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Dubuque Northwest Arterial Appendix to Draft Environmental Impact Statement Volume I Part 1 Evaluation of Alternates April 1978FHWA-IOWA-EIS-78- 01-D DUBUQUE NORTH-WEST ARTERIAL > F" APPENDIX TO } DRAFT R 388.12097 7739 DUB Iowa Books Appendix v.1, pt.]. [NYIRONMNTAL IMPACT STATEMENT VOLUME I PART 1 EVALUATION OF ALTERNATES -U.S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION IOWA DEPARTMENT OF TRANSPORTATION HIGHWAY DIVISION CITY OF D1JBUQUE, IOWA APRIL, 1978 Technical 'tudies used in the preparation of this reF and appendices were developed by the firm of PRICE, PETRIDE'; & ASSOCIATES, INC. APPENDIX VOLUME Dr -% - PART I TABLE OF CONTENT: R 388.120977739 DUB Iowa Boo Dubuque North-West Arterial Dubuque (City) Dubuque North-West arterial: appendix to draft environmental impact statement FINANCIAL CONSIDERATIONS Accident Costs Maintenance Costs Road User Costs Summary of Road User Accident and Maintenanc( Right -of -Way Costs Relocation Assistance Costs 01111.111111. Construction Costs CARNEGIE-STOUT PUBLIC LIBRARY Total Cost of Systems Dubuque,lowa Borrowers Economic Feasibility Analysis Each borrower will be responsible for all books, etc., charged to him. Overdue Fees Adult Books 100 per day Young Adult Books 100 per day Juvenile Books 5¢ per day ECONOMIC FACTORS Economic Impact of Construction Spending.... Lan0 Val es,,,,. ..t,,,�Tr<,�.,,T,.;,....,. Tax Base 2,9 Evaluation 30 TRANSPORTATION FACTORS 33-72 Fast Transportation 34 Safe Transportation......... 37 Efficient Transportation 45 Traffic Diversion From Local Streets 46 Driving Comfort 48 DUBUQUE PUBLIC LIBRARY OEMCO Page Fuel Consumption 51 Parking 53 Accessibility 53 Summary of Transportation Factors 71 COMMUNITY PLANNING FACTORS Police Protection Fire Protection, Service to Public Health Centers Solid Waste Collection and Transport Public Utilities Development Pressures Land Use Multiple Land Use, Access to Urban Land Summary of Community Planning Factors 79C4566 73-110 73 75 83 84 87 91 92 103 106 109 7 8 9 10 11 LIST OF FIGURES APPENDIX VOLUME I PART 1 FIGURE NUMBER TITLE Page 1 Anticipated Property Value Fluctuations 29 2 Iowa Fatality Rates, 1970-1975, for Each Road System Type 38 3 Isochronal Map for Accessibility Street Widening 59 4 Isochronal Map for Accessibility Shooting Club ,.... 60 5 Isochronal Map for Accessibility Union Park Hollow 61 6 Isochronal Map for Accessibility Rupp Hollow Zone VIII Opportunities Zone III Attractions Zone VIII Accessible Land Areas Generalized Accessibility Curve Fire Protection Travel Times Street Widening 77 12 Fire Protection Travel Times Shooting Club 78 13 Fire Protection Travel Times Union Park Hollow 79 14 Fire Protection Travel Times Rupp Hollow 80 15 Index of Development Pressure Street Widening 94 16 Index of Development Pressure Shooting Club 95 17 Index of Development Pressures Union Park Hollow 96 18 Index of Development Pressure Rupp Hollow 97 62 64 65 66 67 FINANCIAL CONSIDERATIONS In this section of the report, financial data is provided for each alternate system. The items included in this section are estimated accident costs, roadway maintenance costs, road user costs, right-of-way costs, relo- cation assistance and project construction costs. In addition, an economic feasibility analysis has been conducted for each alternate system. Accident Costs The annual cost of accidents and accident cost comparisons for the four alternate systems are shown in Table 1. The four alternate systems were found to be nearly equal relative to total accident costs. These figures were based on current accident rates for the State of Iowa and on the traffic projections for the year 2000. (For more detail see Safe Transportation, page 37.) Costs were estimated for each fatality, injury and property dam- age accidents according to the most recent (1976) data available from the National Safety Council. No adjustment has been included for future changes in accident costs, which are currently as follows: $125,000 per fatality, $4,700 per person injured and $670 per property damage accident. Maintenance Costs The costs incurred in maintaining a highway system are dependent on the type of roadways within the system, length and width of roadways, average -1- traffic volumes and other related factors. Maintenance costs were estimated for each alternate system, based on the above factors. Only those streets included in the network used for the road user cost study (see next section) were considered for maintenance costs. These networks generally include only the major streets within the City, and exclude local residential and service streets. Current maintenance costs for each type of roadway (provided by the Iowa Department of Transportation) were used in determining the projected main- tenance cost of each alternate system. It is expected that any increase in unit maintenance cost would affect each alternate system proportionately, and no allowance has been made for future cost increases. Table 2 shows the estimated maintenance costs for the various systems. Due to the additional mileage of major highways, maintenance costs were found to be higher on those systems which include the proposed North-West Arterial. TABLE 1 ANNUAL COST OF ACCIDENTS BY TYPE (YEAR 2000) Type of Accident Total Alternate Property Accident Percentage System Fatality Injury Damage Cost Difference Street Widening $1,078,800 $5,139,000 $1,754,700 $7,972,500 Shooting Club 1,068,800 5,173,700 1,768,800 8,011,300 Union Park Hollow 1,076,300 5,150,600 1,758,100 7,985,000 Rupp Hollow 1,081,300 5,132,500 1,749,400 7,963,200 -2- �i TABLE 2 HIGHWAY MILEAGE AND ANNUAL MAINTENANCE COSTS Mileage of Highways in System 4-Lane 2-Lane 4-Lane Other Annual Alternate 4-Lane Rural Rural Divided Urban Total Maintenance System Freeways Roads Roads Urban Streets Mileage Costs Street Widening 8.45 10.62 4.82 4.08 143.24 171.39 $1,053,200 Shooting Club 8.45 10.62 4.82 9.04 143.04 175.97 1,086,500 Union Park Hollow 8.45 10.62 4.82 9.09 143.06 176.04 1,086,900 Rupp Hollow 8.45 10.62 4.82 9.37 142.92 176.18 1,088,100 Road User Costs Road user costs pertain to the costs of operating vehicles within the Dubuque metropolitan area. These costs are paid directly by the user. The cost of operating a vehicle on a roadway depends on the type of vehicle, vehicle miles traveled, operating speed of the vehicle, number of stops per unit section of a street and duration of each stop. For the same number of vehicle miles traveled, an increase in the operating speed of vehicles and decrease in the frequency and duration of delays reduces the road user costs. Thus, a transportation system offering higher operating speeds with fewer stops will have lower road user costs. The analysis of road user costs considered all major streets and road- ways in the metropolitan area, including those future streets proposed in -3- the 1990 transportation network for the City. (See Figure 5b of Environ- mental Impact Statement.) The latest update of the 1990 transportation network (described as "1990 Transportation Network K") was used as the basis for the road user analysis. Year 2000 traffic volumes, operating speeds and length of roadway seg- ments for each link in the transportation networks were provided by the Iowa Department of Transportation (IDOT). Such traffic information was included for all major streets in Dubuque, Asbury, portions of East Dubuque and out- lying areas surrounding the City. Minor local, residential and service streets were not included in the respective networks. Vehicle running costs and delay costs provided by the IDOT were based on 1975 cost data. These costs are the most current values available and were used with the understanding that any increase in operating costs during the design period would increase the road user costs proportionately for each alternate system. An average factor of seven percent truck traffic was included in the analysis. To determine the projected road user costs, each transportation network was divided into seven classes according to type of highway and relative degree of traffic congestion. Each street segment was classified as a free- way, divided highway or undivided highway, and was further classified as having free, normal or restricted operation depending on the projected traffic volume and the capacity of the respective roadway. A field survey was conducted in the City of Dubuque to determine the frequency and duration of delays on each type of roadway and under various -4- levels of traffic congestion. A sample of 37 miles of streets was included in the survey, with delay measurements taken for light, moderate and heavy traffic conditions. The results of the field survey were then incorporated into the determination of road user delay costs for each alternate system. Overall road user costs were computed according to the following equation: RU = 365 A L U + 365 B S RU = Annual road user costs for section of roadway. A = Projected average daily traffic volume on section of roadway. L = Length of roadway section in miles. U = Unit operating cost for vehicles on the roadway section. Varies according to running speed, type of roadway, level of congestion, etc. B = Average daily traffic volume expected to stop within the roadway section considered. (Based on field delay measure- ments in Dubuque.) S = Average additional cost per stop. Varies according to initial running speed and duration of delay. Results of the road user cost analysis are listed in Table 3. Road user posts are projected to be highest for the Street Widening Alternate and lowest for the Shooting Club Alternate. Summary of Road User, Accident and Maintenance Costs Table 4 summarizes all projected road user costs, accident costs and maintenance costs and presents the financial benefit to be realized from construction of the various alternate systems. -5- TABLE 3 ANNUAL ROAD USER COSTS (2000) Alternate System Street Widening Shooting Club Union Park Hollow Rupp Hollow Alternate System Street Widening Shooting Club Union Park Hollow Rupp Hollow Total Average Daily Traffic (Vehicle -Miles) 1,207,519 1,209,363 1,205,930 1,206,223 Daily Road User Costs Running Delay Total Costs Costs Costs Annual Road User Costs $310,372 $32,764 $343,136 $125,244,600 308,944 31,375 340,319 308,800 31,833 340,633 308,941 31,922 340,863 TABLE 4 SUMMARY OF ANNUAL ROAD USER, ACCIDENT AND MAINTENANCE COSTS Annual Road -User Costs $125,244,600 124,216,400 124,331,000 124,415,000 Annual Accident Costs $7,972,500 8,011,300 7,985,000 7,963,200 -6- Igo Pie Annual Maintenance Costs $1,053,200 1,086,500 1,086,900 1,088,100 Total Annual Costs 124,216,400 124,331,000 124,415,000 $134,270,300 133,314,200 133,402,900 133,466,300 Annual Savings Compared to Street Widening $956,100 876,400 804,000 Right -Of -Way Costs All properties affected by the construction of each alternate align- ment of the North-West Arterial, including utility relocations, street relocations, drainage, landscaping, access restrictions, etc., are shown in Appendix Volume II. The term "affected" is used to designate those pro- perties subject to total acquisition, partial acquisition, easement or access restriction. Every parcel of land affected was given a number of identifi- cation and its owner listed on each plate in Appendix Volume II. Right-of- way lines are not indicated in this report, but the limit of right-of-way needed was considered to determine the area of acquisition and/or the extent of damages incurred for each parcel. The right-of-way costs for the alternate alignments were determined as follows: 1. The names of the owners of record, assessor's valuations, parcel descriptions and parcel sizes were obtained from County and City records for all affected properties. 2. All affected properties were observed from the nearest public right-of-way by an experienced real estate appraiser. (Access to private property was not attempted.) Cost of total takings, par- tial takings and damages were appraised using County and City assessor's valuations as references. 3. The costs of appraisal fees, legal fees and abstract fees were estimated to be $1,000.00 for parcels with commercial or industrial -7- business included in the taking; $700.00 for parcels with renter - occupied residences included in the taking; and $500.00 for all other affected parcels. The appraisal, legal and abstract fees were tabulated and included in the estimated right-of-way costs. The right-of-way costs for Widening Existing Streets and the Additional Street Widening for all alternates were determined as follows: 1. The amount of right-of-way needed, the extent of damages and the property value was appraised from field observations with the real estate appraiser. City or County assessor's valuations and descriptions or property plats were not obtained or used for reference. 2. The cost of appraisal, legal and abstract fees used were four per- cent of the estimated right-of-way cost. The percent used was determined by averaging the percentages of costs determined on each of the alternate alignments. Existing street, alley, road and highway right-of-ways were not included in the right-of-way costs. A comparative tabulation of right-of-way acquisition costs appears in Tables 5, 6 and 7. Right-of-way costs for Basic Street Widening was not estimated as it will be a constant costable factor for all alternatives. -8- Relocation Assistance Costs Relocation assistance costs pertain to financial assistance and com- pensation for persons, families and businesses displaced as the result of right-of-way acquisition in addition to the right-of-way purchase price. Relocation assistance cost estimates were based on payments authorized by the "Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970." The relocation costs for the alternate alignments of the North-West Arterial were determined as follows: 1. The number and types of units to be relocated were determined from City and County records, aerial maps, the City Directory, the telephone directory and on -site visual observation. 2. All occupied parcels to be acquired were classified in five basic categories: residential owner -occupied; residential renter -occupied; farm operator and resident; mobile home; and commercial business. 3. Residential owner -occupied relocation assistance costs were esti- mated to be: moving expenses of $300.00; dislocation allowance of $200.00; and replacement housing payment of $10,000.00; for a total of $10, 500.00. 4. Residential renter -occupied relocation assistance costs were esti- mated to be: moving expenses of $300.00; dislocation allowance of $200.00; and replacement housing payment of $4,000.00; for a total of $4,500.00. -9- 5. Farm operator and resident relocation assistance costs were esti- mated to be: moving expenses of $300.00; dislocation allowance of $200.00; search expense of $500.00; and replacement farm payment of $15,000.00; for a total of $16,000.00. 6. Mobile home relocation assistance costs were estimated to be: moving expenses of $200.00, and dislocation allowance of $200.00, for a total of $400.00 7. There were two business units affected by each of the alternate alignments. The estimated relocation assistance costs were esti- mated to be $13,000.00 and $38,000.00 for the two businesses in- volved. The relocation assistance costs for Widening Existing Streets involved residences (both owner -occupied and renter -occupied), one farm operator and resident and one business unit. The relocation assistance costs for the residences and the farm operator and resident were determined the same as for the North-West Arterial estimate. The relocation assistance cost for the business unit was estimated to be $15,000.00. A comparative tabulation of the estimated relocation assistance costs is shown in Tables 5, 6 and 7. Relocation assistance costs for Basic Street Widening was not esti- mated as it will be a constant costable factor for all alternatives. Construction Costs An estimate of project costs was made by determining the quantities of various items for each of the North-West Arterial alignments. The "Estimate of Project Cost" is shown in Table 5. ION IMMI The construction items components in Table 5 are described below: 1 The "Grading and Drainage' division consists of site clearing and grubbing, demolition of existing structures and pavement removal, as well as all earthwork, both cut and fill and subgrade construc- tion, This division also inFlgdcs the installation of all storm sewer lines, inlets, manholes, culverts, headwalls, gatewells and other hydraulic structures required for drainage, fencing and erosion control. Fencing consists of chain link fence along sec- tions of the North-West Arterial alignments. Erosion control in- cludes costs of all seeding, sodding, slope treatment, top soiling 4nd fertilizing. 2. "Pavement" estimates the cost of the arterial pavement, as well as the cost of shoulder material, surface streets and roads, sidewalks and medians. The respective unit prices include the costs of both base courses and surface courses. 3. "Structures" includes the costs of all bridges and retaining walls. 4. "Miscellaneous" includes such items as landscaping, utility adjust- ments. guardrail, lighting, signalization, signing and striping, and soil boring and testing. Landscaping includes the additional earthwork, all plantings and other costs involved. Utility adjust- ments include the costs of relocating all affected sanitary sewer and water mains, telephone, gas and electric lines. -10- -11- TABLE 5. ESTIMATE OF PROJECT COST (NORTH-WEST ARTERIAL) �u laR ITEM UNIT ESTIMATED UNIT PRICE SHOOTING CLUB UNION PARK HOLLOW RUPP HOLLOW 1111111 QUANTITY AMOUNT QUANTITY AMOUNT QUANTITY AMOUNT GRADING & DRAINAGE $ 55,500111111111 CLEARING & GRUBBING L.S. $ 44,700 $ 35,400 DEMOLITION OF STRUCTURES (MINUS SALVAGE) L.S. 24,900 32,100 38,600 I,163,4I 1,647,200 ROCK EXCAVATION C.Y. 6.00 40,000 240,000 136,700 820,200 193,900 EARTH EXCAVATION C.Y. 1.50 924,500 1,386,800 859,700 1,289,600 1,098,100 EARTH BORROW C.Y. 3.00 719,400 2158,200 595,000 1,785,000 140,400 421,20 DRAINAGE (INCLUDING BOX CULVERTS) L.S. 230,100 320,800 823,0 iii FENCE L.F. 11.00 28,100 309,100 24,100 265,100 11,900 130.900 PAVING REMOVAL S.Y. 4.00 10,900 43,600 11,800 47,200 15,900 63,60111111111 226,200 EROSION CONTROL S.Y. 0.50 452,700 226,400 427,100 213,600 452,300 SUB TOTAL 4,663,800 4,809,000 4.569,600 PAVEMENT PAVEMENT (NORTH-WEST ARTERIAL) S.Y. 21.00 142,200 2,986,200 142,900 3,000,900 150,500 3,160,500 PAVEMENT (STREETS & ROADS) S.Y. 18.00 16,900 304,200 14,400 259,200 17,200 309,60 SHOULDERING TON 9.00 30,700 276,300 29,900 269,100 33,400 300,600 SUB TOTAL 3,566,700 3,529,200 3,770,70 STRUCTURES L.S. 2,637,300 2,619,400 2,490,0 0 MISCELLANEOUS LANDSCAPING L.S. 144,300 148,300 153,10 UTILITY ADJUSTMENTS L.S. 54,600 73,200 36,600 GUARD RAIL L.F. 20.00 1,400 28,000 2,100 42,000 1,900 38,00 11111 LIGHTING L.S. 123,800 138,900 178,80 SIGNALIZATION L.S. 75,000 73,000 68,000 SIGNING & STRIPING L.S. 13,700 14,000 15,20 BORING & TESTING L.S. 196,600 197,800 217,400 SUB TOTAL 636,000 687,200 707,10 TOTAL COST OF CONSTRUCTION L.S. I1,503,800 11,644,800 11,537,40y ENGINEERING & CONTINGENCIES L.S. 2,300,800 2,329,000 2,307,500 RELOCATION ASSISTANCE COSTS L.S. 80,500 104,000 166,10 R-O-W ACQUISITION L.S. 819,000 797,900 874,600 TOTAL COST OF ALTERNATES 14,704,100 14,875,700 14,885,60 - 12 - 1 The units of measurement for each of the various items are listed in Column 2 of Table 5, and estimated unit prices are shown in Column 3. Colurpns 4 through 9 show the estimated quantities and dollar amounts for each of the North-West Arterial alignments as described in the Environ- mental Impact Statement. The estimates are for the total length of the respective North-West Arterial alternates, but do not include costs of ad- ditional street widening for the various systems. A Total Cost of Con- struction is shown for each North-West Arterial alignment. To these totals is added 20 percent for Engineering and Contingencies, which includes the cost of preliminary design, final design and construction engineering costs and 10 percent for contingency items. The Total Cost of Project was ob- tained by adding "Relocation Assistance Costs and "Right -of -Way Acquisition Costs" to the "Total Cost of Construction" for each of the alternate align- ments (Table 5). Street Widening Cots Costs for widening of existing streets consist of Basic Widening and Additional Widening costs. Basic Widening cost is a basic cost for widen- ing of existing streets that is common to all systems, including the Widen, ing of Existing Streets Alternate and each of the North-West Arterial alter- nates. Additional Widening cost is an additional cost for widening of existing streets that is unique to each of the various alternate systems. Table 6 shows a breakdown of the costs for Basic Widening and Addition- al Widening. The sum of the first three columns, the total estimated con- struction cost, results from summing the first three columns. A cost of 20 percent of this total was allowed for Engineering and Contingencies, -13- to which is added Right -of -Way Costs and Relocation Costs resulting in the Total Cost shown in the last column. Total Cost of Systems The Total Estimated Cost for each system is generally divided into three parts: Construction Cost, Right -of -Way Cost and Relocation Cost. (See Table 7.) Each of these divisions consists of the costs relative to Basic Widening and Additional Widening extracted from Table 6 and "North- West Arterial Alignments," extracted from Table 5. A cost of 20 percent of the Total Construction Cost was allowed for Engineering and Contingencies. The Total System Cost is then determined by adding Total Construction Cost, Engineering and Contingencies, Total Right - of -Way Cost and Total Relocation Cost. Variations to Alternates In addition to the basic alternatives, costs have been estimated for three variations (Table 7). The costs shown are the differences to be applied to the cost of the base alternate, which would then result in the cost of the variation of the respective alternates. The three variations, described in detail in the Environmental Impact Statement, are listed below: 1. Crescent Ridge Alignment (Applicable to any North-West Arterial alignment). This is a variation in the southerly terminus of the alignment, whereby the intersection of the North-West Arterial with U.S. Highway 20 is shifted east to the intersection of Crescent Ridge Road and U.S. Highway 20. imu Ru TABLE 6. ESTIMATE OF STREET WIDENING WIDENING IN CONJUNCTION WITH ALTERNATE ESTIMATED CONSTRUCTIONCON. COST OF PAVING ESTIMATED TRUCTION' COST OF STRUCIURES ESTIMATED, CONSTRUCTION COST OF GRADING DRAINAGE & MISC. TOTAL ESTIMATED CONSTRUCTION COST C BASIC STREET WIDENING $2,471,900 0 $1,012,500 $3,484,400 STREET WIDENING ALTERNATE 1,464,200 272,500 3,263,700 5,000,400 SHOOTING CLUB ALTERNATE 653,000 0 477,300 1 , 130,300 UNION PARK HOLLOW ALTERNATE 946,300 272,500 838,600 2,057,400 RUPP HOLLOW ALTERNATE 1,408,300 272,500 3,699,200 5,380,000 *NOT ESTIMATED - CONSTANT FOR ALL ALTERNATES **EXCLUDING R-O-W AND RELOCATION COSTS TABLE 7. ESTIMATE OF PROJECT ALTERNATE SYSTEM CONSTRUCTION COST & ENGINEERING CCNTINC;ENCIES BASIC WIDENING QDDITICINAL WIDENING ALTERNATE TOTAL BASIC WIDENING STREET WIDENING $3,484,400 $5,000,400 N.A. $8,484,800 $1,697,000 SHOOTING CLUB ALTERNATE 3,484,400 1,130,300 $11,503,800 16,118,500 3,223,700 UNION PARK HOLLOW ALTERNATE 3,484,400 2,057,400 11,644,800 17, 186,600 3,437,300 * RUPP HOLLOW ALTERNATE 3,484,400 5,380,000 11,537,400 20,401,800 4,080,400 CRESCENT RIDGE ALIGNMENT +0 +0 -696,000 -696,000 -139,200 ALTERNATE ALIGNMENT OF E-W SEGMENT +0 +0 -133,700 -133,700 -26,700 ALTERNATE LAYOUT OF U.S. 52 -IOWA 3 UNION PARK HOLLOW INTERSECTION +0 +0 +359,500 +359, 500 +71 , 900 *NOT ESTIMATED - CONSTANT FOR ALL ALTERNATE SYSTEMS 15 J TABLE 6. ESTIMATE OF STREET WIDENING COSTS WIDENING IN CONJUNCTION WITH ALTERNATE ESTIMATED CONSTRUCTION COST OF'PAVING ESTIMATED CONSTRUCTION'CONSTRUCTION COST OF STRUCTURES ESTIMATED COST OF GRADING DRAINAGE & MISC. TOTAL ESTIMATED CONSTRUCTION COST ENGINEERING & CONTINGENCIES ESTIMATED R-O-W AQUISITION COSTS ESTIMATED RELOCATION COST TOTAL ESTIMATED COST OF STREET WIDENING BASIC STREET WIDENING $2,471,900 0 $1,012,500 $3,484,400 $ 696,900 * $4,181,300** STREET WIDENING ALTERNATE 1,464,200 272,500 3,263,700 5,000,400 1,000,100 $1,170,400 $162,500 7,333,400 SHOOTING CLUB ALTERNATE 653,000 0 477,300 1,130,300 226,100 87,100 0 1,443,500 UNION PARK HOLLOW ALTERNATE 946,300 272,500 838,600 2,057,400 411,500 852,200 146,500 3,467,600 RUPP HOLLOW ALTERNATE 1,408,300 1 272,500 3,699,200 5,380,000 I,076,000 923,700 162,500 7,542,200 *NOT ESTIMATED - CONSTANT FOR ALL ALTERNATES **EXCLUDING R-0-W AND RELOCATION COSTS TABLE 7_ ESTIMATE OF PROJECT COST (-TOTAL SYSTEM) ALTERNATE SYSTEM CONSTRUCTION COST . ENGINEERING C NTINGEWIES R-O-Y, COST RELOCATION COST TOTAL COST OF SYSTEM BASIC WIDENING ' ITICNAL WIDENING ALTERNATE TOTAL I BASIC WIDENING AMITi['��IAL WIDENING ALTERNATE TOTAL BASIC WIDENING NTIONAC GDI WIDENING ALTERNATE TOTAL STREET WIDENING $3,484,400 $5,000,400 N.A. $8,484,800 $1,697,000 $1,170,400 N.A. $1,170,400 $162,500 N.A. $162,500 $ 11,514,700 SHOOTING CLUB ALTERNATE 3,484,400 1,130,300 $11,503,800 16,118,500 3,223,700 * 87,100 $819,000 906,100 0 $ 80,500 80,500 20,328,800 UNION PARK HOLLOW ALTERNATE 3,484,400 2,057,400 11,644,800 17,186,600 3,437,300 852,200 797,900 1,656,100 146,500 104,000 250,500 22,524,400 RUPP HOLLOW ALTERNATE 3,484,400 5,380,000 11,537,400 20,401,800 4,080,400 923,700 874,600 1,798,300 * 162,500 166,100 328,600 26,609,100 CRESCENT RIDGE ALIGNMENT +o +0 -696,000 -696,000 -139,200 +0 -16,000 -16,000 +0 -27,500 -27,500 -878,700 ALTERNATE ALIGNMENT OF E-W SEGMENT +0 +0 -133,700 -133,700 -26,700 +0 -31,800 -31,800 +0 -22,000 -22,000 -214,200 ALTERNATE LAYOUT OF U.S. 52 -IOWA 3 UNION PARK HOLLOW INTERSECTION +o +0 +359,500 +359,500 +71,900 j +0 +17,900 +17,900 +0 +0 +0 +449,300 *NOT ESTIMATED - CONSTANT FOR ALL ALTERNATE SYSTEMS 15 J ©STS 'NGINEERING & )NTINGENCIES ESTIMATED R-O-W AQUISITION COSTS ESTIMATED RELOCATION COST TOTAL ESTIMATED COST OF STREET WIDENING 696,900 * * $4,181,300** 1,000,100 $1,170,400 $162,500 7,333,400 226,100 87,100 0 1,443,500 411,500 852,200 146,500 3,467,600 1,076,000 923,700 162,500 7,542,200 COST (-TOTAL SYSTEM t R-O-! COST RELOCATION COST TOTAL COST OF SYSTEM ADDITI(IAL 11W'IDENING ALTERNATE TOTAL BASIC WIDENING ADDITIONAL WIDENING ALTERNATE TOTAL $1,170,400 N.A. $1,170,400 $162,500 N.A. $162,500 $ 11,514,700 87,100 $819,000 906,100 0 $ 80,500 80,500 20,328,800 852,200 797,900 1,656,100 146,500 104,000 250,500 22,524,400 923,700 874,600 1,798,300 162,500 166,100 328,600 26,609,100 +0 -16,000 -16,000 +0 -27,500 -27,500 -878,700 +0 -31,800 -31,800 * +0 -22,000 -22,000 -214,200 +0 +17,900 900 +17,900 * +0 +0 +0 +449,300 2. Alternate Alignment of East-West Segment (Applicable to Union Park Hollow and Shooting Club Alternates only). This variation consists of an alignment shift near the intersection of John F. Kennedy Road and Thirty -Second Street. 3. Alternate Layout of U.S. Highway 52 - Iowa Highway 3 and Union Park Hollow Intersection (Applicable to Union Park Hollow Alternate only). This variation includes a realignment of Iowa Highway 386 near the described intersection. Economic Feasibility Analysis Three separate methods of economic analysis were used to determine the financial feasibility of the various alternates: 1. Annual Rate of Return method (ROR) seeks the discount rate that will exactly equate the negative to the positive cash flows, so that their algebraic discounted sum is zero. 2. Equivalent Uniform Annual Net Return method (EUANR) represents the algebraic sum of equal and uniform cost and benefit or income factors. Varying interest rates and amortization periods were used in this analysis The surface facilities, such as paving were amortized over a period of twenty years; grading, drainage, struc- tures, etc., were amortized over a forty -year period, and the amor- tization of the right-of-way was extended to one hundred years. 3. Benefit -Cost Ratio method (B/C) gives a ratio of the "annual road user benefits minus annual highway maintenance expense" to the "annual highway capital cost." Four, six and eight percent interest rates were used in this comparative analysis, for varying amorti- zation periods of twenty, forty and one hundred years as described above. The economic evaluation of this project considered comparisons of the various entire systems, including all costs attributable to the North-West Arterial alignments and costs of all associated street widenings. The cost of Basic Street Widening will be the same for each of the four alternate systems evaluated; thus, the cost will not affect the results relative to economic feasibility and have been excluded from the analysis. Additional Street Widening costs for each alternate system were included. Road user costs, accident costs and maintenance costs were based on system -wide traffic and mileage data. The overall economic evaluation is thus based on a comparison of system -wide construction costs (including re- location, right-of-way, etc.) versus system -wide road user savings (including accident and maintenance cost savings). The respective costs are listed in Table 8. The annual rates of return, benefit -cost ratios and equivalent uniform annual net returns were determined for each alternate system, using the Widening of Existing Streets Alternate as a base. Interest rates of four, six and eight percent were used, with the results being listed in Table 9. As indicated, the Shooting Club Alternate results in the most favorable rate of return and benefit -cost ratio. The rate of return for the Union Park Hollow Alternate resulted in the least desirable rate of return and benefit - cost ratio. -17- TABLE 8 TOTAL COST OF SYSTEMS BY AMORTIZATION PERIOD Alternate System Initial Investment Amortization Period Annual Maintenance 20 Years 40 Years 100 Years Cost Annual Accident and Road User Costs Widening of Existing Streets hooting Club Union Park Hollow Rupp Hollow 1,757,100 4,243,500 1,332,900 $1,053,200 $133,217,100 5,063,600 10,097,300 986,600 1,086,500 132,227,700 5,370,500 11,072,000 1,900,500 1,086,900 132,316,000 6,214,800 14,086,100 2,126,900 1,088,100 132,378,200 -18- 79C4566 TABLE 9 RESULTS OF FINANCIAL ANALYSIS Equivalent Uniform Annual Net Return Benefit/Cost Ratio Interest Rate Interest Rate Rate Alternate of System 4% 6% 8% 4% 6% 8% Return Widening of Existing Streets Base System Shooting Club Union Park Hollow Rupp Hollow $431,181 $299,606 $156,142 1.82 1.46 1.20 9.4% 233,359 64,374 -118,698 1.37 1.08 0.88 6.7% -53,686 -286,583 -538,975 0.94 0.74 0.60 3.5% The Shooting Club Alternate involves the lowest initial investment of the North-West Arterial alternates, including such items as construction cost, right-of-way and relocation costs. In addition, this alternate re- sults in the greatest road user savings considering overall road user, ac- cident and maintenance costs. In consideration of the above factors, the Shooting Club Alternate is the most desirable alternate from the economic standpoint, followed by the Union Park Hollow Alternate. The Rupp Hollow Alternate was found to be economically unfeasible (see Table 9). -19- ECONOMIC FACTORS This section of the report concerns the effects the proposed project will have on the economy of the Dubuque metropolitan area. The local economy of the Dubuque area is somewhat diverse with manu- facturing being the largest single classification of employment. Approxi- mately 45 percent of the work force is employed in manufacturing, accounting for 52 percent of the total labor and proprietor income of the area. It is anticipated that manufacturing will continue to be the most significant em- ployment category in the future, although its share of the work force will be reduced. Projected increases in employment in retail and service areas will decrease the manufacturing sector's share of the labor force to approx- imately 35 percent by the year 2000. Place of work employment in Dubuque is projected to increase from a current estimated 35,500 jobs to 56,500 jobs in the year 2000. The North- West Arterial will enhance the opportunity for and order of this economic growth. As traffic congestion increases, there is greater impetus for industry and labor to relocate to less congested areas in the periphery of the City. The labor force associated with the industry may also tend to relocate in the periphery as work location has a strong influence on place of residence. If this pattern develops, much of the spendable income of the associated -21- labor may be lost to the periphery areas and surrounding communities. This encourages urban sprawl and duplication of services. Improved accessibility resulting from the North-West Arterial will minimize the propensity of industries to relocate. Economic Impact of Construction Spending On the Metropolitan Area This section assesses the anticipated effects of highway construction expenditures on the local economy. Construction of the North-West Arterial will not only provide employment opportunities but will also inject federal money into the local economy, thereby generating further expenditures. The following discussion will clarify this concept. For purposes of this assessment the following ratios were estimated for the breakdown of construction cost spending: I. 60 percent of construction cost for materials. A. 30 percent of materials obtained locally. 1. 25 percent of material costs as wages. II. 40 percent of construction cost for labor. A. 75 percent of labor to be local. An expenditure made in a community represents an investment and results in an increase in total communicy income. This change in total income can be expressed as " 0 Y." As the expenditure by one sector represents income for the receiving sector of the community, there is a multiplying effect on the original expenditure. Therefore, the change in total income in the community ( A Y) is a multiple (m) of the total expenditure (E); AY = (m)E. -22- A dollar received in income by the average resident of the area was estimated for distribution as follows: $0.10 Imported Goods and Services 0.20 Taxes 0.05 Savings 0.05 Transfer Out of the Area 0.60 Local Goods and Services $1.00 Total Therefore, an average resident of the area has a "marginal propensity to consume locally" (MPCL) of 0.6 (or $0.60 per dollar income). The multiplier (m) can be expressed as: m = 1 , and therefore 1 - MPCL m = 1 = 1 = 2.5 . 1 - 0.6 0.4 O r-i w CO 1- For each $1.00 spent locally a total of $2.50 will be generated for such as additional jobs, spending, homebuying and construction. Consequently, the economic impact of a construction project of this size is very signficant. Table 10 indicates the estimated construction costs of the alternates and adjustments to assess local economic impact. Construction Impacts on Employment The number of local jobs created directly by construction of the project have been calculated based on average wages of $50.00 per day per worker over a two-year period assuming 240 working days per year. Table 11 assesses the local employment opportunities directly resulting from the project. -23- ESTIMATED CONSTRUCTION COSTS AND ADJUSTMENTS 6 'l03 x 8 '1.03 (saeLLoa) O 4wouoo3 pool uo 4oedwl Le;oi pa4euap4s3 aal1d�4LfN0r L 'PO 'S 9 ' l03 awooul algepuads O Pool 1e401 pewspal.ewps3 9 'l03 to %52 LeI..94eW pool woa3 r- sa6eM pa4ewp s3 t 'l03 3o %5L s4so3 aogelko pool pa4euwL4s3 £ '1.03 3o %0£ 4so3 Lepa4eWLo pool pa4ewps3 2 'l03 Jo %0ti s4so3.r 3 ,awl pa4euaj4s3 2 'PO Jo %09 s4so3M LEA-ae4eW pa4eW 4s3 (saeLLoo }o spuesno41) 4so3 uopona4suo3 " pa4ewps3 1e401 -24- N. N O N N CO M LC) ‘Zr N ri CV LC) Cr) M L) LO CO Street Widening O 0 0 0 O 0, ri r11 • O 4.o LC) LA N LO M CO O czt N r♦ LID CO r11 ri Shooting Club 0 0 0 CO N ra rn N 01 LC) co h N. 01 0 Ln co N CO O r-1 N. CO Lo co. TABLE 11 LOCAL EMPLOYMENT OPPORTUNITIES RESULTING FROM THE PROJECT Alternate Street Widening Shooting Club Union Park Hollow Rupp Hollow 2,445,000 4,835,000 5,156,000 6,121,000 102 200 215 255 194 380 408 485 *Assumes 50% married, 0.8 children per family, (multiplier 1.90). In addition to those individuals affected by direct employment during construction, there will be employment increases in supporting services. Economic development, fostered by construction of the arterial, will con- tinue to rise and provide replacement employment for jobs created by the highway construction. Land Values It is a well known fact that the value of a parcel of land is a function of many variables. Community services, land use controls, topography, drainage, natural amenities, the extent of economic growth in the region, availability and cost of credit, supply and demand relationships all affect the value of a parcel of land. The most important factor in establishing land value is the uses of the adjoining or nearby tracts of land, If an adjacent use is a major arterial with the parcel having good access to it, this will have a positive effect on the value of the land. Land values around many highway interchanges and intersections are evidence of this positive effect. The positive effects on property values resulting from access will vary inversely with the distance from or access to the highway. Considering the variables affecting property values and the dynamics of growth, it be- comes difficult to measure the specific contribution of accessibility a given highway will have on property values. In conjunction with the positive effects of highway accessibility on property values, there may also be adverse effects. Noise, air pollution, aesthetics and lesser accessibility may lower property values of land in close proximity to a highway. This is particularly true for residential or recreational lands. For some industrial or commercial uses, noise, air pollution, or visual effects of highways would have little if any adverse effects on property values. In any case, the adverse effects will vary inversely with distance from the highway and will be the most severe for abutting properties. Numerous studies of the effects of construction of new or improved highways on land values have been conducted. Qne such study, "Community Effects of Highways Reflected by Property Values," (The Pennsylvania State Univeristy, The Institute for Research on Land and Water Resources, 1973) indicates that when all factors are considered there is an overall gain in property values for both abutters and non -abutters with construction of a major roadway. The increase for an abutter is somewhat depressed by the presence of the roadway, but an overall net gain in property values of 4,6 percent to 9.6 percent can be anticipated with construction of such a high- way. Table 12 indicates the distribution of the highway's effects on pro- perty values indicated in the Pennsylvania State University Study. TABLE 12 FACTORS AFFECTING LAND VALUE (PENNSYLVANIA STATE UNIVERSITY STUDY) Abutters Non -Abutters Basic Value Effect of Accessibility Effect of Disturbances Selling Price Net Effect of Highway Net Percent Increase $30,690 +2,950 -1,518 32,122 +1,432 4.6% $30,690 +2,950 0 33,640 +2,950 9.6% Applying this trend to the Dubuque metropolitan area, land values within 200 feet of the arterial should increase four -six percent; from 200-400 feet the increase should be six -eight percent; and between 400-900 feet the in- crease should be eight percent. Table 13 shows the aggregate increases in residential property values for each of the alternates based on a conser- vative increase of four percent. TABLE 13 AGGREGATE INCREASE IN RESIDENTIAL LAND VALUES BY ALTERNATE ALIGNMENT Alternate Units Affected Average Increase in Residential Property Value Total Increase in Residential Property Value Shooting Club 138 $1,260 $173,880 Union Park Hollow Rupp Hollow 142 1,260 178,920 106 1,260 133,560 This increase does not immediately offset the value of residential pro- pgrty lost to right-of-way acquisition. Displaced home owners relocating in new or used homes or rental properties will replace the initial loss. These replacement purchases are usually completed within four years after the average time of construction completion*. The initial effects differ somewhat, depending on local conditions, but there is a general increase in property value. Approximately five years after completion of construction, property values again increase at the normal rate for the City. Figure 1 presents a graphic representation of anticipated increases in property values. *Social and Economic Effects of Highways, U.S. Department of Trans- portation, Washington. -27- -28- 50 40 30 w Z 20 U I0 0 BC.= BEGIN CONSTRUCTION ATC = APPROX. TIME COMPLETION 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ATC 5 10 TIME IN YEARS 15 Figure No. 1. Anticipated Property Value Fluctuations (Includes all land uses). 20 Tax Base Construction of the North-West Arterial will affect the urban tax base of Dubuque in three ways: 1) acquisition of right-of-way; 2) changes in existing property values; and 3) property development. The acquisition of right-of-way results in an immediate loss of tax base because property reverts to public ownership. Through time, property owners tend to relocate, thus restoring the lost tax base. Further, industrial and commercial activities develop along the right-of-way, where zoning per- mits, and enhances the tax base. Generally, the initial loss is recovered in a short time and additional property development continues to increase the tax base beyond the short-range evaluation period (0-5 years). The taxes lost due to right-of-way acquisition for the transportation systerms are minimal for all alternates. A primary factor contributing to this is the low assessed valuations for the affected properties. Farm land in the Peripheral areas of the metropolitan area is taxed as agricultural land, Actual fair market value of these lands is determined by speculative pricing of the lands for higher use, i.e. commercial and industrial, Que to this factor, wide discrepencies exist between assessed values and appraised values. Property outside the City had an average appraised value nearly 20 times the assessed value with that of one particular parcel being 37 times the assessed value. Due to these wide variations, computation of lost taxes indicated that all alternates would lose approximately 0.07 percent of the taxes of the City of Dubuque. If a "worst" case approach is taken and all right-of-way taken is con- $idered to be taxed at the City rate based on appraised values, the taxes lost for right-of-way of the transportation systems would represent only Q.15 tp 0.30 percent of the total taxes of the City of Dubuque. Recovery of this minor tax loss will be rapid because of the changes in agricultural land and increased property values anticipated. Therefore, the effect of the North-West Arterial on the tax base in the short-range period has been considered negligible. Evaluation Factors considered in evaluating the effects of the alternates on econo- mic activities in the Dubuque area were as follows: 1) General Effects; 2) Construction Effects; 3) property Values; 4) Tax Base. -29- The last two items were considered equal for all alternates due to the very small relative effects of the alternates. Construction effects are difficult to evaluate because those which show the highest positive impact on the local economy in terms of employment or generated spending also involve the highest construction cost. Although a major portion of the construction costs will be paid from State or Federal funds, there will be a locally -funded share for each of the alternates. The opportunity costs for these local funds are incurred by other segments of the local economy with the construction of the transportation system. Con- struction of the North-West Arterial involves a higher percentage of non - local funding and therefore injects more outside funds into the Dubuque econ- omy. Thus, systems involving construction of the arterialhaie been rated equally or slightly higher than Street Widening due to the higher percent- age of non -local financing anticipated. The general effects on the economy resulting from the improved trans- portation system are identifiable but difficult to quantify. The transpor- tation system will enhance growth of the existing economic base and also encourage additional developments. Changes in land use along the arterial corridor will have positive effects on the economy of the area. In the opinion of the writer, the economic growth resulting from construction of the North-West Arterial will have a more desirable development pattern with either the Shooting Club or Union Park Hollow Alternates. These alternates are located closer to existing developed areas of the City and will provide a more orderly expansion of economic base. Alternates involving construc- tion of the North-West Arterial have been considered slightly higher than -31- Street Widening with the Shooting Club and Union Park Hollow Alternates being given more desirable ratings. The evaluation of the various alternates and their effects on economic factors is tabulated in Table 14. Explanation of evaluation methodology appears in the Summary and Evaluation section of this report. TABLE 14 EVALUATION OF ECONOMIC FACTORS Alternate Construction Property General Activity Value Tax Desirability Base Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 5.5 6.5 6.5 6.0 5.0 6.0 6.0 6.0 5 5 5 5 5 5 5 5 5.1 5.6 5.6 5.5 -32- TRANSPORTATION FACTORS In this section of the report, each of the alternate systems is evaluated relative to the following transportation factors: Fast, Safe, and Efficient Transportation; Traffic Diversion from Local Streets; Driving Comfort; Fuel Consumption; Parking; and Accessibility. Improvements within the transportation system will generally be reflected by more desirable conditions for each of these factors. For example, the construction of new arterial streets will result in faster and more efficient traffic flow, will divert traffic from the local street system, and will save fuel by reducing the frequency of stop -and -go driving. In tems on Traffic the following analysis, the effects of the various alternate sys- each transportation factor are quantified and ranked for each factor. volume projections for the year 2000 were used in the analysis, and the results are representative of the medium -range period (5-20 years fol- lowing construction), except where otherwise indicated. Determination of Desirability Ratings Desirability ratings were calculated for each of the transportation factors. The data used to evaluate each individual factor was based on traffic projections (year 2000) for the entire metropolitan area. Accord- ing to these projections, approximately one-fourth of the total traffic will be located within the project corridor area. (See "Accessibility," -33- page 53 for boundaries of described area.) The remaining three -fourths of the traffic is located outside of the project corridor area and does not vary significantly with alternate systems of the North-West Arterial. In order to quantify transportation factors within the general pro- ject corridor area, desirability ratings were calculated to reflect the differences between city-wide traffic and traffic within the project cor- ridor area. From the above projections, it was estimated that a four per- cent change in any traffic parameter within the project corridor area would result in a one percent change in the same parameter for city-wide traffic. For example, a four percent reduction in fuel consumption within the pro- ject corridor area would reduce city-wide fuel consumption by one percent. In general, each percentage difference in a city-wide transportation factor corresponds to a four percent change in the respective desirability rating. Fast Transportation High overall travel speed in an urban area is a desirable feature of a transportation system. Each alternate system was evaluated on its ability to provide a high overall travel speed with a minimum amount of delay throughout the system. Evaluation Methodology All streets within the road user cost study boundary were included in this investigation. Average running speeds for each individual section of roadway were established for the various alternate systems based on the physical characteristics of the respective roadways and existing speed limits. The running speeds used in this evaluation had previously been -34- established for use in the Dubuque Metropolitan Area Transportation Study traffic assignment networks. A field investigation was conducted in the Fall of 1977 within the Dubuque metropolitan area to determine local traffic delay characteristics. Frequency of delays, duration of delays and average speeds were recorded on a sample of 37 miles of selected streets, with observations being taken during various levels of traffic congestion. Average delay frequencies and durations were determined for the streets within each alternate system according to the respective traffic volumes projected and the type of road- way involved. Total traffic delay for each network was then calculated for the projected 2000 traffic volumes. Overall running times were determined for each alternate system, based on the traffic volumes assigned to each section of street and the projected running speeds. The results of the above computations are tabulated in Table 15. Total travel time is the summation of the running time and delay time for each alternate system. The average network speed is defined as the total vehicle -miles traveled per day divided by the total travel time. Evaluation of Alternate Systems The evaluation for fast transportation indicates that each of the North-West Arterial alternates provides a slightly faster overall travel speed than the Street Widening Alternate. A neutral desirability rating of 5.00 was assigned to the system with the lowest projected speeds, and de- sirability ratings for each remaining alternate were determined according to their respective average network speeds (Table 15). EVALUATION OF FAST TRANSPORTATION E o •r I F—a)L r a) r 00_ r a) •r- +)caa)v) os->S- i-- W s_ r W 0 a >, •r r E W 0 a) •r- 5- c F- _ a) -0 • CEWN •r- > S- rr F- O 1� LL1 O N r-1 r▪ -+ N. N. N. N N N N M l0 M O L0 Cr) • O 4.0 H N M - d• d' d' I� d l0 M O co co al M co M co CV 1- r d M ON o• l0 M CO M CD • CD CD d' I Ol M O CO a) >, LO Cr) 01 CV r (6 . .. . • C) cn ct N. Ol L) t0 •r- a) O O Co O -0 r S_ N N N N a) •r- 0 >• M 0_ .--1 .--1 H .--I Street Widening Shooting Club Union Park Hollow -35- -36- Safe Transportation The scope of this section is to analyze each alternate system relative to overall safety and number of traffic accidents. Evaluation Methodology The projected (2000) vehicular travel on each of the alternate systems within the study area was first subdivided according to type of roadway. Current motor vehicle accident rates were then applied to the vehicle -miles of travel on each type of roadway, resulting in projected numbers of fatal- ity, injury, and property damage accidents on each alternate system. Table 16 summarizes the total vehicle -miles of travel (year 2000) as- signed to the various types of roadways for each alternate system. Accident rates occurring on each roadway type are compiled by the State of Iowa. Table 17 is a listing of the most current (1975) accident rates available for the State of Iowa. The trend in accident rates in recent years has been generally downward. As indicated in Figure 2, the fatality rate in Iowa decreased from 5.33 to 3.43 deaths per 100 million vehicle -miles of travel during the 1970-1975 time period, representing a decrease of 35.6 percent. Similar downward trends are evident in the rates of property damage and personal injury ac- cidents, although these trends are less pronounced. The combined rate for all types of accidents dropped from 512.9 to 483.0 accidents per 100 million vehicle -miles during the aforementioned time period, a decline of 5.8 percent. -37- Alternate System TABLE 16 VEHICLE -MILES OF TRAVEL PER DAY BY TYPE OF ROAD SYSTEM (2000) Urban Freeways Road System Type Rural Urban Primary Primary City Highways Extensions Streets Total Street Widening Shooting Club Union Park Hollow Rupp Hollow 147,205 147,652 143,519 146,315 129,452 122,473 128,817 131,611 181,237 181,212 180,504 182,381 749,625 758,026 753,090 745,916 1,207,519 1,209,363 1,205,930 1,206,223 V, u.1 J 7 w J c> 6 w 0 5 J - J 0 4 0 Ir w 3 d w - 2 J "" 0 CC LLI RURAL PRIMARY STATE AVERAGE URBAN PRIMARY URAL INTERSTATE CITY STREET RBAN INTERSTATE 1969 1970 1971 1972 1973 1974 1975 YEAR Figure No. 2. Iowa Fatality Rates, 1970-1975 For Each Road System Type -38- Because of the inability to accurately forecast accident rates for the year 2000, and considering the apparent downward trend in accident rates, all alternate systems were compared by using the 1975 accident rates (Table 17). Road System Rural Interstate Primary Secondary Rural Totals Municipal Interstate Primary City Streets Municipal Totals State Interstate Primary Non -Primary State Totals TABLE 17 IOWA 1975 ACCIDENT RATES BY ROAD SYSTEM TYPE Vehicle- Rates per 100 Million Vehicle -Miles Miles Miles Property Fatal Injury Damage All Millions Accident Accident Accident Accident Fatality 633 8,438 89,727 98,798 2,164 1.34 23.6 58.8 83.7 1.85 5,707 4.28 55.7 108.9 168.9 5.19 3,443 4.91 114.2 218.5 337.6 5.63 11,314 3.91 67.4 132.6 203.9 4.68 93 603 0.83 48.9 134.4 184.1 1,238 2,488 2.33 212.0 605.9 820.2 2.45 12,097 5,228 1.40 189.2 765.5 956.1 1.47 13,428 8,319 1.63 185.8 675.1 862.5 1.73 726 9,676 101,824 112,226 1.00 2,767 1.23 29.1 75.3 105.6 1.66 8,195 3.69 103.2 262.8 369.7 4.36 8,671 2.79 159.4 548.3 710.5 3.13 19,633 2.94 117.6 362.5 483.0 3.43 -39- 10111 w 11011 11111 MIS Tables 18, 19, 20 and 21 present projected numbers of fatal accidents, fatalities, injury accidents and property damage accidents for each of the four alternate systems. Accident rates, indicating the number of accidents per 100 million vehicle -miles of travel, are shown at the bottom of each table. Table 22 summarizes this data as the total number of each type of accident per alternate system. The projected numbers of accidents are nearly equal for each of the four alternate systems, with no more than one percent variation in any category (Table 22). The projected number of traffic fatalities is slightly lower for the Shooting Club Alternate, while the number of injury and property damage accidents are projected to be lowest for the Rupp Hollow Alternate. Increases in traffic volumes above present levels can be expected to increase the rate of accident occurrence at congested intersections and other heavy traffic locations. As the effects of various degrees of traffic con- gestion on accident occurrence are difficult to quantify, no adjustment has been included for such factors. It is expected that heavily traveled streets in the various alternate systems may experience somewhat higher accident rates than herein indicated. Evaluation of Alternate Systems The four alternate systems were evaluated according to the number of each type of accident (i.e., fatal accidents, injury accidents, and property damage accidents). Weight factors were assigned to each type of accident in proportion to the current dollar costs for each type of accident. According to the National Safety Council, accident costs for the year 1976 are as follows: $125,000 per fatality, $4,700 per person injured and $670 per property damage accident. These costs represent nation-wide averages for all types of vehicles, and include wage loss, medical expense and insurance settlement costs. -40- Recent accident statistics from the National Safety Council and the State of Iowa show an average of 1.54 injuries per injury accident and 1.17 fatalities per fatal accident. Accordingly, the total costs for these types of accidents have been calculated as $146,250 per fatal accident and $7,238 per injury accident. The evaluation for Safe Transportation, based on 2000 traffic volumes, is shown in Table 23. Weight factors of 218, 11 and 1 were assigned respec- tively to fatal accidents, injury accidents and property damage accidents, based on the relative costs of each type of accident. Combined weighted ratings for each alternate system are also presented. TABLE 18 FATAL ACCIDENTS PER YEAR (2000) Road System Type Total Rural Urban Fatal Alternate Urban Primary Primary City Accidents System Freeways Highways Extensions Streets Per Year Street Widening 0.45 2.02 1.54 3.83 7.84 Shooting Club 0.45 1.91 1.54 3.87 7.77ON Union Park Hollow 0.43 2.01 1.53 3.85 7.82 Rupp Hollow 0.44 2.06 1.55 3.81 7.86 111111 Rate* 0.83 4.28 2.33 1.401111111 *Number of accidents per 100 million vehicle -miles. TABLE 19 FATALITIES PER YEAR (2000) Road System Type Rural Urban Total Alternate Urban Primary Primary City Fatalities System Freeways Highways Extensions Streets Per Year Street Widening 0.54 2.45 1.62 4.02 8.63 Shooting Club 0.54 2.32 1.62 4.07 8.55 Union Park Hollow 0.52 2.44 1.61 4.04 8.61 Rupp Hollow 0.53 2.49 1.63 4.00 8.65 Rate* 1.00 5.19 2.45 1.47 *Number of accidents per 100 million vehicle -miles. TABLE 20 INJURY ACCIDENTS PER YEAR (2000) Road System Type Total Rural Urban Injury Alternate Urban Primary Primary City Accidents System Freeways Highways Extensions Streets Per Year Street Widening 26 26 140 518 710 Shooting Club 26 25 140 523 714 Union Park Hollow 26 26 140 520 712 Rupp Hollow 26 27 141 515 709 Rate* 48.9 55.7 212.0 189.2 -411111111 - *Number of accidents per 100 million vehicle -miles. -42- 111 117 -ar TABLE 21 PROPERTY DAMAGE ACCIDENTS PER YEAR (2000) Road System Type Total Property Rural Urban Damage Alternate Urban Primary Primary City Accidents System Freeways Highways Extensions Streets Per Year Street Widening 72 51 401 2,095 2,619 Shooting Club 72 49 401 2,118 2,640 Union Park Hollow 70 51 399 2,104 2,624 Rupp Hollow 72 52 403 2,084 2,611 Rate* 134.4 108.9 605.9 765.5 *Number of accidents per 100 million vehicle -miles. TABLE 22 TOTAL ACCIDENTS PER YEAR BY TYPE (2000) Accident Type Property Alternate Fatal Injury Damage Total Systems Accidents Accidents Accidents Accidents Fatalities Street Widening 7.84 710 2,619 3,337 8.63 Shooting Club 7.77 714 2,640 3,362 8.55 Union Park Hollow 7.82 712 2,624 3,344 8.61 Rupp Hollow 7.86 709 2,611 3,328 8.65 mni mui ilim ma mei W CO •r •r CO • 0) CO o ▪ rl • C O O O I -I • t/I 4-) Ln LO LO Lf) aaers CI CC a a C C ) CO CO r--I M •r -C C M CO LO N Ch •(-• 1-4 1-4 1-4 ,4 E •r 4-) w r w w O C1 (CI N N N N U 3 Ce .--I 1--I P-t r1 � * N C! * l0 LC) l 3 N N N N E >, a LLi.. .--I r-i 1 -1 r, 4) -0 3 S- C D o o¢ S.- 1--I Gt N ,▪ 1 a • (.0 LO LO Z N N N N Injury Accidents O d' N 01 * CO CO CO r. w w 3 P, r\ ^ r\ LL r1 rl rt rt 3 1 -t r1 d' N Q1 r-I O r\ r\ r\ r-. H 01 Kt LA M * C) LO C)C 1-4 C Q)CC w w w w -p 3 ,--I 1--I ri ri •U U * CO CO CO CO LL r-t .-I .--I 1-4 r 3 N N N N 0 co • co co • z r\ re r\ Y C) Cr) S- C C71 CO t0 •r- C CL 3 3 C E +) C 0 0 s. C) C) C) 4-3 .0 C r C)+) C)"C3 0 O 01-- 0r ▪ N S-•r Or •r O 0-0 r >1 "P3 -C C.) C2 O2 Q V) V) V) = tY -43- -44- A neutral desirability rating of 5.00 was assigned to the alternate system with the highest combined weighted accident rating, and each re- maining alternate system was then compared to determine its desirability rating (Table 23). As previously indicated, only a slight difference is projected between the alternate systems relative to safe transportation. Efficient Transportation Each alternate system was evaluated in terms of the overall travel time expended within the system, a measure of the efficiency of transportation. Evaluation Methodology Total travel time costs, including both running time and delay time, were calculated for each of the four alternate systems. The current esti- mated value of travel time, including all types of vehicles, is $3.43 per vehicle -hour. Average running speeds, delay frequencies and duration of delays (as established for the road user cost evaluation, Page 5) were applied to each alternate system to determine the total time cost per sys- tem. The results, including daily and annual time costs and average time cost per vehicle -mile, is presented in Table 24. Evaluation of Alternate Systems The Street Widening Alternate, which experienced the highest total time cost, was used as a base for the evaluation. A neutral desirability rating of 5.00 was assigned to the Street Widening system, and desirability ratings for each remaining system were determined in relation to the total travel time cost of the respective systems (Table 24). -45 lternate System TABLE 24 EVALUATION OF OVERALL NETWORK TIME COSTS (2000) Vehicle - Miles Per Day A Travel Time, Veh.-Hr. Per Day Time Cost Per Day Total Time Cost Per Year Average Time Cost Per Desirability Veh.-Mi. Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 1,207,519 44,663 $153,194 $55,915,800 $0.127 5.00 1,209,363 44,136 151,386 55,255,900 0.125 5.24 1,205,930 44,273 151,856 55,427,400 0.126 5.18 1,206,223 44,300 152,052 55,499,000 0.126 5.15 The efficiency of a transportation system can be affected by other factors as well as travel time cost. Such items as fuel consumption, road user costs and other characteristics of an efficient transportation system have been evaluated separately in other sections of this report. Traffic Diversion from Local Streets Diversion of traffic from the local street system to higher level transportation arteries constitutes a desirable feature for a transportation system. Such diversion will relieve congestion on local streets and redirect traffic to a street system capable of higher volumes of traffic. This section investigates the amount of such traffic diversion resulting from each alter- nate system. -46- Evaluation Methodology The street network used in this evaluation consisted of all streets included in the road user cost evaluation (Page 3). Projected traffic volumes for each alternate system were divided into three categories: "Freeway" travel, consisting of all traffic on the proposed North -South Freeway, "North-West Arterial" travel, and "Local Streets" travel, consist- ing of traffic on all remaining streets within the respective systems. Traffic volumes assigned to each of the aforementioned street systems, based on the year 2000 traffic projections, are listed in Table 25. The Street Widening Alternate was used as a base for the evaluation in estab- lishing the percentage reduction in local street usage. TABLE 25 EVALUATION OF TRAFFIC DIVERSION FROM LOCAL STREETS (2000) Alternate System Vehicle - Miles Per Day On Freeway Vehicle - Miles On North-West Arterial Vehicle - Miles On Local Streets Reduction in Traffic On Local Streets, Veh.-Mi. Percentage Reduction in Local Street Use Desir- ability Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 151,456 151,867 42,656 147,734 42,888 150,567 30,818 1,056,063 1,014,840 41,223 1,015,308 40,755 1,024,838 31,225 3.9% 3.9% 3.0% 5.00 5.81 5.80 5.61 Evaluation of Alternate Systems Evaluation of the four alternate systems was based on the total vehi- cle -miles per day of travel on the local street system, with lesser traffic on local streets considered the desirable system. Desirability ratings for the systems are presented in Table 25. The heaviest travel on local streets will be associated with the Street Widening Alternate, while the Shooting Club Alternate will result in the greatest reduction in local street usage. Driving Comfort The purpose of this section is to analyze each alternate system rela- tive to the levels of service provided on roadways within the respective systems. Such levels of service provide a measure of general driving comfort. Evaluation Methodology The "level of service" is an index for rating the operating charac- teristics of a roadway, including such factors as driving comfort and con- venience, freedom to maneuver, speed and travel time, traffic interruptions and restrictions and economy. Levels of service are designated A, B, C, D, E and F, with operating conditions progressing from most satisfactory to least satisfactory. Table 26 indicates the characteristics of each level of service. The evaluation of driving comfort was based on the vehicle -miles of travel at each level of service for the alternate system considered. Traffic volumes were grouped into three categories, identified as "free operation", "normal operation" and "restricted operation", relating to the level of service and the degree of congestion on the respective streets. "Normal operation" is approximately representative of a level of service 'id I'. -47- -48- TABLE 26 LEVELS OF SERVICE CHARACTERISTICS Level of Service Description of Operating Conditions A B C D E F Free flow, low density, little restriction of maneuverability, driver may select desired lane with comfort, little or no delays. Stable flow, minor restrictions in 9peration, driver has reasonable freedom in selecting de- sired lane of operation. Lesser stable flow, most drivers are restricted in changing lanes or passing, relatively satisfactory operating speed. Approaching unstable flow, low operating speed, little freedom to maneuver, comfort and degree of convenience low, condition tolerable for short periods only. Unstable flow, lower operating speeds, some momen- tary stoppages, volumes at or near capacity. Forced flow, operations at low speeds, highway acts as a storage area, many stoppages. All proposed new streets and streets widening within the various sys- tems are designed to operate at a level of service "C" or higher for the projected 2000 traffic volumes. Accordingly, all traffic on the four alter- nate systems will be classified as either "free operation" or "normal oper- ation", dependent on the respective traffic volumes and street capacities for each street segment. "Restricted" traffic operation will be eliminated from all streets upon implementation of the proposed street widenings in- cluded in each alternate system. �r Table 27 presents total vehicle -miles of travel for each type of oper- ation. Unit costs were assigned to each type of operation to arrive at a numerical value for driving comfort. These costs are the portion of total road user costs which are representative of driving comfort: Free Operation - no cost assigned Normal Operation - $0.01 per vehicle -mile The total daily and annual costs for driving comfort resulting from the above calculations are listed in Table 27. TABLE 27 EVALUATION OF DRIVING COMFORT Vehicle -Miles Per Day Alternate Free System Operation Normal Restricted Operation Operation Cost for Driving Comfort Desirability Daily Annual Rating Street Widening 749,643 457,876 0 Shooting Club 795,782 413,581 0 Union Park Hollow 748,126 421,804 0 4,218 Rupp Hollow 777,728 428,495 0 4,285 $4,579 $1,671,200 5.00 4,136 1,509,600 7.14 1,539,600 1,564,000 6.71 6.37 Evaluation of Alternate Systems The Street Widening Alternate, which experienced the highest costs for driving comfort, was used as a base for this evaluation and was assigned a neutral desirability rating of 5.00. Desirability ratings for the remaining alternates were calculated in relation to their respective costs for driving comfort. As indicated, the Shooting Club Alternate offers the greatest de- gree of driving comfort, followed by the Union Park Hollow and Rupp Hollow Alternates (Table 27). Fuel Consumption Reduction in overall fuel consumption is a desirable feature of trans- portation system improvements. Each alternate system was analyzed to deter- mine fuel consumption rates and overall system fuel costs. Evaluation Methodology Fuel consumption on a transportation system is related to several fac- tors, including traffic volumes, running speeds, frequency and duration of delays for each running speed, and the type of vehicles considered. Traffic volumes of each alternate system were subdivided according to running speed and type of roadway, and current fuel consumption factors were applied to determine the fuel consumption during running. Future improvements in auto- mobiles may result in decreased fuel consumption, although such savings would be reflected proportionately in each of the four alternate systems. No adjustment has been included in this analysis relative to changes in gas mileage of future vehicles. Fuel consumption during speed change cycles and standing delays were likewise calculated for each system based on previously determined frequencies and durations of delays within the Dubuque metropolitan area. Results of the above computations are tabulated in Table 28. The total fuel consumption represents an average of five percent trucks and 95 percent -51- Ul passenger vehicles. The final column is the annual fuel savings to be real- ized from construction of the North-West Arterial. Alternate System Street Widening Shooting Club Union Park Hollow Rupp Hollow TABLE 28 EVALUATION OF PROJECTED FUEL CONSUMPTION (2000) Fuel Consumption, Gallons Per Day During Running Speed Change Cycles During Standing Delays Total 77,333 6,380 1,626 77,531 6,158 1,540 77,253 6,232 1,569 77,295 6,228 1,580 Annual Fuel Consumption, Gallons Annual Fuel Desirability Savings Rating 85,339 31,148,700 5.00 85,229 31,108,600 40,100 5.02 85,054 31,044,700 104,000 5.07 85,103 31,062,600 86,100 5.06 Evaluation of Alternate Systems Overall fuel consumption is projected to be highest for the Street Widen- ing Alternate and lowest for the Union Park Hollow Alternate (Table 28). The lowest fuel consumption during running is associated with the Union Park Hollow Alternate, while the Shooting Club Alternate experienced the least fuel consumption due to delays. The system with the highest projected fuel consumption was assigned a neutral desirability rating of 5.00. The three remaining alternate systems were then compared to this alternate (Street Widening), and desirability ratings were calculated for each according to their projected fuel consumption -52- Although significant fuel savings are projected for each of the three alternate systems containing the North-West Arterial, these fuel savings represent a relatively small percent of city-wide fuel usage. Parking The projected traffic volumes on the various alternate systems will re- quire changes in existing parking arrangements on certain streets. Removal of on -street parking will be required along all streets to be widened, wher- ever such parking presently exists. In addition, removal of parking will be required along several streets within the Central Business District, including portions of Central Street, White Street, Locust Street, Rhomberg Avenue, Seventh Street, Ninth Street, Fourteenth Street and other streets in the vicinity of proposed widenings and intersection improvements. According to projected traffic volumes, the above parking modifications will be required under each of the four alternate systems, with only minor differences in the extent of such modifications. Thus, no further evaluation is included relative to on -street parking arrangements. The effects of the alternate systems on private off-street parking are included under right-of- way considerations. Accessibility Accessibility was determined and evaluated for the alternate systems. Accessibility factors include the time required to travel from one point in the community to another for such reasons as employment, recreation, education, retail trade or the like. Evaluation Methodology Travel times were observed and/or computed for various segments of the existing and future transportation networks for each of the systems. Based -53- on these travel times, isochronal maps were prepared with isochrone lines drawn at one -minute intervals to indicate points of equal travel time from the various points of origin. Ten such points of origin were selected within the metropolitan area, each with a corresponding zone for which isochronal lines were generated for each alternate system. Accessibility to and travel between other areas of the city will be relatively unaffected by the proposed North-West Arterial. Thus, the analysis of accessibility was limited to the general vicinity of the North-West Arterial alignments in order to more accurately discern the effects of system improvements in that portion of the metropolitan area. the following points of origin selected for the analysis were located on or near the proposed alignments of the North-West Arterial. transportation Accordingly, I. Intersection of U.S. Highway 20 and proposed North-West Arterial. II. Intersection of Pennsylvania Avenue - Middle Road and proposed North-West Arterial. III. Intersection of Asbury Road and proposed North-West Arterial. IV. Intersection of John F. Kennedy Road and Thirty -Second Street. V. Intersection of Carter Road and Thirty -Second Street. VI. Intersection of Grandview Avenue and Thirty -Second Street. VII. Intersection of U.S. Highway 52 and Thirty -Second Street. VIII. Intersection of John F. Kennedy Road and Rupp Hollow Road. IX. Intersection of John F. Kennedy Road and U.S. Highway 52 for the Street Widening, Union Park Hollow and Rupp Hollow Alternates, and the intersection of U.S. Highway 52 and proposed North-West Arterial for the Shooting Club Alternate. X. Intersection of Rupp Hollow Road and U.S. Highway 52. Isochronal maps for the various alternate systems are presented in Fig- ures 3 through 6. These maps indicate travel time from points of origin -54- within the respective zones. In each of these figures, zoned boundary lines are drawn, connecting all points of intersection of isochrone lines of equal time from adjacent points of origin. These zoned boundaries define the area served by each point of origin within each respective system. Tables 29 through 32 summarize interzonal travel times between various points of origin for each alternate system. TABLE 29 INTERZONAL TRAVEL TIMES (MINUTES) STREET WIDENING ALTERNATE Zone Zone 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 3.5 5.2 6.6 8.6 9.8 11.6 8.7 12.70 12.5 3.7 5.5 7.5 8.7 10.5 7.6 11.6 11.4 3.8 5.8 7.0 8.8 5.9 9.9 9.7 2.3 3.5 5.3 2.1 6.1 5.9 1.2 3.0 4.3 4.3 6.0 6 1.8 5.5 3.9 5.6 7 6.1 2.1 3.8 8 4.0 3.8 9 10 1.7 -55- TABLE 30 INTERZONAL TRAVEL TIMES (MINUTES) SHOOTING CLUB ALTERNATE Zone Zone 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 1.5 3.2 5.4 7.7 8.9 10.1 7.3 8.8 11.1 1.7 3.9 6.2 7.4 8.6 5.8 7.3 9.6 2.2 4.5 5.7 6.9 4.1 5.6 7.9 --- 2.3 3.5 4.7 2.1 3.4 5.9 1.2 3.0 4.4 3.2 5.$ 1.8 5.6 2.0 4.6 6.9 1.3 $.9 4.0 3.8 2.6 TABLE 31 INTERZONAL TRAVEL TIMES (MINUTES) UNION PARK HOLLOW ALTERNATE Zone Zone 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 1.5 3.2 5.4 7.7 8.9 10.4 7.3 8.7 10.4 1.7 3.9 6.2 7.4 8.9 5.8 7.2 8.9 2.2 4.5 5.7 7.2 4.1 5.5 7.2 2.3 3.5 5.3 2.1 3.5 5.2 1.2 3.0 4.4 4.4 6.1 1.8 5.6 3.2 4.9 6.9 2.1 3.8 4.0 3.8 1.7 11/111 TABLE 32 INTERZONAL TRAVEL TIMES (MINUTES) RUPP HOLLOW ALTERNATE aim 111 u� w Zone Zone 1 2 3 4 5 6 7 8 9 10 1 1.5 3.2 6.2 8.5 9.7 11.5 6.3 10.$ 9.2 1.7 4.7 7.0 8.2 10.0 4.8 8.8 7.7 3 3.0 5.3 6.5 8.3 3.1 7.1 6.0 4 2.3 3.5 5.3 2.1 6.1 5.5 5 1.2 3.0 4.4 4.3 5.9 6 1.8 5.6 3.9 5.5 7 6.1 2.1 3.8 8 4.0 3.4 9 1.6 10 As a further measure of the accessibility and service of each zone with- in each of the systems, centers of attractions, opportunities and land areas were identified (Figures 3 through 6). Centers of opportunity are defined as places of employment, while centers of attraction are defined as points of interest for recreation, shopping, education and other non -employment type reasons. Often, a center of opportunity for some is a center of attraction for others, as is the case for a retail center. Many small businesses, in- dustries and other small centers of opportunity or attraction are also loca, ted within the study boundaries. In this analysis, such opportunities and attractions are represented at the centroid of the transportaiTion zones (from the Dubuque 1990 Transportation Plan Update, April 24, 1975). Transportation zone centroids are indicated on the isochronal maps. -57- nn -58- I 0 SCALE IN MILES FIG. 3. ISOCHRONAL MAP FOR ACCESSIBILITY - STREET WIDENING. LEGEIl3 ♦ mammosimmimme POINT OF ORIGIN OF ACCESSIBILITY ZONE ACCESSIBILITY ZONE BOUNDARY ACCESSIBILITY STUDY BOUNDARY CENTERS OF OPPORTUNITIES CENTERS OF ATTRACTIONS CENTERS OF COMBINED OPPORTUNITIES AND ATTRACTIONS CENTROID OF TRANSPORTATION ZONE SCALE IN MILES FIG. 4. ISOCHRONAL MAP FOR ACCESSIBILITY - SHOOTING CLUB. • LEGEND POINT OF ORIGIN OF ACCESSIBILITY ZONE ACCESSIBILITY ZONE BOUNDARY ACCESSIBILITY STUDY BOUNDARY CENTERS OF OPPORTUNITIES CENTERS OF ATTRACTIONS CENTERS OF COMBINED OPPORTUNITIES AND ATTRACTIONS CENTROIO OF TRANSPORTATION ZONE I SCALE IN MILES LEGEWO y POINT OF ORIGIN OF ACCESSIBILITY ZONE ® ACCESSIBILITY ZONE BOUNDARY ® ACCESSIBILITY STUDY STUDY BOUNDARY CENTERS OF OPPORTUNITIES CENTERS OF ATTRACTIONS CENTERS OF COMBINED OPPORTUNITIES AND ATTRACTIONS CENTROID. OF TRANSPORTATION ZONE FIG. 5. ISOCHRONAL MAP FOR ACCESSIBILITY - UNION PARK HOLLOW. I SCALE IN MILES HERD POINT OF ORIGIN OF ACCESSIBILITY ZONE ACCESSIBILITY ZONE BOUNDARY ACCESSIBILITY STUDY BOUNDARY CENTERS OF OPPORTUNITIES CENTERS OF ATTRACTIONS CENTERS OF COMBINED OPPORTUNITIES AND ATTRACTIONS CENTROID OF TRANSPORTATION ZONE FIG. 6. ISOCHRONAL MAP FOR ACCESSIBILITY - RUPP HOLLOW. I 0 SCALE IN MILES HEW • POINT OF ORIGIN OF ACCESSIBILITY ZONE ACCESSIBILFTY ZONE BOUNDARY ACCESSIBILITY STUDY BOUNDARY CENTERS OF OPPORTUNITIES CENTERS OF ATTRACTIONS CENTERS OF COMBINED OPPORTUNITIES AND ATTRACTIONS CENTROID OE TRANSPORTATION ZONE The total number of attractions and/or opportunities for each of the indicated centers within the metropolitan area was determined from the number of employees, number of visitors, number of shoppers, etc., for that center. Such data was derived from the 1990 Transportation Plan Update, supplemented by other sources including the Dubuque Area Manufacturers Directory, census data, measurements of the gross floor area of various businesses and other similar data. Combining the travel time data (Tables 29 through 32) with the numbers of opportunities and attractions resulted in a relationship for comparative evaluation of the alternate systems. First, the numbers of opportunities, attractions, and acres of land area were determined relative to travel time within each zone for each system. Data tables were generated for each zone within the alternate systems, indicating the travel time to each center of opportunity or attraction, and the acres of land that were accessible for each additional minute of travel from the zone origin. Using the interzonal travel times, the number of opportunities, attrac- tions and acres of land area were related to time for each of the 10 zones within the respective transportation systems being studied. Figures 7, 8, and 9 are included as examples of the accessibility data derived for a typ- ical zone in this evaluation. These figures show the cumulative number of opportunities, attractions and acres of land area accessible per minute of travel for a typical zone. The accessibility curves for each alternate system are superimposed in the above -referenced figures to illustrate the differences in accessibility among the respective alternates. Data represent- ing 120 such curves were used in the evaluation procedure. For the evaluation of alternates, accessibility to existing opportunities and attractions was considered representative of short-range conditions, -63- ACCESSIBLE OPPORTUNITIES 14,000 12,000 10,000 8,000 6,000 4,000 2,000 LEGEND - STREET WIDENING SHOOTING CLUB - - UNION PARK HOLLOW - - - RUPP HOLLOW 3 1 5 7 9 TRAVEL TIME, MINUTES Figure No. 7. Zone VIII Opportunities. -64- 13 LEGEND - - STREET WIDENING SHOOTING CLUB - - - - UNION PARK HOLLOW - - - - RUPP HOLLOW 3 5 7 9 TRAVEL TIME, MINUTES Figure No. 8. Zone III Attractions. -65- STREET WIDENING O 0 0 co O O O t0 O O O S380d `V3811 awl 319 I SS30011 -66- m 0) m 0 TRAVEL TIMES MINUTES • a) L -J a) •r N to a) 0 0 d H a) 0 o (0-5 years following construction), while accessibility to all land area was considered representative of the medium -range conditions (5-20 years following construction). To comparatively evaluate the various systems, average travel times were calculated relative to opportunities, attractions and land area. The following equation was used to determine the average travel time required to reach a desired center of opportunity, attraction or other location (See also Figure No.10): n > Ai ti t = i=1 n .� Ai i=1 = Average Travel Time ti = Travel Time to center of ith time interval Ai = Number of opportunities, attractions (used for short-range conditions) or acres of land area accessible (used for med- ium -range conditions) during the ith time interval n = Maximum travel time to farthest opportunity, attraction or land area TIME Ith TIME INTERVAL Figure No. 10. Generalized Accessibility Curve -67- n Results of the accessibility evaluation are listed in Tables 33 and 34. These tables show the average travel times calculated for all of the zone origins. For example, for the Street Widening Alternate an average of 9.23 minutes of travel is required to reach any opportunity within the study boundary, beginning at any of the zone origins. The Union Park Hollow Al- ternate resulted in the shortest average travel time of 8.07 minutes. TABLE 33 AVERAGE TRAVEL TIME FOR OPPORTUNITIES AND ATTRACTIONS (SHORT-RANGE EVALUATION) Alternate System Average Travel Time For Opportunities (Minutes) Average Travel Time For Attractions (Minutes) Combined Average Travel Time Short - Range Desirability Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 9.23 8.36 8.08 8.11 9.96 8.03 8.06 8.28 9.60 8.20 8.07 8.20 5.00 8.41 8.79 8.41 The medium -range evaluation was based on average area of land accessi- ble per minute of travel, with each accessible land area considered equal in potential for future development. The Shooting Club and Union Park Hollow Alternates provide the highest accessibility to land areas within the corri- dor, while the Street Widening Alternate provides the lowest accessibility (Table 34). Mil TABLE 34 AVERAGE TRAVEL TIME FOR LAND AREA ACCESSIBILITY (MEDIUM -RANGE EVALUATION) Medium - Average Travel Time Average Land Area Range Alternate for Land Area Accessible Per Minute Desirability System Accessibility (Minutes) of Travel (Acres) Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 8.57 7.20 7.21 7.40 896 1,110 1,108 1,061 5.00 9.78 9.73 8.68 Evaluation of Alternate Systems Each alternate system compared on the basis of average travel times to various centers of opportunity and attraction within the study corridor, and on relative accessibility to land areas within the corridor. Reductions in average travel times and increases in accessible land area were considered desirable features of a transportation system. For the short-range evaluation, a desirability rating of 5.00 was assigned to the alternate system which had the greatest average travel times, while for the medium -range evaluation peri- od, the alternate providing the lowest accessibility to land areas was given a neutral rating of 5.00. Desirability ratings for each of the remaining alternates were then calculated, based on their respective average travel times and land accessibility (Table 35). -68- -69- EVALUATION OF ACCESSIBILITY N a) C+-, O •r -C c tD C7)•r- E•r +) V3117 CY Medium -Range Evaluation Short -Range Evaluation +3W) c c Cr) •r •r +3 3 +•) S- s 0 •r 0 CL no LL •o Cu • cn .c C cn•r •r +) • CY a-) %- • o •r U N rC 3 Li •1 r •r C •r •r In 4-) CD CL 44 E N 4-) 4.3 r Q N O N N • CO L.0 of O+ Lo p CT N L • )� OD LC) ri N N N O LO CD CD CT CT CD. C:) O O N N N 00 M CO CO O n LCi .-+ rn r-+ L ) 00. CO CO O O O LA c0 co 00 pn i. r C o- O 0 +I C N a) +' .O C r r 0Z7 O = 0•1- 0 Q.O L • r C) r • 3 .0 C-) C S O S C/) C/) R' -70- I!" The final desirability rating for accessibility was determined by appli- cation of weight factors of 1.0 to the short-range and 2.0 to the medium - range results. These weight factors reflect the longer -range benefits of transportation improvements, including improved accessibility to presently underdeveloped areas. As shown in Table 35 the Shooting Club and Union Park Hollow Alternates are most desirable relative to accessibility and the Street Widening Alternate provides the lowest overall accessibility. Summary of Transportation Factors Table 36 summarizes desirability ratings for transportation factors. Community survey factors were applied to each of the transportation factors, to weight each factor in accordance with the priorities of the citizens of Dubuque. (Community survey factors are discussed in the section "Community Survey".) The overall evaluation of transportation factors, as shown in Table 36 includes the community survey factors. As the data indicate, the Shooting Club and Union Park Hollow Alternates are the most desirable with respect to the seven transportation factors. These alternates are followed by the Rupp Hollow Alternate, with the Street Widening Alternate being the least desirable. -71- �ca� o)as > c-0 s. •r- 5- 4-, 0 V) CCS 0 `e< >. •r N c C •r •r a) 0 ill 4-) U 5.. t .r O t 0 •r 4) C3 3 3 EVALUATION OF TRANSPORTATION FACTORS MoLIOH ddna MOLLOH 1aed U01.14 gnl3 6u1.400gS 64uap.M 4aaa4S MO L LOH ddnd MolloH 1.1ed uopup gnl3 6u pooyS 6upap.M 4aaa4S c M LLf) O N CO • Oo r® cv LP U) CY) r1 r♦ COI 1-1rer-i CM C7► i OOi N o, O Ln O r. r7i : Cr.i Lo Lci Lf) LC) N LC) L0 O N M O M O L1) C) C:) r-I C) L1i O CD LC) C:) 7® O n et 7® Ol 7o • 1-4LC) Ln I\ yd. rI Lc) ri N. '.0 01 lD r-a , LC) Cr) O LC) CO • Ln LO. Ln LIB Ln Ln r i I"e N .0- CO O.-° COCCO f O d- O Lf) L L1) Ln l0 Ln 01 CC\L ® LCv m ' o C) .-I n A Ln Lf) r-• Lf) �31 r-i o ® 0 CD 0 o O O Ln Lf) LC; I.t) Lf7 Ln LI• LL7 E> 0 so N O O Lin CD S- v o s fa r-I r-1 .- : CV r-I '-' •-I W C.)LnU_ Q Transportation Factor Fast Transportation 0 110 c: +, +' 0 ca0) 4-) fl 0 L 4.) c vt L/) 5- It S- O S- W r- a F- r . V) c +' 0 0 c a .- 1-E 0 4- 0 N r- 4- 5- 4- 4- (1 4- N W h- Driving Comfort Fuel Consumption Accessibility COMMUNITY PLANNING FACTORS The following aspects of community planning are evaluated in this sec- tion: Police and Fire Protection; Access to Public Health Centers; Solid Waste Collection and Transport; Public Utilities; Access to Existing Lands; Land Use; and Multiple Land Use. Police Protection Each of the four alternate systems was evaluated relative to police protection within the City of Dubuque and adjacent areas in the North-West Arterial corridor. The Dubuque Police Department is headquartered near the intersection of Eighth Street and Central Street. All patrol vehicles are radio -equipped and are dispatched to summons destinations from cruising locations. Back-up vehicles may be dispatched from other cruising locations or from the head- quarters location when required. Portions of the study corridor are located outside the corporate limits of Dubuque. Such areas would be under the jurisdiction of the Dubuque County Sheriff's Department, located at the intersection of Eighth and Central Streets, or of the Iowa Highway Patrol. Similar procedures for responding to calls would apply to these law enforcement agencies. Evaluation Methodology As police and other law enforcement vehicles are dispatched from various locations, the preparation of isochronal maps relative to the police depart- ment headquarters is not feasible. -72- -73- Although the driving speeds for most police department vehicles occasion- ally exceed the average driving speeds, the driving speeds for most of these vehicles would be proportional to the average driving speeds used in the Accessibility evaluation (Page 53). Thus, the isochronal maps and related data of that section were applied to this analysis. Evaluation of Alternate Systems Police protection was evaluated on the basis of average travel times to land areas within the study boundaries, as described under "Accessibility". Reductions in such travel times were considered beneficial to law enforcement and were rated accordingly. A neutral desirability rating of 5.00 was as- signed to the system with the highest average travel time, and desirability ratings for the remaining alternate systems were then calculated from their average travel times. The Shooting Club and Union Park Hollow Alternates will provide the best accessibility for police protection, while the Street Widening Alternate would be the least desirable (Table 37). TABLE 37 EVALUATION OF POLICE PROTECTION Alternate System Average Travel Time to Land Areas Within Study Corridor Desirability Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 8.57 7.20 7.21 7.40 5.00 5.80 5.79 5.68 , Protection Fire protection services within the metropolitan area are provided by the Cities of Dubuque, Asbury and Sherill. This section of the report anal- yzes the impact of the various alternate systems on fire protection. 14, The City of Dubuque is divided into nine fire districts. Six fire stations provide'coverage within the corporate limits of Dubuque: Station No. Station No. Station No. Station No. Station No. Station No. Station No. 1 - Eighteenth Street and Central Street (existing) 1 - Thirty -Second Street and Central Street (future) 2 - John F. Kennedy Road, South of Key Way Street 3 - Ninth Street and Central Street 4 - University Avenue and Grandview Avenue 5 - Grandview Avenue and Bryant Street 6 - Rhomberg Street and Marshall Street Within the City of Dubuque overlapping fire coverage is provided, with each fire district being served by a minimum of two different fire stations. Station No. 4 is a special purpose station, serving only churches, schools, hospitals and other institutions within the City. It is anticipated that Station No. 1 will soon be relocated to its future site to accomodate expansion in that portion of the City. This relocation was considered in the following analysis. The limits of protection afforded by the Dubuque Fire Department were also adjusted in the analysis, to reflect future areas expected to be annexed by the City of Dubuque. Land areas outlying the corporate limits of Dubuque to the north and west receive fire protection from the Cities of Asbury and Sherill. Areas -74- - 75- within the City of Sageville also receive fire protection from the Sherill Fire Department. Other areas surrounding Dubuque receive fire protection from the towns of Centralia and Key West, although the fire districts for those towns are outside the limits of this study. Evaluation Methodology In order to comparatively evaluate the four alternate systems relative to fire protection, travel times were analyzed. The boundaries of this study were equal to those developed in the Accessibility analysis (Page 53), and generally include the north and west portions of Dubuque and outlying areas near the proposed North-West Arterial. Isochronal maps were generated for each alternate system indicating the areas accessible from each fire station per minute of travel (Figures 11 through 14). Driving speeds used in this evaluation were equivalent to those used for accessibility. Although fire department vehicles may some- times travel faster than the prevailing vehicular traffic, in general the driving speeds of these vehicles would be proportional to other traffic. Also, the speeds of fire vehicles would be limited by such factors as con- gestion and roadway geometrics, which were considered in the driving speeds. Accordingly, no adjustment has been made in the previously established speeds for this evaluation. Isochronal lines were drawn at one -minute intervals from each fire sta- tion, extending to equal -time boundaries with adjacent fire stations or to the perimeter of the respective fire districts. The total land area accessi- ble within each successive minute of travel from the fire stations was -76- A ,IS SHERRILL FIRE ISTRI CT t - ASBURY FRSSTRICT ci 10111111 FIG. II. FIRE PROTECTION TRAVEL TIMES - STREET WIDENING. SHERRILL FIRE IQ[STRICT -74'777I-SBURY SSTRICT T i FIG. 11, FIRE PROTECTION TRAVEL TIMES - STREET WIDENING. I SCALE IN MILES 41/ /PA/ LEGEND LOCATION OF FIRE STATION -- COUNTY FIRE ZONE BOUNDARY DUBUQUE FIRE DISTRICT BOUNDARY FUTURE URBAN LIMIT EQUAL TRAVEL TIME BOUNDARY ACCESSIBILITY STUDY BOUNDARY ID DUBUQUE FIRE STATION NO. I 2D DUBUQUE FIRE STATION NO. 2 IA ASBURY FIRE STATION NO. I 4- SHERRILL FIRE 'I TRICT ~l#� ASBURY FIRE DISTRICT l rSj . 5 FIG. 12. FIRE PROTECTION TRAVEL TIMES - SHOOTING CLUB. 0 SCALE IN MILES LEGEND ■ LOCATION OF FIRE STATION COUNTY FIRE ZONE BOUNDARY DUBUQUE FIRE DISTRICT BOUNDARY FUTURE URBAN LIMIT EQUAL TRAVEL TIME BOUNDARY ACCESSIBILITY STUDY BOUNDARY ID DUBUQUE FIRE STATION N0. I 2D DUBUQUE FIRE STATION N0. I IA ASBURY FIRE STATION NO. I 0 FIG. 13. FIRE PROTECTION TRAVEL TIMES - UNION PARK HOLLOW. I SCALE IN MILES LEGEND ■ LOCATION OF FIRE STATION — — COUNTY FIRE ZONE BOUNDARY DUBUQUE FIRE DISTRICT BOUNDARY *FUTURE URBAN LIMIT 1.1.m.1••• EQUAL TRAVEL TIME BOUNDARY ommimm . ACCESSIBILITY STUDY BOUNDARY ID DUBUQUE FIRE STATION N0. I 2D DUBUQUE FIRE STATION N0. 2 IA ASBURY FIRE STATION N0. I LEGEND p ■ LOCATION OF FIRE STATION SCALE IN MILES • SHERRILL FI DISTRIC\ ASBUR��f Litt DISTRICT fi (� -COUNTY FIRE ZONE BOUNDARY .- ���-- DUBUQUE FIRE DISTRICT BOUNDARY FUTURE URBAN LIMIT ® EQUAL TRAVEL TIME BOUNDARY �• ACCESSIBILITY STUDY BOUNDARY ID DUBUQUE FIRE STATION NO. I 2D DUBUQUE FIRE STATION NO. 2 IA ASBURY FIRE STATION NO. I FIG. 14. FIRE PROTECTION TRAVEL TIMES - RUPP HOLLOW. 0 SCALE IN MILES LEGEND LOCATION OF FIRE STATION COUNTY FIRE ZONE BOUNDARY FIRE DISTRICT BOUNDARY FUTURE URBAN LIMIT EQUAL TRAVEL TIME BOUNDARY ACCESSIBILITY STUDY BOUNDARY ID DUBUQUE FIRE STATION NO. I 2D DUBUQUE FIRE STATION NO. 2 IA ASBURY FIRE STATION NO. I determined from these maps (Table 38). The travel times indicated do not in- clude the lag time between receipt of a fire call and the moment fire equip- ment leaves the respective stations. As previously indicated, each fire station serves only those areas with- in defined fire district boundaries. Presently, the Dubuque fire districts extend only to the corporate limits, although future annexed areas will be included within these districts. Certain areas bordering Dubuque to the north and west could receive faster fire service from the Dubuque Fire Depart- ment, but are located within the Asbury or Sherill fire protection districts. The isochronal maps generated for this evaluation reflect actual conditions, whereby each area is served by its own district's fire station regardless of travel times. Areas which are inaccessible to highway vehicles, including farm land, timber, hillsides and undeveloped areas were excluded from the fire protection analysis. Overall accessible area varies slightly by alternate, due to vari- ations in the proposed street extensions associated with each alternate sys- tem. Evaluation of Alternates Each alternate system was compared on the basis of average travel times from the fire stations to areas served by the respective stations. The average travel times were derived from the isochronal maps for each of the three fire departments within the study area (Table 39). An overall weighted average for each alternate system was used in determining the final desira- bility ratings. The four alternate systems are nearly equal relative to fire protection within the Dubuque and Sherill fire districts (Table 39). Each of -81- the North-West Arterial alternates provides improved fire accessibility within the Asbury fire district, with approximately a one -minute reduction in aver- age fire response times. This reflects the expected usage of the proposed North-West Arterial by the Asbury Fire Department vehicles to reach areas in their district to the northwest of Dubuque. TABLE 38 AREA OF LAND SERVED PER MINUTE OF TRAVEL FROM FIRE STATION (ACRES) Area Served (Acres) Response Union Time Street Shooting Park Rupp (Minutes) Widening Club Hollow Hollow 1 271 271 271 271 2 937 936 936 942 3 960 1,028 1,065 1,025 4 1,263 1,414 1,458 1,487 5 983 1,247 1,102 1,339 6 743 688 657 700 7 499 299 299 306 8 139 1 1 1 9 240 55 55 55 10 299 157 157 157 11 287 295 290 293 12 277 260 280 281 13 205 218 254 205 14 147 187 147 147 15 84 `84 83 84 -82- TABLE 39 EVALUATION OF FIRE PROTECTION Average Travel Times, Minutes Overall Alternate Dubuque Asbury Sherill Weighted Desirability System Fire Dept. Fire Dept. Fire Dept. Average Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 3.18* 3.02 3.02 3.09 5.10 4.19 4.19 4.17 11.49 11.55 11.52 11.48 5.19 4.84 4.84 4.86 5.00 5.32 5.36 5.34 *Average travel time in minutes. Service To Public Health Centers This section of the report evaluates the impact of the four alternate systems relative to ambulance services and public health centers. Hospitals in the Dubuque area currently include the following: Finley Hospital, 350 North Grandview; Mercy Medical Center, Mercy Drive; and Xavier Hospital, at the intersection of Davis Street and Windsor Avenue. In addi- tion, many medical and dental offices and clinics are located within the met- ropolitan area. Ambulance service for the Dubuque area is provided from several of the fire stations. Presently, one unit is garaged at the station near Central -83- Street and Eighteenth Street, and two units are garaged at the fire station near Central Street and Ninth Street. Also, one unit is available from the town of Asbury. Evaluation Methodology The impact of a transportation system on service to public health centers is directly related to the accessibility and travel times required to reach the various medical centers. Response times to medical emergencies are de- pendent on two movements: first, the time required for an ambulance to trav- el to the scene of the emergency, and secondly, the time required to reach the desired hospital. Because of the unknown location of the intermediate destinations, the development of isochronal maps relative to public health centers would not be meaningful. In consideration of the correlation between service to public health centers and community -wide accessibility, the evaluation of public health centers was based on the accessibility analysis (Page 53). Table 40 pre- sents the average desirability ratings based on combining short-range and medium -range evaluations. Solid Waste Collection and Transport The impact of the various alternate systems on the collection and trans- portation of solid waste was evaluated. Evaluation Methodology The existing site for the disposal of solid waste from the Dubuque Met- ropolitan Area is located to the northwest of U.S. Highway 20, approximately two miles southwest of its intersection with Radford Road. TABLE 40 EVALUATION OF SERVICE TO PUBLIC HEALTH CENTERS Alternate System Short -Range Medium -Range Evaluation Evaluation. Desirability Desirability Rating Rating Average Desirability Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 5.00 5.73 5.80 5.73 5.00 6.19 6.18 5.92 5.00 5.96 5.99 5.83 TABLE 41 TRAVEL TIMES FROM SANITARY LANDFILL TO ZONE ORIGINS (MINUTES) Alternate System Zone 1 2 3 4 5 6 7 8 9 10 Street Widening Shooting Club Union Park Hollow Rupp Hollow 4.6 8.1 9.8 11.2 13.2 14.4 16.2 13.3 17.3 17.1 4.6 6.1 7.8 10.0 12.3 13.5 14.7 11.9 13.4 15.7 4.6 6.1 7.8 10.0 12.3 13.5 15.0 11.9 13.3 15.0 4.6 6.1 7.8 10.8 13.1 14.3 16.1 10.9 14.9 13.8 TABLE 42 TOTAL ACRES OF LAND ACCESSIBLE PER MINUTE OF TRAVEL FROM SANITARY LANDFILL Minute Alternate System Street Shooting Widening Club Union Park Rupp Hollow Hollow 5 6 7 8 9 10 11 12 13 14 28 41 181 214 84 157 348 679 734 635 33 50 220 299 423 954 761 795 786 570 33 50 220 299 423 954 761 665 617 449 15 638 748 553 16 616 1,019 870 17 674 758 1,063 18 651 441 610 19 608 133 261 20 21 579 486 22 254 23 76 158 33 50 220 299 423 933 688 597 828 479 427 627 858 898 461 27 -86- Procedures similar to those developed under Accessibility, Page 53, were used to determine travel times from the sanitary landfill to each location within the Accessibility study boundaries. Land areas outside the aforemen- tioned boundaries were excluded from the evaluation, as such areas would have equal accessibility to the landfill site regardless of the alternate system considered. The projected travel time from the sanitary landfill to the origin of each zone was computed (Table 41). (See Accessibility, Page 53, for descrip- tion and location of zones and zone origins.) Based on these interzonal travel times and the previously developed isochronal maps, the area of land accessible for each minute of travel from the sanitary landfill was calcu- lated (Table 42). Evaluation of Alternates Average travel times from the landfill site to any point in the study area were calculated from the Table 42 data. The calculation method is de- scribed in Accessibility, Page 53. Desirability ratings were then deter- mined for each alternate system, based on the projected average travel times (Table 43). Public Utilities This section of the report evaluates the impact of each alternate sys- tem on public utilities. The analysis includes the investigation of the various utility lines, including water, gas, electric, telephone and sewer lines, and their location with respect to existing and proposed rights -of - way and street locations. -87- TABLE 43 EVALUATION OF SOLID WASTE COLLECTION AND TRANSPORT Alternate System Average Travel Time Desirability to Sanitary Landfill Rating Street Widening Shooting Club Union Park Hollow Rupp Hollow 15.04 min. 12.61 min. 13.00 min. 13.03 min. 5.00 5.95 5.80 5.75 Evaluation Methodology Existing utilities in the vicinity of the proposed North-West Arterial alignments are shown in the drawings entitled "Affected Properties, Drain- age and Utilities" in Volume II of this report. Cost estimates for relo- cation of utilities, where required by the North-West Arterial construction, have been prepared for each alternate alignment. Storm sewer reconstruction and new storm sewer costs are incorporated into the estimated costs for drainage in the various alternate systems, and are not repeated in this sec- tion. Proposed relocations for gas, water, telephone and electric utilities are not shown on the drawings; however, the costs for raising, lowering, re- aligning or otherwise reconstructing such utilities has been estimated. The following utilities have been considered for relocation for the North-West Arterial alternates: 1. Electric transmission and distribution lines near Station 25+00 (All alternates) -88- 2. Electric transmission and distribution lines near Station 40+00 (All alternates) 3. Electric, water and telephone lines at Asbury Road crossing (All alternates) 4. Electric transmission line near Station 5. Electric transmission line near Station 6. Electric transmission line near Station and Shooting Club Alternates) 7. Water, gas and telephone lines at John F. Kennedy Road crossing (Union Park Hollow and Shooting Club Alternates) 8. Electric transmission line between Station 205+00 and 225+00 (Union Park Hollow Alternate) nate) nate) 140+00 (Rupp Hollow Alter- 170+00 (Rupp Hollow Alter- 130+00 (Union Park Hollow In addition to the above, various other utility relocations will be re- quired for the widening of streets. An allowance of $1,500 per station of widening was estimated for utility relocation and reconstruction on each street to be widened, with an additional $3,000 estimated for each intersec- tion improvement. The anticipated utility relocation includes raising or lowering of manholes, relocating fire hydrants, power poles, traffic signals and other utility appurtenances. Evaluation of Alternates Desirability ratings were determined for each alternate system in pro- portion to the total estimated costs for utility relocation. A neutral de- sirability rating of 5.00 was assigned to the Street Widening Alternate, and each remaining system was compared accordingly (Table 44). -89- TABLE 44 EVALUATION OF PUBLIC UTILITIES Alternate System Estimated Cost of Utility Relocation Arterial Alignment Basic Street Additional Widening Widening Total Desirability Cost Rating Street Widening $ 0 Shooting Club 54,600 Union Park Hollow 73,250 Rupp Hollow 36,650 $654,000 $193,500 $847,500 654,000 114,000 822,600 654,000 115,500 842,750 654,000 115,500 806,150 5.00 5.15 5.03 5.26 Development Pressures Transportation accessibility is a major factor in determining how an area develops. Improved transportation can spur development of new areas= and produce pressures for redevelopment of existing developed areas. This section of the report presents the relative demand for development antici- pated with the various alternates through the use of the index of develop- ment pressures. The index of development pressures is a probabilistic indicator for development of agricultural or vacant land and is not a measure of the way in which that demand might be satisfied. It is merely a relative measure among zones and not an indicator of actual development potential. No evalu- ation of the alternates will be made based on this index. Development pressures for 10 zones were computed. The zones used were approximately those developed under the "Accessibility" section of this re- port. The formula used in computing the index of development pressure is: Uk Dj/Tkj j=1 m m Uk Dj/Tkj k=1 j=1 Where: Uk = Undeveloped acreage available for development in zone "k". D. = Developed acreage in zone "j". Tkj = Travel time, or other transportation impedance measure, from zone "k" to zone "j". -90- inn -91- Analytic properties of the formula are: 1. Index number increases as Uk increases. 2. Index number increases as D. increases. 3. Index number decreases as Tkj increases. 4. Index number is normalized. Figures 15 through 18 show the ranges of development pressures for the zones for each of the alternates. In general, the indices were divided into groups of somewhat equal pressure for development. Zones II, III and VIII show the highest development pressures under all of the alternates. Zones I, V, VI, VII, IX and X have relatively low development pressures due to their low developable areas. Their relative ranking does, however, vary among the alternates. Table 45 provides a summary of the development pres- sures for the various zones for each alternate. Land Use The following discussion concerns the effect of the various alternates on present and future land use in the study corridor. The general objectives of land use planning include the following: 1) Recognize the diversity of elements of the system (which may be con- flicting) and through good planning provide orderly growth and development; 2) Recognize land as a natural resource and conserve it; 3) Preserve and create amenities to satisfy the needs of increased leisure time; 4) Provide the opportunity and the required service to the residents to participate fully to the maximum range of activities; 5) Promote sound economic principles in the development of the land; 6) Provide service to the residents with progressive planning and minimum conflict. -92- TABLE 45 INDEX OF DEVELOPMENT PRESSURE Alternate Street Widening Shooting Club Union Park Hollow Rupp Hollow Zone No. 4-) .P +.4 4-0 0E s C -I-)c E+E+ + 4-o 4-C oEsW Cr) Rs o CLS- Cr) et oasCr) o = c c o c c c o= c c c o c c c Xr N r•r i Xr N •r •r i Xr- V) •r •r 5- Xr U) •r•r C (U N V) :ricsC tN N U) Y s NN N N Y- W W NU ..le.: LT)>N +�'Q 4)C1 > - >NC4 )i- a"� wi.i.i->S- •rrF�+p�d�d0-+Od C43d . �3d-+cad3d I 0.0146 8 0.0216 6 0.0291 6 0.0334 7 II 0.2682 1 0.2314 2 0.2494 2 0.2102 3 III 0.2644 2 0.3294 1 0.2911 1 0.3566 1 IV 0.1044 4 0.1491 4 0.1469 4 0.0715 4 V 0.0471 5 0.0089 9 0.0095 9 0.0345 6 VI 0.0110 9 0.0361 5 0.0358 5 0.0090 8 VII 0.0018 10 10 0.0011 10 0.0023 10 VIII 0.2397 3 0.2025 3 0.2077 3 0.2432 2 IX 0.0163 7 0.0118 7 0.0179 7 0.0353 5 X 0.0168 6 0.0093 8 0.0113 8 0.0040 9 -93- SCALE IN MILES DARKER SHADING INDICATES A HIGHER INDEX OF DEVELOPMENT PRESSURE. FIG. 15. INDEX OF DEVELOPMENT PRESSURE - STREET WIDENING a FIG. 16. INDEX OF DEVELOPMENT PRESSURE — SHOOTING CLUB SCALE IN MILES DARKER SHADING INDICATES A HIGHER INDEX OF DEVELOPMENT PRESSURE. SCALE IN MILES NOTE: DARKER SHADING INDICATES A HIGHER INDEX OF DEVELOPMENT PRESSURE. FIG. 17. INDEX OF DEVELOPMENT PRESSURE - UNION PARK HOLLOW 1 SCALE IN MILES FIG. 18. INDEX OF DEVELOPMENT PRESSURE - RUPP HOLLOW NOTE: DARKER SHADING INDICATES A HIGHER INDEX OF DEVELOPMENT PRESSURE. I I 0 SCALE IN MILES DARKER SHADING INDICATES A HIGHER INDEX OF DEVELOPMENT PRESSURE. Transportation arteries provide a service and are major elements of the land use planning process and should be assessed within the above -stated guidelines. Social and economic factors and natural restrictions are also important considerations to be considered. Additional and more specific goals of land use planning were provided by the City of Dubuque and are outlined below. Land Use Planning Goals for the City of Dubuque The City of Dubuque, through the Department of Planning and Zoning and the East Central Governmental Association, professipnal staff and citizen input, is responsible for developing a long-range land use plan and policy for the community. The Dubuque Annexation Study, 1976, prepared by the Dubuque Department of Planning and Zoning, is a recent feasibility plan that pertains to land use and future of the North-West Arterial corridor. West Arterial as an integral element relative to land use included in the to attain an optimum future land use expansions of the City, including portions This plan included the proposed North - of future development. Some of the goals annexation study are as follows: 1) Strive development pattern which addresses the physical, social and economic needs of the citizens while enhancing the quality of life in the community; 2) Encourage future development which provides for proper protection, conservation and management of the area's natural beauty and sources; 3) Utilize the provision of public facilities, utilities, and services in a manner which insures that growth will be least costly for the community; 4) Development to be consistent with the levels of service desired by the community; 5) that the community's environmental resources and agricultural productivity be protected to the greatest possible extent; and 6) Promote development near planned roadway corridors and concentrate new traffic in areas where roadway capacity has already been anticipated. -98- Additional features and objectives of the conceptual plan portion of the aforementioned Annexation Study for the year 2000 include the following: 1) A trend toward more compaction of urban growth to be fostered by restricting development in uneconomical growth sectors and providing full urban services to areas where development is desired; 2) To preclude development of heavily - forested, steep hillsides and floodplains along interior streams; 3) To respond to community goals for economic stability and continued moderate growth, in part, by identifying outlying areas suitable for industrial and commercial uses; and 4) To address the continuing need for land for high -density housing. The annexation plan also considered the development of sanitary sewer districts in the growth sectors and further identified that area with natural drainage north from Rupp Hollow Road and Asbury Road and Northwesterly from the north -south portion of John F. Kennedy Road as not being economically capable of being served by sanitary sewers. This drainage area contributes to the Little Maquoketa River. It goes on to state that an appropriate local land -use policy would discourage development of this drainage area and that agricultural and other very low -density uses should be planned to avoid major public improvement costs. The conceptual land use plan further indicates that the agricultural land in the North-West Arterial corridor is expected to develop as residential. High densities would occur near proposed intersections of the North-West Arterial and lower densities between intersections. By the year 2000, agri- cultural land would be reduced to one half of current acreage in the corridor. In addition to the Annexation Study, the value of recreation and open spaces to future land use planning in Dubuque has been emphasized by several reports prepared for the City of Dubuque. The Recreation and Open Space - Plan, City of Dubuque (1973) states that: "Preservation of Dubuque's natural environment will be a principal determinant of the City's future character. Natural preserves can be used to define and border residential neighborhoods, to enhance their long-term value and stability and to provide a basis for a system of continuous open spaces. . . . additional open space for both immediate and future use is necessary in the rapidly developing fringe areas to the west, south and north. Coordinated acquistion and development of school, park and playground sites can go far toward minimizing the economic burden involved." Current Land Use in the North-West Arterial Corridor The transportation corridor includes the fringe of the current City limits of Dubuque. Less than 20 percent of the land has been converted to urban use. Another 50 to 60 percent is agricultural and the remainder is open space. This open space is loosely defined and includes both drainage areas and steep slopes (grades greater than 20 percent, refer to Figure 27, part 2). These slopes and drainageways have very limited development potential and should be considered a resource to be conserved. Existing residential areas within the corridor range from a density of four to six units per acre (near Admiral Street) to less than two units per acre near the intersection of Thirty -Second Street and John F. Kennedy Road. Evaluation Methodology The evaluation of alternates includes the use of Index of Development Pressure data (discussed in the previous section) and current and future land use patterns in the study corridor. The Index of Development Pressure gives the probable trend expected in land changes. As a relative measure among zones, it reflects the extent that development may occur on vacant and agricultural land. Travel time and the amount of developed and undeveloped acreages for each zone determine the index. It is not a measure of the way in which demand for development might be satisfied. The evaluation was also based on the degree to which the systems conformed to the following factors: 1. Changes in accessibility. Increased accessibility usually benefits land use, while delayed accessibility may have harmful side effects. Increased accessibility also provides high development pressures to sections of land. Demand for properties zoned at a higher land use provides pressure for zoning changes, raising the value of land and resulting in gain for some property owners. 2. When a highway bisects a portion of land, the remaining segments must have adequate size, access and services to maintain the previous land use. If these criteria are not met, these segments may either increase in value by going to a more intensive land use or deteriorate in value. 3. From the aspect of land use, the preferred location for a highway is to separate two differently zoned areas. 4. Land use adjacent to intersections is usually affected more than the rest of the alignment as commercial enterprises are attracted to intersections. 5. Areas between intersections may be adversely affected by the proximity of the highway. 6. Concurrent development of the transportation artery and land use is highly recommended. Existing and future land use maps (Figures 14a and 14b of the Environmental Impact Study) for Dubuque (from Dubuque Annexation Study, 1976) were used to evaluate the above factors. -101- Evaluation of Alternates The alternate alignments of the North-West Arterial exhibit variations in accessibility, number of major intersections and effects on existing -land uses. Although no existing residential areas are bisected, several existing farms are divided. The Rupp Hollow Alternate affects the most agricultural land (refer to section on Agricultural Productivity) segments remaining east of the north -south portion of its alignment may be subject to change in land use. Particularly sensitive would be 25 acres bounded by Clay Hill Road, John F. Kennedy Road, Derby Grange Road and the Rupp Hollow Alternate of the North-West Arterial. All of these farms are in the Little Maquoketa watershed where the City's development objective is to maintain the present agricultural use. The East-West Segment would result in loss of access to certain pieces of land adjacent to Marshall Park and the YMCA camp. These parcels could be used as borrow sites and landscaped to serve as possible expansion areas and buffers to the recreation areas. A proposed low -density residential zone south of the Union Park alignment is restricted by steep slopes to narrow strips along ridge lines. The Union Park Hollow Alternate would be a northern boundary and barrier for this development area. The Shooting Club Alternate would divide this area, but increase the potential accessibility of future residences to adjacent open spaces. The results of the Index of Development Pressure data give the probable trend expected in land changes (see Table 45). Both the Union Park Hollow Alternate and Street Widening Alternate would have similar effects on land development. The improved accessibility of Zone III for both Rupp Hollow -102- and Shooting Club Systems would create the highest development pressure. In general, the northwest sectors (Zones II, III, VIII) have higher indices for the Union Park Hollow and Street Widening Alternates, indicating a more uniform rating. The only other rating variations occur in zones with lower ratings. Zone IV rated lower only for the Rupp Hollow Alternate. This zone contains the existing John F. Kennedy Road and Thirty -Second Street intersection. Reduction of development pressure could avoid possible land use changes in a stable existing area. Zone VI is rated higher for the Shooting Club and Union Park Hollow Alternates. The Grandview extension is located in Zone VI. Although more ridge land is accessible for development, the zone retains a lower index than the northwest zones. Desirability ratings for the alternate systems are included in Table and were based on the Index of Development Pressure data (Table 45) and the evaluation of the land use planning factors and criteria listed at the beginning of this section. Multiple Land Use. The development and integration of the arterial right-of-way with compatible land uses is a desirable feature of the highway. The area of this multiple land use may be limited to the right-of-way or it may include both highway and adjacent land. Compatible land uses may include parking, parks and playgrounds, bicycle trails, open spaces, wildlife habitat, utility corridors, railroads and public buildings. Evaluation of Alternates The development of multiple land uses in the Street Widening System is limited. The additional right-of-way required will encroach on existing areas of multiple land use. For example, the widening of Thirty -Second Street from Grandview to Central would affect wooded open space. -103- Although a high percentage of undeveloped land exists adjacent to the arterial alignments, potential for multiple land use is limited to parks, open space, wildlife habitat and utility corridor. The North -South Segment to Asbury Road and part of the Union Park Alignment will include an existing 69 KV power line. Between Pennsylvania Avenue and Asbury Road opportunities exist to integrate a linear park and right-of-way planting near a developing residential area. Irregular land segments near Marshall Park and the YMCA camp are suggested as borrow areas and would offer expansion and buffer zones to the recreation areas. Other excess right-of-way land, particularly in Rupp Hollow, is inaccessible and would serve as open space. Planting of native vegetation along the arterial would provide some wildlife habitat near existing open spaces. The desirability rating for multiple land use is included in the desira- bility ratings for land use (See Table 46). -104- DESIRABILITY RATINGS FOR LAND USE EVALUATION rn-- V) Cr . LC) a o •r 0 O = C•) CY) d' Cr •r 1--1 • . • I 'CS d- Ln LC) �t L (:1 r1 c •r CY •--•-• RI N J Desirability Rating By Zone fts Cl . LC) o 0 4-, • O M (). d' - F- C'I- LC) LC) d- x x I O o 0 LC) LC) LD LC) N H 0 N H a) 0 Lt) o 0 0 d• d' LC) N 0 0 0 0 VD L • d' CV) LC) o O o 0 d' LC) LC) Cr) LC) O O O LC) 0 0 0 0 LC) n C� LC) t` h r\ Street Widening -105- Shooting Club Union Park Hollow 3 0 0 0_ 0 ss to Urban Land Construction of the various alternate alignments of the North-West Arterial will result in changes in existing land access near the respective alignments. This section of the report evaluates the impact of such changes in land access. Evaluation Methodology Existing land access will be altered in several ways by the proposed construction alternates. Due to the proposed alignment and grades of the various alternates, some parcels of land will be divided, with resultant loss of existing access roads and drives. Some of these properties will be in- cluded in the right-of-way acquisition of the project, for uses such as borrow areas or as additions to the City's parks and open spaces system. Parcels which are so purchased for right-of-way are considered separately under other sections of this report (Social and Environmental Factors, and Right -of -Way Costs) and no further evaluation is included in this section. Properties which are not considered for right-of-way purchase will be provided with access, although such access may not be identical to the exist- ing conditions. In some locations, new access roads are recommended to be constructed, thereby providing essentially the same access as existing con- ditions. The impact on such properties, relative to access, is considered to be minimal. Due to topography and related design considerations, other properties may require relocation of existing access roads or provisions for one-way access onto the North-West Arterial. (One-way access would result whenever a driveway was connected directly to the North-West Arterial with- out a median break, thereby preventing vehicles from turning left upon -106- entering or departing from the Arterial.) Access to property was considered to be relocated whenever access was provided via a different street compared to existing conditions, or if the proposed access roads would require addi- tional travel distance compared to existing conditions. In the short-range period, changes in access such as those described above may be a detriment to a property. For example, a farm drive may be relocated, requiring additional travel to continue farming a particular field. In the long-range period, relocated and improved access to a property will enhance its development potential and thus be an asset to the property. As indicated under "Land Use," the majority of land surrounding the Union Park Hollow and Shooting Club Alternates is designated as future resi- dential land. Thus, both of these alternates will enable the continuation of the City's current growth pattern by providing access to new, presently inaccessible but developable land. The southerly portion of the Rupp hollow Alternate also is predominantly residential, although the northerly half of this alternate will remain agricultural or open space according to the future land use plan. Evaluation of Alternates The evaluation of access to urban land was divided into short-range (0-5 years following construction) and medium -range (6-20 years) evaluation periods. In the short-range period, the alternate requiring the least changes in existing land access was considered most desirable. For the me- dium -range period, the alternate providing improved access to the most de- velopable land was considered the most desirable. (Developable land includes all future residential, commercial and industrial land uses.) -107- Short-range desirability ratings for the various alternates were deter- mined by comparing the number of properties affected by access changes to the total number of affected properties. Approximately 68 properties are partially affected by the three North-West Arterial alignments, excluding those properties requiring full acquisition. A neutral desirability rating of 5.00 was assigned to the Street Widen- ing Alternate. Desirability ratings for each remaining alternate were based on the number of access changes compared to the average of 68 partially af- fected properties. (Only properties affected by the North-West Arterial alignments have been included. The effects of the various street widening projects will depend on the final design of the respective improvements.) Medium -range desirability ratings were based on the estimated area of developable land to which access will be improved by the North-West Arterial. A neutral desirability rating of 5.00 was again assigned to the Street Widen- ing Alternate. For each of the North-West Arterial alignments, the length of roadway which traverses developable land was compared to the total length of roadway, and desirability ratings were determined accordingly. Land which abuts on the proposed roadway will generally receive improved accessibility, and the alternate which serves the most such land was considered the most desirable. Weight factors of 1.0 and 2.0 were applied to the short- and medium - range periods respectively, to account for the differences in short- and longer -range effects of the project. The final evaluation, including weight- ed ratings and overall desirability ratings, is shown in Table 47. -108- Alternate TABLE 47 EVALUATION OF ACCESS TO URBAN LAND Short -Range Evaluation Medium -Range Evaluation 4-- ) 4-1 3 0 3 0 W V) a) V) (i) •r ▪ C.)•r a) S- >1 4-, c>; F) o a) +-) a) -V a) < 0 r-• c p4_, oA aC .0 o a 3 r o S- c 0 1 (C$ a) •r •r . a) 4.) (4_. VI 4-) ZocC 0 I-¢ C)CX Weight Factor v r- >1.0 3 n "0 0 Mr- O a) CC > V) a) a) 0 L c j-) •r w O > 10 cs`c a)a)a) J N J Desirability Rating Weight Factor Combined Overall Weighted Desirability Rating Rating Street Widening 0 0 0 5.00 1.0 0 5.00 2.0 15.00 5.00 Shooting Club 2 0 2 4.85 1.0 3.98 8.98 2.0 22.81 7.60 Union Park Hollow 3 0 3 4.78 1.0 3.98 8.98 2.0 22.74 7.58 Rupp Hollow 4 12 16 3.82 1.0 1.70 6.70 2.0 17.22 5.74 Summary of Community Planning Factors The overall evaluation for community planning factors is presented in Table 48. Desirability ratings for each subfactor were weighted in accor- dance with the community survey factors. Explanation of evaluation methodo- logy appears in Summary and Evaluation section of this report. The final desirability ratings indicate that the Union Park Hollow and Shooting Club Alternates are most desirable relative to community planning factors, with nearly equal ratings. The Rupp Hollow Alternate is the next most desirable, while the Street Widening Alternate is the least desirable alternate. -109- ur m Unweighted Desirability Ratings 0 C1 r CL CC _ 0) •r 4-, 0 .0 0 r V) U O a) a) S- {-)•r Ln 3 E a) 1-i LO Gi' LC) O LC) .--1 Lc) r 1 N. CO N (.0 CS' 0) O tr) L0 LC) CO Ln t0 0) N O 1,0 M LC) .--t Ch LC) c - CO *Cr O• - c O 01 c LO CO U) CO LO CO 0) O .-I Cr CO O 01 O LC) • CO L[) r-1 LC) LC) LO O O 01 01 1., O 4.0 C) LO 01 CO CO CO LC) L0 L1) 1• ct L0 • CO CO r. LO N n • LC) L!) LC) L0 dr L0 LC) LC 01 VD 01 cv) CO r� C`') 01 03 LO0 O LCO LC) LO • LC) LA LO • LC) n LC) O (NJ (.0 LC) Lf) Lo O d CO CY) 01 0) co') ri 1.0 03 O Lc) LC) L.LO LC) LC) N. L1) O 0 0 0 O O CD r-1 O O o .4- O o 01 • LC) LO 4.0 LI7 cS- LO L.O 0) 0) - r` • r\ • r-1 .- : r-i Police Protection Fire Protection Public Health Centers -110- r-1 O LC) - O LC) .--� r♦ r1 r-1 Public Utilities Access to Urban Land