Street as well as where significant shifts from one main corridor to another occur. For example, a vehicle may enter northbound White Street with an intended destination that is north of 22nd Street on Central Avenue. DMATS models provided projections of when a vehicle would shift from northbound White Street to northbound Central Avenue. D. North End Changes Regardless of which alternative is preferred for Central Avenue and White Street, the intersections of Central Avenue at 22nd Street and White Street and 22nd Street will likely fail before 2050. North of the study area, Central Avenue continues providing access to the Northwest Arterial. White Street continues through a low speed residential neighborhood for a few blocks north of 22nd Street before eventually reaching a dead end. All vehicles traveling between downtown Dubuque and the northern neighborhoods and Northwest Arterial must use Central Avenue, which is causing it to exceed its capacity as traffic grows in the future. Figure 29 provides a planning -level estimate of roadway capacity. Based on the characteristics of Central Avenue (two-lane undivided without turn lanes), the roadway operates at LOS D at traffic volumes of 7,000 vehicles per day. LOS E is experienced as volumes grow above 8,000 vehicles per day and higher. CENTRAL & WHITE Figure 2g. Planning Level Estimate Level of Service Planning Level Estimate of Level of Service (LOS) 50,000 45,000 Level of Service E LOS F Z 40,000 I LOSE E 35,000 LOS D 30,000 LOS C o D u LOS B E 25,000 LOS A E D C - 20,000 D E t I E D C C B 15,000 E D C 0�0 D B y 10 000 E C C B B A > Q D A B A A A 5,000 B A A o 2-Lane 2-Lane 3-Lane 3-Lane 4-Lane 4-Lane 4-Lane Undivided Undivided Undivided Undivided Undivided Undivided Divided Without With R or L With Left With R & L Without With R or L With R & L Turn Lanes Turn Lanes Turn Lane Turn Lanes Turn Lanes Turn Lanes Turn Lanes Type of Roadway Capacity Assumptions* Through Only Lane 800 vph LT/Tti Lane 600 vph TH/RT Lane 700 vph TH/RT/FT Lanes 600 vph Turn Lanes 350 vph * Assumes 1/4 mile signal spacing. For less than 1/4 mile signal spacing, roadway becomes too volatile to determine LOS by ADT. Peak Hour Percentages Arterial Roadway 10% Directional Orientation 60/40 Note: Approximate values based on highly dependent assumptions. Do not use for operational analyses or final design. Based on the existing turning movement counts and the growth rate taken from the DMATS models, Central Avenue will exceed 8,000 vehicles per day by 2050. A sensitivity analysis found that the roadway is expected to hit the threshold of 7,000 vehicles per day by 2033 and reach 8,000 vehicles per day by 2049. Based on this, two travel lanes are needed in each direction on Central Avenue, however, due to right-of-way constraints, only one additional lane was able to be added to the network for analysis immediately to the north and south of 22nd Street. The April 2024 counts showed that at the intersection of Central Avenue FINAL Central & White Corridor Study Report pg. 39 and 22nd Street, the southbound movement was consistently higher than the northbound. For the alternative analysis, an additional lane was added in the southbound direction. The intersection of Central Avenue at 22nd Street has minimal space, so a northbound left turn lane was removed to accommodate a second southbound through lane. At this intersection, northbound left turns are now prohibited. The intersection of White Street at 22nd Avenue is currently unsignalized, but a signal is recommended. The northbound left turning vehicles that have been removed from Central Avenue are rerouted to White Street. Both intersections along 22nd Street are coordinated to allow the northbound left turning vehicles on White Street to proceed through the signal at Central Avenue without stopping and creating a queue. Figure 30 provides the proposed layout. Figure 30. North End Layout (Central Ave at 221,d St/ White St at 22nd St) CENTRAL & WHITE E. Future Volume Sets Different volume sets were used in the analysis of alternatives: • Full One -Way • Full Two -Way Today, Central Avenue carries 8,000 vehicles per day and White Street carries 5,000 vehicles per day. Figure 31 shows the projected 2050 average daily traffic (ADT) if the corridors are to remain one-way, Central Avenue gains an additional southbound through lane at 22nd Street, and all future corridor connections are completed. Figure 32 shows the ADT after the redistribution of 2024 traffic if all the changes mentioned above are completed as well as the full conversion from a one-way pair to each roadway becoming two-way. Figure 32 shows ADTs of the two-way in the year 2050. Full turning movement counts can be found in Appendix D. FINAL Central & White Corridor Study Report pg. 40 Figure 31.2050 One- Way ADT ,qt s dst �,, ' . a to O O A t 1t5` St w Nww Chaplain w o✓� Schmitt t o J zDt s ISland r o t"st Washington Gao'0'9 Neighborhood oowo`8�"st Bee o Branch tit" s t5t" St l N �fr N t50 St QLP St t az tqt" S e 6x �ttt"s` Millwork o wt st District 0 O O O`Dt" ex 0 0� Mississippi t-10 River -- -L rn w m J//{)( 00 O ✓o Ott' St� .--t M e 510(_T -W N_, CTtt to 6) 0 St" st Jo-% Legend st Port of 2050 (2024) Northbound Traffic At" Main Street/ Dubuque 2050 (2024) Southbound Traffic Downtown Direction of Traffic ,. ADT data from DMATS Figure 32. 2050 Two -Way ADT 1Z"d St �fy s am c9 ' 0 ltst St CENTRAL & WHITE PVP-- 40111 0 o r fC,haplain Schmitt ,let- St Island t9t"9t Washington A n Neighborhood O 0 0 tat" st B e e 0 A\ Branch !L t�t"5t tgt" St W 9 � tAtt' St �� n tat" St Fta ex St 101, Ox gh Cttt"s` Millwork rn N L V,\Q%", c District o0o s: t p 9t" N s 60 St N 0it" OA st 0 00 0 5t" St /T N N 5t" St NO O At" Main Street/ 510 Downtown f9 pi Port of 2050 Northbound Dubuque 2050 Southbound Traffic *# Direction of Traffic ADT data from DMATS FINAL Central & White Corridor Study Report pg.41 F. Future 2050 No Build Operations Figure 33 shows the intersection operations during both the AM and PM peak hours for all study intersections using the projected 2050 volumes if the corridors are to remain one-way, Central Avenue gains an additional southbound through lane at 22nd Street, and all future corridor connections are completed. Figure 33.2050 No Build Operations Chaplain t"St Schmitt Island tst"st washing;ton Neighbor:hood oA \gt"st _ B@@ Branch (� "' o \qt" S` ., k D ` tbt" S 0 \5t" St 70 -5. at" St p�1D st 9G� St l0 5I \2t" 52.. OJ©\\t"st Millwork Cn \Ot"st District 6 Ost"s` Mississippi (D St River st" t efit" S O 6t" St Legend S01 Port of aAM operational Results (LOS) G m Dubuque p PM Operational Results (LOS) qt" st *LOS A-C Main Street/ OLDS D Downtown *LOS E or F 62 OSignalized Intersection Figure 33 shows that all intersections operate at LOS C or better in the AM Peak Hour. In the PM Peak Hour, the intersections of Central Avenue at gth Street and White Street at 22nd Street operate at LOS D. All other intersections operate at LOS C or better. No major operational concerns are present in this 2050 No Build scenario. CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.42 XVI. Alternatives Exploration A. Alternatives Several combinations of lanes and directionality were considered. Four alternatives rose to the top to explore in more detail. Multi -Modal Focused Alternative 1 is a multi -modal focused option. Both Central Avenue and White Street currently have parking on both sides, but this option removes one side of parking on each street. The extra space allows for a wide sidewalk on Central Avenue. Landscaping and outdoor seating for restaurants along Central Avenue are also able to be added with the extra space. On White Street, the removal of parking on one side allows for a two-way cycle track to be added. This cycle track provides a bike route that spans the entire length of the corridor. Both Central Avenue and White Street have the same roadway configurations as today (both roadways are one-way with two travel lanes in each direction for the entire length of the corridor). This allows for the existing signals to Alternative 1 Multi -Modal Focused remain coordinated as they are. This is the option preferred by residents of the area as it provides an improved pedestrian experience as well as non - vehicular transportation options. Figure 34 shows the typical cross-section of both Central Avenue and White Street with this option. • 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 Figure 34. Alternative 1 Typical Cross -Sections CENTRAL & WHITE FINAL Central & White Corridor Study Report pg.43 Getting To and Sticking Around Alternative 2 prioritizes vehicles having access to the entire corridor regardless of the direction they are traveling from. This is done by converting both roadways entirely to two -ways. Parking will be present on both sides of Central Avenue and White Street to provide vehicles traveling into the area with easy access to businesses in the downtown area. All intersections that are currently signalized are to remain signalized, but retiming is needed to accommodate new movements. At all signalized intersections, left turn lanes will be needed to prevent queues from backing up on the main roadways. These left turn lanes will remove parking on one side of the road for a short stretch. Due to the close spacing of signals between 8th Street and 12th Street a two-way left turn lane would be needed and parking would be removed on one side of each roadway to accommodate the two- way left turn lane in this area. This alternative provides the most parking and nrovides more direct routes — no rerouting due to one -ways is required. Figure 35 shows the typical cross-section of both Central Avenue and White Street with this option. 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 Figure 35. Alternative 2 Typical Cross -Sections CENTRAL & WHITE FINAL Central & White Corridor Study Report pg. 44 Slow and Flow Alternative 3 looks to keep the corridors operating as is while lowering vehicular speeds to improve safety to both drivers and pedestrians. From gtn Street to 22nd Street, both corridors look as they are today — one-way roadways with two travel lanes and parking on each side of the street. South of gth Street, Central Avenue and White Street remain one-way but are reduced to one travel lane and parking on one side of each street. The additional right-of-way allows for large sidewalks with improved landscaping, outdoor dining options, and other pedestrian accommodations. An analysis of traffic volumes showed that south of gtn Street, the volumes are low enough to utilize one travel lane without exceeding the roadway capacity. When vehicles travel on overbuilt roadways with little to no congestion, they are more susceptible to exceeding speeds limits, creating an unsafe situation. This option will result in Alternative 3 Slow and Flow vehicles traveling at lower speeds, creating a safer situation for both drivers and pedestrians, without a significant increase in vehicular delay at intersections. Figure 36 shows the typical cross-section of White Street with this option. CENTRAL & WHITE V WHITE South of 9th St. • 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 Figure 36. Alternative 3 Typical Cross -Sections FINAL Central & White Corridor Study Report pg. 45 Different Roads, Different Roles Alternative 4 looks to combine different aspects of Alternative 1 and Alternative 2. South of 13th Street, both Central Avenue and White Street are one-way roadways with two travel lanes in each direction and parking on both sides of each street. The existing signals remain and provide coordination up and down the corridor. At 131h Street, both roadways are converted to two-way streets. Parking remains on both sides of the street except for where left turn lanes exist at signalized intersections. This change occurs at 13th Street because of the lower amount of traffic volume. The conversion here allows for signal coordination to focus on shifting traffic volume without adding delay to a major east -west street. North of 13th Street vehicles are able to travel the corridors without rerouting due to one - ways. Figure 37 shows the typical cross-section Alternative 4 Different Roads, Different Roles of Central Avenue with this option. CENTRAL North of 13th St. Sldewolc 12 ft Sldewelk 12 ft iib._- CENTRAL & WHITE • 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 Figure 37. Alternative 4 Typical Cross -Sections FINAL Central & White Corridor Study Report pg. 46 B. Alternative Operations The different one-way and two-way volume sets were used to analyze the four alternatives for 2024 and 2050. Multi -Modal Focused Alternative 1 has the same roadway characteristics and lane configurations as the no build scenario. Figure 38 shows the intersection operations of this alternative with 2024 volumes. Figure 39 shows the intersection operations of this alternative with 2050 volumes. Detailed operations can be found in Appendix E. Figure 38. 2024 Alternative 1 Operations a] 2,Lnd st 0� OO 1t`'t st •r Sot" s` O `gthat Washing;'fon •• Neighborhood `8th st Bee Branch • �Jth st v� O O tsth st • t t0, st Bl cow j3th st 4,0 52- St 52 O Ottths` Millwork `othst District ® • 52 th st OO e • 6th st • e • ,th st ' • 60 st . Legend 5thst O Port of Q AM Operational Results • Dubuque DPM Operational Results Main Street/ Athst OLOSA-C LOS D Downtown *LOS E or F 52r. OSignalized Intersection Chaplain Schmitt I sjpp d CENTRAL & WHITE Figure 39. 2050 Alternative I Operations ZZn O� 2tst st •® V..a Cha lainP Schmitt troths sland • t9th st Washington •® Neighborho�I%rod Bee st ••°�y Branch �� 0 nth St O • tyth 5t • • th St O 4911111 to ?• `Ath st t3th< S • �`t o zth s 62 OO`nhs` Millwor • `othst Distric • 52 O sth st ♦� gth st 0� St s 0th • • 1th O • 5th s t • Ot st Main Street/ At Downtown am �1 k t Mississippi 4 'River e Legend Port of Q AM Operational Results (LOS) Dubuque F)PM Operational Results (LOS) Figure 38 shows that all intersections operate at LOS C or better in both the AM and PM Peak Hours in 2024. Figure 39 shows that in 2050 all intersections operate at LOS C or better in the AM Peak Hour. In the PM Peak Hour, the intersections of Central Avenue at gth Street and White Street at 22nd Street operate at LOS D. All other intersections operate at LOS C or better. No major operational concerns are present in this scenario. FINAL Central & White Corridor Study Report pg. 47 Getting To and Sticking Around Alternative 2 utilizes the projected traffic volumes that have been fully converted to two-way. Figure 40 shows the intersection operations of this alternative with 2024 volumes. Figure 41 shows the intersection operations of this alternative with 2050 volumes. Detailed operations can be found in Appendix E. Figure 40. 2024 Alternative 2 Operations Z� 22hd st OO 2l\ss` e y0(h St • • t9thst Washing on ee Neighti000d Bee e tbth St rh t� • Branch \ith S ` r►�. O O• tbth St t5th st 7e tgth St � • Bl� Q LP \3th s t e L • t2th S t � OU 63 ®Ot\thsl Millwork 3 ®t01st District e 52 ( O 9th S O SO s` Oe 1'LY, • • bth St e Oe Port of 5thst a Dubuqu Main Street/ Ath St r Downtown a� Chaplain Schmitt B- Island I It%, 111111110 Mississippi River e Legend Q AM Operational Results GPM Operational Results OLOS A-C OLOS D OLOS E or F QSignalized Intersection CENTRAL & WHITE Figure 41.2050 Alternative 2 Operations OO � �o pip nt 2\`'t St Chaplain 4O thSt Schmitt zoIsland • • t9thst Washington e® Neighborod Bee \bth st ® Branch O t,th s O • \6tt` s` __ e e th St o 4Ah \5 m el tV• St (P' tSth Lie 2 tgth St Millwork St District tOlh e63 . O9ths( ObthSt Mississippi River, e St ee �(h De e 60 s` e Legend SthSt O Port of e e Dubuque Q AM Operational Results (LOS) GPM Operational Results (LOS) st Main Street/ A`h OLOS A-C OLOS D Downtown OLOS E or F 60 QSignalized Intersection Figure 40 shows that all intersections operate at LOS C or better in both the AM and PM Peak Hours in 2024 with two-way roadways. Figure 41 shows that in 2050 several intersections fail in the PM Peak Hour despite LOS C or better in the AM Peak Hour. Three study intersections operate at LOS D. One intersection operates at LOS E, and two intersections operate at LOS F: • Central Avenue at 22nd Street • White Street at 22nd Street Based on these intersection operations, the north end near Central Avenue and 22nd Street is experiencing more delay in a fully two-way network than in a one- way network. FINAL Central & White Corridor Study Report Slow and Flow Alternative 3 uses the same traffic volumes as the no build scenario and Alternative 1, but the roadway reduces from two travel lanes per direction to one travel lane per direction south of gth Street. Figure 42 shows the intersection operations of this alternative with 2024 volumes. Figure 43 shows the intersection operations of this alternative with 2050 volumes. Detailed operations can be found in Appendix E. Figure 42. 2024 Alternative 3 Operations 61 O O~� OP Z,st St •• Chaplain t % Schmitt 2othe Is'l'and • [9[hSt Washington •• Neighborhood <Sth St B e e • Branch <ichs O • t t6th S 0 010 t 4 0 1 t5`h S 7 ,Ath S t m St t3th O�O VLVI S` Millworl • <o<nst District • 62J, t O BtrS p 6th St • • •,ths< • bth St • • bt[O• h S Main Street/ A<h S[ • Downtown M nnlsslslM1PP'11 River Legend Port of CAM Operational Results (LOS) Dubuque DPM Operational Results (LOS) •Los A-C OLOS D *LOS E or F CiSianalized Intersection Figure 43. 2050 Alternative 3 Operations r22hd S< ®® yoth St • • j "St Washington •• Neighborihood <eths` Bee Branch • ° O O t tbtt' S tbth t .10 q=V St 7440 - `,Zth St E1' O�O,t<h S` Millwork P, toths, District ® • 52' t O 9th5 t O ® bth S Ot e• nth S O • CENTRAL & WHITE Chaplain Schmitt 6[hSt • Legend bth S[ O Port of CAM Operational Results • • Dubuque DPM Operational Results St �LOS A-C Main Street/ °`h QLOS D Downtown OLOS E or F sr .tea oSignalized Intersection Figure 42 shows that all intersections operate at LOS C or better in both the AM and PM Peak Hours in 2024. Figure 43 shows that in 2050 several intersections fail in the PM Peak Hour despite LOS C or better in the AM Peak Hour. From 4th Street to 131h Street, White Street fails at every intersection. This is not because the roadway is over -capacity, but rather because vehicles stop at signals and are limited to one lane for queueing. This causes the queues to build up twice as fast while also preventing it from clearing as quickly. On Central Avenue, intersections struggle as they approach the lane reduction. Southbound vehicles must merge into the lane that continues south, which causes significant congestion and several intersections begin to fail. In total, 9 intersections operate at LOS D, 8 intersections operate at LOS E, and 11 intersections operate at LOS F in the 2050 PM Peak Hour with this alternative. FINAL Central & White Corridor Study Report pg. 49 Different Roads, Different Roles Alternative 4 uses a volume set with one-way traffic south of 131t' Street and a two- way traffic north of 13th Street. Figure 44 shows the intersection operations of this alternative with 2024 volumes. Figure 45 shows the intersection operations of this alternative with 2050 volumes. Detailed operations can be found in Appendix E. Figure 44. 2024 Alternative 4 Operations 22"° St 00 2\St St - 61 �/ 0• 1 2pth 5` rr� • \9t1 St Washington •• Neighborhood \et" St B e e • % Branch ® tit" st ��► \sth 5 010 0 O of L•62` � \2th 5 62, OHO\\t"S` Millwork S \Ot"St District 62 • OO " ztx, '` • e• itr S< O • Chaplain Schmitt I s,hap cl 50 St W • Legend OPort of CAM Operational Results et^S< • Dubuque GPM Operational Results At\' St *LOS A-C Main Street/ 10LOS D Downtown *LOS E or F 6r; Alk, JoSignalized Intersection CENTRAL & WHITE Figure 45. 2050 Alternative 4 Operations kaain �O St itt aot" d � vet"St Washington •• Neighb�or�od Bee \at" St • Branch a0i O• \5tt` St 40 ® t t" s o t el m� St el L� 52 O 0\\t"S` Millwork St District • 62 Oet"S` Ogth5` Mississippi River, ® gt e1<t1 O • • 6t" St • Legend 5t"St (* Port of •0 Dubuque C AM Operational Results (LOS) GPM Operational Results (LOS) St Main Street/ °`" ®LOS A-C OLOS D Downtown OLOS E or F 62 Qsignalized Intersection Figure 44 shows that in 2024 all intersections operate at LOS C or better in both the AM and PM Peak Hours. Figure 45 shows that in 2050 several intersections fail in the PM Peak Hour despite LOS C or better in the AM Peak Hour. Three study intersections operate at LOS D. One intersection operates at LOS E, and two intersections operate at LOS F. Like Alternative 2, the north -end fails in the 2050 PM Peak, experiencing large delays and queues when the surrounding network is two-way. FINAL Central & White Corridor Study Report pg. 50 C. Evaluation Matrix Some of the metrics that were used for comparison were: • Safety CENTRAL & WHITE An evaluation matrix was used to compare the alternatives based on the guiding study principles developed through this project process: o Conflict Points o Predictive Crashes Asafety • Create a place that is comfortable, safe, and welcoming to all - regardless of how one is coming to, using, or • Equity passing through. Design recommendations should be focused on ensuring real and perceived safety across all modes of o Pedestrian Amenities transportation through vitality, activity, lively streets and public spaces, and shared sense of ownership. o Bicycle Facilities Economic Development o Transit Enhancement Design recommendations should be focused on ensuring proposed improvements that will preserve or improve upon existing business operations and economic activity. • Connectivity Create an attractive place for new brick and mortar businesses in Downtown Dubuque. Central Avenue and White Street should be celebrated as opportunities for downtown gateways. o Travel Times Minimize impacts of construction on existing businesses. Encourage investments at all scales including small scale incremental investments for existing local businesses and larger investments for redevelopment. o Impact on Heavy Vehicles including Freight/Fire/EMS • Economic Development Connectivity o On -street parking impacts • Create a place that inspires people to travel across neighborhoods, throughout downtown, around the city, and from the region. o Landscape/vegetation additions o Sidewalk widths/enhancements • j Equity Create a place that is informed by the people and voices that use it on a regular basis. Foster an identity that represents and is created by the communities and cultures of the past, current, and future. Ensure travel along, and to, Central Ave and White Street is not dependent on a private vehicle. Implement high quality street furnishing and multi -modal transportation amenities. Reference and evaluate past input and plans. The evaluation matrix shown in Figure 46 took these guiding principles and assigned specific performance measures to each one to measure the overall effect on each guiding principle with each alternative explored. FINAL Central & White Corridor Study Report pg.51 CENTRAL & WHITE Figure 46. Evaluation Matrix Safety Equity Connectiuity Economic Deuelopment Alternatiue Evaluation Times Heavy Through Travel Preference Matrix Conflict Predictive Pedestrians Bicycles Transit (mini 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 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' CydeTrackon 523 9-1 Present � 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 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' roads, One -Way: 13th to 757 61 bumpouts parallel quo 5 5 more turns parking tree wells sidewalk 4 different roles 4th street needed LEGEND Negative Neutral Positive Effect Effect Effect FINAL Central & White Corridor Study Report pg. 52 XVIL Preferred Alternative A. Public Outreach Survey results As part of the determination of the preferred alternative, the four proposed alternatives were presented to the public via a survey. This survey asked which alternative they preferred, if they desired a bike facility in downtown, and their top three priorities for the corridor. 327 total responses were obtained. 65% of respondents selected Alternative 1 — the Multi -Modal Focused Alternative. Chart 3: Preferred Alternative Survey Results . Alternative 1 . Alternative 2 • Alternative 3 Alternative 4 When asked how important a cycle track is on White Street. 60% stated that a bike facility is important, however, 39% stated it could be on another street. FINAL Central & White Corridor Study Report CENTRAL & WHITE Chart 4: Bike Facility Importance Survey Results a Important • Important. buts bike facility on another downtown street is acceptable . Not important When asked what the top three priorities were for the corridor, landscaping/street trees, improving safety for pedestrian crossings, and one-way streets were the highest community priorities. Chart 5.- Community Preferences Survey Results 70% 60% 50% 40% 30% 20% 10% 0% 22% 24% 15% 1 �aJ .0�5 <) lea ke c�a 60% 62% eeay 36% 30% 25% 25% , 0- a��y & �aA �eL'A ceey .ae� Owe rya ee�� y'`tee t0yy� ay,�c \aet� a+��• e�ey a`'�aQ The alternative preference ranking from the community survey is shown along with the evaluation matrix measures in Figure 46. pg.53 B. Description of Preferred Alternative Alternative 1 is the Multi -Modal Focused option. As shown in Table 6, Alternative 1 meets most of the top priorities identified by the community. The only one it doesn't meet is the desire to maximize parking. Both Central Avenue and White Street currently have parking on both sides, however, this option removes one side of parking on each street. The extra space allows for a wide sidewalk on Central Avenue and a cycle track to be placed on White Street. This alternative meets the desires of the Central Avenue Streetscape Plan and the goals of Central Avenue revitalization. Table 6. HowAlternative 1 Addresses Community Priorities Improve Safety for Enhances pedestrian crossings with bump -outs Ped Crossings Limits intersections to two travel lanes, reducing crossing complexity Add Expands opportunities for landscaping and trees along both streets. Landscaping/Trees One Way 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 Includes narrowed lanes, landscaping, and intersection bump -outs to reduce speeds, addressing resident concerns. Dampen Noise Includes landscaping/trees to slow speeds and dampen noise. Safer Cycling Establishes a dedicated cycle track on White Street, meeting residents' desires for safer cycling options. Options CENTRAL & WHITE Cycle Track The cycle track on White Street provides a bike facility that spans the entire length of the corridor. The cycle track on White Street completes the connection between many existing and planned bike facilities meeting the recommendations of the city's Imagine Dubuque Comprehensive Plan and the MoveDBQ Mobility Solutions along with Dubuque County's Regional Bike and Pedestrian Plan by providing a bike network in downtown Dubuque. The cycle track will serve as a transportation facility, not just a recreation facility, connecting users from where they live to areas of work and commerce. Bicyclists desire to access the same businesses, schools, and residential areas that drivers do. Whereas other parallel north -south routes could be considered for the bike facility, they do not provide the same direct connection from neighborhoods on the north end to key destinations in downtown like Prescott Elementary School, Steeple Square, Dubuque County Court House, and the Port of Dubuque. Figure 47. White Street Cycle Track Connection �n i White Street Cycle 41 Track $ t/ Existing/Planned Bike Facilities FINAL Central & White Corridor Study Report pg. 54 Parking with Preferred Alternative Today 503 on -street spaces exist. From occupancy counts collected, the highest parking peak is Weekday Evening with a utilization of 24% Parking will be removed on the east side of Central and the west side of White with the preferred Multi -Modal Focused Alternative. When parking is removed with this alternative, parkers that are on the east side of Central Avenue or west side of White Street will be able to move to the other side of the street or up one block or to the side street to other parking spaces that are open. With parkers moving to other areas due to the removal of parking spaces, on -street parking utilization increases to 52% overall. This is still less than the 80% standard when on -street parking is considered full. Figure 48 presents a map showing the utilization on the different blocks with removal of one -side of on -street parking along Central Avenue and White Street. From Dubuque's Smart Parking and Mobility Plan, on -street parking should be utilized for short term stays, longer -term parking to support area business employees and residents, should occur in off-street parking lots and ramps. The Central Avenue Parking Ramp at 91h and Central has 515 spots and is 23% occupied, so capacity exists to take on additional parkers. Off-street public parking also exists at the City Hall Lot at 131h/Central and the Healthcare Municipal Lot at Washington/17th Street. Some on -street blocks experience utilizations above 80%, however, several blocks remain with open spaces available although patrons may have to walk a block or two to access a business along the corridor. Dubuque's Smart Parking and Mobility Plan states an acceptable walking distance from a parking space to a driver's destination in downtown Dubuque is up to three (3) city blocks, or 1,000 feet. Parkers may accept longer walking distances if the walking experience is comfortable and pleasant. The Plan stated that observation and stakeholder coordination as part of the development of the Plan indicated that "those visiting andparkingin Dubuque have a relati vely lo w tolerance for walking from parking facilities to destinations, and walking can be uncomfortable in certain parts of the city. In many cases, though, the urban environment discourages walking. Focus should be placed on creating an inviting, welcoming, and comfortable walking en vironment and experience throughout Dubuque. This includes ensuring that sidewalks and walking routes are well -marked, visually appealing, interesting, well -maintained, well -lit, and have visible and comfortable places to cross at intersections." The improvements included with the preferred alternative will provide a more comfortable, safe, and interesting walking experience in the corridor and will support longer walking distances to parking spaces improving utilization of parking and supporting continued growth and redevelopment in the corridor. 111, feu sr A� J ArAUFMATIN AVE LOWEtt ST Z N.A CuRKE DR 1LMOND ST +44,�9 0 r� yST v LocusT sl �P�51 ,N 11tH st 0 CENTRAL & WHITE Figure 48. On Street Parking & 00000 Utilization with Preferred Alternative N oPpE 114 `6tN�t Op ` �vo �oP Ag 6 `H�gtN�t gt r G. a Parking Occupancy for 8 Multimodal Alternative Weekday PM Util17allan 5 25% 1 25% - 60% I - 60% - 80% 1 80% No Parking ow C__ C—.y q W \ 59tNgt \i \��etNSt / `�tttNSt tool" t o fc i NSt \ 70 \ t ft�t�5 4 qtN St Z t F E,3tH \ 2�A St ,1tN gt Yl`°ta5 \ 7, E 4, t E00St IPA �t�t�St \ EBtNSt i itN S, 3S E STk ST � ,N 6tN St \\ / HARgOR OR \ we 5 St W gtH `N et�St s E3RD Sr r FINAL Central & White Corridor Study Report pg.55 XVIII. Design Guidance The City Council expressed the desire to calm traffic in these corridors to produce more livable neighborhoods and increase economic development while maintaining reasonable traffic flows through downtown. Imagine Dubuque laid out a vision for complete streets that are welcoming and supportive of all modes of travel. Complete streets are designed to prioritize the safety, comfort, and convenience of non -motorized users, such as pedestrians and bicyclists by slowing vehicle speeds and improving crossings. Speed data collected on Central Avenue and White Streets revealed that up to 90% of vehicles are travelling above the 25 mph speed limit on Central Avenue and up to 70% of vehicles are travelling above the speed limit on White Street. In an urban setting, when cars go faster, the likelihood of crashes and injuries increases, see Figure 49 from the 2017 National Traffic Safety Board Study. A review of crashes on this corridor shows that, although a low number,100% of pedestrian and bicycle crashes on Central and White are resulting in injury. Figure 49. Pedestrian Crash Survivability at Different Speeds If hit by a car • Fatality 0 Person survives collision traveling: I Olt T, IT IT IT ate.. x***z*TItTOlt National Traffic Safety Board (2017) Reducing Speeding -Related Crashes Involving Passenger Vehicles. Available from: https>/w .ntsb.gov/safety/safety-studies/Documents/SS170l.pdf One of the top priorities from the public survey, was the need to improve pedestrian crossing safety. Traffic calming features like trees, bump outs, and narrowed travel lanes help to slow down vehicle traffic making streets safer for pedestrians. CENTRAL & WHITE As Central Avenue and White Street are no longer under the jurisdiction of the Iowa DOT, the Iowa Statewide Urban Design and Specifications Manual (SUDAS) is the guiding document utilized in the proposed cross section and design of the corridor improvements. Table 7 shows the proposed design guidance for the design of corridor improvements. Per SUDAS, the standard lane width on urban city streets is typically 10 feet. This width is considered appropriate for urban areas as it promotes safety without negatively impacting traffic operations. For roads with heavy trucks or buses, a slightly wider lane of 11-feet may be used and is proposed for this corridor. Table 7. Alternative 1 Design Elements Travel Lane Width 10 ft to 12 ft for Arterials lift On -Street Parking Width 7ft to loft 9 ft Sidewalk Widths 6ft to 8ft with planting buffer 6 ft min with buffer 8ft to loft when next to curb 10 ft min Cycle Track Width 10ft to 12ft 10 ft Sidewalk & Cycle Track Elevation Curb Radius Trees Based on Design Vehicle Should be kept at same elevation level and driveways slope up to meet Bumpout at regular traffic intersections No bumpouts at Freight focused intersections(9th, 11th, 14th) Allowed 2' from curb and cycle track Use Columnar Trees in tree wells or grass buffer area Curb offset is not required in SUDAS for roadways with a posted speed of 35 mph or less or where on street parking is present, however, to address concerns received from the freight community regarding 11-foot lane widths, a 2-foot curb offset is recommended. In addition to the 11-foot travel lane, a curb offset of 2-feet (measured from gutter line to back of curb) is part of the proposed design for the lane not adjacent to the parking lane. The curb offset increases driver comfort and roadway safety. 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 plus a 6 inch curb (11-foot lane+1.5-feet gutter+0.5-feet curb), see Figure 50. The cycle track should be 10-feet in width to allow for adequate passing and ample width in a downtown setting where other sidewalk activities occur. A 10-foot cycle track will provide the necessary width for the anticipated demand while still allowing room for an adequate adjacent sidewalk in this constrained right-of-way corridor. FINAL Central & White Corridor Study Report pg. 56 I I I r 0 r �. t, 12.5' _ Sidewalk Parkigng Travel Lam Nltjo Travel fare _ Grass Buffer Gull— G nnG II It 9h Illt If It BIT 145ft 12.5' "'dewaR • ev Bike txq Buff. Lane p+yj� Travel Lane MYRFC Parking � �'� to 11 5It 11 It 11 It 911 XIX. Urban Streetscape and Side Streets A core principle to the design of Central and White Streets is a recognition that the role they play in Downtown Dubuque today (and tomorrow) is different than the role they have played in the past. As the City has evolved away from a river industrial city and towards a more economically diverse City with Downtown at the core and the river as an amenity, movement east west (across the Central / White) corridors is just as important than movement along it. This phasing of the project establishes a general cross section for the two roadways through Downtown. The final design of Central and White Streets will reflect the generalized cross section, however it should evolve to respond to the needs and character of the three distinct districts described in Section III Land Use. • The southern portion, the Downtown section, serving as a gateway to Highway 61, is the first and last impression of the city for people coming to and leaving downtown. Important considerations include: o Reinforcing the Tower to Tower Connection proposed in the Millwork District Plan along 7th Street. o Creating a strong gateway at 3rd Street with landscaping and public art o Maintaining a civic frontage to the county courthouse o Consideration to reducing the cross section to one lane to slow speeds and add more pedestrian scale amenities • The middle portion, the Civic portion, is home to schools, City Hall and other important local institutions. Considerations include: o Accommodation for accessible drop off to local churches and public buildings o High quality transit waiting areas o Adjusting landscape standards in front of civic buildings to maintain viewsheds to historic facades o Safe pedestrian crossings to schools at intersections through additional marking, lights, lower speeds, or other techniques that ensure safe crossings. o Consolidation of driveways and curb cuts wherever possible in order to reduce conflict points between vehicles, pedestrians and bicyclists. CENTRAL & WHITE o Enhanced intersections to create additional landscaping and pedestrian amenities where on street parking is less critical to residents and businesses. The northern portion, a mixed -use district, has the most pedestrian activity. Considerations include: o Provision of high -quality transit rider facilities — including bump outs for easier boarding and better transit service. o Enhanced bumpouts to provide additional seating and placemaking at key intersections where there is a lot of pedestrian activity. A. Urban Streetscape Urban streetscapes are functional spaces that do more than facilitate transportation of vehicles, people, bicyclists, and public buses. These corridors define the sense of place, safety, economic vibrancy, opportunity to foster community, and public mobility. The following are physical elements of a streetscape that influence the functionality and character of urban places. The design of these elements will be developed as part of the final design process. • Sidewalk — Primary path of pedestrian travel. Width of sidewalks are required to follow the ADA Standards for Accessible Design (Americans with Disabilities Act). This guide includes regulations on sidewalk design including width, grading, and spatial requirements for obstructions. The goal of the sidewalk is to provide a safe and accessible route for people of all abilities. o Materiality: Sidewalks are generally paved in concrete for its durability and constructability. Concrete can also be decorative through the use of integral color or stains. Examples of this can be found in the Main Street District. Sidewalks, while primarily functional, can also be stamped to create a pattern or include decorative jointing. • Streetscape Amenity Zone — located between the edge of the sidewalk and the curb this space serves as a visual and spatial separation between the sidewalk and street. This area is included within the dimensions for sidewalks in the preferred alternative cross sections and will be further defined during final design. This space provides a location for various streetscape amenities including grass buffer, street trees, benches, trash receptacles, lighting, bike racks, and public art. This space is not a primary path of pedestrian travel and may exceed cross slope grading FINAL Central & White Corridor Study Report pg. 58 requirements for accessible routes to eliminate or mitigate non -accessible steps at building entries. Materiality: Integral color concrete, stained concrete, salvaged pavers, concrete pavers, and clay pavers. Often the materiality of the streetscape amenity zone coordinates with the materiality of bumpouts. Bumpouts or Curb Extensions — located at intersections and designed to shorten the distance required for a pedestrian to cross a roadway. Bumpouts also indicate to vehicular traffic that people are active in the area. The change in curb alignment also tends to slow vehicle speeds down at intersections. These features typically include the sidewalk and contrasting paved areas to highlight the crosswalk and support placemaking. Like the streetscape amenity zone, many streetscape amenities can also be located at bumpouts, however their increased visibility at intersections makes these locations particularly well suited for lighting, public art, and wayfinding signage provided they do not obstruct the vision triangle at an intersection. Materiality: Integral color concrete, stained concrete, salvaged pavers, concrete pavers, and clay pavers. o Additional Design Considerations regarding bumpouts: Bumpouts should be scaled to respond to the planned volume of pedestrian traffic at an intersection. Large bumpouts at major road intersections and planned trails should be considered for increased pedestrian and bicyclist safety. Small bumpouts are more appropriate in less populated intersections. Some intersections may not be a good candidate for a bumpout if there are irregularities such as wide freight traffic turning movements, immediate off-street parking, or severe changes in grade. ■ Bus stops should allow for a bus to park next to a curb. Bumpouts may be expanded to connect to a bus stop. These elongated bumpouts are called bus bulbs and are typically located near an intersection. • Mid -block crossings are another version of a curb extension that should be considered in commercial and mixed -use areas where more direct access from on - street parking to the opposite side of the street is a high CENTRAL & WHITE priority. Mid -block crossings also have a traffic -calming effect. Buffer space — located between the cycle track and drive lane, the buffer space primarily serves as a physical barrier between vehicles and bicyclists. This space may also accommodate placemaking though the inclusion of decorative pavement, plant beds and may include stormwater management practices. o Materiality: Integral color concrete, decorative pavers, lawn, plant bed, bioretention, and columnar trees o Additional Design Considerations regarding buffer space: ■ Driveways interrupt the continuity and efficacy of buffers. Next steps in design should study how the quantity and width of driveways may be reduced to create a more continuous buffer. Image of buffer space along a separated cycle track • Landscaping — one of the highest priorities that came out of the public input process, green spaces along a corridor have a significant impact on the quality of a public space. Street trees, shrubs and perennials have FINAL Central & White Corridor Study Report pg.59 numerous benefits that soften the harsh urban environment. Plant beds are opportunities to not only locate decorative plantings, but also locate utilities, signage and other streetscape fixtures that can otherwise create a sense of irregularity and visual clutter along a streetscape. Landscape areas can also be integrated with stormwater management practices to layer multiple environmental benefits into a small space. While landscaped areas do require long term maintenance, they are one of the most significant tools to indicate that space is designed for people, not vehicles. Elements like curbs, raised beds, and concrete banding behind the curb can all help to mitigate the effects of salt, sand, and foot traffic along plant beds. A list of approve street tree species is available here: Recommended- Street-Trees-final-2020. Additional planting location suggestions are included in the Central Avenue Corridor Streetscape Master Plan and should be referenced during final design. Crosswalks — crosswalks are a visual indicator for both pedestrians and vehicles. Creating a highly visible crosswalk is not only a safety consideration, they are another opportunity to continue the use of materials that lead to a cohesive sense of place. Materials can include decoratively patterned traffic paint, thermoplastic stamps, and integral color concrete. Lighting — in addition to the typical roadway lighting pedestrian scale fixtures can be included in the streetscape to provide a smaller, pedestrian -scale to a space. These shorter fixtures may include post - mounted fixtures, catenary fixtures, and decorative landscape lighting within plant beds. Decorative lighting can also include holiday string lights, architectural accent lighting, and illuminated site furnishings to further activate a streetscape after dark. Street lights, pedestrian lights, and illuminated bollards are included in the Central Avenue Corridor Streetscape Master Plan and should continue to be included in the final design process. Lighting and landscaping can often occupy similar spaces. It is important to coordination the locations of landscaping, especially street trees, and lighting fixtures for effective lighting of public spaces. Cycle track — clearly defined extents of a cycle track are a requirement for the creation of a safe and socially sustainable system. When a cycle track abuts a sidewalk, a change the pavement material such as concrete to asphalt is a low cost and highly visible means of delineating between the two areas. A dashed centerline separating two-way travel is another important requirement. A tactile strip on the sidewalk along the track CENTRAL & WHITE further increases the edge of track for differently abled people. See opposite column for precedent imagery of a cycle track example. Image of cycle track featuring contracting pavements • Wayfinding — columns, signs, banners, and signage enforce a sense of place when designed and installed in a coordinated plan. In addition to these wayfinding fixtures, flush graphic elements such as decals, embossed pavement, and murals are opportunities to encourage people to travel through a place. Public Art — these corridors are already enhanced by the inclusion of numerous murals. In addition to murals, public art can be located on the pavement, within the streetscape amenity zone and at bumpouts. In addition to traditional sculptures, three-dimensional public art can also be incorporated in functional features like the custom metal planter fencing included in the Central Avenue Corridor Streetscape Master Plan. FINAL Central & White Corridor Study Report pg.60 B. Side Streets The side streets will play an important role in the overall design of the Central Ave. and White St. corridors. Currently all side streets are treated similarly, most are two-way streets with on -street parking. In recent years the City has begun to explore and pilot the conversion of some side streets to contain bike lanes. Given the different needs of each District, and the broader function of the network, this report offers a menu of considerations for different designs of the cross streets. These options, together with modifications to the recommended street section, will help reinforce the different character areas, Mixed Use, Civic, and Downtown described in Section III. The goal of this section is to highlight how each street serves a different function based on location and context within the larger transportation patterns of Downtown Dubuque. While parking and through - connections are important transportation considerations, each street should also be evaluated for potential to create a more welcoming and functional pedestrian network. Existing Conditions Many side streets in the study have parking on both sides of the street and often include on -street parking near to the intersection. While this approach maximizes parking, it limits the opportunity for pedestrian - oriented amenities. Typical side street design CENTRAL & WHITE Typical existing side street design Recent Improvements Streetscape improvements were made in 2012 in the Historic Millwork District and Bee Branch and include bumpouts at driveways and intersections along the cross streets of 9th, loth and llth St. These bumpouts highlight the increased walkability associated with the narrowing of pedestrian crossing locations. Typical cross street design with recent bumpout improvements FINAL Central & White Corridor Study Report pg. 61 Street Trees Future side street improvements should also consider the inclusion of street trees at bump out locations to create a more comfortable and functional urban environment. Refer to "Landscaping" in the previous Urban Streetscape Section for additional information about planting considerations. Typical cross street design with bumpouts and street trees Additional Urban Design Considerations Additional considerations at side streets should include bike routes, stormwater infiltration, vegetation, curb extensions or bumpouts, and the potential for temporary street closures in pedestrian -oriented spaces. • Stormwater Infiltration Stormwater can be infiltrated in permeable pavement systems like pavers and in vegetated spaces with a curb cut connection to the street. In addition to the environmental benefits, stormwater improvements can also support placemaking. Bike Network In final design, the city should advise which east west streets are going to be included in the bike network. This past year, the City has piloted bike lanes on 9th and loth Steets by removing parking on one side. Whether they remain on 9th and loth or are located elsewhere, the side streets should be designed as a part of that network. CENTRAL & WHITE • Wider Sidewalks Another option for side streets is to enhance the pedestrian environment by widening sidewalks and creating planting zones between the curb and sidewalk. Given the narrow existing ROW, most likely this can only be accomplished if parking on one side of the street is removed (like adding bike lanes) and the curb is moved to create a wider pedestrian environment. This approach would make sense in key pedestrian corridors such as Th Street and 14th Street intersections. The approach may also be appropriate in the northern mixed -use area where cafe seating could be created near the buildings. • Temporary Street Closure Closing streets permanently, or temporarily, is a strategy to create additional high quality public space. Rather than sitting vacant or underutilized, roadways with low vehicle traffic may be utilized for seasonal or event -driven plaza space. This approach was recommended for 18th Street in the Central Avenue Streetscape Plan several years ago and can be applied to other areas along the corridor as warranted. Example of a temporary street closure with removeable seating, planters and public art FINAL Central & White Corridor Study Report pg. 62 XX. New Technology Considerations The roadways will remain a one-way pair therefore the current coordination of the traffic signals should suffice to maintain adequate traffic flow for vehicles. Flashing Yellow Turn Arrows A flashing yellow turn arrow means you can make a turn, but you must first yield to pedestrians or bicyclists before proceeding with caution; essentially, it indicates that you should only turn when it is safe to do so and that you do not have the right-of-way. In December 2009, after extensive testing, the Federal Highway Administration authorized use of flashing yellow arrows nationwide. A study conducted by the National Cooperative Highway Research Program determined that drivers had fewer crashes with flashing yellow left -turn arrows than with traditional yield -on -green signal configurations. For bicyclists utilizing the new cycle track on the west side of White Street, a flashing yellow left turn arrow for the left turning movements that could conflict with the new cycle track on White Street should be considered. Flashing Yellow Arrow At high pedestrian locations, as shown in Figure 18 on page 22, the MUTCD also allows the use of flashing right turn arrows. This can be combined with a sign like that shown below to further emphasize the need for drivers to yield to pedestrians when turning. CENTRAL & WHITE TURNING VEHICLES YIELD TO Ak] MUTCD Sign R 10-15 Audible Pedestrian Signals (APS) push buttons and Countdown Pedestrian Heads As stated in Section V, some intersections are equipped with countdown timer pedestrian heads, however, no APS push buttons are present in downtown. As of this report, there is no official guidance from the Iowa DOT in regards to the requirement to install APS push buttons at traffic signals. However, as the state moves to adopt the latest MUTCD, clearer guidance could be provided to reflect the changing rules per Public Right -of -Way Accessibility Guidelines (PROWAG). At a minimum, midblock signals should be considered to be equipped with APS push buttons so that vision impaired pedestrians can find the midblock crossing and better utilize it. Finding the right volume for the operations of these buttons is key in built up areas like downtown where the city could receive noise complaints. Midblock HAWK Signal A HAWK beacon, or High -Intensity Activated Crosswalk beacon, offers several advantages over traditional midblock signals such as enhanced safety, higher visibility, reduced traffic delays, and flexibility. The HAWK beacon's unique light sequence (flashing yellow, steady yellow, then steady red) grabs drivers' attention more effectively than traditional signals, making it easier for them to notice and respond to pedestrians versus a traditional pedestrian crossing signal that rests in green at Steeple Square, north of 15th Street on White Street. Unlike traditional signals that operate on a fixed cycle, HAWK beacons remain dark until activated by a pedestrian. The unique sequence of the beacon allows FINAL Central & White Corridor Study Report pg. 63 drivers to continue on the flashing red if the pedestrian or bicyclist has cleared the crosswalk, minimizing overall traffic delay at the crossing. HAWK beacons are particularly useful at midblock crossings or locations that do not meet the criteria for a traditional traffic signal but still require enhanced pedestrian safety measures, such as the midblock location at Steeple Square which will serve as a main crossing point for the new cycle track bike facility. HAWK Beacon Pedestrian Crossing Train Activated Warning Signs Train activated warning signs could be used at major crossing and congestion points to inform traffic to utilize an alternate route. For example, train activated beacons could be placed on the existing warning signage on the off -ramp south of 4th Street to encourage motorists to turn right on 5th Street and use the 3rd Street overpass to access the Port of Dubuque when a train is blocking the tracks. As the new overpass is installed on 14th Street, these signs could also prove useful at major intersections such as the interchanges at gth Street, llth Street, or 16th Street to help drivers make better routing decision when the train is blocking the tracks. A system like this is tied into the railroad crossing gate arms and works by providing a call into the beacon to tell it to flash when the gate arms go down. The CENTRAL & WHITE beacon continues to flash until the gate arms raise again. Coordination with the railroad is required for this system, but the real-time notification that the train activated beacon provides drivers has been proven to be effective in helping re- route traffic and lessen queues at crossings in cities like Des Moines, Iowa. The image below is from an assembly placed on University Avenue to notify turning drivers of a train crossing the tracks just west of the sign on Hubbell Avenue. Drivers can then make the choice to continue on University Avenue and utilize a different route and avoid being stopped by the train. Train Activated Beacon Warning Sign Example FINAL Central & White Corridor Study Report pg.64 On -Street Parking Technologies The Smart Parking and Mobility Plan included implementing new technologies in Downtown Dubuque to better find and utilize on -street parking. Parking navigation app tools are available on the market to collect and distribute information to users above parking resources, rules, regulations, and availability. These tools leverage cameras, sensors, and artificial intelligence technology. The plan recommends the city seek opportunities to add this technology in the future as the need arises. The Plan calls for the installation of new technology to extend the capabilities of parking staff, and improve customer service. This plan recommends transitioning to multi - space meters and a pay -by -plate approach for on -street operations. Multi -space meters are less likely to break down, and enable credit card payments and mobile payment integration. Removing the individual meters will allow for more space for other streetscape related amenities along the street. As Central Avenue and White Street are reconstructed, the city should consider upgrading the on -street parking technologies on the street at the same time. Example Parking Pavment Kiosk CENTRAL & WHITE FINAL Central & White Corridor Study Report pg. 65 CENTRAL & WHITE XXI. Layout The full layout of the corridor is provided in Appendix F. Perspectives for what the improvements could look like on Central Avenue and White Street follow in Figure 49. Figure 49. Central Avenue & White Street Perspectives i KIRBY j r r .i. 'NwPr u PiaPhop.. - .. _.. _. I Iw 4- - loft I oi I l r y r- b r FINAL Central & White Corridor Study Report pg. 66 XXIL Phasing and Preliminary Cost Estimate The proposed phasing and implementation plan is proposed to be broken into six phases to be completed over 10 years for the improvements recommended. Phase 1 includes restriping both Central Avenue and White Street from 4th Street to 22nd Street. Grant funding would be pursued in 2025 for this initial phase. Figure 51 presents a representation of this proposed restriping. This will allow for immediate impacts to be seen throughout the corridor while the construction phases are implemented over the next 13 years. Phases 2 to 6 are construction phases on both Central Avenue & White Street and include: • Construction from new curb line to ROW + 2" street overlay • Storm sewer realignment • Signal modifications or signal pole relocations on White Street • Flashing yellow arrows for cycle track conflicts • Side street changes not currently included, but could be considered as designs are further developed Figure 51. Central Avenue & White Street Phase I - Restripe FINAL Central & White Corridor Study Report CENTRAL & WHITE Table 8 presents the implementation and phasing plan for the entire corridor re- construction including which years the city should seek grant funding to fund each phase. Figure 52 shows the phases in visual format. Table B..- Central Avenue & White Street Project Phasing* Phase 2026- 2028- 2030- 2032- 2034- 2036- 2027 2029 2031 2033 2035 2037 1 Restripe Central & White from 4th St to 22nd St 2 Apply Const. for 22nd St Grants to 17th for St Phase 2 3 Apply Const. for 17th St to Grants 13th St for Phase 3 4 Apply Const. for 13th St to Grants llth St for Phase 4 5 Apply Const. for filth St to Grants 8th St for Phase 5 6 Apply Const. for 8th St to Grants 4th St for Phase 6 *Phasing will be influenced by grant timelines and council's priorities for funding of these improvements with other capitol project needs. pg. 67 Figure 52. Central Avenue & White Street Project Phases 2ts` s i st Washington Neighborhood tet" si B e e Branch \CjC" St t 1 \A`" s 61 R t3tY' St t t2t" s 62 Ott"s` Millwork \Ot"st District ,62 9t" s t at" s i \ � i s 6t" si 1 t 5t" s Main Street/ At"st Downtown 62 e Legend Phase 2 (22nd -17th) Port o f Phase 3 (171h -13th) Phase 4 (13th -11th) Dubuque Phase 5(11th-Sth) Phase 6 (8th - 4th) CENTRAL & WHITE Preliminary Cost Estimate Planning level cost estimates were prepared for the proposed project improvements for each phase. As these phases will be spread over 10 years, a 4% per year inflation percentage for price increases is included. Details are provided in Appendix G. Table 9 summarizes these overall costs. These costs include all reconstruction elements, plus engineering, traffic control, and mobilization. These costs do not include maintenance related items related to markings, signage, decorative pavement, snow removal, or additional staffing and equipment needs. Table 9: Cen tral A ven ue & White Street Project Cost By Phase Phase Description Estimated Cost 1 Restripe Central & White from 41h St to 22nd St $330,000 2 Construction 22nd St to 17th St $5,750,000 3 Construction 17th St to 131h St $4,950,000 4 Construction 13th St to llth St $2,450,000 5 Construction 11th St to 8th St $3,450,000 6 Construction 8th St to 4th St $4,050,000 TOTAL $20,500,000 FINAL Central & White Corridor Study Report pg. 68 XXIII.Other Items to Consider In addition to physical changes, the design should be combined with specific policies and programs to support the goals for the corridor. City Policy Changes Establish Truck Route in Downtown Section 9-16-321.901: MOTOR TRUCK ROUTES of the Dubuque City Code designates motor truck routes for Motor trucks registered for a gross weight limit exceeding ten thousand (10,000) pounds (5 tons) on marked highways and allows for them to not depart said routes unless to make except to make a stop at a destination and then proceed directly to such destination. The code currently restricts motor trucks on some specific streets in the city. The code also states that Motor trucks whose trips originate within the city must travel by the most direct route to that point on a marked highway nearest to such point of origin. For Central Avenue and White Street, the city code specifically states that motor trucks originating in Dubuque County or with a destination located in Dubuque County shall be authorized to drive on Central Avenue and White Street. This code provides the city manager the authority to designate and establish alternate motor truck routes and post signs limiting motor trucks to specific streets. As the 141h overpass is constructed, the city manager should consider executing this authority to establish a truck route requiring trucks not making local downtown stops to utilize the 141h Street overpass and the 16th Street interchange to access Highway 61. Figure 53 presents the existing freight patterns and the proposed future freight patterns. Requiring non -local deliveries to utilize the new 14th Street overpass and 16th Street interchange would lessen the number of trucks substantially in the area along Central Avenue and White Street from 14th Street to 4th Street. CENTRAL & WHITE Figure 53. Existing and Future Freight Patterns I • FINAL Central & White Corridor Study Report Page 382 of 740 Parking Policies —meter changes, shared parkingarrangements, free parking areas Continue to implement the recommendations of the Smart Parking and Mobility plan by implementing new technologies which will allow the city to collect key performance measures for each on -street parking space such as utilization and payment information. The reconstruction of Central Avenue and White Street will remove one side of on - street parking. It is recognized that parking is a key ingredient for keeping the downtown economically viable, therefore, the recommendations of the Smart Parking and Mobility Plan should continue to be pursued. The Smart Parking and Mobility Plan suggests adopting management best practices that strive for on -street parking facilities that are consistently 60 — 80% utilized. The plan provides guidance to look to remove meters that are below 20% occupancy. The new meter technology can be utilized so the city can monitor existing parking utilization and availability to see where low usage on -street parking spaces are. These low usage spots could be considered for changing from paid spaces to signed time restricted parking or free parking areas. Parking needs to be a partnership between the public and private sectors. The plan states that the city should seek and facilitate shared parking relationships between the public and private sector, as well as between private sector entities. The plan found that there is ample parking downtown, with several off-street parking options available. To best serve the businesses and residences along Central Avenue and White Streets, the city should continue to look at shared parking or joint parking arrangements as blocks redevelop or they enter into development agreements for new properties. Shared parking allows multiple users to utilize the same parking spaces at different times reducing the need for excessive parking infrastructure. Different land uses peak at different times. Both on -street and off-street parking need to be leveraged to best support the revitalization of the corridor. Resources: • The City of Buffalo Minnesota Sec. 50-265. - Joint facilities. http s://library. municode. co m/mn/buffalo/codes/code_ of_ ordinances?nodeId=C 00 R CH50Z0 ARTVPALO DIV2OREPA S50-265JOFA Metropolitan Area Planning Council, Shared Parking article: https://www.mapc.ora/resource-library/shared-parkincf/ • Urban Land Institute's, Shared Parking, Third Edition, By Mary Smith https://urbanland.uli.ora/inside-uli/uli-releases-new-edition-of-shared-parking CENTRAL & WHITE Low Cost Changes — Parklets and Art Pilot Project Programs As part of Phase 1 — Restriping, the city could consider installing parklets on a pilot project basis. Some examples follow. Parklets offer numerous benefits for urban areas by transforming parking spaces into vibrant public areas which foster social interactions and community events. These areas provide additional outdoor seating opportunities drawing more customers. Installing the pilot parklets as part of the Phase 1 — Restriping on the east side of Central Avenue would allow businesses and residents to realize the benefits of the wider sidewalk areas sooner than waiting for the full construction. These parklets can incorporate green elements, desired by the community, to enhance the visual appeal of the corridor. FINAL Central & White Corridor Study Report pg.70 Public art pilot project programs offer a range of benefits that can enhance urban environments and community well-being as public art projects often involve local residents and artists in the process creating a sense of ownership and pride in the community. Whether installed by the city or through a program with a local partner, public art elements can be relatively low cost and added to sidewalk, parklet, or bumpout areas to enhance the area and provide a sense of place. CENTRAL & WHITE K FINAL Central & White Corridor Study Report pg. 71 Prepared by Jill Connors, Economic Development 1300 Main St Dubuque IA 52001 (563) 589-4393 Return to Adrienne N. Breitfelder, City Clerk, 50 W. 13�h St., Dubuque, IA 52001, (563) 589-4100 RESOLUTION NO. 11-23 RESOLUTION ADOPTING THE CENTRAL AVENUE CORRIDOR STREETSCAPE MASTER PLAN WHEREAS, the City Council adopted Central Avenue Revitalization: Streetscape and Business Development as a Top Priority in its 2017-2019 Policy Agenda; and WHEREAS, RDG Planning & Design and WHKS were hired to assist City staff to prepare a Master Plan for the Central Avenue Corridor; and WHEREAS, several public meetings were held to provide input on the Master Plan, a steering committee composed of stakeholders was consulted on the Master Plan, and several City staff have provided input to the Master Plan; and WHEREAS, the revitalization of the Central Avenue Corridor will create new housing, commercial, and retail development opportunities to enhance the economic development in the downtown; and WHEREAS, the Central Avenue Corridor will be revitalized with an emphasis on embracing the Washington Neighborhood, pedestrian safety, integration of arts and culture, reduced maintenance, preservation of the corridor's architecture, a greener experience, economic vitality, and safety. NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: Section 1. That the Central Avenue Corridor Streetscape Master Plan prepared by RDG Planning & Design and WHKS is hereby approved. Passed, approved and adopted this 3rd day of January, 2023. Brad M. C nagh, Mayor Attest: Adrienne N. Breitfelder, City Clerk Page 385 of 740 THE CENTRAL AVENUE CORRIDOR STREETSCAPE MASTER PLAN ACKNOWLEDGEMENTS Mayor, City Council, Administration Steering Committee Mayor Brad M. Cavanagh Jill Connors, Economic Development Department Jon Dienst, Engineering Department Ric W. Jones Wally Wernimont, Planning Services Department David T. Resnick Gina Bell, Sustainable Community Coordinator Susan R. Farber Jason Neises, Community Foundation of Greater Dubuque Laura J. Roussell Marie Ware, Leisure Services Department Danny C. Sprank Paul Davis, Public Works Department Katy A. Wethal Dave Lyons, Greater Dubuque Development Michael C. Van Milligen, City Manager THE CITY OF DUB E Masterpiece on the Mississippi Additional Participation from: Washington Neighborhood Dubuque Main Street City of Dubuque Transportation Department WASHINGMN NEIGHBORHOOD Consultant Team RDG Planning & Design Dubuque I Des Moines I Omaha I St. Louis www.rdgusa.com WHKS Engineers + Planners + Land Surveyors www.whks.com 0 0&&-- engineers + planners + land surveyors RDg,eel PLANNING. DESIGN 2 Page 387 of 740 Table of Contents I. INTRODUCTION.............................................................................................. 5 II. PUBLIC INPUT.................................................................................................9 III. STRATEGIC DIRECTION..............................................................................19 IV. NEIGHBORHOOD FABRIC.........................................................................23 V. OPPORTUNITIES............................................................................................33 VI. TRANSPORTATION......................................................................................43 VII. THE STREETSCAPE.....................................................................................47 VIII. NEXT STEPS.................................................................................................81 3 Page 388 of 740 him WashImP 11th Sto I -N woo so, N ri ntra-11 A.v- 6 St'lu 7 A fA rd to '040MV Qn ,.Ig -bor oo A Regional view of the Washington Neighborhood and Central Avenue. Page 389 of 740 Section 1: Introduction I. Introduction Within the city of Dubuque there are many sites full of character and potential, and the Central Avenue Corridor is a prime example. Currently, this road is a southbound, one- way thoroughfare. Once the arterial is reconstructed, Central Avenue will be an enormous opportunity for community revitalization. Particularly in the heart of Dubuque, Central Avenue has historically been the "main street"for the Washington Neighborhood, and so it became desirable to envision a new street which better serves its neighborhood. The Washington Neighborhood One of Dubuque's oldest districts, the Washington Neighborhood is filled with historic buildings. Among its first inhabitants were Irish and German immigrants, employed in the nearby industrial districts. To this day, the neighborhood maintains its connection to the industrial relics. Recent efforts by the city have been driven towards revitalizing the Washington Neighborhood, including a neighborhood master plan. Central Avenue The segment of Central Avenue addressed by this plan runs between 11 th and 22nd Street. Prior to 1921, Central Avenue was two separate streets, Couler Avenue to the north of 18th and Clay to the south. The introduction of a state highway gave them reason to converge, and shifted the corridor's focus from pedestrians to vehicles. With the removal of Highway 52 designation, there is an opportunity to rediscover pedestrian - friendly streets, architectural gems, and to restore economic vitality. Streetscape Master Plan The Central Avenue Corridor from 11 th Street to 22nd Street in the Washington Neighborhood connects Dubuque's central downtown and Historic Millwork District to the city's North End. It features a wide variety of historic buildings offering commercial and retail opportunities on the ground floor and residential spaces on upper floors. The purpose of the Central Avenue Corridor Streetscape Master Plan is to engage stakeholders in the process to prepare for and guide this renaissance. Project objectives include: •Be highly illustrative with conceptual renderings of streetscape improvements. •Provide guidelines for the Corridor's future pedestrian -friendly city street. •Provide design guidelines for linking complimentary uses, preserving the history and identity of the neighborhood, and improving walkability. •Recommend streetscape furnishings such as pedestrian scale lighting, way -finding systems, greenspace creation, and public art. •Promote creative, innovative, and sustainable opportunities to beautify and bring a cohesive sense of identity and place to the corridor. •Recommend landscaping such as street trees, decorative planters, planting beds. •Outline simple, cost-effective strategies that can reasonably be achieved in a short period of time as well as more complex, long term strategies that will require greater coordination and expense. Page 390 of 740 Central Avenue Corridor Project Timeline The following items summarize the efforts leading up and contributing to the Central Avenue Corridor Master Plan. Historic Timeline •2009: Community Assessment and Revitalization Strategies Plan for the Washington Neighborhood •2013: Market Analysis update for the Washington Neighborhood •2015: City Managers' Design Academy Case Study: Central Avenue Corridor •2016: Central Avenue Corridor Building Inventory Report by Iowa State University (ISU) Extension and Outreach -May 2018: Request for Proposals posted for Central Avenue Corridor Streetscape Master Plan -July 2018: Master Plan consultant contract signed with RDG Planning & Design (subconsultant WHKS Engineers) Project Timeline -August 2018: Project Kick -Off to develop an overall vision and master plan for Central Avenue Meeting with Steering and Technical Committees Historical research and site analysis of the Corridor Interviews with key stakeholders, business owners, and community •2017: Top Priority of the City Council's 2017-2019 Policy Agenda - Central Avenue Begin development of base map and 3D Revitalization: Streetscape and Business model of the Corridor Development Promotional Campaign Begins for Public •2017: Seeing, Making, Doing: Art and Design Engagement of Social Capital Report by ISU College of Design students & faculty -September 11-14, 2018: The Central Event Design Workshop at 18th Street and Central Avenue hosted by the Washington Neighborhood and City of Dubuque -Sept. 11: Neighborhood Visioning - Share Your Ideas & Central Avenue Celebration -Sept. 12: Design Team Work Session & Public Collaboration:"Guide the Pencil" -Sept. 13: Design Team Work Session & Technical Feedback -Sept. 14: Open House on Draft Vision - public feedback on proposed enhancements and amenities -September 16-22, 2018: Build a Better Block event hosted by Dubuque Main Street at 18th Street and Central Avenue and throughout the Corridor -October - December 2018: Recap of Design Workshop public and technical input "Fine-tune" preferred vision with input from Steering and Technical Committees Page 391 of 740 Section 1: Introduction Analyze impact on vehicle and truck traffic, public transit, parking, accessibility, and streetscape design of one-way to two-way conversion on Central Avenue and White Street Evaluate opportunities to create a more pedestrian -friendly street, improve safety, and create a future vision to serve as a creative corridor for the Washington Neighborhood and the community Develop a preliminary report and corridor design map Develop"planning level" cost estimates and phasing plan for short-term and long-term strategies for buildout •January - February 2019: Review preliminary report, corridor design map, cost estimates, and phasing plan with Steering Committee Interviews with key stakeholders, business owners, and community •March 2019: Plan and promote public engagement forThe Spring Fling on Central •April 2, 2019: The Spring Fling on Central Business Roundtable discussion at 1732 Central Avenue from 1:00-2:30 PM Open House at 1101 Central Avenue (former Colts Building) from 5:00-7:00 PM •April - May 2019: Prepare final report, corridor design map, cost estimates and phasing plan, and review with Steering and Technical Committees Draft Plan Presentation to City Council •Spring 2020: COVID-19 Pandemic impacts timeline •May 2022: Meetings with building owners and stakeholders from the 1700 - 1900 block to address parking, lighting and corridor infrastructure •June 2022: Design Workshop, including meetings with building owners and a presentation on two design concepts for the "Curve" Page 392 of 740 4k,ins -- YAll y r 1 1 "i C_ 'L . _ _y -- Section 2: Public Input II. Public Input From the outset, this plan sought to consider the perspectives of locals from the Washington Neighborhood and Central Avenue Corridor. The values of people who use the area regularly should be instrumental in guiding design decisions. With this in mind, various activities were planned to engage with the public, and encourage them to contribute their personal feedback. Initial Engagement In preparation forThe Central Event and Workshop, the need for public input was advertised, and a first effort at collecting feedback was initiated. Meetings were held with groups, such as the Fountain of Youth, to gain specific perspective feedback, and members of the steering committee canvased the Washington Neighborhood. A -frames were placed around the community with prompts to encourage the public to think about future developments. "Tweet Boxes" attached to the frames gave people the opportunity to write down their suggestions and submit them for review. In general, a tremendous effort was made to advertise the public input sessions with banners, a press release, a front page article in the daily herald, and more. The Central Event On the evening of Tuesday, September 11 th, the section of 18th Street between Central Avenue and White Street was closed. Local food vendors and musicians set up in the street and informational signage, feedback boards, and furnishing demonstrations were displayed. The event was heavily advertised and well attended by workers and residents of the neighborhood. Over the course of the evening, hundreds of people expressed their opinions, brainstormed new opportunities, and had fun. Feedback was collected through various activities including the tweet boxes, surveys, visual prompts, interactive maps, and conversation. Workshop and Drop -in Hours The rest of the week was committed to interpreting the feedback, meeting with key stakeholders, and developing a draft vision for the Central Avenue Corridor. Organized within this workshop were more drop -in hours to meet with the design team privately. This opportunity gave a voice to those who were less comfortable expressing themselves publicly. 0 Page 394 of 740 Central Avenue Corridor jr t l OIA s The suggestion maps put everybody's thoughts on display. Page 395 of 740 Section 2: Public Input moo 774 u -, 0�1 A table dressed in paper asked people what their big idea for the Central Avenue Corridor would be. Page 396 of 740 Central Avenue Corridor Open House Finally, on Friday, September 14th, an open house was held where the public was again invited to come view the workshop product and share their perspective. The draft vision was put on display and presented. Continued Feedback Beyond the week of the workshop, the team continued to encourage feedback. Boards were displayed at the City Expo on September 18th at the economic development stand. Preferences Which two pictures are your favorites? Which theme do you prefer: PAVEMENT 13 TRANSIT STOPS 14 LIGHTING T5 Survey respondents preferred the look of traditional infrastructure with artistic flare. N L •0 What are your top three priorities for implementation? � C.,A s • SPEGOLTYSAIRS,.� - .� ...e;..�' • 17 ► .L. "�' /Jt Ali Visual survey boards prompted the community to rank their desired amenities. 12 Page 397 of 740 Section 2: Public Input Visual prompts got people talking about what they would like to see happen. Survey takers contributed their thoughts. People of all ages offered up their perspectives. . ` 13 Page 398 of 740 Central Avenue Corridor The Spring Fling on Central After a number of months spent interpreting community input and developing the plan for Central Avenue, the project team put together another public input session. On April 2, 2019, the public was invited to the Spring Fling on Central. Similar efforts were made to advertise the event, and community members came back to offer their feedback on the proposed master plan exhibit. Food was again provided to participants, and the result was a friendly environment promoting discussion about Central Avenue's future. The event made front page news and generated many helpful responses. Specifically, participants were asked to review an exhibit of the master plan and fill out a survey. While everybody shared excitement for the proposed improvements, certain elements were prioritized over others. The survey results provided almost unanimous approval for the plan, and a more thorough understanding of the community's priorities. Visitors at the Spring Fling walked through the exhibit, enjoying the complimentary food. Central Avenue Corridor Streetscape Master Plan Respondent Priorities -0 Covered aN.+ Covered O Transit Stops Transit Stops O OIntegrated Art and O Integrated Art and 0 Site Furnishings Q Site Furnishings s � Improved Lighting Improved Lighting z and Cameras V and Cameras N O Decorative Decorative � Paving Paving N0- Trees and Trees and U1 Landscaping Landscaping >� Survey results from Washington Neighborhood respondents (left) compared with all respondents (right). Both groups prioritize trees and landscaping and do not prioritize decorative paving. 14 Page 399 of 740 Section 2: Public Input The Business Roundtable Discussion As a part of The Spring Fling on Central, local business owners who would be affected by the corridor's development were notified and encouraged to attend the business roundtable discussion. The purpose of this gathering was to present the Central Avenue Corridor Master Plan, receive feedback, and address the concerns of local businesses. Discussion points included: •Two-way traffic conversion: Participants expressed interest in understanding the timeline for the one way to two way conversion. Attendees were informed that the City of Dubuque is planning to complete an in-depth transportation study to determine if one-way or two-way traffic patterns are best for the City. This project is anticipated to include additional public input opportunities, careful review of ingress and egress from existing properties and an assessment of traffic signals. •Parking: attendees expressed concern over the removal of on street parking. •Semi -truck traffic and business deliveries: attendees noted that several business will continue to rely on truck traffic for deliveries. The group discussed including provisions within the preliminary and final design to accommodate deliveries. •Project costs: participants asked about the funding for the project. As of this writing, the total projects costs have not been finalized. The City will seek outside funding through grants to help pay for the project. 15 Page 400 of 740 Central Avenue Corridor 2022 Public Input Summary During the spring of 2022, multiple design input meetings were held with the property owner's in the immediate vicinity of the area known as"The Curve" which is the lateral shift in Central Avenue at 18th Street. The following themes are direct quotes from the stakeholders, which effectively reinforced the feedback received in 2019. "I'd like to not see so many vacant buildings" "We need to add more parking" "Keep it flexible" "green it up....sidewalks - proper lighting... like Grandview - nice lighting... benches... plantings....narrow the street" "Make it accessible, ADA compliance - accessibility is a big thing for us" "I'm concerned about what happens during construction - I've spent a lot of money and would like to be here long term" "New street lights - sidewalks, cleaning it up - some more of a flexible area vs a stage" "The plaza you had love it - hope that's still in the cards. ADA access into the buildings - I would like to avoid ramps - I like the original plan" Page 401 of 740 Section 2: Public Input Participants provided their feedback and reviewed early design options in virtual reality during the June 28, 2022 community input meeting 17 Page 402 of 740 The intersection at 18th Street and Central Avenue is an important node along the corridor. Page 403 of 740 Section 3: Strategic Direction III. Strategic Direction The result of the public engagement, committee meetings, and other learning opportunities was a set of guiding principles for the development of the project area. The following themes represent the community's desires and City's objectives in no particular order. Embrace the Washington Neighborhood Committee members and the public agree that the citizens and businesses currently residing in the neighborhood are the target audience for the project's proposed improvements. When speaking to "where the project could go wrong,' several members identified gentrification of the neighborhood as a concern. Design Streets for Both One -Way and Two -Way Traffic When discussing vehicular circulation and the street's future traffic patterns, the City anticipates exploring street alternatives after completion of the Northwest Arterial project. Pedestrians are Number One When speaking to the objectives of the master plan, most respondents agreed that pedestrian -friendly streets and safety are a primary project element. Respondents also spoke to creating streets that welcomed bus, bike, and car traffic in a safe and friendly manner. Integrate Arts and Culture The planned improvements should embrace multiple cultures, families, and individuals who live, work, and play within the corridor and adjacent neighborhoods. When discussing the physical extent of the project, respondents confirmed that the corridor should be its own district. The benches, trash cans, signs, landscaping, artwork, and other enhancements will be specific to this area (exclusive of typical street lights, drinking fountains, etc. that are"City standards"). Reduce Maintenance The design should take into consideration opportunities to reduce long-term maintenance. The design team worked with multiple City departments (leisure services, public works, etc.) that will regularly have to maintain the corridor. m Page 404 of 740 Central Avenue Corridor Preserve the Corridor's Architecture Historically speaking, the Central Avenue Corridor is rich. Several properties are listed on the National Register. The plan must be sensitive to this and embrace the past. Create a "Greener" Experience Currently, there is a limited amount of green / open space within the corridor. Respondents identified several areas where landscaping, trees, and plantings could be integrated. Encourage Economic Vitality The development along the corridor should invite economic opportunity to the neighborhood. Committee members were careful to state that development should not gentrify the neighborhood, but rather support their needs. Prioritize Safety There is a perception in the community that this area is unsafe, yet those people who live here do not believe it to be a problem. The plan must consider provisions for improving general safety, whether perceived or real. These themes helped to organize community values and gave us a framework for the coming designs. zo Page 405 of 740 Section 3: Strategic Direction i r 0 '1' ,'^1 11 i 1 ' - i i t , i -1. i .s Public input was the base to establishing our strategic direction. Page 406 of 740 �F - r I In lb 1 waft `. 1 _ A turret punctuates a strip of row houses. Page 407 of 740 Section 4: Neighborhood Fabric IV. Neighborhood Fabric The stretch of Central Avenue adjacent to the Washington Neighborhood has a unique character. As part of the inventory process, the design team was led on an architectural tour of the Central Avenue Corridor by local expert Jason Neises. An abundance of detail was discovered beneath the face of the street. These details are easy to miss if you aren't paying attention, and are often overlooked by the vehicles which currently dominate the street. A transition to a pedestrian -friendly environment will encourage people to slow down and pay more attention to the collection of cultural relics, thus making the character of the corridor more obvious. Additionally, the architectural character of the area can be expressed through design. Infrastructure introduced in future developments should contain the same elements, or abstractions of them, in a way that calls attention to the history of the Central Avenue Corridor. These details will blend together with modern elements to tell the site's story and increase the cultural capital of the neighborhood. With these concepts in mind, a library of details, textures, and architectural elements was assembled to inform design decisions throughout the workshop. 23 Page 408 of 740 Central Avenue Corridor Steeples are a common site from the corridor. • Decorative turrets are commonly seen projected from the face of buildings. - - �-- -I- P Decorative molding wraps around a local building facade. 24 Page 409 of 740 16 701 OR _ - - .,._IMIML- i Nr' b Central Avenue Corridor The landmark Rafoth sign adorns the corner of 18th and Central. An impressive archway into a residential building. Cast iron columns and prism glass windows decorate this building. 26 A Page 411 of 740 f , W Ki 1 t Y •. - OW • yt 1; r r r �jj �•. a ••.... •.. •.' d Central Avenue Corridor Integrated Art After a cache of architectural and historical knowledge had been accumulated, the design team's understanding of the corridor could be integrated within the physical details of the vision. Several concepts were developed through this method. The letter"C" made itself apparent through alliteration (Central Avenue Corridor, Couler, Clay), and was used as a branding symbol across concepts. The redundancy of significant architectural features was another element to include within the corridor's details. Arches, steel girders, and prism glass tiles were a few of these elements. Small organic decorations are found all over local buildings, and so nature -inspired detailing became a theme as well. Interlocking "Cs" inspire a railing pattern and a unique paver. Leaves and flowers climb up the side of a bus shelter concept. 28 Page 413 of 740 Section 4: Neighborhood Fabric The "C", amongst steel beams, in another bus shelter concept. A luminescent bollard faceted with skinny arches. Cut-out ladders and red lighting pay homage to the Engine House. 29 Page 414 of 740 Central Avenue Corridor This place -making marker includes details from local architecture. The interlocking "C" motif used as a railing for a planter. A stronger branding element on another illuminated bollard. 30 Page 415 of 740 Section 4: Neighborhood Fabric Sculptural greenery details climb up a bus shelter concept. An illuminated bollard is an homage to prism glass. V AW An upside-down turret as a landmark place -making sculpture. 31 Page 416 of 740 Port of Dubuque Connection Steeple Square Future redevelopment -yam♦ ,�5thst. Bluff Connection - I I I Loras College — % -— — — — — —— - Grant Park ♦--------• Jackson Park Chaplain Schmitt '� . — — . Madison Park Island Connection '--------• Orange Park St. 1� scent Community Health Center — — Eagle Country Market — 7 Bee Branch Creek Connection 0 Regional opportunity diagram showing community connections which would promote a pedestrian friendly streetscape. Page 417 of 740 Section 5: Opportunities V.Opportunities In applying key values and themes to the design strategy, a series of opportunities was revealed. The regional context of adjacent corridors was observed to determine each street's role in pedestrian and vehicular transportation. Corridors and crossroads could then be optimized for their respective audiences. For example, 15th Street was admired for its connection to several community parks, stretching from Grant Park down to the Bee Branch Creek Greenway. Being a less desirable path for cars as well, 15th street proved to be an ideal pedestrian corridor. Likewise, 18th Street proved to be important as a pedestrian route, and showed potential for the introduction of a common space at its Central Avenue terminus. Beyond its regional context, the Central Avenue Corridor was carefully considered to reveal distinct zones around which designs could be determined. 33 Page 418 of 740 Central Avenue Corridor The Corridor Shown below is the overall, proposed framework diagram for the Central Avenue Corridor between 11th and 22nd Streets. Key to this diagram is prioritizing the intensity of improvements between 14th and 19th Streets, identified as the "Corridor Core' Transitional areas north and south of this core continue strategic improvements with slightly less quantity and intensity. Pedestrian -focused areas, on -street parking, bus stops, and signalized intersections are also conceptually shown and will guide future efforts to advance more detailed roadway geometrics and streetscape design. North Transition .. N C N N � N N ♦ The site -scale opportunity diagram of the Central Avenue Corridor. White St The Corridor Core ■ White St �+ ■ r a+ LA ■ V1 N t ■ s s ■ ■ ■ ■ Engine House No. 1 34 Page 419 of 740 Section 5:Opportunities The Corridor Core South Transition White St White St to to to ■ to to s Prescott Elementary ' Bumpout • T Parking ■ ® Bus Stop Signalized i City Hall Intersection 35 Page 420 of 740 Central Avenue Corridor The North Transition The North Transition starts at 22nd Street and ends through 20th Street. It is the connection to Couler Valley and the North End. Currently, the intersection at 21 st Street is the transition to two-way traffic, and the area is an abundance of commercial activity. ow Vf M N N 36 Page 421 of 740 Section 5:Opportunities North Transition 4-0 LA piarim `I �s The opportunity diagram of the North Transition. White St a. 37 A ■ v� ■ s ■ O ■ N ■ O ■ O ■ Bumpout ■ Parking ■ ■ Bus Stop ■ Signalized ■ Intersection ■ ■ Page 422 of 740 Central Avenue Corridor The Corridor Core This section of the corridor holds the truest character to the district, and the most opportunity for design. The two main pedestrian corridors were identified at 18th and 15th Streets, making their respective intersections with Central Avenue critical moments along the corridor. This area also features the largest concentration of significant architectural structures. Included in this area are Engine House Number One, the Rafoth Building, and Dubuque Bank and Trust, among many other historically significant buildings. : The Corridor Core s o� a � The opportunity diagram of the Corridor Core. White St s 00 T— Engine House No. 1 38 Page 423 of 740 Section 5: Opportunities The Corridor Core White St ow 40 LA tA tA r % r- i Bumpout Parking Bus Stop • Signalized ® Intersection 39 Page 424 of 740 Central Avenue Corridor The South Transition Spanning between 11th and 14th Streets, the South Transition acts as the portal to downtown Dubuque. Important buildings on this segment of Central Avenue are City Hall, the Multicultural Center, and Prescott Elementary School. 1W 0 0 ■ ■ ■ s M 40 Page 425 of 740 Section 5:Opportunities South Transition White St " Prescott Elementary City Hall A The opportunity diagram of the South Transition. �n s Bumpout ■ • Parking 0 Bus Stop • Signalized 0 Intersection 0 41 Page 426 of 740 Publ*lc Transportat*ion Boardings by Fare Type (Feb -Aug 2018) 24h & Central 4JO 2,772 Users DA SHACK FIRESTATION QUICK BITE NO, • \ \ , • \HEEBST SHELBY ST N MAIN ST 22nd & Central I J1 1,830 Users WHITE ST • CENTRALAVE • IOWA ST 0 m H F- H H H n Q 19th & Central 17th & Central 1,447 Users 1,156 Users DID YOU KNOW: There is a ^-70% increase in ridership on stops where a shelter is provided. 15th & Central 0) 1,834 Users 13th & Central 2,536 Users Youth (K-12 Students) - Adult (18-64) - 65+ & Disabled Existing bus routes are already well used, and developing more supporting infrastructure is bound to increase ridership. Page 427 of 740 Section 6: Transportation VI. Transportation Within the district, Central Avenue is the road with the most traffic. With this in mind, it was necessary to envision the future of motorized and non -motorized transportation throughout the corridor. The Washington Neighborhood has the highest rate of bus ridership and the highest number of car -free households within the City of Dubuque. Public transportation and alternative modes of movement are currently a key part of this district and must be carefully considered within proposed improvements for the Central Avenue Corridor. Two-way Traffic Analysis A planning -level "capacity analysis"was done to analyze Central Avenue with two-way traffic. Additional traffic study will be needed for the full corridor. The purpose of this study was to determine if two way traffic would be feasible, should the City decide to study this in detail at a future time. The intersections analyzed were the Central Avenue intersections with 11 th Street, 14th Street and 20th Street. The capacity of the intersections was analyzed using the procedures outlined in the Highway Capacity Manual 2010 (HCM).The intersections were modeled using Synchro Studio 9 with SimTraffic 9. The analysis was done using directional intersection traffic counts provided by Dubuque Metropolitan Area Transportation Study (DMATS). DMATS provided traffic counts for the years 2020, 2025, 2030, 2035, 2040 and 2045.The 2045 volumes were modeled using Synchro and the capacity at the three intersections provided acceptable levels of service operating with two-way traffic. A southbound left turn lane was needed at the intersection of Central Ave / 20th Street. It should be noted that a complete traffic study will be needed to determine the full impact and modifications needed to convert Central Avenue to two-way traffic from 4th Street to 22nd Street! 43 Page 428 of 740 Central Avenue Corridor The Importance of Public Transportation The following maps depict the importance of reliable public transit systems along Central Avenue. As is shown, the highest concentrations of car -free households falls along the Central Avenue Corridor and within the Washington Neighborhood. Similarly, populations of seniors, youth, and disable people who cannot drive or have trouble driving are highest in this area as well. The people who will depend on this corridor's development the most need access to public transportation that is safe, covered, reliable, and prioritized along Central Avenue. Map showing concentrations of car free households in Dubuque Map showing concentrations of seniors in Dubuque i + - 44 Page 429 of 740 Section 6: Transportation Map showing concentrations of youth in Dubuque Map showing concentrations of disabled people in Dubuque j + — F + - 45 Page 430 of 740 A96 7!� lip T., ". T� � Section 7: Streetscape VII. The Streetscape The overall master plan vision for the Central Avenue Corridor Streetscape embraces the following critical directions, as defined by the public input received during the public engagement period. Design the Street for Flexible Traffic Patterns To accommodate both one-way and two- way traffic, the design respects the traffic analysis done by WHKS. Designated turning lanes were added at key intersections and oversized vehicles were given extra room to turn in tight areas. Embrace the Washington Neighborhood While evaluating the regional context, the intersections at 15th and 18th Streets were selected as optimal pedestrian nodes, as they provide a connection to several key locations within and beyond the Washington Neighborhood. This physical connection should be developed with similar content to Central Avenue to establish the corridor as an extension of the neighborhood. Furnishings and the material palette are also defined by the visual preferences of the community, as collected in the community input sessions. Pedestrians are Number One To meet this objective, the vision needed to consider the interactions between vehicular and pedestrian traffic. Streetside bollards, crosswalk bumpouts, and a raised crosswalk at 18th Street address this need. The "Central Commons" is designed as a pedestrian hub, to be used as a park, event space, and general core of the corridor. Integrate Arts and Culture The existing character of the corridor is blended into new streetscape features to develop a stronger sense of place. Bus stops, bollards, and other place -making elements exhibit this strategy. Reduce Maintenance Streetscape features maintain a defined setback from the curb, and atypical curbs (bumpouts) will be mountable for ease of maintenance. Additionally, the use of custom streetscape features should be limited, as standard models are easier to replace. Preserve the Corridor's Architecture The vision shows concern for Central Avenue's architectural character. Key buildings are highlighted and details are captured in integrated art. Create a "Greener" Experience The corridor is vegetated with street trees, planters, and planted buffers on streetscape edges. Encourage Economic Vitality The nature of the project will encourage pedestrian activity along Central Avenue storefronts. Both northbound and southbound bus traffic has been located so that economic undertakings can be concentrated along the corridor. Prioritize Safety Various types of lighting and cameras will ease safety concerns. Trees throughout the corridor will be pruned high enough to maintain visibility. 47 Page 432 of 740 Central Avenue Corridor Streetscape Vision The vision resulting from the public engagement reflects community values. The image below is a typical cross-section for the corridor. Where there are no dedicated turn lanes, there will be room for two-way traffic and parallel parking on both sides of the road. Ample room will be left for pedestrians and a paver boulevard to separate sidewalks from the road. The cross-section varies throughout the corridor when necessary, always considering the values outlined in the strategic direction, as well as the design elements derived from them. The following pages depict the proposed improvements along the Central Avenue Corridor from 22nd Street to 11 th Street. Walk Pavers Park Drive Drive Park Pavers Walk A The proposed typical streetscape section for Central Avenue. 48 Page 433 of 740 40 let PIF W-: 9 ML 4a - ©lw0 000 AA ( 11- 0 l' .� 00 IW4 HOLJ.-- onthe4 441 mv go. Central Avenue Corridor _ � i Relocate Curb Cut ' N N I _ P g. 53 N r i j Auto Ranch 1 I 1 jI Fas mart , im=I ' Monumbnt 1 I I I I I I I I I I I i i i i i i i i 8 Pais, o " Ir The overall streetscape plan is shown above. Each enlargement is shown on the following pages. New Yew I�I 50 Page 435 of 740 Section 7: Streetscape -�-� - T T T - 1 • • � - -F- - - j-1 7- -1-- -� I KFc I I67,I I I I I I I •� = N 1 I I I I I Emergency Vehicle Access pg. 5 -Pg Jam Pedestrian Actuated Raised Crosswalk 1 0 t Engine House No. t I •I Dubuque Bank Pg. 61 y Hall Par, 62 s a Prescott Elementary 1 Pgo 63i- MUITICUITural Center I • 51 Page 436 of 740 Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter 0 Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers L- It N 111�0' 40' 80' i I I I I I 1 I I I I I I I 52 Page 437 of 740 I I � , I � I I I I� I I I I I I i I I . f- i7 T-i Section 7: Streetscape � I • I I 1 I — N I 53 Page 438 of 740 Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop okk Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers W' in I l l ,� t". . I I N 0' 40' 80' 54 Page 439 of 740 -2 ION in MEN MEN MEN ME amNEED & Ilk low is Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers 7 7 I I I I I I r ---e A N 0' 40' 80' I I I I I I� I I � I � I I Pedestrian Actuated Raised Crosswalk I Engine I No, 56 Page 441 of 740 Section 7: Streetscape I I I I I },Cn Cn 4_0 00 T I U Emergency Vehicle Access I I I I I I 1 ,I I I I I I I zx, # , -p w Ine House No.1 + 57 Page 442 of 740 Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers 0' 40' 80' 58 Page 443 of 740 li �0 1111 r Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop okk Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers s ' T 0' 40' 80' .E Page 445 of 740 f • t 1 1 I 1 1 ' �.-. • rr w� - �i' ■: milli • Central Avenue Corridor LEGEND Street Tree Ornamental Tree Landscape Planter Pedestrian Light Street Light Illuminated Bollard ® Bench ® Bike Rack Trash Receptacle Vertical Marker 0 Bus Shelter Bus Stop okk Sharrow Traffic Signal Urban Edge _ On -Street Parking Brick Pavers 0' 40' 80' .m 2A 62 Page 447 of 740 -- lasso �- a _ _----1 _ — ------ — - Central Avenue Corridor A Note About the Curve During the Spring and Summer of 2022, the Option A does not contain a direct connection Option B contains a one-way in, allowing City of Dubuque sought additional input on to Central Avenue and provides the following drivers to exit Central Avenue into the alleyway the proposed plan for the gathering space Pros & Cons: or head eastbound toward White Street. proposed on 18th street. PROS: The City and RDG met with the majority of One large plaza property and business owners between 1700 Max of outdoor seating and 1900 blocks to gain their feedback on Less alley traffic the proposed changes. Protected drop-off Two options were discussed and presented. CONS: Both options do not decrease parking within Dead-end feel and around 18th street. Narrower walks along 18th Loss of vehicle connection to Central Option A PROS: Vehicle connection to Central Some outdoor seating Wider walks along 18th CONS Increased pedestrian -vehicle conflicts Smaller plaza More alley traffic One-way traffic from Central 64 Page 449 of 740 Section 1: Introduction During the design workshop in June of 2022, there were advocates for both options, with both advocate groups acknowledging that either option was an improvement over earlier plans presented and shared in 2019. After the workshop, the design team requested a review by the City's Engineering Department. The comments received are as follows. The City's engineering department prefers Option A This option protects pedestrians from vehicles traveling off Central Avenue, minimizes through traffic in the alley (which also protects pedestrians in alley) between Central & White, and traffic calming measures for reduced speeds along Central Ave. Note that the alley is not designed for high- speed or high -volume traffic. The closure of this plaza to the alley is the safest to minimize pedestrian and vehicle conflicts. 65 Page 450 of 740 Design Standards Typical Streetscape Elements Pg. 63 Pg. 72 Typical streetscape furnishings for the Central Avenue Corridor. Page 451 of 740 Section 7: Streetscape Urban Edge Treatment Description: Methods for the separation of the Central Avenue Streetscape and adjacent land, particularly at parking lots. Various methods should use screen walls and planting material to create clear distinctions between the streetscape and adjacent land. The urban edge at City Hall should be used as precedent. 67 Page 452 of 740 Central Avenue Corridor Paver Description: Reclaimed Purington brick pavers. Limestone Description: Locally sourced limestone blocks quarried within 30 miles of Dubuque. m Page 453 of 740 Section 7: Streetscape Bike Racks Description: A traditional inverted-U bike rack with capacity for two bikes. Surface and in -ground mount options available. Ir l --_-OMM__ i1tEilt�� _ Page 454 of 740 Central Avenue Corridor Bench Description: Ductile iron end frames. 4 or 6 ft (1.2 or 1.8m) lengths. Horizontal steel rods. Surface mount. Matches existing Main Street models. 70 Page 455 of 740 Section 7: Streetscape Litter and Recycling Receptacles Description: Traditional -looking receptacles to match the Main Street Dubuque models. There are several options for lids including recycling, dome, and ashtray lids. Page 456 of 740 Central Avenue Corridor Illuminated Bollards Description: Customized illuminated bollard inspired by prism glass and cast iron themes as shown on page 24. 72 Page 457 of 740 Section 7: Streetscape Bus Shelter Description: Customized bus shelter featuring illuminated corridor brand symbol, cut-out steel girder motif, and film -imposed glass paneling. The bus stop should be outfitted with digital display boards which tell users when buses will be coming. o 73 Page 458 of 740 Central Avenue Corridor Pedestrian Light Description: Current model used throughout downtown Dubuque. Matches existing lights to establish a cohesive sense of place. 74 Page 459 of 740 Section 7: Streetscape Street Light Description: Current model used throughout downtown Dubuque. Matches existing lights to establish a cohesive sense of place. 75 Page 460 of 740 Central Avenue Corridor Vertical Marker Description: A custom-made monument piece placed throughout the corridor for place -making purposes. Integrated art elements will pay homage to the corridor's architectural character and enhance the general sense of place. 76 Page 461 of 740 Section 7: Streetscape Landscape Planter Description: Planted bed typically located within the brick paver boulevard. A custom metal edging acts as another opportunity to integrate art while attractively protecting landscaped areas. 77 Page 462 of 740 Central Avenue Corridor Outdoor Public Chair Description: Traditional -looking chair to match existing Main Street standards, for public spaces like Central Commons. 7s Page 463 of 740 Section 7: Streetscape Outdoor Public Table Description: Traditional -looking table to match existing Main Street standards, for public spaces like Central Commons. 79 Page 464 of 740 I a TT I-j yl► 111- u Y. -011 t Al pFf - - - - � . � -!�� •_mot . may, V r 1 ell �y I ■c - �• �: w- Section 8: Implementation VIII. Next Steps Multiple implementation measures are currently underway within the corridor. They are as follows: •The City of Dubuque has obligated capital improvement dollars toward the implementation of a green alley between the 1800 and 1700 block, near the Curve. •Upon adoption of this master plan, the City will be able to apply capital improvement dollars towards updating the site furnishings, landscaping and other amenities. •Adoption of the master plan will allow the City to begin allocating monies towards a 2024 CIP request that will help with the plaza and other portions of the streetscape concept. 81 Page 466 of 740 5 STATE OF IOWA SS: DUBUQUE COUNTY CERTIFICATE OF PUBLICATION I, Kathy Goetzinger, a Billing Clerk for Woodward Communications, Inc., an Iowa corporation, publisher of the Telegraph Herald, a newspaper of general circulation published in the City of Dubuque, County of Dubuque and State of Iowa; hereby certify that the attached notice was published in said newspaper on the following dates: 01/10/2025 and for which the charge is 29.64 Subscribed to be ore me, a Notary Pubic in and for Dubuque County, Iowa, this loth day of January, 2025 Notary ' in and for Dubuque County, Iowa. 0 pQ,IA( IOW0. JANET K. PAPE Commission Number 199659 My Commission Expires 12/11/2025 Ad text : CITY OF DUBUQUE, IOWA OFFICIAL NOTICE PUBLIC NOTICE is hereby given that the Dubuque City Council will conduct a public hearing on the 21st day of January 2025, at 6:30 p.m., in the Historic Federal Building, 350 W. 6th Street, 2nd floor, Dubuque, Iowa, at which time interested persons may appear and be heard for or against the Central Avenue and White Street Corridor Traffic Study Summary Report. At the meeting, the City Council will receive oral and written comments from any resident or property owner of said City to the above action. The official City Council agenda will be posted the Friday before the meeting and will contain public input options. The agenda can be accessed at https://dubuqueia.portal.civicclerk.com/ or by contacting the City Clerks Office at 563-589-4100, ctyclerk@cityofdubuque.org. Written comments on the public hearing may be submitted to the City Clerks Office by email at ctyclerk@cityofdubuque.org or by mail to City Hall, 50 W. 13th St., Dubuque, IA 52001, before the scheduled hearing. The City Council will review all written comments at the time of the hearing. Documents related to the public hearing are on file in the City Clerk's Office and may be viewed Monday through Friday between 8:00 a.m. and 5:00 p.m. Individuals requiring special assistance should contact the City Clerk's Office as soon as feasible. Deaf or hard -of -hearing individuals can use Relay Iowa by dialing 711 or (800) 735-2942. Published by order of the City Council given on the 6th day of January 2025. Adrienne N. Breitfelder, CMC, City Clerk It 1/10