Loading...
Dubuque Northwest Arterial from US Hwy 20 in vicinity of Crecent Ridge Rd to US hw 52 IA Hwy 3 northerly of W 32nd St - Administrative Action Draft Environmental Impact Statement April 1978FHWA-IOWA-EIS-78- 01-D II1iJIIJ(1hIiE NORTH-WEST ARTERI'' FROM: U.S. HIGHWAY 20 IN VICINITY OF CRESCENT RIDGE ROAD TO: U.S. HIGHWAY 52-IOWA HIGHWAY 3 NORTHERLY OF WEST THIRTY-SECOND STREET DUBUQUE COUNTY ADMINISTRATIVE ACTION DRAFT ENVIRONMENTAL IMPACT STATEMENT U.S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION IOWA DEPARTMENT OF TRANSPORTATION HIGHWAY DIVISION CITY OF DUBUQUE, IOWA SUBMITTED PURSUANT TO 42 U.S.C. 4332 (2)(c), 23 U.S.C. 128 (a) AND 16 U.S.C. 470 (f) APRIL, 1978 Technical studies used in the preparation of this report and appendices were developed by the firm of BRICE, PETRIDES & ASSOCIATES, ANC, FHWA-IOWA-EIS-78-01-D Federal H19I1wa,Y Administration Region 7 DUBUQUE NORTH-WEST ARTE R 388.120977739 DUB Iowa Boi; Dubuque North-West Arterial ;r Dubuque (City) Dubuque North-West arterial: appendix to draft environmental impact From: U.S. Highway 20 in Vicinstatement of Crescent Ridge Road Tq: (J,f Highway $2-JRwa Highway 3 Northerly of West Thirty -Second Street DUBUQUE COUNTY ADMjINI$TRATIVE ACTION DRAFT ENVIRONMENTAL IMPACT STATEMENT U.S. DEPARTMENT OF TRANSPORTATION Federal Highway Administration IOWA DEPARTMENT OF TRANSPORTATION Highway Division CITY OF DUBUQIJE, IOWA submitted pursuant to 42 U.S.C. 4332 (2)(C) 23 U.S.C. 128 (a), 16 0,S.G. 470 (f) 12(r/� DATE DUBUQUE UE3EJC LI FOR THE DIVISIADMINISTRATOR FEDERAL HIGHWP(h' ADMINISTRATION Ifo V. DRAFT ENVIRONMENTAL IMPACT STATEMENT TABLE OF CONTENTS SUMMARY Page 1 Description of Action 2 Actions Required by Other Federal Agencies..., Summary of Environmental Impacts Summary of Major Alternatives List of All Entities Solicited for Comment 2 2 3 4 NEED FOR PROJECT , 5 Dubuque Metropolitan Area Transportation Plan 5 Cooperative, Comprehensive and Continuous Planning..., Traffic Conditions 7 DESCRIPTION OF PROPOSED ACTION 18 SOCIAL, ECONOMIC AND ENVIRONMENTAL CONTEXT OF THE AREA, 22 Natural Environment of Project Area ,..,.T...T „ •,• 22 Social Environment of Project Area 28 Population 29 Housing p 30 Transportation 31 Recreation , 31 Cultural, Public and Community Facilities 34 Aesthetics 35 Economic Environment of Project Area ,. 36 Labor Force and Employment 36 i 79C 4565 6 Page Retail Sales 37 Land Values and Tax Base 38 LAND USE PLANNING 40 PROBABLE IMPACTS OF THE PROPOSED ACTION ON THE ENVIRONMENT r ,'.••r•T•••� " " 46 Natural, Ecological, or Scenic Impact...,., 46 Geology and Soils Impact ,.r, 46 Vegetation Impact , 48 Impact on Fauna , , ,..., 53 Agricultural Impact 63 Scenic Impact , , 64 Relocation Impact ,..,., 67 Social Impact , , ,•, 68 Economic Impact '•' 69 Business Activity 69 Employment ,•• f••••ttr T .••• 70 Property Values 70 Tax Base 71 Air Quality Impact , , ,.... 71 Noise Impact , ,... 73 Water Quality Impacts , ,..,..,.,... 78 Flood Hazard Evaluation , 80 Construction Impact r...., 82 ALTERNATIVES 86 General 86 Alternatives Considered 87 General Descriptions 88 ii Page Descriptions of Alternatives Considered and Selected For Further Detailed Evaluation 99 Descriptions of Alternatives Considered and Not Further Evaluated in Detail 121 Alternatives Considered, Partially Evaluated and Deleted From Further Evaluation 126 Design Criteria Soil Data Interim Transportation System Deficiencies 128 129 129 Probable Beneficial and Adverse Effects of Alternatives 139 Effects on Natural, Ecological or Scenic Resources 139 Effects of Relocation r , ,., 06 Effects on Economic Factors ,,,.., r 147 Effects on Air Quality 151 Effects on Noise ,,, ,..,.,.., 152 Effects on Water Quality 154 Effects on Transportation Factors 155 Effects on Community Planning Factors....r., , 160 PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE AVOIDED , 163 RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF MAN'S ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY 185 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES 167 IMPACT ON PROPERTIES AND SITES OF HISTORIC AND CULTURAL SIGNIFICANCE 169 Historical -Architectural Sites ,.,, 169 iii Page Archaeological Assessment 177 COMMENTS AND COORDINATION 179 APPENDIX A - Traffic Volumes A-1 APPENDIX B - Photographs of Alignments B-1 APPENDIX C - Coordination Letters C-1 APPENDIX D - Photographs of Cultural Resource Sites D-1 APPENDIX E - Route Preference Survey E-1 iv 1 LIST OF FIGURES FIGURE NUMBER TITLE Page la North-West Arterial Alternates 3a 1 Location of Dubuque Metropolitan Area 7 2 Location of Project Corridor Within Dubuque County 8 3 Major Metropolitan Transportation Corridors 9 4a Levels of Service Characteristics, Levels A, B and C. 11 4b Levels of Service Characteristics, Levels D, E and F. 12 5a Existing Street Network 14 5b 1990 Street Network 15 6 Levels of Service, Do Nothing Alternative 16 7 Location of Project Corridor 19 8 Map Showing Major Traffic Generators 20 9 Location of Major Industries in City of Dubuque 21 10a Geologic Map of Project Area 22 10b Areas of Natural Vegetation, Croplands and Wildlife Habitat in Project Area 27 11 Location Map of Existing Parks and Recreation Areas in Metropolitan Area 32 12 Location Map of Existing Parks and Recreation Areas in Corridor 33 13 Existing Schools and Churches in Project Area 35 14a Existing Land Use Map 44 14b Future Land Use Map 45 15 Streets and Sensitive Sites Included in Noise Evaluation 76 16 Planned Street Network 92 17 Basic Street Widening 93 Page 18 Additional Street Widening, Widening of Existing Streets Alternate 94 19 Additional Street Widening, Rupp Hollow Alternate 95 20 Additional Street Widening, Union Park Hollow Alternate 96 21 Additional Street Widening, Shooting Club Alternate 97 22 Alternatives Considered and Selected for Future Detailed Evaluation 98 23 Example of Traffic Movement at Intersection (with 40-foot Median) 113 24 Example of Traffic Movement at Intersection (with 16-foot Median) 114 25 Alternatives Considered and Not Further Evaluated or Partially Evaluated and Deleted from Further Con- sideration 125 26 Interim Condition Deficiencies for 1975 Street Network with Rupp Hollow Alternate 132 27 Interim Condition Deficiencies for 1975 Street Network with Union Park Hollow and Shooting Club Alternate133 28 Cultural Resource Sites Within the North-West Arterial Corridor 176 A-1 Location of Traffic Volumes Tabulated in Table A-1 A-2 B-14% Sites for Photography B-2 B-2 14e Photographs of the Project Corridor B-3 D-1 Cultural Resource Sites, Group I. Sites 5, 6, 11, 16.. D-1 D-2 Cultural Resource Sites, Group II. Sites 1, 3, 4, 8D-2 D-3 Cultural Resource Sites, Group II. Sites 9, 10. Group III. Site 2 D-3 E-1 Route Preference Survey E rrn vi SUMMARY Federal Highway Administration Administrative Action Environmental Statement ( X ) Draft ( ) Final ( ) Section 4(f) Statement Attached Additional information regarding this statement and/or Appendices to this E.I.S. can be obtained from: Michael A. Koch City Engineer City of Dubuque City Hall Dubuque, Iowa 52001 Telephone: 319-583-6441 Harold Schiel Urban Systems Engineer Iowa Department of Transportation Highway Division Office of Urban Systems Ames, Iowa 50010 Telephone: 515-296-1412 H.A. Willard Division Administrator Federal Highway Administration Ames, Iowa 50010 Telephone: 515-233-1664 -1- [l� Description of Action This project pertains to the construction of a divided four -lane high- way facility beginning at U.S. Highway 20 in the vicinity of its intersection with Crescent Ridge Road in the westrcentral portion of Oubuque, and pro- ceeding northerly and then northeasterly to intersect with U.S. Highway 52 - Iowa Highway 3 northerly of West Thirty -Second Street, a distance of approx- imately 5,0 miles. The project is located within the Dubuque metropolitan area in Dubuque County, State of Iowa. Actions Required by Other Federal Agencies - p.$, Army FQrps of Engineers (494 Permit) (Borderline requirement, may not be required) Summary of Environmental Impacts Environmental impacts from the project will include the acquisition of developed and undeveloped land fqr risht-of-Way purppses, and the relocation of a relatively small number of residences (2r21) and businesses (1-2). Each alternative involves the acquisition of good agricultural land (133r 144 acres). Construction of this project will result in loss of native vegetation (11-17 acres), wildlife and wildlife habitat, and change the visual aspects of portions of the corridor. Noise and air quality would deteriorate in areas near the proposed alternatives, while improving somewhat in other areas. During the construction phase, noise, air pollution, deterioration of surface water quality, street closures and utility disrupr tions will temporarily be experienced, Benefits of the project would include reduced traffic congestion on local streets, reductions in travel time, fuel consumption and automobile -2- operating expenses and improved accessibility for the metropolitan area. The North-West Arterial will also provide the backbone for future develop- ment in the northwest portions of the metropolitan area. Summary of Major Alternatives Three alternatives for the North-West Arterial have been considered in detail (see Figure la). The Rupp Hollow Alternate begins at the southerly terminus at U.S. Highway 20 and proceeds northerly to north of Asbury Road, then curves northeasterly and generally follows existing Rupp Hollow Road to its intersection with U.S. Highway 52. The Union Park Hollow Alternate begins at the same location on U.S. Highway 20, then proceeds northerly and northeasterly, crosses John F. Kennedy Road to the north of Thirty - Second Street and generally follows Union Park Hollow, terminating near the intersection of U.S. Highway 52 and John F. Kennedy Road. The Shooting Club Alternate is similar to the above from the southerly terminus to east of John F. Kennedy Road, then departs from the Union Park Hollow alignment and generally proceeds along another valley, terminating at U.S. Highway 52 near the Dubuque Shooting Society clubhouse. In addition to the three North-West Arterial alternates, two alter- natives which exclude the North-West Arterial have been considered. These include Widening of Existing Streets and a "Do Nothing" or "status quo" alternative. -3- FAANT_ SRALE IN -Ma ES CRESCENT RIDGEi FIG. 1A. NORTH-WEST ARTERIAL ALTERNATES WALE IN MILES List of All Entities Solicited for Comment Federal Agencies: Department of Housing and Urban Development Department of Agriculture Department of Interior Department of Health, Education and Welfare Environmental Protection Agency Army Corps of Engineers Federal Aviation Administration Federal Railroad Administration Urban Mass Transportation Administration State Agencies: Iowa Development Commission Iowa Department of Soil Commission Iowa Conservation Commission Iowa Natural Resources Council Iowa Department of Environmental Quality Iowa State Historical Society State Historic Preservation Officer Office of State Archaeologist Iowa Department of Agriculture Local Agencies: Dubuque County Board of Supervisors East Central Intergovernmental Association Mayor of Dubuque Mayor of Asbury Dubuque County Conservation Board Dubuque County Historical Society Others: Dubuque Chamber of Commerce Dubuque Industrial Bureau Dubuque Area Industrial Development Corporation -4- NEED FOR PROJECT The need for a new or improved highway facility from U.S. Highway 2Q in the west -central region of Dubuque to U.S. Highway 52 T Iowa Highway 3 in the northern portion of Dubuque was pointed out by the Dubuque Metro- politan Area Transportation Plan and the subsequent continuing, coordinating and comprehensive planning process. Dubuque Metropolitan Area Transportation Plan The Dubuque Metropolitan Area Planning Commission was established in 1965, under the Iowa Metropolitan Planning Act of 1963, to carry on a wide range of planning activities including transportation planning and tp re- ceive and disburse planning funds. This Commission subsequently initiated an areawide transportation study as mandated by the Federal -Aid Act of 1961. In 1974, by mutual agreement of the participating units of local government, this Planning Commission was dissolved and its authority and resources were transferred to the East Central Intergovernmental Association (ECIA). The resulting areawide Dubuque Metropolitan Area Transportation Study, Green Engineering Company, Inc., February, 1970, was approved and adopted by the Dubuque Metropolitan Area Planning Commission through its Joint Policy and Joint Technical Committees. The Transportation Plan used data from the Dubuque Metropolitan Area Origin and Destination Traffic Report, dated February, 1967, as prepared by -5- UPI UPI 110 1111 MIN Iowa State Highway Commission. The Transportation Plan also included in- ventories of the then existing streets and highways relative to facility width, length, direction of travel, number of lanes, speed and other charac- teristics. Also considered in the formulation of the 1990 Transportation Plan were existing transit usage and forecasted land development, employ- ment, population and traffic demands, including various modes of travel. Figure 1 indicates the location of the Dubuque metropolitan area in the northeastern region of Iowa, while Figure 2 indicates the location of the corridor of the proposed action in Dubuque County. Figure 3 indicates the corridor of the proposed action and includes other major elements of the adopted and approved 1990 Transportation Plan. Cooperative, Comprehensive and Continuing Planning As provided in the Federal -Aid Highway Act of 1962, a cooperative, com- prehensive and continuing planning process was initiated, which provides for an annual assessment of the transportation plan. There have been three revisions suggested since the adoption of the 1990 Transportation Plan: 1. Revision of the Downtown Freeway location from the "Court House" alignment to the "Railroad" alignment, subject to the final design of the freeway (Approved 1974). 2. Revision of 1980 and 1990 Socio-Economic Forecasts and subsequent 1990 traffic forecasts. 3. Revision of traffic service levels on University Avenue and Loras Boulevard and adjusting travel speeds on Hill Street to provide system continuity. In addition to updated land development and economic data, continuing planning has been relative to transit usage, through the 1975 Update of the -6- Aiihi_ MO 111111 ill MN ill. WAN 0 _If I 2 .!, Li quncil : u MAP SYMBOLS L. SAFETY REST AREAS 00AT ACCESS Lin,. Facilities STATE PATROL STNIE 0 All Mode s,o,ee o STATE S IIQ■$■^ TE PARKS (City Mops Only, * HOSPITAL Aiop • HISTORICAL SITE. No eComp, ♦ POINTS of INTERESTI CITIES Des MoinesSO 000 Prom, ,..• Amo 0000 ant/w.. o C• 00 E wx..0o ° �� s000 io oao • Srer•caPnel Ifill Oak x F4::'nwRt !. Mason City ;Pes . oine MERCER Newton f 1976 - IOWA - 1977 TRANSPORTATION MAP DEPARTMENT OF TRANSPORTATION Daven Burl• ington en S93.1 S1S MI ACCESS POINTS AND ROUTE MARKERS • N rnirrnor ;rrx urr •:s x • eV s MILEAGE xt'Ari=se veov sJ( AIR, RAIL AND WATER^••^ slv• FIG. 1. LOCATION OF DUBUQUE METROPOLITAN AREA GENERAL HIGHWAY AND TRANSPORTATION MAP DUBUQUE COUNTY IOWA R-I-E IOWA STATE HIGHWAY COMMISSION U.S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION TRANSPORTATION DATA BASE DEPARTMENT . „ C. V .7%11 r. • • r- "? ,• • a '• -rt. • . 4.cli,CICAPOS ' .rOIVES CO R-2W r • ••.,F-, , 4 a .YE v• - re AL • .7 • y'! ON • . .. ... F R .; C 0 D •.1 . C0 • 1. JONES CO JAC kDON CO. T R-2- R-IE R-2E FIG. 2. LOCATION OF PROJECT CORRIDOR WITHIN DUBUQUE COUNTY LEI 0002 R-3 /". RANT FIG. 3. MAJOR METROPOLITAN TRANSPORTATION CORRIDORS tar SCALE IN MILES c I� SCALE IN MILES Transit Development Program, East Central Intergovernmental Association, July, 1975, for the Dubuque Metropolitan Area Transportation Study. Traffic Conditions Traffic volume projections were made for various alternates of the pro- posed action relative to the 1990 Transportation Plan network, (see Figure 5b) including a Do Nothing Alternate and relative also to interim conditions, with the proposed action being the only portion of the 1990 Transportation network implemented. These projections were developed by the Iowa Depart- ment of Transportation for the year 2000 in cooperation with local planning agencies and take into consideration future industrial expansions and other growth areas, in addition to existing traffic generators. (See Figure 8 in the next section.) Due to continued community growth, increasing traffic volumes in the metropolitan area are presently causing congestion of many streets, includ- ing John F. Kennedy Road north of U.$. Highway 20 to Asbury Road, portions of U.S. Highway 20 (Dodge Street), U.S. Highway 52 (Central Street) and many streets within the Central Business District. The degree of traffic congestion on a street is measured by an index called the "Level of Service". Figures 4a and 4b are visual representations of the various levels of service ranging from A to F. Urban transportation facilities are normally designed to operate at a level of service "C", which provides a stable flow of traffic with some limits to maneuverability, relatively satisfactory operating speeds and increased safety. Streets operating at a level of service "D" or lower are considered deficient, and indicate a basis for corrective action. Rio -10- LEVEL A Free flow, low density, little restriction of maneuverability, little or no delays. LEVEL Stable flow, minor re- strictions in operation, driver has reasonable freedom in changing lanes. LEVEL C Lesser stable flow; most drivers are restricted in changing lanes or passing, relatively satisfactory opera- ting speed. Fig. 4a. Levels of Service Characteristics. Levels A, B, and C. LEVEL D Approaching unstable flow, low operating speed, little freedom to maneuver; condi- tion tolerable for short periods only. LEVEL E Unstable flow, lower operating speeds, some momentary stoppages, volumes at or near capacity. amoklii blow LEVEL F Forced flow, operations at low speeds, highway acts as a storage area, many stoppages, Fig. 4b. Levels of Service Characteristics. Levels D, E, and F. PP PO POI 1111 PIM 11111 Po Figure 5a indicates the existing street network, whereas Figure 6 shows deficiencies of the existing street system for the projected year 2000 traffic volumes. This map indicates all streets that will provide less than level "C" service in the absence of additional improvements in the transportation system. Several of the streets shown are physically incapable of accommodating the projected traffic demands. (See Appendix A for projected traffic volumes.) The proposed North-West Arterial, in conjunction with the widening of certain streets (see "Alternatives"), will relieve the indicated traffic congestion and will provide a level of service "C" or better throughout the transportation system. Additional benefits of the proposed action may be outlined as follows: National Level (See Figure 1). The southern terminus of the proposed action includes a junction with U.S. Highway 20, while its northeasterly terminus includes a junction with U.S. Highway 52 - Iowa 3. Future proposed roadways in the metropolitan area, including U.S. 520, will further improve connection of the community and proposed action to the national transportation system. State Level (See Figure 3). The proposed action connects to existing U.S. Highway 20 and U.S. High- way 52 - Iowa Highway 3 to provide metropolitan access in such directions. Community Level (See Figure 3). The proposed action will benefit the metropolitan travelers, providing for a high mobility loop connection from the west -central region of Dubuque to the northerly section of the City. -13- RANTZ l -( �'`\ 1 r , 1 1 S i l..SJ � 4 --/j 4� ASS 1RY— V Ps)' FIG. SA. EXISTING STREET NETWORK 61 151 Ft SCALE IN MILES oI' / 1 SCALE IN MILES MIN F. KENNEDY I /f FIG. 5B. 1990 STREET NETWORK 4— 0 1 SCALE IN MILES FIG. 6. LEVELS OF SERVICE - "DO NOTHING" ALTERNATIVE 4- LEGEND LEVELS OF SERVICE* -YEAR 2000 TRAFFIC "D0 NOTHING" ALTERNATIVE A, B OR C 'SEE FIG. 4a & 40 FOR DESCRIPTIONS OF LEVELS OF SERVICE. CD 1 SCALE IN MILES LEGEND LEVELS OF SERVICE* -YEAR 2000 TRAFFIC "00 NOTHING" ALTERNATIVE �H A, B OR C D *SEE FIG. 4a & 4o FOR DESCRIPTIONS OF LEVELS OF SERVICE. Due to the overtaxed situations relative to present roadways, the structural conditions of existing facilities will deteriorate, and higher maintenance costs are anticipated in the future in the absence of transpor- tation system improvements. Under the "Do Nothing" Alternate, tho levels of air pollutign will in, crease near congested streets due to stop -and -go driving. (See Appendix Volume I, Part 2). The property values and living environment of residences near the over- taxed street system are due to decrease, causing social and economic hard- ships to residents of heavily -traveled streets. If the proposed action is implemented, road user savings to the travel- ing public are expected to be in excess of $1,000,000 annually in relation to the Do Nothing Alternate. -17- DESCRIPTION OF PROPOSED ACTION The proposed action consists of a divided four -lane highway facility, beginning at U.S. Highway 20 in the vicinity of its intersection with Cres- cent Ridge Road in the west -central portion of Dubuque, and proceeding northerly and then northeasterly to intersect with U.S. Highway 52 - Iowa Highway 3 northerly of West Thirty -Second Street, a distance of approxi- miteja 5,1 miles. The project is located within the Dubuque Metropolitan Area in Dubuque County, Iowa. The above -described proposed action is located within the corridor in- dicated in Figure 71 The proposed highway facility will serve traffic gen- erators such as industries and commercial areas outlined in Figures 8 and 9 and also satisfy the needs and travel desires of the public presently .raveling or forecasted to travel within this corridor. Under the Alternatives section, consideration is given to solving the transportation problems with provision of lesser facilities than the described proposed action. The proposed action is located within the respective land sections shown in Figure 7, within the Dubuque Standard Metropolitan Statistical Area (SMSA), and is located within or in the vicinity of the current City limits of the City of Dubuque, Dubuque County, Iowa. Various alternatives within the aforementioned corridor are located partially within the corporate limits of Sageville. -18- Z, •,, 4 • A� 2 1 } N \ 1�t j } L 7 _ �� I -4,-,--RD. / 8 � JGHN �� -- 12 1 \�� 4 s Y E 1 , �1� 52. ` P' 3 J 86% Z - KENNEDY -7 � - r 10 _ f� _ k 1 y ',9 C ,L 18 '( r ram , ( « r t, 7 k ' �i 16 AS: . � � mom \- ., .- ( C/\ 14 n C' Ci Fz s s � : 13 '' �� 1 1�R�— k � ( \ 1 z fl% CARTER RD. G _' a RK: o°s �' D' � / 0K % / / /—__�// P$ L.Pn �192i C - RDt \ _ .—.-� i `DPpS 1 - loot r 30 / yo �� �/ UN1 26 OG AVE. 25, 27 02 + _ 31 i 32 33 3 J 2 ,a� `�35 m , C1 36 FIG. 7. LOCATION OF PROJECT CORRIDOR R-2E 79C4.565 FIG. 7. LOCATION OF FROJECT CORPIPOR R-2E 0 SCALE IN MILES R-3E 15 R-2E T-89N Z co co 1- LEGEND SECTION NUMBER K.LNGE NUMBER (EAST) 1WNSHIP NUMBER (NORTH) 79C4.565 k A % ` dselUR 00/ • FIG. 8. MAP SHOWING MAJOR TRAFFIC GENERATORS E N LVD. AREA 7" / 75/ qFo FRANTZ • 29 FIG. 9. LOCATION OF MAJOR INDUSTRIES IN CITY OF DUBUQUE SCALE IN MILES N0. 2 3 5 6 7 8 9 10 II 12 13 14 15 16 18 19 0 LEGEND ■ INDUSTRY WITH 50 OR MORE EMPLOYEE:. NAME LOCATION THE ADAMS COMPANY 100 E. FOURTH ST. R.S. BACON VENEER COMPANY BRUNSWICK INDUSTRIAL BLOCK BLACKHAWK INDUSTRIES s 250 S. MAIN ST. WILLIAM C. BROWN COMPANY PUBLISHERS 2460 KERPER BLVD. CARADCO DOOR DIV., SCOVILL MFG. CO. 376 E. 8TH THE CELOTEX CORPORATION 275 SALINA DUBUQUE INSULATION & SIDING CO. 48 MAIN ST. DUBUQUE PACKING CO. 649 E. 16TH DUBUQUE STAMPING & MANUFACTURING CO. 32ND & JACKSON STS. ESKA COMPANY 2400 KERPER BLVD. FLEXSTEEL INDUSTRIES, INC. 3400 JACKSON ST. FROMMELT DUBUQUE AWNING CO. 460 HUFF ST. GALENA GLOVE & MITTEN CO. 430 GARFIELD AVE. KLAUER MANUFACTURING CO. 301 E. 9TH ST. A.Y. MCDONALD MFG. CO. 501 I2TH ST. E. MORRISON BROTHERS COMPANY 325 24TH ST. E. REGENCY THERMOGRAPHERS 750 WHITE ST. ST. REGIS PAPER CO. 2150 KERPER BLVD. TELEGRAPH HERALD, INC. 401 8TH ST. THERMOLYNE CORPORATION 2555 KERPER BLVD. TRAUSCH BAKING CO. 25 MAIN ST. TSCHIGGFRIE EXCAVATING 425 JULIEN DUBUQUE DR. COMPUTER CONSULTING SERVICE, INC.(CSS) 250 W. 8TH INTERSTATE POWER CO. 1000 MAIN ST. NORTHWESTERN BELL TELEPHONE CO. 900 LOCUST ST. PEOPLES NATURAL GAS 880 LOCUST H & W MOTOR EXPRESS CO. 3000 ELM ST. CHICAGO MILWAUKEE ST. PAUL & PACIFIC R.R. CO. 340 CENTRAL JOHN DEERE DUBUQUE WORKS 3 MI. N. ON HWY. 386 SOURCE: DUBUQUE AREA MANUFACTURERS DIRECTORY, 1977 N0. EMPLOYEES 210 60 60 327 92 147 63 2,900 150 172 788 144 50 130 600 70 65 375 411 131 173 25-85 105 287 185 56 175 85 7,342 0 LEGEND MAQUOKETA SHALE MW ALLUVIUM DECORAH FORMATION GALENA DOLOMITE (OGU) GALENA DOLOMITE (OGI) SCALE IN MILES FIG. 10A. GEOLOGIC MAP OF PROJECT AREA w w J MAQUOKETA SHALE DECORAH FORMATION 1 GALENA DOLOMITE 1 z J 7 GALENA DOLOMITE (OGU) l -t 0 —ammo SCALE IN MILES ENVIRONMENTAL, SOCIAL AND ECONOMIC CONTEXT OF THE AREA Natural Environment of the Project Area W EC Dubuque County is situated in northeastern Iowa and has a total area of 601 square miles. The unusual topographic relief of northeastern Iowa sets U it apart from the rest of the state as a distinctive land form. Glacial W Odrift has camouflaged this rugged topography in the rest of the state. CC d. However, the northeast is virtually free of Pleistocene glacial deposits LL O and is referred to as the "Driftless Area" of Iowa or the Paleozoic Plateau. Cu Q The project area is in the east central area of the county (Figure 2) U where the major topographic feature is the Mississippi River Valley. The O O river occupies a broad valley walled in by rock bluffs which reach a height J O of 300 feet. The tributary streams entering from the west have cut narrow W (D valleys, 200 to 400 feet deep, which are bounded by steep bluffs. The prom- inent topographic feature within the project area is the Couler Valley, the abandoned valley and channel of the Little Maquoketa River. The orientation C5 of this valley is roughly north -south and it forms the eastern boundary of the project area. To the west of this valley is a much dissected upland plateau. Bedrock units of Middle and Upper Ordivician limestone, dolomite, shale and sandstone dominate the landscape, underlain by late Cambrian and early Ordivician units. A geologic map of the project area appears in Figure l0a and a•stratigraphic section appears in Figure 25 (Appendix Volume 1, Part 2). -23- These units have been eroded along drainageways flowing east toward Couler Valley. The western upland of shale bedrock is only moderately dis- sected with gentle sloping valleys, whereas erosion in the eastern dolomite has produced deep, entrenched valleys (hollows), narrow intervalley ridges, bedrock exposures and scenic views. Relief in the corridor varies from about 600 feet MSL in the Couler Valley to 950 feet MSL in the western up, lands. The major Hollow) lie in an Geologic features valleys (Rupp Hollow, Union Park Hollow and Shooting Club east -west direction and intersect the Cooler Valley. such a$ crevices, caves, springs, sinkholes, fossils and mineral crystals are abundant in the area. The drainage of the project area flows into the Mississippi River. Because pf the elevation of Op region and its proximity to the Mississippi, stream erosion has been accelerated. Major drainageways are the Middle and North Forks of Catfish Creek in the western upland, while minor unnamed drainageways lie in the hollows. Soils in the project area are primarily silt loam, varying in thickness from 20 to 50 feet. They provide a thick mantle over shale in the more gentle sloping western uplands. In the strongly dissected eastern areas they form a relatively thin veneer over the dolomite outcroppings. Signif- icant erosion potential exists for these latter soils. Stratified silt loams occur in the valley floors. These are often colluvial in nature and vary greatly in depth. Much of the soil exhibits good agricultural produc- tivity. The climate of the project area is of continental character with a wide annual variation in temperature and precipitation. Average annual precipitation -24- is about 34 inches with over half of this falling from May to September. The average annual temperature is 48° F. with a summer mean of 72° F. and a winter mean of 210 F. Intensive mining of lead and zinc ore began in the late 1700'sand peaked in the mid-1800's in the Dubuque area. The project corridor was the site of some of the largest mines and most intensive mining activity of this period. Numerous mine shafts, tunnels and drill holes are found to- day, particularly on the slopes and bottoms of the hollows (see Figure 26, Appendix Volume I for locations). This much -dissected rugged terrain contains a wide variety of plant and animal habitats and apparently served as a refugium for plants during Pleis- tocene glacial times. The presettlement vegetation consisted of Eastern deciduous forests in the valleys and moist slopes and oak openings and prairies on the ridgetops and drier slopes. Studies of the original land survey records (1836) of Dubuque County indicate that from 25-40 percent of the County was forest, 45-50 percent was oak opening and 11-30 percent was prairie (Bonuso, 1968, Schmidt, 1971). Most of this area has been heavily used for agricultural, industrial, and urban development. However, on those slopes whose steepness precluded development and in the deeper ravines, native vegetation still persists. These slopes and ravines provide a number of microclimatic differences where the type of vegetation is largely controlled by the slope orientation. Maple -Basswood forests occur on the more sheltered, moist middle and lower portions of east- and north -facing slopes and ravines. Oak -Hickory stands -25- are present on the upper drier portions of these slopes. These forest are second growth, reflecting intensive past disturbances of logging, mining and overgrazing. The ridgetop prairies have been almost completely destroyed but a few remnants persist on the steeper slopes. These remnants, referred to as "hill prairies" contain the last reservoirs of mangy( of the prairie gr� s� and wildflowers that once characterized the Iowa landscape. They occur on extremely dry south- or west -facing bluffs that are exposed to strong pre- vailing winds and have had little or no past grazing pressure. Periodic fires, necessary to maintain prairie species and prevent woody species inva- sions, occurred naturally prior to human settlement. Recent suppression of fires and/or overgrazing have resulted in woody invasion (primarily by red cedar, Juniperus virginiana). A map of the native vegetation along the various alternate alignments was prepared using data frpm the ground survey and 1:?OO scale aerial photo- graphs (Figure 10b). Species encountered in the survey are listed in Tables A-1 through A-4, Appendix Volume 1. The project area has a variety of animal habitats and a corresponding diverse vertebrate and invertebrate fauna. Upland species are supported in upland deciduous forests, hill prairies and open country habitats. Good deer populations occur in the wooded hollows, even within the City limits of Dubuque. The ridgetop crops and pastures are important feeding grounds for a number of species. Lowland, marshy and aquatic species are abundant in and alone the Mississippi and Little Maquoketa Rivers, floodplain ponds and Iackwater areas. -21 IMP In 111 Ai 1111 1111 11111 1111 RUPP HOLLOW ALT. ASUURY 004 ,001 NORTH- U H SEGMENT 0 0 L _ _ UNION PARK HOLLOW AL EAST -WEST SEGMENT KAUF1VIANN 1 z w jAV A_ 386) LEGEND CROPLAND HILL PRAIRIE PON DS SCALE IN MILES FIG. 10B AREAS OF NATURAL VEGETATION, CROPLANDS AND WILDLIFE HABITAT IN PROJECT AREA 0 J 0_ O Cr 0 Z 0 I-- H LU W J Q 2 O 0) Q W z Cr Q 4 m 0 ('3 LL AND WILDLIFE HABITAT IN PROJECT AREA Of particular faunal interest are the good bat populations occurring in this region. The exposed dolomite bluffs along this region of the Mississippi contain numerous caves and abandoned lead and zinc mines that are good over - wintering habitat for non -migrating populations. Migrating populations are abundant during the spring and fall. In a recent survey (Muir and Polder, 1960), four bat species were located within the Dubuque City limits. One Qf these, the Indiana bat (Myotis sodalis), is an endangered species (U.S. Fish and Wildlife, 1976). Several individuals of this species were hiber- nating in a quarry on Kaufman Avenue, approximately one mile south of the North-West Arterial corridor. Good bat habitat including caves, mine shafts and old underground cellars occur in the project area. Other outstanding faunal elements of the project area include cave in- vertebrate species and species endemic to the prairie remnants. These species and their habitat relationships are described in detail in Volume I of the Appendix, No major sources of air or noise pollution exist within or adjacent to the corridor. Current noise levels are low, from 40-50 dBA throughout most of the corridor. The overall air quality in the corridor is not seriously affected by man-made pollution and is compatible with the existing land use. Social Environment of ProJect Area The first inhabitants of the Dubuque area were members of the Sac and Fox Indian tribes. In 1788 a French Canadian named Julien Dubuque came to the area to work the lead mines. Settlement of the area was first permitted in 1833 under the terms of the Black Hawk Treaty. Dubuque is the site of the first white settlement in Iowa. -28- Population The current population of Dubuque, as well as age and sex breakdowns according to the 1975 special census, are listed in Table 1. A break- down of the population according to various other statistics is shown in Table 2. TABLE 1 POPULATION OF DUBUQUE, IOWA BY AGE, SEX AND TOTAL* Age Male Female Total 0-17 10,319 ( 35.4%) 10,065 ( 30.9%) 20,384 ( 33.0%) 18-24 4,213 ( 14.5%) 4,716 ( 14.5%) 8,929 ( 14.4%) 25-34 4,020 ( 13.8%) 4,018 ( 12.3%) 8,038 ( 13.0%) 35-44 2,770 ( 9.5%) 2,911 ( 8.9%) 5,681 ( 9.2%) 45-54 3,027 ( 10.4%) 3,222 ( 9.9%) 6,249 ( 10.1%) 55-64 2,362 ( 8.1%) 2,892 ( 8.9%) 5,254 ( 8.5%) 65+ 2,425 ( 8.3%) 4,768 ( 14.6%) 7,193 ( 11.6%) TOTAL 29,136 (100.0%) 32,592 (100.0%) 61,728 ( 99.8%) *U.S. Department of Commerce, Bureau of the Census. "Special Census of Dubuque, Iowa: September 30, 1975," Series P-28, No. 1525, February, 1976, p. 3. -29- TABLE 2 POPULATION STATISTICS Item Percentage Distribution Race Parentage Education (Persons 25 and older) Marital Status (Persons 14 and older) 99.4% White, 0.6% Black 91.1% Native (Native Parentage) 7.9% Native (Foreign or Mixed Parentage) 1.0% Foreign -Born 12.2 Years Average 57.?% High School Graduates 56.9° Married 32.6% Single Number of Families 13,771 Number of Families with Children Under 18 Years 8,051 Housing Total year-round housing units within Dubuque, according to the most recent data available, consists of 18,021 units including 11,991 owner - occupied units. Housing units are defined to include all houses, apartments and boarding house rooms within the corporate limits of Dubuque. Hotel and motel rooms are excluded from these totals, as are the housing developments surrounding Dubuque but outside the existing corporate limits. -30- The current vacancy rate for housing units is estimated to be 3.0 per- cent City-wide. The estimated vacancy rate for rental units is 5.8 percent, while owner -occupied units have a vacancy of 1.6 percent. Transportation Existing and proposed highway facilities for the metropolitan area, as well as their relationship to state and national transportation networks, have previously been discussed under Need for Project, page 5. The remain- ing transportation facilities are summarized below. Dubuque is served by five Class I railroads, 15 motor freight carriers, three motor buslines and one taxicab company. In addition, two airlines provide regularly scheduled services, and barge transportation is available on the Mississippi River. Public transportation is offered locally within the metropolitan area through the bus system, and intercity transportation is available through both bus lines and Amtrack passenger rail service. Local bus ridership has declined in recent years, and constituted approximately five percent of the overall person -trips within the City in 1974. Recent trends do not in- dicate that public transportation ridership will increase greatly in the future. Recreation Figure 11 shows the location of all publicly -owned parks and recreation areas within the metropolitan area. Privately -owned facilities are also shown. Parks and recreation areas within and adjacent to the project cor- ridor are presented in Figure 12. Marshall Park, the only publicly- -31- y r `r ` `\,.. ' AsBURY-- i N 'RUPP HOLLOW ALT. �1 l jf FIG. 11. LOCATION MAP OF EXISTING PARKS AND RECREATION AREAS IN METROf OLITAN AREA \. ' �Fo FRANTZ 0 1'RUPP HOLLOW ALT O FIG. 11. LOCATION MAP OF EXISTING PARKS AND RECREATION AREAS IN METRoM_ITAN AREA I I z SCALE IN MILES � � c 4 SOURCE: RECREATION AND OPEN SPACE PLAN, 1973, DUBUQUE PARK BOARD, RECREATION COMMISSION, AND DUBUQUE DEPARTMENT OF PLANNING AND ZONING. GENERAL OUTDOOR RECREATION AREAS DUBUQUE PARK BOARD 0 0 0 0 0 EAGLE POINT PARK LOUIS MURPHY PARK FLORA PARK MAUS CONSERVATION PARK FRANKLIN D. ROOSEVELT PARK VETERAN'S PARK MARSHALL PARK COMMUNITY WIDE FACILITIES ALLISON-HENDERSON PARK BUNKER HILL GOLF COURSE MUNICIPAL POOL PETRAKIS STADIUM COMISKEY FIELD MCALEECE RECREATION AREA SENIOR HIGH SCHOOL HEMPSTEAD HIGH SCHOOL WAHLERT HIGH SCHOOL 10 DUBUQUE COUNTRY CLUB 13 14 15 I6 DUBUQUE SHOOTING SOCIETY CONSERVATION SOCIETY PARK DUBUQUE BOY'S CLUB YMCA -YWCA CLARKE COLLEGE LORAS COLLEGE UNIVERSITY OF DUBUQUE YMCA CAMP SCHOOL DISTRICT NEIGHBORHOOD FACILITIES I❑ CLEVELAND PARK 2❑ JACKSON PARK 3l WASHINGTON PARK MADISON PARK 5❑ UNIVERSITY PARK 6l CALEDONIA PLAYGROUND 7❑ FRITH PLAYGROUND 8❑ JEFFERSON PARK 9❑ FLATIRON PARK 10 GRANT PARK II OAKWOOD PARK 21 AUDUBON SCHOOL 22 BRYANT SCHOOL 23 FULTON SCHOOL 24 IRVING SCHOOL 25 JACKSON SCHOOL 26 KENNEDY SCHOOL 27 LINCOLN SCHOOL 28 MARSHALL SCHOOL 29 PRESCOTT SCHOOL 30 HOOVER SCHOOL 31 EISENHOWER SCHOOL 32 JEFFERSON J.H. SCHOOL 33 WASHINGTON SCHOOL 34 MARSHAIL PLAYGROUND 35 VALENTinE PLAYGROUND RECREATION COMMISSION ARCH DIOCESE OF DUBUQUE 12 BOOTH TENNIS COURT 13 BURDEN PLAYGROUND 14 FALK PLAYGROUND 15 GAY PLAYGROUND 16 PETER COOPER PLAYGROUND 17 VALLEY HIGH PLAYGROUND 18 WALLER-COOPER TOTLOT 19 HILLCREST TOTLOT 20 HILLTOP PLAYGROUND ST. RAPHAEL'S SCHOOL HOLY GHOST SCHOOL HOLY TRINITY SCHOOL NATIVITY SCHOOL SACRED HEART SCHOOL ST. ANTHONY SCHOOL ST. COLUMBKILLE'S SCHOOL ST. JOSEPH SCHOOL ST. MARY'S SCHOOL ST. PATRICK'S SCHOOL RESURRECTION SCHOOL IMMACULATE CONCEPTION SCHOOL ST. ELIAS PLAYGROUND ST. PETER'S PLAYGROUND SCHOOL DISTRICT PARK BOARD oao IENMEI aUo®oa oaaaoa00000 y m a _ v.z s _ o m c a o z n -� = „ _ N m z i - =1 a c O , - z m m - o o c z ;� o z z > .' A z A z z r N A O 2 > a < D S D ,72 A o z .,, �, n x a . 9 .,. c x A n v x a O G 000 100 0 l 100 100H ARCH DIOCESE OF DUBUQUE 100 100 `0000ar�oaa®ooaa ON00H9AVld Si0313d 0N0089AV1d SVI13 ( N011332010S30 100H3S 5013181VA '1S EATON C I- 0 BARONY CA, 100143S StAHVW '1S 100H3S Hd3S0f '1S roN 100030 5i3111N9W0103 100113S ANONINV '1S 111V3H 0380VS 100H3S A11A110N 100H3S AIINIHI AIOH 100H3S 1S0H9 AIOH St13VHd98 '1S RECREATION COMMISSION 1 �oaoa®a000 0Nf0H9AVid d0l1l414 RIPP HOLLOW ALTERNATE ,IOHN F KENNEDY RD. ONf089AVId N3d003 8313d EAS 1F\I II1. EISE NH OY{ER f SCHOOL' I i 1 1 1 1 1 1 1 41 1 KI AR� MCA CAMP MARSHALL PARK GRIJEC WEST SEGMENT 4 PRING ON00H9AVld AV9 ON00H9AVld N1Vi 0 0N00119AVld N302108 I N000 SINN31 if H91H 1831HVM O 100H3S 149114 01/31Sd1N3H r 9 9 0 0 d0 A11SH3AIN0 V3HV 00119311030 33331V3W 0131i A30SIW03 W010V15 SINV813d 100d IVd101N0W »D> 3931103 SV801 3931103 388V13 r • a S.A08 30d0800 03 m A 358003 3109 IIIH O GENERAL OUTDOOR RECREATION AREAS / \ COMMUNITY -WIDE FACILITIES NEIGHBORHOOD FACILITIES I1 DIRECTION OF PRIMARY VIEWS �. KENNEDr RD NOTTINGHAM CT. J w�L E.Y RD. IV! IT T IIIT J HCR llII ��r� 'o- UNI04-PARK HOLLOW ALTERNATE NHVd A13100S N011VA83SN03 NOS830N3H-NOSI11V PC A13100S 9N1100HS 3fbfaf0 COMMUNITY WIDE FACILITIES SHOOTING CLUB ALTERNATE )I8Vd 11VHSHVW 1 33. DUBUQUE SHOOTING SOCIETY LIMITS OF PROPOSED BEE BRANCH GREENWAY I llii IiillillIl Z Oil WID fi NHVd N011VA83SN03 NSW AHdHOW SI001 089d 1NI0d 319V3 GENERAL OUTDOOR RECREATION AREAS DUBUQUE PARK BOARD I I I 0 500 1000 2000 SCALE IN FEET OAKWOOD PARK 414 111 FIG. 12. LOCATION MAP OF EXISTING PARKS AND RECREATION AREAS IN CORRIDOR owned park located within the project corridor, is a 50-acres tract of un- developed land located to the north of Thirty -Second Street and east of John F. Kennedy Road. Presently there are no facilities in the park, al- though plans indicate that picnicking areas and hiking trails are to be pro- vided in the future. The privately -owned YMCA Camp is located to the north and east of Marshall Park and is a major outdoor recreation center for the area. The Shooting Society facility is also a privately -owned recreation facility. Other parks within the metropolitan area offer such recreational op- portunities as picnic areas, athletic fields and courts, scenic drives, golf courses, fishing, swimming, boating and various other outdoor activities. Cultural, Public and Community Facilities The location of all existing schools and churches within the project corridor is shown in Figure 13. In addition, three colleges are located within the City of Dubuque, although not in the project area. These insti- tutions, shown in Figure 13, include Loras College, Clarke College and the University of Dubuque. Other schools of higher learning located within the metropolitan area are the Area I Vocational -Technical School, the Wartburg Theological Seminary, the University of Dubuque Presbyterian Seminary and Aquinas Institute of Theology. Fire protection for the City of Dubuque is provided through six fire stations. Portions of the project area are also served by the Asbury and Sherrill Fire Departments. Health care centers in the City include three general hospitals, with ambulance service being provided from the Dubuque fire stations. -34- is FIG. 13 EXISTING SCHOOLS AND CHURCHES IN PROJECT AREA 0 SCALE IN MILES LEGEND CHURCHES SCHOOLS COLLEGES I I SCALE IN MILES it LEGEND CHURCHES SCHOOLS COLLEGES Aesthetics Existing visual qualities of the project area vary considerably through- out the corridor. The majority of the area is currently agricultural land, although the hilly terrain of the land has limited tillage to upland areas and some of the hillsides. In the northerly portion of the project corridor the rugged topography of limestone bluffs and deep valleys has precluded urban or agricultural development and areas of rock outcrops and natural vegetation of scenic value exist. Development in this area is concentrated along the existing roadways, most of which follow the natural valleys. Areas of the corridor to the west of John F. Kennedy Road are less hilly, and are currently farmed to a large extent. Residential development is be- ginning in portions of this area, with the majority of the area planned for development in the future. Additional information on aesthetics is presented in Appendix Volume I. Economic Environment of Project Area The following discussion summarizes the existing and projected economic conditions in the project area. Additional information on economic factors is presented in Appendix Volume I. Labor Force and Employment The labor force is comprised of all persons who are either employed or are unemployed but are seeking a job. According to 1975 statistics, the labor force in the Dubuque area was 41,100 persons, of which 7.2 percent were unemployed. Non-agricultural employment was 32,900 persons, while manufac- turing employment totalled 15,900 persons in 1975. Unemployment rates in -36- Dubuque rose from 3.4 percent to 7.2 percent during the 1973-1975 time period, while Dubuque's labor force increased by only 100 persons, from 41,000 to 41,100. (Source of above data: 1977 Statistical Profile of Iowa, Iowa Development Commission.) Non-agricultural employment within the Dubuque area is projected to increase to approximately 56,500 jobs by the year 2000. Manufacturing em- ployment, which currently accounts for 45 percent of the total jobs in the Dubuque area, is projected to increase at a slower rate, accounting for an estimated 35 percent of all jobs by the year 2000. Average per capita income in the Dubuque area was $5,349 per year in 1974. This compares with an average of $5,449 in 1974 for all Standard Metropolitan Statistical Areas in Iowa. The 1974 median "effective buying income" per household was $14,084. (Sales Management, Inc., 1975, p. D-39.)* Retail Sales The Dubuque metropolitan area includes several major retail centers, including a regional shopping center (Kennedy Mall), a Central Business District and various other neighborhood shopping centers and retail business concentrations. Retail sales for Dubuque County totalled $565,621,000 in 1975, making Dubuque County sixth in the State of Iowa in total sales. Dubuque County ranked first in total retail sales when compared to other surrounding eastern Iowa counties. *Effective buying income is personal income including wages, salaries, interest, dividends, profits, and property income minus federal, state and local taxes. It includes 1) net cash income, plus 2) income in kind (pay- ments in non -cash, goods, and services), plus 3) inputed income (food consumed on farm that produced it, and inputed rent of owner -occupied housing). Gen- erally speaking, the "effective buying income" is equivalent to the federal government's "disposable personal income." -37- Land Values and Taxes The value of land in the Dubuque area varies considerably, depending on location, zoning, accessibility and other factors. The majority of land traversed by the North-West Arterial corridor is currently agricultural pro- duction. Some areas, particularly the slopes east of John F. Kennedy Road, have retained natural vegetation cover as they are too steep for agriculture or development. Other areas of the corridor include residential land, with both existing development and potential future subdivisions. According to a real property appraisal conducted in the corridor during the Fall of 1977, existing land values range from $275 per acre to $5,300 per acre for pro- perties affected by the various North-West Arterial alternates. Total assessed valuations (1976) for all personal property and utilities within the communities of Dubuque, Asbury and Sageville are listed below. Portipns of the project corridor are within the above three communities, although no properties within the town of Asbury are affected by any alter- native being studied in detail in this report. City of Dubuque: 1976 Valuation = $566,874,099 Town of Sageville: 1976 Valuation = $2,553,732 Town of Asbury: 1976 Valuation = $8,239,828 Tax rates for the three communities, in dollars per thousand assessed valuation for the year 1976, are shown in Table 3. Included are total corporate, county and school tax rates for both agricultural exempt land and non-exempt properties. -38- TABLE 3 1976 TAX RATES Tax Rates, Dollars Per Thousand Non -Agricultural Agricultural Community Lands Lands Dubuque 32.83246 21.40753 Sageville 21.34173 21.34173 Asbury 24.04269 21.34173 -39- LAND USE PLANNING Less than 20 percent of the existing land within the project corridor is currently developed. Much of the existing development is residential, with densities ranging from four to six units per acre near Admiral Street to less than two units per acre near Thirty -Second Street and John F. Kennedy Road. Approximately 50 to 60 percent of the land within the corridor is currently agricultural, while the remaining land is designated as open space. Land use planning and development of zoning policies are the responsi- bility of the Dubuque Department of Planning and Zoning and the East Central Intergovernmental Association (ECIA). The existing land use map for the metropolitan area is shown in Figurel4a. A recent feasibility plan prepared by the Dubuque Department of Planning and Zoning (the Dubuque Annexation Study, 1976) relates to future land use planning and expansion of the City into new areas, including portions of the project corridor. Such plan included the proposed North-West Arterial as an integral element of future development. Some of the goals relative to land use in the study were: 1. Strive to attain an optimum future land use development pattern which addresses the physical, social and economic needs of the citizens while enhancing the quality of life in the community. -40- 2. Encourage future development which provides for proper protection, conservation and management of the area's natural beauty and resources. 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. Encourage development that is consistent with the levels of service desired by the community. 5. Protect the community's environmental resources and agricultural productivity to the greatest possible extent. 6. Promote development near planned roadway corridors and concentrate new traffic in areas where roadway capacity has already been anticipated. 7. A trend toward more compaction of urban growth is presumed. 8. To preclude development of heavily -forested steep hillsides and floodplains along interior streams. 9. To respond to community goals for economic stability and continued moderate growth, in part, by identifying outlying areas suitable for industrial and commercial uses. 10. To address the continuing need for land for high -density housing. The future land use plan for the Dubuque area is shown in Figure 14b. Much of the northerly portion of the project corridor is expected to remain agricultural, while areas of residential development are planned along much -41- of the southerly portion of the corridor and in the upland areas between John F. Kennedy Road and Thirty -Second Street. A future industrial area (see "9" above) is planned to the west of Radford Road, near the southerly terminus of the project corridor. The proposed North-West Arterial is consistent with the land use goals and objectives of the Dubuque metropolitan area and has been incorporated into future land use planning for that area. In addition to the aforementioned Dubuque Annexation Study, the North-West Arterial has been an element of the Dubuque Metropolitan Area Transportation Plan since its development in the mid-1960's. City services other than transportation also have an effect on the development of land use planning. The annexation study has addressed the development of sanitary sewer districts and has recognized that sanitary sewer service from the Dubuque System cannot be economically provided for areas in the Little Maquoketa watershed (north and west of the project corridor - see Future Land Use Map, Figure 13). The future land use plan recommends that agricultural and other very low -density uses should be plan- ned for this watershed. A portion of the proposed North-West Arterial will thus separate developable land to the south and east from this lesser devel- opable land of the Little Maquoketa watershed, as well as providing a belt - line around much of the developable land within the metropolitan area. Secondary impacts of the proposed action may consist of changes in the goals of land use planning or land use changes away from the immediate corridor. Because of the influence of various other community planning -42- factors and controls and the unpredictable effects of economic factors, it is difficult to accurately forecast secondary land use impacts. Because of the long history of planning for the North-West Arterial, and considering it incorporation into the future land use planning of the area, secondary impacts relatiy! to land yse are expected to be minor, -43- FIG. 14A. EXISTING LAND USE MAP SCALE IN MILES FIG. 14A. EXISTING LAND USE MAP LEGEND Mil RESIDENTIAL .................. .................. COMMERCIAL INSTITUTIONAL INDUSTRIAL PARKS/RECREATION AGRICULTURAL OPEN SPACE Egg FRANTZ Po FIG. 14B. FUTURE LAND USE MAP 52 151 SCALE IN MILES CITY ISLAND LEGEND 101 RESIDENTIAL COMMERCIAL INSTITUTIONAL INDUSTRIAL PARKS/RECREATION AGRICULTURAL EXISTING DEVELOPMENT SOURCE: DUBUQUE ANNEXATION STUD 1976, DUBUQUE DEPARTMENT OF PLANNING AND ZONING. SCALE IN MILES rf�A0i LEGEND RESIDENTIAL COMMERCIAL INSTITUTIONAL INDUSTRIAL PARVS/RECREATION AGRICULTURAL EXISTING DEVELOPMENT SOURCE: DUBUQUE ANNEXATION STUDY 1976, DUBUQUE DEPARTMENT OF PLANNING AND ZONING. PROBABLE IMPACTS OF THE PROPOSED ACTION ON THE ENVIRONMENT Natural, Ecological and Scenic Impact Geology and Soils Impacts Large-scale geologic features are a major resource in the corridor. Minor impact to the landforms and changes in the overall natural configura- tions will occur with the construction of the North-West Arterial. These impacts are of most concern in the eastern portion of the corridor where the alternate alignments intersect with the Couler Valley. Here major ele- ments of the terrain (bluff systems and deep V-shaped valleys) are combined to create landforms and landscapes which have both scientific and scenic value (Prior, 1977). These landforms are also within the corridor of the proposed Iowa Great River Road and are one of the reasons that the concept of this road was envisioned (Prior, 1977). Construction activities will result in the removal of bluff faces and bisect valleys in this area. Other geologic resources in the corridor that will be impacted include caves, crevices and springs in the dolomite formation. Reinforced earthen structures will be considered in areas where caves or crevices are overlain by or adjacent to the highway. These structures should restrict vibrations to the roadbed. Flexibility in the placement of the alignment and of medians will also be employed to retain as many of the natural openings and open shafts to the underground systems as possible. These design considerations will be particularly critical in the areas of Stewart's and Bartlett's Cave, -46- Stewart's Cave, Timmons Cave and in Union Park Hollow. Springs in the dolo- mite formation are common in the eastern portion of the corridor. Their natural flow will be delineated and adjustments to alignment made that will avoid impacts. Soil erosion during construction and operational phases is predicted to be a primary impact due to the steep topography. Erosion will particularly be a problem in the eastern portion of the corridor where slopes greater than 20 percent are prevalent (refer to Figure 27, Appendix Volume I, Part 2). Construction will be staged and soil erosion control measures will be taken during construction. Permanent erosion control measures will be developed and implemented through consultation with the Soil Conservation Service. Another impact to soils during the operational phase will be the runoff containing salt, heavy metals and other pollutants from the highway surface. Once salt is applied to a roadway it is usually distributed in a spray by traffic and blown onto soils and vegetation, especially on the downwind side of the roadway. Excessive exposure to deicing salts can damage the structure of soils in the roadside environment. The sodium ions, being more reactive, are capable of displacing calcium ions in the soil. Cal- cium ions promote the flocculation of soil particles and enhance the water retention capacity of soil. An increase in the sodium content in the soils can reduce their capability to remain flocculated and thus cause a decrease in their permability and water holding capacity. The pollutant emissions from automobile exhausts contain heavy metals such as lead, copper, manganese, zinc and mercury, which are blown with the wind and accumulate in the soils near the highways. Several factors affect -47- the levels of soil contamination by automobiles along the highway. Some of the factors are traffic volume, prevailing wind direction, weather condition, type of soil and vegetation. Future use of lead-free gasoline will partially mitigate this impact. Vegetation Impacts Vegetation in the Dubuque North-West Arterial Corridor Areas of native vegetation were located by a ground survey of the cor- ridor during April and May, 1977. Stands of deciduous forest, hill prairies and oak openings were encountered and served as sites for vegetation study from May through October, 1977. Locations of major stands of vegetation are indicated on the aerial photographs in Appendix B. Woody and herbaceous species were identified and voucher specimens collected. Estimates of the relative abundance of major species, ecologic value of each site and amount of disturbance were made. Tree seedlings and saplings were recorded to es- timate reproductive potential and future successional trends. A map of the native vegetation along the various alternate alignments was prepared using data from the ground survey and 1:200 scale aerial photo- graphs (Figure 10b). Species encountered in the survey are listed in Tables A-1 through A-3, Appendix Volume I, Part 2, and the various sites are dis- cussed in detail in that same volume. Good quality deciduous forest occur within the Shooting Club Alternate alignment and in Union Park Hollow adjacent to the East-West Segment. Poor quality, recently disturbed, deciduous forest occurs in the Rupp Hollow Al- ternate alignment. These are all second growth forest with well -developed shrub and herbaceous cover. -48- Hill prairie is crossed by the Rupp Hollow Alternate alignment and lies adjacent to the Union Park Hollow alignment and along Thirty -Second Street. The best quality hill prairie is that of Rupp Hollow. The others have been invaded by woody species and require management. A unique mesic prairie -open woodland in Union Park Hollow would be crossed by the Union Park Hollow Alternate alignment. No plant species listed as endangered or threatened by the U.S. Depart- ment of Interior (1976) was encountered in the corridor. One species, Post Oak (Quercus stellata), has been placed on the threatened list for Iowa (Iowa Conservation Commission, 1977). This species occurs in Union Park Hollow. Impacts Vegetation Removal The primary impact of the proposed highway construction will be the removal of natural vegetation during the construction phase. Segments of upland forest, hill prairie, mesic prairie and open oak woodland will be removed. The effects of vegetation removal will be most detrimental on the hill prairie areas as this is a rare vegetation type in Iowa, as well as one that would require several centuries to replace itself after disturbance. In addition, these prairies occur on steep slopes that are susceptible to soil erosion. A small area of mesic prairie in open oak woodland is also of particular vegetation value as it harbors several prairie species rare for this area of Iowa. Any unnecessary disturbance to adjacent vegetation, either by construc- tion machinery or human trampling, will be avoided, particularly in areas -49- of good quality vegetation (see Figure 10b). Revegetation of areas left bare after construction will be initiated as soon as possible. Any planting will be of species native to the particular vegetation type of the site. In the strip immediately bordering the highway, native prairie grasses and decid- uous forest shrubs and trees are suggested, depending on the microhabitat conditions. A plant ecologist will be consulted prior to revegetation. This revegetation will also be compatible with the recommendations of the aesthetic evaluation (refer to Scenic Impacts, page 64). Impacts other than the direct removal of vegetation during the construction phase are listed below. Soils The amount of area directly exposed by construction activities will be susceptible to erosion, and topsoil removal will inhibit future plant growth. This impact will be greatest in areas where vegetation will be cleared from steep slopes in Rupp Hollow, Union Park Hollow and Shooting Club Hollow. It will also be an impact where the alignment occurs on a narrow ridge above a vegetated hollow (the East-West Segment above Union Park Hollow). Increased soil in surface runoff will lead to increased siltation of acquatic systems. This is a potential impact where the alignment crosses Middle and North Forks of Catfish Creek and minor drainageways in each of the hollows. Temporary soil erosion control measures during construction and per- manent control measures in the final design will be employed. Any changes in soil characteristics as a result of construction will indirectly affect the vegetation. Soil compaction lowers soil moisture and aeration. Clearing of vegetation results in increased soil temperatures -50- and lower soil moisture. Soil moisture and temperature affect soil organisms and, in turn, most of the terrestrial ecological relationships. Stabilization of areas susceptible to erosion and restoration of vegetation on bare areas after construction will have a beneficial effect on soil organisms. The time frame for restoration of normal soil life will depend on the success of rpvegetation. Fill Transport A change in plant species composition of an area may accompany the removal of fill from a lowland location to an upland location. Along with the different soil type, seeds of the lowland species will also be trans- ported. Escape of lowland "weedy" species could impair the character of upland communities. This is a potential impact along most of the alignment as it passes primarily through upland areas. Attempts will be made to obtain fill from adjacent upland areas. Highway management of vegetation 1 along the right-of-way should concentrate on eliminating weedy lowland species from the upland. Weedy Species Introduction Any operation which removes or seriously disturbs natural vegetation leads to an invasion of introduced and weedy species, which are often better competitors than the naturally occurring species 4nd may partially or wholly replace them. The large number of cuts and fills associated with this high- way will provide many sites where this will occur. The potential then exists for these to escape into adjacent plant communities. Weedy vegetation is unavoidable in a construction project. Planting of natural vegetation and control of the weedy species during highway main- tenance is suggested. -51- Chemical Pollution Construction equipment maintenance has a potential for minor pollution of land by accidental spillage of petroleum products or the dumping of used lubricants. This could destroy vegetation in the immediate vicinity of the spill. Prevention of spillage of harmful chemicals and disposal of waste materials by some other method than dumping will be employed. Drainage System Changes Changes in the natural drainage system will be accompanied by changes in the vegetation. Upland woody species cannot withstand periods longer than 30 days of continuous flooding during the growing season (Bell and Johnson, 1975). No major drainage system changes are predicted for the project (see Drainage, Appendix Volume I, Part 2). Maintenance Chemicals Deicing chemicals, particularly sodium chloride, are known to have det- rimental effects on roadside vegetation. Injury comes not only from saline contamination of surface runoff, but also from direct contact of the plant surfaces with spray from vehicles. Salt apparently interferes with normal photosynthetic and respiratory process and results in burned or browning foliage and a die -back of shoot tips. Several tree species that are especially susceptible to salt toxicity, such as sugar maple (Acer saccharum), occur in the corridor. Aquatic vege- tation could potentially be affected by high concentrations of salt in high- way runoff. Algal blooms, mercury contamination and cyanide contamination have been associated with salt runoff into aquatic systems. -52- As large amounts of salting are required in the Dubuque area during the winter months this impact is unavoidable. It is predicted to be of greatest concern in runoff from the East-West Segment which lies on a ridge above deciduous forest and prairie vegetation. Vehicular spray will be a problem where deciduous forest is bisected in Rupp Hollow or Shooting Club Hollow. Here the area could be screened from spray by planting salt -resis- tant shrubs and trees. Other unavoidable secondary impacts to vegetation include herbicides used in highway maintenance, heavy metals in surface runoff, air pollution, drainage system changes and chemical spills during construction. Impact on Fauna Corridor Fauna The corridor was surveyed by foot in April and May, 1977, to locate areas for intensive animal study. A variety of good quality habitat was encountered along all of the alternate alignments: Maple -basswood and oak - hickory forests, hill prairies, mesic prairie and cropland. The vegetation of these habitats is detailed in Appendix Volume I, Part 2 and depicted in Figure 10b. Unique habitat for cave species was found in the caves, old mine shafts and tunnels and other underground structures (see Geology, and Figure 26, Appendix Volume I, Part 2). Relatively little aquatic habitat occurs: Two branches of Catfish Creek, several minor, intermittent drainageways; and a pond at the intersec- tion of U.S. Highway 52 and Rupp Hollow Road. -53- Based on the ground survey, the faunal elements considered critical for further study were: 1. Bat populations, particularly the possible occurrence of the Indiana Bat and other threatened or endangered species. 2. Cave invertebrate fauna. 3. Species endemic to the prairie remnants, particularly small mammals. 4. Study of deer concentrations and movements, particularly where travel barriers and road hills might occur. Sites selected for further study of these elements are described in Appendix Volume I, Part 2. The bat survey was conducted monthly from September through December, 1977, under the supervision of Dr. Nixon Wilson, Vertebrate Biologist, University of Northern Iowa.. A team of from 2-3 speleologist�s assisted in locating and descending into caves and vertical mine shafts. Seven sites along the Union Park Hollow alignment and three sites in Rupp Hollow were initially checked for bats. It was determined.that only two of these sites, Timmons Cave and the Brewery Cellar area (in Union Park Hollow) were of major ecological significance as bat habitat. These habitats are particu- larly valuable as winter hibernacula, breeding sites and night resting roosts during feeding. In addition, the valley between the Brewery Cellar and an adjacent crevice appeared to be a major fall swarming site. Mist netting of flying individuals at the entrance to the Brewery Cellar indicated three species use this habitat: Little Brown Bat (Myotis lucifugus), Big Brown Bat (Eptesicus fuscus) and Keen's Myptis (Myotis keenii). The Little Brown - 54- Bat occurred in the largest numbers (17-20 netted per night). Populations of all species were highest in September and dwindled to only a few hiber- nating individuals by December. Timmons Cave harbors the largest hibernating bat populations in the corridor. A peak of 50 Little Brown Bats occurred in November. An occa- sional Keen's Myotis and Eastern Pipistrelle (Pipistrellus subflavus) also was found here in hibernation. One Eastern Pipistrelle was found in a mine shaft at Site B (Rupp Hollow Hill Prairie). Comments on the status of these bat species in Iowa, their habitat requirements and &use of corridor habitats is presented in Appendix Volume I, Part 2. Keen's Myotis is on the Iowa Threatened Animal List (Iowa Conser- vation Commission, 1977). It has been found in nine Iowa counties, with the present study being the first record from Dubuque County. It is known to hibernate in caves and mines, preferring extremely cool and moist microsites. The species uses Timmons Cave for overwintering and the Brewery Celler area for feeding, roosting and fall swarming. Although not encountered during the present study, the Indiana Bat has been reported from a nearby area in Dubuque County (by Dr. Nixon Wilson, 1976) and from one mile south of the present corridor (Muir and Polder, 190). Only one other Iowa record (Jasper County) occurs. Suitable habitat for this species occurs in the corridor, and there is potential for finding the species in a longer -term study (Dr. Wilson, personal communication). The species prefers hibernacula with temperatures between 3-60 C. and high humidity, conditions which are found in Timmons Cave. The Brewery Cellar area would provide suitable roost sites during the summer but is too cold to serve as a hibernaculum. None of the other caves or mine shafts in the corridor would provide suitable habitat. -55- A diversity of cave invertebrate fauna occur in the underground systems in the corridor. A list of species encountered during the Fall, 1977, is presented in Appendix Volume I, Part 2, Table A-4, Several species of small mammals were trapped at the hill prairie sites. None are threatened or endangered. Deer were sighted in all the forested hollows in the corridor. Particular attention was paid to deer tracks as an indication of regular pathways between bedding grounds (hollows) and feeding grounds (crop). Presence of deer tracks indicated that deer could be expected to cross regularly the East-West Segment, Union Park Hollow and Shooting Club alignments. An examination of the relatipnship of forested hollows to cropland (see Figure 10b) in this area reveals that these alignments would present a barrier between forest and cropland that may foster deer -vehicle collisions. Other animal species encountered during the study are presented in Appendix I, Part 2. None are endangered. The wooded hollows with adjacent grassland and cropland provide excellent raptor habitat and several uniden- tified owls and hawks were sighted. The following species on the Iowa Threatened or Endangered List occur in the Dubuque region and could use habitat in the North-West Arterial corridor: Endangered Red -shouldered Hawk (Buteo lineatus) Northern Harrier (Circus cyaneus) Barn Owl (Tyto alba) Threatened Cooper's Hawk (Acci: iter coo eri) Broad -winged Hawk Buteo p atypterus) -56- Impacts Mortality and Habitat Removal The primary impacts of the proposed highway construction on fauna within the study area will be animal mortality and habitat removal. Ground -dwelling species would be particularly susceptible to death as construction proceeds. The microfauna in the soil would also not survive soil disturbances. The latter organisms are important to the maintenance of nutrient cycling. Aquatic fauna would be adversely affected by increased sediment load accompanying construction. Removal of habitats provided by vegetation, topsoil, detritus and aquatic areas at construction sites would directly affect species which depend on them for survival, Permanent changes in habitat types would result in shifts in faunal species composition to those animal species more adapted to the new habitat types. An additional impact would be the resultant pressure placed on ecosystems adjacent to the new highway if fauna were forced into these areas. The ability to sustain animal life in these adjacent areas may be exceeded, thus leading to a deterioration of the habitat and in turn an overall reduction in the animal populations. Changes in the land forms near underground structures could alter their microclimate, making them unsuitable for use by bats and other cave species. Bat species have narrow temperature -humidity tolerances, particularly during hibernation (see Fauna, Appendix Volume I, Part 2). Likewise, blocking of openings to these structures could make them unusable. Whenever possible, these openings will be left intact. Final design in the area of these openings will minimize topographic changes. Animal mortality and habitat changes are unavoidable impacts of the project. -157- Measures to control soil erosion during and after construction will be provided. Revegetation will proceed as quickly as possible to restore habitats. Native species will be planted to encourage the return of native animal life to the area. Although the highway will have removed animal habitat, the highway right-of-way has the poteptial for creating new habitats that are favorable for certain native animals. The planting of native grasses and fprbs immediately adjacent to the highway would provide food and cover for many grass -eating and seed -eating species. Baker (1971) has pointed out that grasses along highway and railroad right-of-ways have opened new territory to many grass -eating mammals whose habitat had been encroached upon elsewhere. Small rodents, seed -eating birds and insects would utilize this new habitat. Further from the highway, planting of native shrubs would provide additional habitat for a variety of animals. Niering and Good- win (1974) describe how shrub communities with high stability and wildlife values may be established, Many of the naturally -occurring shrubs in the corridor would be suitable for such plantings. It is suggested that where such shrubs occur in the construction path, they°be replanted along stretches of highway already completed. The use of such cover should also reduce veg- etation maintenance costs. A similar procedure could be followed for tree seedlings, saplings and herbaceous species. Highway rights -of -way also provide nest sites for birds. Several studies have pointed out the importance of roadsides to pheasant nesting. Wright and Otte (1962), in a study of nesting pheasants in central Iowa, found that roadsides sheltered the highest percentage of pheasant nests on a per -acre basis and that most nests were located in cover from 16 to 22 inches in height. Successful roadside nesting of pheasants requires that only minimal mowing occur, and then only after mid -summer. It is very common for cliff swallows -58- (Petroche1idon pyrrhonata) and barn swallows (Hirundo rustica) to nest under highway bridges. Bats have been found to use bridges for both day and night roosts (Davis and Cockrum, 1963). Impacts on fauna other than removal of habitat and animal mortality during construction are listed below: Construction Noise High noise levels from heavy construction equipment and haul trucks, although short-range, cause adverse effects on a population during certain periods in the life cycle. Noise abatement equipment will be used to decrease this impact. As bats are particularly sensitive to noise, special measures to alleviate noise will be taken near bat habitat. The Brewery Cellar, with its large entrance, would be most susceptible to noise impact. Ground Vibration Dgring construction, Tasting in irhe pea of underground s1rycture� could cause collapse of portions of ceilings and walls. If severe, the hab- itat could be ruined for use by bats. Vibrations of traffic also could caUse collapse of the structures or disturb hibernating bats, as they have ultra- sonic detection systems. To avoid disturbance to bats, blasting near under- ground structures will be prohibited during the winter months when bats are hibernating. Reinforced earth structures will be considered in the highway design in these areas to reduce traffic vibrations. Highway Lighting Bats are reasonably tolerant of some indirect artificial light. If direct highway light penetrates to the chamber where they are hibernating, -59- minor disturbances could occur. This potential would only exist in the Brewery Cellar. A greater negative impact of light would be on swarming and night roosting behavior in this area. Lighting could have a positive impact by attracting insect food for bats. It is recommended that incan- descent rather than mercury vapor or fluorescent lights (which do not attract insects) be used for highway lighting near bat habitat (in Union Park Hollow and Rupp Hollow). Road Kills Animal mortality resulting from collision with vehicular traffic is the most conspicuous effect of a highway on fauna. Large terrestrial species which routinely traverse large areas in search of food, such as white-tailed deer (Odocoilus virginianus), will be especially susceptible to danger from vehicular traffic. This also poses a threat to the motorist. Other animals that are often road kill victims include small mammals, birds feeding on the highway or flying into the path of vehicles, amphibians, particularly if they have to cross a road during the breeding season, reptiles and insects. The effect of road kills on animal population has not been well documented. A recent field study (Michael, 1976) along a highway in a forested region of West Virginia monitored pre- and post -construction animal populations. Data indicated no decrease in population densities of larger birds or mammals or of any game species. A study of white-tailed deer populations in Wisconsin indicated that road kills accounted for only a small fraction of the total deer population (Jahn, 1959). Areas where road kill are predicted to be greatest are where high speed highways are constructed in an area previously devoid of roads. This applies -60- to all segments of the arterial, with the exception of the eastern portion of the Rupp Hollow Alternate and the southern end of the North -South Segment. Deer road kills are predicted to be greatest where the highway will separate upland cropland from the forested hollows. This occurs in the East-West Segment above Union Park and Shooting Club Hollows. Several feasible mitigating measures exist for reducing the number of deer -vehicle collisions along highways. The location of deer fencing can be a critical factor. Highest deer kill was reported for areas where the grazing area was located primarily on the highway side of the highway fence, espe- cially in areas where the fence was at the edge of a woods. The lowest deer kill occurred where the fence was located over 25 yards from the nearest wooded area and a good grazing area existed between the fence and the woods. In dense woodland stands bordering both sides of the highway, low deer kill occurred where the fence was located within the woods rather than adjacent to the highway. Deer fencing has been incorporated into the design of the arterial. Good quality woven wire fences at least eight feet high are recom- mended. Measures to prevent or remove snow drifts along these fences should be taken. Eight -foot -high concrete box underpasses are planned to provide travel lanes for the deer in conjunction with the fencing (see Structures, Appendix Volume I, Part 2). It should be kept in mind that although deer fencing may prevent deer - vehicle collisions, it may prove detrimental to deer populations by isolating them into only a portion of their former territory. Many deer are reluctant to use underpasses as small as those sized for the arterial. Also, other animal species may be isolated by the fencing. -61- Travel Lane Barriers A highway roadbed can often effectively block travel by animals that refuse to venture on the highway. Small forest mammals, such as the eastern chipmunk (Tamias striatus) and the white-footed mouse (Peromyscus leucopus), are reluctant to venture onto road surfaces where the distance between forest margins exceeds 20 meters (66 feet). Medium-sized mammals will cross roads wider than 20 meters. The barrier could block passage of upland forms to water sources in the lowland, block lowland forms movement to upland areas during flooding, restrict gene flow between populations and eliminate dis- persal as a population regulation mechanism. Noise The noise levels projected for the proposed highways are not intense enough to produce permanent hearing losses in wild animals; however, chronic exposure to moderate noise levels could produce some hearing loss and/or influence processes that are hormonally regulated, particularly stress reac- tions and reproduction. Another impact is the masking effect that noise might have on the normal signals of animal communication. The noise levels projected for the highway would be high enough. to mask communication signals. Other Impacts Surface runoff pollutants and air pollutants are other unavoidable secondary impacts. Increased accessibility to previously remote natural areas and business development in such areas would also affect animal life. Coordination Coordination with appropriate state and federal governmental agencies regarding threatened and endangered species is summarized below. Letters of coordination appear in Appendix C. -62- November 17-18, 1977 - Letter summarizing significant preliminary findings of the plant and animal field surveys mailed to: Mr. Dean Roosa, State Ecologist, Iowa Conservation Commission, Des Moines, Iowa. Mr. Earl Kisler,U,S. Fish and Wildlife Servicew Kansas City, Missouri. United States Department of Interior, Missouri Basin Region, Denver, Colorado. November 29, 1977 - Field survey in plant communities and wildlife hab- itat in the North-West Arterial corridor. Participating were: Mr. Bob Sheets, Iowa Conservation Commission, Maquoketa, Iowa. Mr. Corland Cook, U.S, Fish and Wildlife Service, Kansas City, misouri. Mr. Joe Williamson, U.S. Fish and Wildlife Service, Kansas City, Missouri.- Mr. Cay Kauffman, Federal Highway Administration, Ames, Iowa. Dr, Martha Whitson, Ecologist, Brice, Petrides & Associates, Waterloo, Iowa. December 16, 1977 - Letter from Mr Tpm A. Saunders, Area Manager, U.S. Fish and Wildlife Service, North Kansas City, Missouri. December 16, 1977 - Letter from Mr. Bob Sheets, Iowa Conservation Commission, Maquoketa, Iowa. Agricultural Impact Agricultural productivity of soils in the corridor was evaluated based 9n their Corn Suitability Rating (CSR) and Land Capability Classification. All of the alternates will pass through soils suitable for cultivated crops (C$R of 6Q-100 and CSR of 30-60), and most of the area is currently under cultivation. Total acres of arable land directly affected would range from 133, to 144 acres depending on the alternate selected. -63- Scenic Impact Dubuque landforms are part of its visual resources. The rolling bed- rock -controlled terrain and stream floodplains have shaped both natural and man-made patterns. Landforms in the eastern portion of the corridor have been recognized for their scenic value in the proposed Iowa Great River Road corridor (Iowa Department of Transportation, 1977). The location of the major roads in the corridor reflect this association of landform and pattern. Pennsylvania Avenue, Asbury Road, and John F. Ken- nedy Road alignments are close to ridge lines that divide the drainage basins of the corridor. These ridge roads existed in 1875 (Andreas Atlas) and still provide much of the character of the rural Dubuque region, i.e. villages connected by roads that closely match the landforms. The relation of the arterial to these roads will determine future visual and urban patterns. The corridor area is visible from many other parts of the City. The evaluation of impacts involved three parts: 1. Delineation of viewer's visual impact area to aid in deter- mining landscape design. 2. Sectional evaluation of the factors of scale, barrier and potential for change between the arterial and adjacent land use. 3. Route rating for each alternate using the relationship to City plan; respect for existing landforms and unique features; and driver's impressions of the community and countryside. Method- ology is presented in more detail in Appendix Volume I, Part 2, and maps of visual impact areas along each alignment appear in Figures 32-36 of that same volume. -64- The critical visual areas for all alternates are proposed intersections, areas of potential rock cuts, the proposed bridge over the Middle Fork of Catfish Creek, existing power lines, connections with U.S. Highway 20 and 52, effect on future development patterns and the transition from upland to Couler Valley. Most of the visual conflict arises when the standards for the required roadway, width, maximum grades, minimum degree of curvature, length of vertical curve, are applied to existing landforms. 0n the North -South Segment, the alignment crosses directly from ridge to ridge. Major at -grade intersections occur on these visually prominent divides. Although the arterial roughly follows an existing visual barrier, the powerline parallels the landforms, while the road must compromise. This juxtaposition of the powerline and road places the powerlines at a driver's line of sight to nearly 50 feet above it. The almost straight alignment of this segment also contributes to a lower route rating for all alternates. The North -South Segment respects existing neighborhoods and provides a definite boundary for developing areas. Positive visual elements of this section are Hempstead High School, a well -sited major building; the Middle Fork of Catfish Creek, a semi -natural open space and railroad corridor; and the older core of Asbury, a ridge -top village typical of others in the Dubuque vicinity. Visual impact to open space areas will result from all alternates of the North-West Arterial, The following open spaces, which have been recom- mended for preservation by several reports prepared for the City of Dubuque, will be crossed or abutted: -65- 1. Union Park Hollow from Couler Valley to John F. Kennedy Road. 2. Couler Valley bluffs from Thirty -Second Street to the Little Maquo- keta River. 3. Sageville Road (Rupp Road) ravine from Couler Valley to John F. Kennedy Road. A sensitive area relative to scale and barrier factors is directly north of Pennsylvania Avenue. Here the fill reaches a height of about 30 feet with a corridor width of 350 feet. The power line easement on the east edge cre- ates planting restrictions and increases the barrier effect. Both width and fill dominate a future residential area and prevent any visualtransition across the arterial. Planting of understory shrubs offer only limited relief screening associated impacts such as roadside litter. Typical cross sections depicting the relationship of the arterial to future development areas and existing vegetation are presented in Figures 37 and 38, Appendix Volume I, Part 2, Suggested landscaping to mitigate adverse visual impacts is illustrated. The maps of visual impact areas (Figures 32- 36, Appendix Volume I, Part 2) indicate areas where planting or road cut can reduce the visual effect of the roadbed. The following landscape objectives for mitigating adverse visual effects within rights -of -way will be followed: Replace and reinforce existing vegetation patterns by use of native canopy, understory and prairie species (see planting lists, The Bluffs of Dubuque, Coyle). These existing patterns are generally in drainage areas subject to erosion and on steep rocky ground with scenic value. Screen existing residential areas. In particular, provide transi- tion where arterial elevation is within 15 feet of the residence's first floor elevation. -66- 3. Screen future residential areas. 4. Provide focus at ridge top intersections, These are likely to be visible from reads and adjacent land and also form a silhouette for distant views. Relocation Impacts The proposed North-West Arterial will involve the relocation of 2 to 19 housing units, depending on the alternate selected. Among these relocations are home -owner housing units, rental housing units, farm operators and mobile homes. In addition, one to two businesses will be acquired depending on the alternate. Existing neighborhoods will not be divided by the North-West Arterial, and no individual residences will be isolated by its construction. Acquisition payments will be made to all owners whose property is in- volved. Such payments are based on fair market values and will be determined by appraisal of the properties at the time of acquisition. This appraised value will be in accordance with current real estate selling prices at the time of acquisition. In addition to acquisition payments, all eligible relocatees of the project will receive relocation assistance in compliance with the Federal Uniform Relocation Assistance and Real Properties Acquisition Policies Act of 1970 and House File 182, 64th General Assembly, State of Iowa, The Relocation Assistance Program assists owners and tenants displaced by a highway project in finding decent, safe and sanitary housing. It offers payment to displaced landowners, tenants, businesses and farm operations for -67- actual moving expenses. Additional payments are made when necessary, to assist in finding comparable replacement housing. It is anticipated that sufficient comparable replacement housing will be available within the metropolitan area to accommodate all potential relocatees. The current vacancy rate in the City of Dubuque is approximately three percent; 1.6 percent owner -occupied and 5.8 percent renter -occupied. In addition to single-family residences and rental units, there are approxi- mately ten mobile home parks located within the metropolitan area. If at the time of construction replacement housing is not available, new housing will be built for relocatees. No unusual or unique businesses will be affected by the proposed North- West Arterial. Both businesses affected by the proposed alignments are commercial establishments, one being an electric motor dealer and the other a tavern. No significant community -wide impacts are expected to accompany these relocations. While it is the option of individual businesses to close operation or to relocate in the event of their relocation, it is anticipated that there will be ample space, suitably zoned, to accommodate these two bysinesses within the metropolitan area should they elect to relocate. Social Impact As previously stated, the proposed North-West Arterial will have minimal impact on established neighborhoods and will not affect ethnic concentrations. Schools and school attendance boundary lines will not be affected by the North-West Arterial and no change in current school busing patterns will be required by the project. No churches will be acquired for the proposed construction. Travel patterns and access to community centers will be changed by the North-West Arterial. In general, accessibility to local educational, religious, -68- recreational, medical and business areas will be improved by the proposed action, although the degree of accessibility depends on the particular ori- gin and destination of each trip. Accessibility related to fire and police protection and ambulance service will be generally improved by the construc- tion of the North-West Arterial. The proposed action will additionally pro- vide access to new areas which are presently inaccessible by public roadways. For a small percentage of the trips, accessibility and travel times may be adversely affected by the imposition of one-way access, Because of the proposed median, vehicles entering the North-West Arterial from a private driveway would not be permitted to turn left, thus possibly increasing their total travel distance. Additional data on Accessibility is included under "Effects on Transportation Factors." Economic Impact The ecpngmic impacts of the proposed North-West Arterial include effects on businesses, effects on employment, changes in property values and changes in tax base. Business Activity Businesses located near the Nprth-West Arterial will experience a pqs- itive impact due to improved accessibility. The southerly portion of the corridor includes a major regional shopping center, Kennedy Mall, and many other commercial business establishments. The opposite end of the corridor is concentrated with industry, including many smaller industries as well as Dubuque's major employer, John Deere Dubuque Works. Accessibility to both areas will be improved by the North-West Arterial. -69- In addition to existing businesses, future expansion is being planned in portions of Dubuque, including a planned industrial park near the south end of the corridor (see Land Use Planning). Improved accessibility due to the North-West Arterial will benefit such development. Employment A major construction project such as the North-West Arterial will gen- erate new jobs during the construction process. Additional jobs will be created in service capacities unrelated to the basic (construction) jobs. Tote construction employment opportunities generated by the North-West Ar- terial are estimated at 200 to 255 new jobs, depending on the alternative selected. Following construction, the economic development encouraged by highway accessibility will continue to rise and provide replacement employ- ment for jobs created by the highway construction. Property Values Property values for tracts of land near the proposed North-West Arterial will be affected by its construction. Improved accessibility will enhance the value of such land, especially for commercial or industrial properties near the proposed alignments. Residential properties and other properties farther from the proposed alignments will increase in value to a lesser degree. Certain effects of the North-West Arterial will tend to depress the value of properties abutting or in close prpximity to the highway, Noise, air pollution and scenic disamenities from the highway may well lower some property values. Both positive and adverse effects were considered in projecting the overall effect of the North-West Arterial on nearby properties. -70- Overall land values are projected to increase upon construction of the North-West Arterial. Average value of all residential properties affected by the North-West Arterial, including abutting and non -abutting properties, is projected to increase by approximately $1,260 per home upon completion of the construction. Increases in land values for commercial and industrial properties will vary considerably, depending on their location, zoning and other factors. Tax Base In highway construction there are three major factors that influenCe the urban tax base: 1) acquisition of right-of-way; 2) changes in existing property values; and 3) property development. Upon acquisition of right-of-way, property reverts to public ownership, resulting in a tax base loss. Through time, services to these areas by local government are reduced and property owners move to new locations, thereby restoring the lost tax base. Further, industrial and commercial activities develop along the system, where zoning permits, enhancing the tax base. Consequently, there is a general trend to regain the lost tax base within a short period of time. Air Quality Impact Overall air quality within the Dubuque metropolitan area is projected to be somewhat improved by the construction of the North-West Arterial, To- tal carbon monoxide emissions are predicted to decrease by approximately one percent under any of the North-West Arterial alternates, as compared to the Widening of Existing Streets Alternate. Carbon monoxide was the major pol- lutant addressed in this analysis. -71- Air quality impacts were assessed by the use of three types of analyses. Input for each type of air quality analysis was based on year 2000 traffic Volume projections for the Dubuque metropolitan area. These projections were developed by the Iowa Department of Transportation, in cooperation with local and regional planning agencies for the Dubuque area. A mesoscale analysis was performed to determine overall pollutant loads throughout the metropolitan area. Air quality near sensitive site receptors was evaluated by a microscale analysis (California Line Source Dispersion Model), which estimates representative pollutant concentrations at individual sites adjacent to a particular roadway. A third type of analysis, the APRAC- 1A Urban Diffusion Model, was used to estimate carbon monoxide concentrations at specific sites due the entire urban area traffic. On -site monitoring of air quality was not included in this analysis. The diversion of traffic from existing streets to the proposed North- West Arterial will have a beneficial effect on air quality as experienced in areas adjacent to the existing street network. The proposed alignments .of the North-West Arterial will introduce mobile source air pollution into areas not now subject to highway traffic, although the effects will be considerably lower than the standards for such pollutants. In general, pollutant concen- trations attributable to North-West Arterial traffic volumes are predicted to be well below the National Ambient Air Quality Standards, and all of the construction alternatives are consistent with Iowa's Implementation Plan for maintenance of those standards. Additional data on air quality is presented under "Effects on Air Quality," page 151. -72- �=i 7/ The Iowa Department of Environmental Quality (DEQ) has been informed of the location and scope of the proposed project, as well as the alternatives under study. The letter documenting this early coordination with DEQ is attached to this report. (See Appendix C.) Noise Impact The North-West Arterial project is expepte1 to have both adverse and beneficial effects upon the existing noise environment within the study corridor. In the case of the construction alternatives, all of the align- ments under consideration would divert traffic from the existing street net- work and in so doing would reduce the traffic noise levels on various City streets throughout the study area. On the other hand, the construction alternatives would introduce traffic noise into sensitive areas which are now devoid of significant traffic noise levels. The noise analysis for this project included on -site measurement of existing noise levels and mathematical computation of future noise levels. Figure 15 indicates the streets and sensitive site locations which were in- cluded in the noise analysis. (For technical background information regard- ing traffic noise, referepce is made to Fundamentals and Abatement of Highway Traffic Noise, Bolt, Beranek and Newman, 1973.) The following discussion summarizes the findings of the noise study. (See Appendix Volume I, Part 2 for complete report.) The sensitive site analysis portion of the study consisted of: 1) mea- suring the existing noise at noise sensitive land use adjacent to the pro- posed North-West Arterial corridor, 2) predicting the design year noise levels -7- at these locations under conditions of the North-West Arterial construction alternates, and 3) comparing the predicted future noise levels to the mea- sured existing noise levels and to the established design noise levels in an effort to quantify the noise impact. Table 4 indicates nine study sites in the vicinity of the proposed North-West Arterial which would be most severely affected by traffic noise from the various alignments. Noise levels at each site have been projected for the Widening of Existing Streets and Do Nothing Alternates as well as for the various North-West Arterial alternates. Existing noise levels at each site, as measured in the Fall of 1977, are also shown in Table 4. Each of the proposed alignments will result in properties being exposed to noise levels in excess of the design L10 level of 70 dBA. Noise levels at certain other locations, although not predicted to exceed the design noise levels, will increase substantially from existing conditions. A summary of the noise levels attributable to each alternate alignment is presented in Table 5. This table shows the predicted L10 noise level, measured at 100 feet from the respective roadways for each segment of the three alternate alignments. Due to the scarcity of existing development along the corridors, the number of sensitive sites affected is relatively few. Where sensitive sites are affected by high traffic noise levels, miti- gation measures such as noise attenuation walls or berms will be considered to reduce the noise levels to an acceptable level. Such mitigation measures may not be practical at certain locations, due to the steep terrain of the -74- 7/ corridor or other design consideration. In addition, construction of noise attenuation structures may not be economically feasible for the protection of a single property or mobile home. In such cases, exceptions to the ap- plicable noise standards will be requested. At six of the nine sensitive sites considered, noise levels projected for the Widening of Existing Streets and Do Nothing Alternates are nearly equal to those projected for the North-West Arterial alternates. At these locations (Site Nos. 1,,2, 3, 4, 5 and 8), traffic on other nearby streets contributes substantially to the overall traffic noise. Noise abatement measures at such locations, especially near intersections, would be difficult. Additional information on noise, including the number, type and loca- tion of affected sites, are addressed under 'Effects on Noise" and -"Construc- tion Impacts." The complete noise study for the North-West Arterial is pre- sented in Appendix Volume I, Part 2 of this report. The Iowa Department of Environmental Quality (DEQ) has been informed of the location, scope and preliminary noise analysis of the proposed project. The letter documenting this early coordination appears in Appendix C. -75- \UPP HOLLOW ALT �1 t FIG. 15. STREETS AND SENSITIVE SITES INCLUDED IN NOISE EVALUATION A 4 ■ ■ yPP HOLLOW ALT. �1 t. RESCENT 'OGEI ALT. InHY c rcuuuuu UNI.. HOLL FIG. 15. STREETS AND SENSITIVE SITES INCLUDED IN NOISE EVALUATION SCALE IN MILES LEGEND • NOISE STUDY SITE FOR SENSITIVE SITE ANALYSIS STREET INCLUDED IN NOISE ANALYSIS 1 2. cnm mm >— z r c- yr rn m CP TABLE 4 PROJECTED dBA LEVELS FOR SENSITIVE SITE NOISE DATA -r- Site Land No. Use Location Measured Existing L10 Predicted Year 2000 Street Shooting Widening Club L10 L10 Union Park Rupp Hollow Hollow L10 L10 Do Nothing Distance from Centerline of N-W Arterial to Sensitive Site 1 2 3 4 5 Residential Mobile Homes Residential Residential Recreation 6 Recreation 7 Residential 8 Residential 9 Residential Plank Road Rupp Hollow Road Clay Hill Road 45 45 not measured J.F.K. Road 50 Dub. Shooting Society 55 Marshall Park 47 Blasen Street 45 J.F.K. Road 67 Admiral 45 72 72 72 72 68 67 74 75 72 75 47 60 47 69 70 70 49 67 62 73 73 63 73 73 65 67 69 75 74 73 72 72 71 60 50 55 70 50 55 68 69 72. 67 67 49 140' 160' 300' 250' 230' 610' 240' 220' 240' TABLE 5 SUMMARY OF NOISE LEVELS PREDICTED AT DISTANCE OF 100 FEET FROM EDGE OF ROADWAY Road Segment Year 2000 L10 at 100 Fept From Roadway Rupp Union Park Shooting Hollow Hollow Club U.S. 20 to Asbury Road 71 71 71 Asbury Road to Derby Grange Road Derby Grange Road to Clay Hill Road Clay Hill Road to U.S. 52 71 67 73 Asbury Road to John F. 71 72 Kennedy Road John F. Kennedy Road 75 75 to U.S. 52 Water Quality Impact The only named body of water within the project corridor is Catfish Creek, with each alternate alignment of the North-West Arterial crossing the Middle and North Forks of said creek. At the location of the proposed cross- ings, the drainage area of the Middle Fork is approximately seven square miles, while the drainage area of the North Fork is less than one square mile. According to the Iowa Department of Environmental Quality, both affected branches of Catfish Creek are classified as "Class B warm water aquatic life -78- streams." Such streams are to be protected for wildlife, non -body contact recreation and aquatic life. Neither branch of Catfish Creek is used for water supply. All drainageways within the project area, including Catfish Creek, drain to the Mississippi River. A permit from the U.S. Army Corps of Engineers under Section 404 of the Federal Water Pollution Control Act may be required for crossing of the Mid- dle Fork of Catfish Creek as the five cfs flow is the borderline flow for 404 jurisdiction. Existing water quality in the Mississippi River is relatively good compared to interior Iowa streams, due primarily to the degree of dilution afforded waste discharges. The construction of the North-West Arterial will have no measurable effect on water quality in the Mississippi River. Existing groundwater in the Dubuque area is generally high quality and plentiful and supplies the City of Dubuque with its water supply. Construc- tion of the North-West Arterial will have no appreciable effect on ground- water resources. Perched water tables may be encountered in deep highway cuts or borrow sites; however, these water tables will equilibrate following disruption. Short-range impacts on water quality are discussed under "Construction Impacts." Long-range impacts on surface waters will result from increases in deicing salts and sand required from the additional lane -miles of road- way and from changes in street surface deposits (grease, oil, rubber, etc.) which are washed from the streets during rainstorms. Projected total salting -79- and sanding for the North-West Arterial alternates is estimated to increase approximately 340 pounds per day, compared to the Widening of Existing Streets Alternate. Due to changes in traffic volumes and speeds, other street sur- face deposits (grease, oil, rubber, etc.) are projected to decrease by ap- proximately 32 pounds per day under each of the North-West Arterial alter- nates. The impacts of soil erosion on water quality will be minimized by such erosion control measures as surface drainage facilities, mulching, seeding and sodding. In addition, all drainage ditches included in the pro- ject will be analyzed for flow velocities and potential erosion, and will be riprapped where required to prevent excessive soil erosion. The overall impact of the proposed action on water quality is expected to be minimal. Early coordination of this project relative to water quality has been accomplished through consultation with the Iowa Department of Environmental Quality. A copy of the letter documenting this coordination is attached in Appendix C. Flood Hazard Evaluation Crossings of the Middle Fork and North Fork of Catfish Creek are in- cluded in each alternate alignment of the North-West Arterial. Each stream crossing site was analyzed according to its effect on future flooding. Flood data for the Middle Fork of Catfish Creek were obtained from the report Flood Hazard Investigation, Catfish Creek and Tributaries, Dubuque, Iowa, July, 1976, Rock Island District, Corps of Engineers. Studies conducted by the U.S.D.A. Soil Conservation Service provided flood data on the North Fork of Catfish Creek. The flood hazard evaluation of both the Middle Fork -80- and North Fork was based on the 100-year frequency flood. (That is, a flood whose magnitude is exceeded an average of once every 1.00 Years.) The proposed crossing of the Middle Fork of Catfish Creek includes a bridge which spans both the creek and the adjacent railroad, at an elevation well above the 100-year flood elevation. The effect of this crossing on flooding will be negligiblgl The grossing of the Middle Fork will ggmply with all applicable requirements of the Iowa Natural Resources Council regu- lations for bridges and embankments in urban areas (INRC (580), effective November 24, 1975) and with Federal yig,hway Administration requirements (H1y7 drauliq Design of Highway Encroachments on Flpodplains, FederalrAid Highway Program Manual 6-7-3-2, Federal Highway Administration, U.S. Department of Transportation, 1974). The proposed crossing of the North Fork of Catfish Creek affects a drainage area of less than one square mile, and thus does not fall within the jurisdictiop of the Iowa Natural Resourges Council relative to flood hazard evaluation. In consideration of existing and future development along the North Fork, both upstream and downstream of the proposed crossing, a floodplain and floodway analysis has been conducted as part of tihis project. The City of Dubuque, in cooperation with the Soil Conservation Service, began in 1971 an investigation of flood problems on the North Fork of Cat- fish Creek. At that tire, the possibility of flood water impoundment was considered to protect downstream development; however, this concept was dropped due to right-of-way costs. The City of Dubuque has requested that flegdiog problems be rev4weq agaip in conjuoctipn with the North-West -81- Arterial project, with the goal of reducing downstream flooding and delinea- ting the floodplain to guide future development. In consideration of the above, culverts under the proposed roadway at the North Fork crossing were designed to accommodate a 10-year frequency flood, resulting in a reduction of the flood elevation downstream by approx- imately one foot for the 100-year flood compared to existing conditions. Accordingly, development downstream from the proposed arterial will be less susceptible to future flooding. Areas upstream of the proposed North-West Arterial are presently undeveloped, and future development can be planned to help avoid flood damages in that area. A complete review of flood hazards, including maps of existing and future flooded areas, is presented in Appendix Volume I, Part 2. In addition to Catfish Creek, several other minor drainageways are pre- sent in the project corridor and will require cross -road drainage structures. Due to lack of development near such drainageways, the effect of the pro- posed project on flood hazards in these areas will be negligible. A review has been conducted to determine the effect of the proposed North-West Arterial routes on wetlands. No wetlands will be affected by this project. Letters documenting early coordination of this project with the Corps of Engineers and Iowa Natural Resources Council are attached to this report (Appendix C). Construction Impact Construction of any of the proposed alternatives except Do Nothing will result in certain short-range adverse environmental impacts. "-82- Noise from heavy construction equipment and haul trucks is a relatively short-range but nonetheless disturbing impact upon sensitive land use near the construction site. In an effort to minimize the adverse effects of the construction period, contractors will be required to equip and maintain trucks and machinery so as to limit noise emissions. Contract specifications will also restrict especially noisy construction activity to the daytime hours in order to minimize conflict with noise sensitive nighttime activities. Each of the construction alternatives will require the use of explosives in areas where rock cuts are encountered. Rock cuts are expected to be en- countered in each of the North-West Arterial alignments, with the most prob- able location being near the northeasterly terminus of the respective align- ments in the vicinity of their intersections with U.S. Highway 52 - Iowa Highway 3. Rock cuts are also likely along much of the Rupp Hollow valley. The use of explosives will be accompanied by noise and vibration affect- ing both people and wildlife within the construction area. In order to minimize the impacts caused by the use of explosives, blasting will be limited to specified hours of the day and to specific seasons in areas adjacent to sensitive wildlife (see Impacts to Fauna, page 59). In,addition, the size of the charges will be limited near developed areas to minimize the noise and vibration experienced by nearby residents. Other areas sensitive to blasting are the caves and abandoned mines (see Geology Impacts, page 46). Air quality will also be subjected to short-range deterioration in the construction areas. Grading operations and the transportation and handling of materials such as earth and aggregates will result in the release of airborne dust. The burning of clearing and grubbing wastes will also con- tribute to the particulate and pollutant loads in the atmosphere, although -83- such conditions would be infrequent and of relatively short duration. Emis- sions from construction machinery will add to the motor vehicle classes of air pollution. Contractors involved with the construction of the North-West Arterial will be required to comply with the Iowa Rules and Regulations Relating to Air Pollution Control. Specifically, adherence to Sections 4.2 Open Burning, 4,3(2)c Fugitive dust, 4.3(2)d Visible emissions, and 3.1(1) Permits, will qe required in the ponstruotign contracts in an effort to minimize the short-range effects upon air quality within the project corridor. The above regulations include the following stipulations, among others: Oven Burning - The Ournig of landscape wastes shall be limited to areas located at least one-fourth mile from any inhabited building. Fugitive Dust - Reasonable precautions will be taken to prevent the discharge of fugitive dust, including the use of such materials as water, chemicals, asphalt or oil on surfaces which cause fugitive dust. Installation and use of containment or control equipment, to enclose or otherwise limit the emissions resulting from the handling and transfer of dusty materials will be required. Covering, while in motion, of open -bodied vehicles transporting materials likely to give rise to airborne dust will also be required. Visible Emissions - Exhaists from construction equipment, asphalt plants and portland .cement concrete batching plants are required to comply with Iowa Air Quality Commission's emissions standards. -847 Temporary deterioration of surface water quality will result from grading, bridge construction and other construction activities. Increased turbidity and siltation, caused by erosion of exposed land and disturbance of the stream beds, will be the greatest construction impact on water quality. Runoff from disturbed areas may also increase the levels of BOD, metals, pesticides and nutrients in the streams, depending on the land use and rainfall at the time of construction. Groundwater quality is not expected to be appreciably affected by construction operations. To reduce impacts on water quality, contractors will be required to minimize the area cleared during any time and will employ erosion control measures at all stages on construction. Such measures may include temporary berms, dikes, siltation basins, drains, gravel, mulches and grasses, and will apply to haul roads and borrow sites as well as the permanent right-of- way. Sanitary facilities will be required at the construction sites. Suit- able storage areas and careful handling of potentially harmful materials will be required by the contractor. Traffic patterns and existing access points near the proposed facilities will be affected by construction activities. Construction schedules will be coordinated in advance to minimize the effects of such disruption. Suit- able detours will be required to maintain traffic circulation, and areas to be torn up at any time can be controlled to limit the extent of disruption. Contractors will be required to maintain access within a specified distance of any inhabited areas to assure continued fire protection and emergency services. -85- ALTERNATIVES General The transportation planning process conducted by the Dubuque Metropol- itan Area Transportation Study has considered various alternatives including a share of transit usage in solving the transportation needs anticipated in the community and in the corridor. (See Need for Project, page 5). At the time of the development of the Dubuque Metropolitan Area Trans- portation Plan, approximately 11 percent of all person trips were accommo- dated by the City bus system. A five percent increase in total auto driver trips was then estimated if bus service should be curtailed. In the period of time since the aforementioned Transportation Plan, annual bus ridership has decreased approximately 50 percent through 1974. With increasing travel needs and with improvements in the transit program, it is expected that transit will provide approximately five percent of the total daily vehicle trips. Planning is currently being conducted by the ECIA to increase bus usage. Recent programs have population densities seasonal temperature increased ridership among industrial employees. Low in the corridor of the proposed action and the extreMe and climate variations make voluntary transit usage an unrealistic solution to satisfy the travel needs in this corridor by the year 2000. The Transportation Plan and its updates recommended the selection of highway alternatives for the proposed action. -86- Alternatives Considered Several alternate solutions were investigated during the course of this corridor location study for the North-West Arterial in the Dubuque Metropol- itan Area of Dubuque County, Iowa. Various alternatives originated from the following sources: 1. 2. 3. 4. 5. Public input via public informational meetings, including verbal and written communications and the completion of route prefer- ence survey forms. Public input following public informational meetings, including telephone calls, written communications, meetings, and through completion and return of route preference survey forms. Public input received from citizens' groups or organizations via attendance at public informational meetings, written communica- tions, telephone calls and meetings. Input received from the Iowa Department of Transportation, High- way Division, and the Federal Highway Administration, based on their prior knowledge of the needs of the metropolitan area. Project consultant's suggested alternates, resulting from review of aerial photographs and mapping, on -site investigations, and knowledge of the needs of the metropolitan area. As a result of input provided via the aforementioned sources, alter- natives were considered and preliminarily evaluated as to their respective -87- advantages and disadvantages in solving the various aspects of the trans- portation problems of the metropolitan area. For discussion, these alter- natives are hereinafter divided into three categories, as follows: 1. Alternatives Considered and Selected for Further Detailed Evaluation. 2. Alternatives Considered and Not Further Evaluated in Detail. 3, Alternatives Considered, Partially Evaluated and Deleted from Fur- ther Evaluation. Photographs along the various alternatives are included in Figures B-2 through B-8 in Appendix B. Five highway alternatives have been selected for further study regard ing the proposed action, including a Do Nothing Alternate. Following the completion of the current study, a corridor public hearing will be held with respect to the proposed alternatives. A decision on the final recom- mendatign for the proposed North-West Arterial will be made after the tran script and comments from the public hearing are evaluated. The following section describes the five alternatives presently under consideration. Three alternate alignments of the proposed North-West Arterial, with certain variations, have been evaluated, in addition to Widening of Exist ing Streets and Do Nothing Alternates. Certain terminology to be used in descriptions of the alternatives is outlined below. General Descriptions Planned Street Network The planned street network consists of those major streets and highways that are included as elements of the future transportation network by local -88- and regional planning agencies and include planned reconstruction or high- way improvements by the City of Dubuque and the Iowa Department of Transpor- tation. Figure 16 indicates the various elements of this network with the exception of the North-West Arterial. The future streets indicated are common to all alternates considered for further evaluation, except for the Do Nothing Alternate and certain interim network conditions analyzed. No route location, impact consideration or financial analysis was made for this network as all new elements of the network are part of all of the "Build" Alternates. The following is a list of the various elements of the Planned Street network: U.S. Highway 20 (Dodge Street) from Bryant Street to U.S. Highway 151. Wacker Drive from U.S. Highway 20 to University Avenue (four lanes with median). John F. Kennedy Road from University Avenue to Asbury Road (four lanes with median). Proposed U.S. 520 in southern region of Dubuque. Proposed North -South Freeway from proposed U.S. 520 northerly and easterly. Proposed Couler Valley Arterial from proposed North -South Freeway to U.S. Highway 52 - Iowa Highway 3 northerly of West 32nd Street. Hillcrest Road from John F. Kennedy Road to Pasadena Drive. Basic Street Widening The Basic Street Widening (see Figure 17) consists of a network of streets that need to be widened if a "Build" (versus "No Build") type solu- tion is considered to solve the transportation needs of the Dubuque metro- politan area for the year 2000. The widening considered "Basic" results in -89- impacts that are common to the three alternates of the proposed North-West Arterial (to be described later), as well as the Widening of Existing Streets Alternate. The streets so shown to be widened in Figure 17 must be widened if any of the four "Build" alternates are adopted. The following list re- presents the widenings necessary as part of the Pasic Street Widening and is in addition to the elements of the Planned Street network: Iowa Highway'386 from U.S. Highway 52 to John Deere Dubuque Tractor Works (add two lanes). Monroe Street from Jackson Street to Peru Road (add two lanes). Peru Road from Monroe Street to Valley Road (add two lanes). Kaufman Avenue from Kane Street to Central Avenue (add two lanes). E 22nd Street from Central Avenue to White Street (add two lanes). E. 22nd Street from Jackson Street to Washington Street (widen lanes). E. 20th Street from Central Avenue to White Street (widen lanes). E. 20th Street from White Street to Elm Street (add two lanes). Rhomberg Avenue from Elm Street to Stafford Street (add two lanes). Kniest Street from Rhomberg Avenue to Lincoln Avenue (widen lanes). Windsor Avenue from Rhomberg Avenue to Lincoln Avenue (add two lanes). Tenth Street from Central Avenue to White Street (widen lanes). Ninth Street from Iowa Street to White Street (widen lanes). John F. Kennedy Road from Kaufman Avenue to Asbury Road (widen lanes). Asbury Road from Carter Road to Chaney Road (widen lanes). Asbury oad from Hillcrest Road to University Avenue (widen lanes). Loras Boulevard from University Avenue to Algona Street (widen lanes). University Avenue from Auburn Street to Grandview Avenue (widen lanes). Dodge Street (U.S. Highway 20) from Wacker Drive to Bryant Street (add two lanes). Wacker Drive from U.S. Highway 20 to University Avenue (add two lanes). John F. Kennedy Road from University Avenue to Pennsylvania Avenue (add two lanes). -90- Hill Street from Dodge Street (U.S. Highway 20) to Solon Street (add two lanes). Bryant Street from Dodge Street (U.S. Highway 20) to Curtis Street (widen lanes). Major Intersection Improvements: Wacker Drive and Dodge Street (U.S. Highway 20). Dodge Street (U.S. Highway 20) and Hill Street. Dodge Street (U.S. Highway 20) and Bryant Street. Intersection Improvements: Dodge Street (U.S. Highway 20) and Algona Street. University Avenue and Asbury Road. University Avenue and Loras Boulevard. Hillcrest Road and Asbury Road. Clarke Drive and Grandview Avenue. W. Locust Avenue and 17th Street. The impacts of each of the aforementioned projects will be considered in their respective impact statements at the time such projects are author- ized. No further reference to such impacts will be included as part of this document. Estimated costs of each indicated improvement, however, are in- cluded in the financial analysis portion of this project. Additional Widening The term "Additional Widening" pertains to the network of existing streets that need to be widened if a specific alternate of the proposed North- West Arterial or the Widening of Existing Streets Alternate is selected. Such widenings will be required for each respective alternate in addition to -91- 1 letser- FAANT PO OHN F. KENNEDY FIG. 16. PLANNED STREET NETWORK 0 1 SCALE IN MILES LEGEND mom omm PLANNED ROADWAYS OR IMPROVEMENTS / CITY ISLAND FRANT7 2 FIG. 17 BASIC STREET WIDENING I I BASIC STREET WIDENING SCALE IN MILES REMOVE PARKING IF PRESENT AND WIDEN EXISTING LANES ADD TWO LANES INTERSECTION IMPROVEMENT MAJOR INTERSECTION IMPROVEMENT NOTE: ALTHOUGH NOT GRAPHICALLY INDICATED HEREON, THE 1990 TRANSPORTATION NETWORK ALSO INCLUDES THE FOLLOWING PROPOSED FACILITIES: NORTH -SOUTH FREEWAY COOLER VALLEY ARTERIAL FREEWAY 520 NOTE: LANE ADDITIONS HAVE BEEN INDICATED HEREON AS A MEASURE OF DEFICIENCIES. IT IS RECOMMENDED THAT DURING THE SUBSEQUENT DESIGN PHASE OF EACH FACILITY, CONSIDERATION BE GIVEN TO OTHER SOLUTIONS THAT MAY BE ADAPTABLE OR SUITABLE TO SOLVE SPECIFIC DEFICIENCIES. RANTZ _ N9 �ONN F. KENNEOY irc 4 0 0 tpoo, stx Orel R"5 441117 0� OO Pilli■ aW01%34 ) SCALE IN MILES �+ r FIG. 18 ADDITIONAL STREET WIDENING - WIDENING OF EXISTING STREETS ALTERNATE STREET µIDENING ALTERNATE ADDITIONAL WIDENING ADD TWO LANES INTERSECTION IMPROVEMENTS fNANT SCALE IN MILES • FIG. 19 ADDITIONAL STREET WIDENING - RIJPP HOLLOW ALTERNATE 4 RUPP HULLO': ALTERNATE ADDITIONAL WIDENING NORTHWEST ARTERIAL t• ADD TWO LANES •- INTERSECTION IMPROVEMENT ■ co FRANTZ --J 9HN F.KENNEDY I L _� FIG. 20 ADDITIONAL STREET WIDENING - UNION PARK HOLLOW ALTERNATE I SCALE IN MILES /AA Q UNION PARK HOLLOW ALTERNATE ADDITIONAL WIDENING NORTHWEST ARTERIAL ADD TWO LANES INTERSECTION IMPROVEMENT FRANT 1.9 kb SCALE IN MILES � c FIG. 21 ADDITIONAL STREET WIDENING - SHOOTING CLUB ALTERNATE SHOOTING CLUB ALTERNATE ADDITIONAL WIDENING NORTHWEST ARTERIAL iMMINNI ADD TWO LANES • INTERSECT I ON IMPROVEMENT i A cFo FRANTZ FIG. 22. ALTERNATIVES CONSIDERED AND SELECTED FOR FURTHER DETAILED EVALUATION 0 SCALE IN MILES (b SCALE IN MILES Basic Street Widening. In addition, certain future street extensions as pertain to the respective alternates are included in the respective Addi- tional Widening determinations, such being based on year 2000 traffic assign- ments to the 1990 Transportation Plan network. Maps of Additional Widening for the three North-West Arterial alter- nates and the Widening of Existing Streets Alternate are shown in Figures 18, 19, 20 and 21. The cost and assessment of the Additional Widening has been included relative to each alternate. The Environmental Impact Statement for Additional Widening will be prepared when the respective projects are authorized. Descriptions of Alternatives Considered and Selected For Further Detailed Evaluation A general discussion of each alternative is included in the following sections. The aforementioned three alternates for the North-West Arterial, in addition to the Widening of Existing Streets Alternate and the Do Noth- ing Alternate were evaluated in detail relative to the respective impacts. Figure B-1 in Appendix B is an index map indicating locations of aerial and ground photographs relative to the various alternates considered. The photo- graphs are included subsequently in Figures B-2 through B-8 in said Appendix. The preliminary design of the various alternates of the North-West Ar- terial provides for a divided four -lane roadway with at -grade intersections, beginning at U.S. Highway 20 in the vicinity of the latter's intersection with Crescent Ridge Road, thence proceeding northerly to north of Asbury Road, and then proceeding northeasterly to intersect with U.S. Highway 52 - Iowa Highway 3 northerly of West 32nd Street. For more detailed information, -99- such as cross sections, design criteria, plan and profile drawings, drain- age and right-of-way requirements, the reader is referred to Appendix Vol- ume II. The three alternates of the North-West Arterial intersect with the U.S. Highway 52 - Iowa Highway 3 at different locations and were designed in accordance with traffic projections for the year 2000 (see Figure 22 and Appendix Volume II). Do Nothing Alternate This alternate includes the existing street network, the major elements of which are shown in Figure 5A. As such, this alternate includes no future street extensions, street widenings or other roadway construction and may also be classified as a "No Build" or "Status Quo" alternative. Major future elements of the 1990 Transportation Plan, including the North -South Freeway, Freeway 520 the C941er Valley Arterial anq the North-West Arterial, are not included in this alternative. Traffic volume projections for the year 2000 were made for this alter- native by the Iowa Department of Transportation. The impact of such increased traffic volumes on existing streets was analyzed in relation to existing street capabilities. Projected traffic volumes for this alternative are in- cluded in Table A-1 in Appendix A. Based on the existing street capacities and future traffic volume pro- jections, levels of serivce are indicated in Figure 6 by the appropriate line symbols and are indicative of increasing traffic congestion. Streets with levels of service D, E or F are considered as deficient, while those with levels A, 8 and C are considered as satisfactory. -100- Increases in the amount of traffic congestion within the community will result in corresponding increases in the amount of stop -and -go driving and in resultant increases in air and noise pollution. Traffic movements at intersections and at points of access to public and private properties will become more restricted than under any of the construction alternates and will be accompanied by increases in motor vehicle accidents, fatalities, injuries and damage to properties. Provision of the Do Nothing Alternative will result in significantly lower average driving speeds within the community due to increased street congestion, with such resulting in increased overall road user costs and fuel consumption. This condition will be reflected in poorer accessibility of the motoring public to employment, educational, industrial, commercial, recreation, religious and cultural sites. In addition, response times for fire, police and ambulance services are expected to increase, resulting in poorer services, due to the deficiencies of the existing street system in accommodating future traffic volumes. The aforementioned impact on access to public and private properties will adversely affect future land development activities in portions of the community and at the same time will cause a general decline of existing developments. As a result, land values and the community's tax base will decline. Neighborhoods bordering high -traffic volume streets will likewise decline. The impact of the Do Nothing Alternative relative to the natural en- vironment is expected to be less severe than for any of the construction alternatives. Vegetation and animal life will be impacted somewhat by -101- increases in air and noise pollution, while water quality will be slightly more impacted due to the increased amounts of highway deposits and deicing chemicals that will be applied to the existing street network in conjunction with providing for increased traffic usage. Increased traffic volumes will cause a more rapid deterioration of existing roadway surfaces than is presently occurring. If roadway mainten- ance procedures are not appropriately applied, road user costs will increase further due to increased vehicle maintenance costs; also accident rate increases can be expected. The aesthetic value of respective roadways will also decline. Widening of Existing Streets Alternate This alternate includes the 1990 Transportation Plan Network (see Figure 5b) with the exclusion of the North-West Arterial. Said network includes the proposed North -South Freeway, Couler Valley Arterial and the northerly extension of Carter Road from West 32nd Street to John F. Kennedy Road. The Widening of Existing Streets Alternate also includes Basic Street Widening and the Additional Widenjnp relative to the Widening of Existing Streets Alternate (see Figures 17 and 18). No new major highway in the North-West Arterial corridor is included in this alternate. (See Appendix fi for traffic yglunis associated With this altprnate.) The follow- ing additional widenings are included in this alternate: John F. Kennedy Road from Pennsylvapia Avenue to Hillcrest Road (add two lanes). John F. Kennedy Road from Derby Grange Road to Spring Valley Road (add two lanes). West 32nd Street from Grandview Avenue to Central Street (four lanes with 16' median). -102- *Extension of Carter Road from West 32nd Street to John F. Kennedy Road (two lanes). Intersection Improvements: West 32nd Street and Carter Road. West 32nd Street and Central Street. University Avenue and Grandview Avenue. Asbury Road and John F. Kennedy Road. Iowa 386 and U.S. 52 - Iowa 3 (North Intersection). Due to the high volumes of traffic projected for the year 2000 for West 32nd Street between Grandview Avenue and U.S. Highway 52 - Iowa Highway 3 (see Appendix A), 32nd Street must be widened to a four -lane facility with a 16- foot-wide median. Two solutions to provide such a facility were studied. A preliminary cost analysis was made for each solution. The first solution considered a facility centered on the existing pave- ment and at the same relative elevation. Based on this preliminary design, all existing residences (14) along the south side of 32nd Street between Wildwood Drive and Lemon Street would have to be acquired, along with all residences except one on the north side of 32nd Street from Grandview Avenue to Fink Street. With the acquisition of an additional house north of 32nd Street and east of Fink Street, a total of 24 houses would have to be acquired. Additional cost items relative to this solution included rock excavation south of 32nd Street between Wildwood Drive and Fink Street; creek channel modifications between Grandview Avenue and Wildwood Drive; and modifications of the storm water detention area east of Fink Street, including a new outlet structure and the enlargement of the reservoir. *As part of this alternative, Carter Road was shown to be extended according to prior transportation network planning. -103- A second solution for the improvement of 32nd Street was to consider a new facility, the southern edge of which generally followed the southerly edge of the existing pavement. As part of this solution, residences south of 32nd Street between Wildwood Drive and Lemon Street would remain, while all residences along the north side of 32nd Street from Grandview Avenue to the reservoir east of Fink Street would have to be acquired. In all, 12 houses would need to be acquired. In addition to the right-of-way acquisition, this solution included a creek channel modification north of 32nd Street approximately midway between Wildwood Drive and Fink Street and modifications of the storm water detention area easterly of Fink Street, including an 850-foot-long retaining wall along the north side of 32nd Street and a new outlet structure. Based on preliminary cost estimates, it was concluded that the first - mentioned solution was approximately 50 percent higher in cost and relocated twice as many households when compared to the second solution. The houses saved relative to the second solution may include some that are of historic - architectural value. Therefore, the additional street widening relative to the Widening of Existing Streets Alternate included consideration of the second aforementioned solution. As part of this solution, the intersection of Saunders Street was relocated approximately 190 feet southeasterly of its present location and Lemon Street was relocated to intersect with relocated Saunders Street immediately south of 32nd Street. Rupp Hollow Alternate In this alternate, a divided four -lane highway is to be constructed along the general alignment shown in Figure 22 and is more accurately de- fined in Appendix Volume II. Table 6 includes the geometric design criteria -104- GEOMETRIC DESIA Lu Z w Q CZ OC ELEMENTS OF DESIGN 1.41 0 LC) CO o Lc) (D N HEIGHT -AND w UPON 3.75 FT. Q m 6 1N. OBJECT HEIGHT) HORIZONTAL ALIGNMENT CC • g CI- w IL 1.0- o /x wQ I d CD (n cP) O >- O 4 n U •N• (w - O J LL O U- G- re Z O F- (n O 4 O Cr m 00 H F.- (D = ,¢ O CO N. U CD-_C1 (W I- 0 0 ,J H O 1- ME ME CD 1— w D. CC w O J I- w CC 7w Ira 00 • U (/) cI .0 U B O CZ - w 1-' TRANSITION SPIRALS m 0 (D O (D 1 1 1 (D M D' - N - w 0 CD DC w J X w 1— J 0 (r) O CLEARANCES J CC 0 OC Q C, 8 I— w — �w Lit. w O Q L] Q I- w LL1 J. t H O DCH O — W 25 2 — U U 1— 1— — O O O !Y 0, H Ir O Ir e4 w U ♦- X n� CCI=CC = = O O = D. D. �I—I— MOO O Z Z :si a m a N CROSS SECTIONS w 0 1 0 = w 0 ;; (n O (7 J CC J 0 = v) MI n N CO LEVEL OF SERVICE developed for this alternate and in accordance with provisions of A Policy On Design of Urban Highways and Arterial Streets, American Association of State Highway Officials, 1973. The alignment of the North-West Arterial in this alternate begins at an at -grade intersection with U.S. Highway 29 approximately 1,950 feet west of the latter's intersection with Crescent Ridge Road. Proceeding northerly from its southern terminus at U.S. Highway 20, this alternate proceeds north- erly along a segment of the North-West Arterial that is common to this alter- nate and the next two major alternates to be described. (This segment is referred to as the North -South Segment in Appendix Volume II.) Northerly of U.S. Highway 20 the alternate overpasses the tracka9e of the Illinois Central Gulf Railroad Company and the Middle Fork of Catfish Creek, intersects with Pennsylvania Avenue and Asbury Road and then curves northeasterly north of Asbury Road, intersects with Derby Grange Road and Clay Hill Road, sub- sequently joins and follows Rupp Hollow Road northeasterly of Clay Hill Road and then crosses the trackage of the Chicago and North Western Transportation Company at an at -grade crossing. The eastern terminus of this alternate is an at -grade intersection with U.S. Highway 52 - Iowa Highway 3 at the location of the existing intersection of Rupp Hollow Road and said highway. A portion of John F. Kennedy Road is modified to intersect with the proposed arterial at its crossing of Clay Hill Road. The widening of existing streets required in conjunction with the Rupp Hollow Alternate include the Basic Street Widening shown in Figure 17 and the Additional Widening shown in Figure 19. The latter widenings are listed below: -106- West 32nd Street from Grandview Avenue to Central Avenue (four lanes with 16' median). *Extension of West 32nd Street from John F. Kennedy Road west to Rupp Hollow Alternate (two lanes). *Extension of Carter Road from West 32nd Street northerly to John F. Kennedy Road (two lanes). John F. Kennedy Road - Clay Hill Road Connection (add two lanes). Intersection Improvements: Asbury Road and Rupp Hollow Alternate. Asbury Road and John F. Kennedy Road. West 32nd Street and Carter Road. West 32nd Street and Central Avenue. Iowa 386 and U.S. 52 - Iowa 3 (North Intersection). The evaluation of the Rupp Hollow Alternate includes considerations relative to this alternate of the North-West Arterial and relative to Basic Street Widening and Additional Widening. Traffic volumes for the year 2000 are indicated in Appendix A. Additional widening for this alternate includes the improvement of West 32nd Street from Grandview Avenue to U.S. Highway 52 - Iowa Highway 3, as previously discussed for the Widening of Existing Streets Alternate. Union Park Hollow Alternate This alternate location of the North-West Arterial is identical to that of the previously discussed Rupp Hollow Alternate for the portion between the southern terminus at U.S. Highway 20 and Asbury Road (see Figure 22). Northerly of Asbury Road, this alternate curves northeasterly along a segment *As part of this alternate, West 32nd Street and Carter Road are shown as extended according to prior transportation network planning. -107- of the arterial that is common to this and the next alternate to he described. (This segment is referred to as the East-West Segment in Appendix Volume II.) Such segment of the alternate crosses John F. Kennedy Road at an at -grade intersection northerly of West 32nd Street and then proceeds northeasterly on a curvilinear alignment until intersecting with U.S. Highway 52 - Iowa Highway 3 near its present intersection with John F. Kennedy Road. This alternate is generally located as shown in Figure 22 and is more accurately preliminarily located in Appendix Volume II. Variations of this alternate include an alternate alignment in the vicinity of John F. Kennedy Road near West 32nd Street and an alternate intersection at its eastern terminus with U.S. Highway 52 r Iowa Highway 3. The former variation was the initially -considered portion of the East-West Segment preliminarily designed. (See Plate 27 of Appendix Volume II). This alignment necessitated acquisition of the Stewart house that is located northerly of West 32nd Street and on the westerly side of. John F. Kennedy Road. Upon consultation with the State Archaeologist's office, it was con- cluded that this house is of potential historic value, and thus the alignment was relocated to the south, resulting in the alignment referred to as the East-West Segment. The latter aforementioned variation of this alternate included provision for an alternate intersection at U.S. Highway 52 - Iowa Highway 3. This provision relocated a portion of Iowa Highway 386, east of U.S. Highway 52 - Iowa Highway 3, to provide continuity of travel for traffic using said Iowa Highway 386 and the Union Park Hollow Alternate of the North-West Arterial. (See Plate 35 of Appendix Volume II). This alternate intersection -108- layout eliminated many of the high -traffic -volume turning movements otherwide necessary for the exchange of traffic between the two facilities. (See Plate 33 of Appendix Volume II). The aforementioned East-West Segment of this alternate and its alternate alignment north and northeasterly of Asbury Road to a point approximately 3,870 feet northeasterly of John F. Kennedy Road is identical to that of the Shooting Club Alternate, to be subsequently described. As for the previous alternates, Table 6 includes the geometric design criteria for the proposed North-West Arterial. Widenings of existing streets associated with this Union Park Hollow Alternate include the Basic street Widening shown in Figure 17 and the Ad- ditional Widening relative to this alternate shown in Figure 20. The latter widenings are listed as follows: West 32nd $treet from Grandview Avenue to Central Avenue (four lanes with no median). John F. Kennedy Road from North-West Arterial to Spring Valley Road (add two lanes). *Extension of Grandview Avenue from West 32nd Street to North-West Arterial (two lanes). Intersection Improvements: John F. Kennedy Road and Asbury Road. North-West Arterial and U.S. 52 - Iowa 3. Projected traffic volumes for this alternate are included in Appendix A, along with those of other alternates. *As part of this alternative, Grandview Avenue is shown as extended according to prior transportation network planning. -109- The Additional Widening for this alternate includes the improvement of West 32nd Street from Grandview Avenue to U.S. Highway 52 - Iowa Highway 3, similar to that described previously relative to the Widening of Existing Streets and Rupp Hollow Alternates. Due to lesser projected traffic volumes, however, no median is required for the proposed four -lane facility for this alternate. Shooting Club Alternate This construction alternate is identical to the aforementioned Union Park Hollow Alternate from its southern terminus at U.S. Highway No. 20 to a point approximately 3,870 feet northeasterly of its intersection with John F. Kennedy Road, including the common North -South and East-West Segments and the alternate alignment in the vicinity of John F. Kennedy Road. This alternate is generally located as shown in Figure 22 and is more specifically located in Appendix Volume II. At the aforementioned point east of John F. Kennedy Road, this alter- nate proceeds generally easterly to intersect with U.S. Highway 52 - Iowa Highway 3 at a point approximately 2,830 feet northwest of the intersection of West 32nd Street and said highway. Geometric design criteria for this alternate is included in Table 6. Widenings of existing streets relative to the Shooting Club Alternate include the Basic Street Widening shown in Figure 17 and the Additional Widening associated with this alternate, shown in Figure 21. The latter widenings are listed as follows: John F. Kennedy Road from Derby Grange Road to Spring Valley Road (add two lanes). -110- *Extension of Grandview Avenue from West 32nd Street to North-West Arterial (two lanes). Intersection Improvements: North-West Arterial and Asbury Road. North-West Arterial and John F. Kennedy Road. John F. Kennedy Road and Asbury Road. For comparison of traffic volumes for the year 2000 for this alternate, the reader is directed to Appendix A. Due to lesser volumes thereby assigned to West 32nd Street relative to this alternate, no widening is required for West 32nd Street between Grandview Avenue and U.S. Highway 52 - Iowa Highway 3. Crescent Ridge Alignment The Crescent Ridge Alignment is a variation of the last three alter- nates described, involving an alternate alignment in the vicinity of the southern terminus at U.S. Highway 20. This alignment begins at the existing intersection of U.S. Highway 20 and Crescent Ridge Road, proceeds northerly, then curves northwesterly, overpassing the Middle Fork of Catfish Creek and the trackage of the Illinois Central Gulf Railroad Company, and then curves northerly, tying into the North -South Segment of the three aforementioned alternates at a point approximately 700 feet south of Pennsylvania Avenue. (See Figure 22 and Appendix Volume II.) This alignment is not considered as a separate alternate but as a vari- ation of the southern portion of the Rupp Hollow, Union Park Hollow and Shooting Club Alternates. Street widenings are described relative to the three men- tioned alternates, of which the Crescent Ridge Alignment is a variation. *As part of this alternate, Grandview Avenue is shown as extended according to prior transportation network planning. -111- Reduced Median for Arterial The median for the four -lane arterial facility in other than the Do Nothing and Widening of Existing Streets Alternates was preliminarily de- signed as 40 feet in width. This width is the horizontal separation of the through -lanes of the divided four -lane facility. (See Cross Sections in Appendi* Volume II.) The reduction of the width of the median would result in a relatively minor decrease in the amount of right-of-way required for the proposed fa, cility, although safety would decrease with the reduction of the median width in regard to opposing traffic and traffic at intersections. The provision of the 40-foot median as the ¢asic design was based in part on providing a refige for vehicles crossing or turning )eft from cross- ing streets onto the arterial. As indicated in Figure 2, vehicles such as passenger cars, single unit trucks (delivery trucks) or buses may proceed across two lanes of the arterial and then wait in the 40-foot-wide space ipetween opposing lanes of the arterial until there is an adequate gap in traffic to continue to cross or turn left onto the arterial. The provision of such a 40-foot median is especially desirable for use at stop -sign -con- trolled intersections and is not as critical at intersections where traffic signals are installed. The provision of a 16-foot-wide, curbed median will reduce the median width by 24 feet (see Plate 1, Appendix Volume II) and will result in a corresponding reduction in width of right-of-way acquisition (approximately 2.9 acres per mile of length of arterial). -112- _ -- NORTH-WEST i F- LU w CC SINGLE -UNIT ---- TRUCK OR \ BUS —4-- _ 12' LEFT -TURN LANE WHERE PROVIDED 1 cv ccig — t 0 U ARTERIAL Fig. 23. Example of Traffic Movement at Intersection (with 40-foot Median). - - --1111.. - - -111... 11 Z w tw w J \ NORTH-WEST `-12' LEFT- - T LANE WHERE PR'VI'ED irSINGLE -UNIT .4---- TRUCK OR - BUS -t— ARTERIAL ce N - w w O.. Fig. 24. Example of Traffic Movement at Intersection (with 16-foot Median). Estimated Cost for Alternates with Reduced Median Width Table 7 provides an approximate cost estimate for each of the various alternates of the North-West Arterial whereby the median is reduced to 16 feet in width. The right-of-way acquisition costs for the respective alter- nates were reduced by computing the number of acres of right-of-way saved and considering the respective property values. The Shouting Club Alternate, considering the total cost indicated in the aforementioned table, is approximately $459,000 less expensive than the corresponding alternate with the 40-fopt-wide median. Corresponding cost reductions for the Union Park Hollow and Rupp Hollow Alternates are $102,900 and $128,409, respectively. These posts include paving the 16-foot medians with four -inch thick P.C. Concrete. If the median was seeded rather than paved, additional cost savings of approximately $600,000, $570,000 and $630,000 would result relative to the Shooting Club, Union Park Hollow and Rupp Hollow Alternates, respectively. For comparisons of costs relative to 40-foot and 16-foot medians for the various alternates, see Table 7A. -115- TABLE 7 ESTIMATED COSTS FOR ALTERNATES WITH REDUCED MEDIAN WIDTH Shooting Union Park Rupp Club Hollow Hollow Alternate Alternate Alternate Site Clearing $ 113,200 $ 114,700 $ 157,700 Earthwork 3,256,200 3,684,300 3,046,800 Drainage 149,300 224,700 606,200 Fencing 309,100 265,100 130,900 Pavement 3,903,300 3,845,900 4,134,000 Shouldering 172,700 168,200 1.87,90P Structures Z,625,800 2,608,600 2,490,00Q Landscaping 138,900 146,200 145,900 Utility Adjustments 54,600 73,200 36,600 Lighting 123,800 138,900 178,800 Traffic Signals, Signing and Striping 88,700 87,000 83,200 Miscellaneous 26,600 39,900 36,100 Boring and Testing 196,600 197,800 217,400 TOTAL COST OF CONSTRUCTION $11,158,800 $11,594,500 $11,451,500 Engineering and Contingencies 2,231,800 2,318,900 2,290,300 Relocation Assistance Costs 80,500 104,000 166,100 Right -of -Way Acquisition 774,000 754,800 849,300 TOTAL COST OF ALTERNATES $14,245,100 $14,772,200 $14,757,200 -116- a w J CO I- COMPARISON OF COSTS RELATIVE TO REDUCED MEDIAN Rupp Hollow Alternate Union Park Hollow Alternate t, t N E a 0 0 0 0 LO o O O w 1,-1 .--1 O CO - CV 01 CT 01 CO et t0 w w w N 44- 0 0 0 0 1.0 O r-1 01 O O h t0 N. C1 O L1) r\ 6 - r- d- Cr) CV +04 0 0 0 0 CO .--1 t0OD CO M CO 9- Q CO CV O 10 10 - N 00 Co CD 0 O CV ocr O CV .--I CO CO LC) 10 10 d- Cr) CV O O O O 0 0 q O r� 10 LC) 01 CV r . CV CV CO O t0 10 M ct CV OD N. o o 0 Ch to N. to to t0 M M 10 10 t0 t0 CO CV Grading & Drainage 4-) 0) Structures Miscellaneous 0 0 0 0 LC, Cr) r-I M w w w 1 -1 O to C1 LC) 01 t0 *Zr tt CV .--1 CO r-1 N 44 0 0 0 0 v LO r+ to t0 et M O to N. LC) Cr) CO .-a CV r-1 0 0 CD CD CD CD LC) CT �C:)^CO COw .Zt co 01 C� 10 LC) r-1 C 44 0 0 0 0 CO 0 o Cr er el' et N O 01 t0 CO r1 r. .-+ CV 44 CD CD CD 0 0 OD COO CD LC)O CO 0 0 of l0 CD CO CO r-� CO CV r4 44 Total Cost of Construction -116a- Engineering & Contingencies Relocation Assistance Costs Right -of -Way Acquisition O O CV LO r O CO 0 to ter LO CO C 44 Total Cost of Alternates Reduced Cost for 16' Median Interchanges in Lieu of At -Grade Intersections The aforementioned three major alternates of the proposed North-West Arterial (Rupp Hollow, Union Park Hollow and Shooting Club) were prelimi- narily designed to include at -grade intersections at U.S. Highway 20, Penn- sylvania Avenue, Asbury Road, John F. Kennedy Road and U.S. Highway 52 - Iowa Highway 3. Based on projected traffic volumes, including average daily traffic and turning movements at intersections, the various alternates were analyzed rel- ative to the need for interchanges at various crossing roadways. Interchanges at U.S. Highway No. 20 at the junction of the NorthrSouth Segment of the Rupp Hollow, Union Park Hollow and Shooting Club Alternates and the Crescent Ridge Alignment are not warranted due to the relatively low volumes of traffic predicted for the year 2000. Due to the steep grades involved at the at -grade intersections preliminarily designed for the arte- rial (see Plates 4, 5, 8 and 9, Appendix Volume II), an interchange with the North-West Arterial underpassing U.S. hi9hwa1y 4 would he advantageous for providing a flatter grade north of said highway and a reduced height of fill in crossing the valley and overpassing the railroad and the creek. All ramps could be designed to the south of U.S. Highway 20 with grades of ap- proximately six percent. Such arrangements, however, would necessitate the acquisition of existing commercial developments along the south side of the highway for the North -South Segment of the arterial and would involve ad- ditional problems relative to the connection of Crescent Ridge Road for the Crescent Ridge Alignment. -117- Interchanges at Pennsylvania Avenue, Asbury Road and John F. Kennedy Road are not warranted according to the aforementioned traffic projections. An interchange at either Pennsylvania Avenue, Asbury Road or John F. Kennedy Road would have a considerable negative impact on residential developments in such vicinities while an interchange at the latter would additionally require the acquisition of the Stewart House, which is of potential histor- ical value. (Refer to subsequent sections and Appendix I.) At the junctions of the Union Park Hollow and Shooting Club Alternates at U.S. Highway 52 - Iowa Highway 3, however, the volumes of turning traffic are relatively high and interchanges are desirable although not warranted. Union Park Hollow Alternate Two variations of junctions of the Union Park Hollow Alternate are pro- vided at U.S. Highway 52 - Iowa Highway 3. In the first case, (refer to Plate 33, Appendix Volume II), the Union Park Hollow Alternate intersects with the highway at an at -grade, tee intersection. The left -turning movement from the eastbound arterial to northbound U.S. Highway 52 - Iowa Highway 3 requires a double left -turn turn lane. Other high -volume turning movements include the following: 1. Right -turning movement from northbound U.S. 52 - Iowa 3 to east- bound Iowa 386. 2. Left -turning movement from westbound Iowa 386 to southbound U.S. 52 - Iowa 3. 3. Right -turning movement from southbound U.S. 52 - Iowa 3 to west- bound Union Park Hollow Alternate. The high -volume turning movements described above are associated with the transfer of traffic between the Union Park Hollow Alternate and Iowa Highway 386. If a section of Iowa 386 was relocated to connect to U.S. 52 - -118- Iowa 3 on an easterly extension of the Union Park Hollow Alternate, the two tee -type intersections would be combined into a four -legged intersection, providing for continuity of travel. An alternate design for this type of intersection is shown on Plate 35, Volume II. Via this solution, only sin- gle left -turning movements are required to accommodate anticipated traffic volumes. The latter solution, although more expensive than the former, better serves traffic needs and provides better system continuity. Such a realign- ment of Iowa 386 would be necessary if an interchange was constructed at the junction of the Union Park Hollow Alternate and U.S. 52 - Iowa 3 due to the short distance between the junctions of the arterial and Iowa 386 along U.S. 52 - Iowa 3. The provision of an interchange at the junction of U.S. 52 - Iowa 3 would seriously affect existing residential, commercial and industrial de- velopments in the vicinity and would require extensive cuts in the hills west of U.S. 52 - Iowa 3. In addition, provision of an intersection of the ar- terial at the easterly terminus of John F. Kennedy Road would not be possi- ble at its indicated location, due to its proximity to such an interchange. Such an intersection would have to be shifted a considerable distance south- westerly along the Union Park Hollow Alternate, and thereby produce addi- tional adverse impacts. Due to the geometrics of the curvilinear alignment of the Union Park Hollow Alternate and the relocated portion of Iowa 386, the provision of an interchange does not appear to be feasible. Shooting Club Alternate The alignment of the Shooting Club Alternate, as extended easterly from its junction with U.S. 52 - Iowa 3, joins with the possible northwesterly -119- terminus of the proposed Couler Valley Arterial. An at -grade intersection is provided at this junction, indicated on Plate 39, Appendix Volume II. Based on traffic projections, including estimated turning movement vol- umes, a two-lane, left -turning movement is required to accommodate those sputhhound vehicles on p,5. 52 - Iowa 3 desiring to turn left onto the south - bound lanes of the proposed Couler Valley Arterial. Two-lane approaches plus left -turn lanes are required for other approaches to the intersection. The provision of an interchange at this junction, although not desirable relative to the geometrics of the curvilinear alignments of the Shooting Club Alternate and due to the uncertain alignment of the proposed Couler Valley Arterial, may be desirable relative to accommodation of turning movements at this junction. Depending upon the type of interchange provided, it is anticipated that the construction of an interchange will require the acquisition of the Dubuque Shooting Society and other properties in the vi- cinity, In addition, additional impacts will result in cutting into the, hills west of U.S. 52 - Iowa 3. Additional Cost of Interchanges The following approximate cost estimate is provided to indicate the additional costs involved in constructing an interchange along the North- West Arterial. The cost estimate included is relative to a diamond -type interchange, which may be appropriate at the junctions of the arterial and Pennsylvania Avenue, Asbury Road or John F. Kennedy Road. Other types of interchanges Ipuld be more appropriate at the junctions of the arterial with U,S. Highways 20 and 52. The latter types of interchanges would in all probability be higher in cost than that indicated. Based on general interchange design criteria related to the North-West Arterialthe following cost estimate is prgvided as a general indication of each interchange cost: -120- Grading and Drainage $ 363,000 Paving and Shouldering 430,000 Structures 528,000 Miscellaneous 117,000 Total Construction Cost $1,438,000 Engineering and Contingencies 288,000 Right -of -Way Acquisition (minimum) 7� 2,000 Total Estimated Cost of Each Interchange $1,798,900* With the provision of interchanges at either U,S. Highway 20 or U.S. Highway 52 - Iowa Highway 3, the total additional cost per interchange is expected to exceed two million dollars, while those at Pennsylvania Avenue, Asbury Road or John F. Kennedy Road are expected to approach $2,000,000. The provision of an interchange at John F. Kennedy Road at the East-West Segment of the Union Park Hollow and Shooting Club Alternates is expected to involve the relocation of the westerly end of West Thirty -Second Street and the acquisition of several residences along both streets, including the Stewart house. The map in ments that were ated in detail. Descriptions of Alternatives Considered and Not Further Evaluated in Detail Figure 25 graphically summarizes the various alternate align - considered as part of this study but were not further eyalu- These alternatives, identified by the indicated numbering designations, are preliminarily evaluated as follows: Radford Road Alternate (1) Resulting from community input, this alternate was preliminarily located east of and adjacent to existing Radford Road and extended from U.S. Highway *Excludes the acquisition of residential, commercial or industrial buildings, relocation of households or businesses, utility relocation in excess of that required for intersection, relocation of nearby streets or drives,: major drainage structures and traffic signalization. The above estimated total cost per interchange is in addition to the cost estimated in the DEIS and its appendices. -121- 29 and proceeding northerly. This location permitted portions of existing Radford Road to remain to serve properties along its westerly side. The alignment of this alternate, while proceeding northerly was curved north- easterly to join with either of the three aforementioned alternates of the arterial (Rupp Hollow, Union Park Hollow and Shooting Club) south of Asbury Road. Three such alignments of the Radford Road Alternate are indicated in Figure 25, with each cross -over link being so located to avoid existing de- veloped properties. This alternate is located west of the present developed land, although some isolated developments are present. It is, however, located a consider- able distance west of major traffic generators and is not well -located for serving traffic demands, as much out -of -way travel would be required. The diagonal nature of the cross -over links would bisect future developable properties in such a manner as to adversely affect such future development. Due to the aforementioned factors, this alternative was not further evaluated as a segment of the proposed North-West Arterial. Alternatives West of Radford Road (2) Public input in the early stages of the study included suggestions to locate the north -south portion of the proposed North-West Arterial west of Radford Road, the westerly -most suggested location being approximately 1.5 miles west of such road. Radford Road itself is located approximately one- half mile west of the aforementioned North -South Segment. Additional public input relative to this alternate suggested linking this route up with a southwesterly extension of Rupp Hollow Road. -122- Any alignment near Radford Road should be located recognizing the limits of the town of Asbury. Other than such, any variation of this alignment would bisect mainly rural properties. Diagonal portions of any resulting alignment would bisect existing parcels of properties in an irregular man- ner, possibly causing adverse impacts on agricultural land management. The length of such an alternate would be considerably greater than any other alternate considered and would be too far west to satisfy traffic de- sires and needs. Due to the length and location of such an alternate, its economic feasibility and road user costs would render it unsuitable. There- fore, this alternate was deleted from further consideration from this study. John F. Kennedy Road Alternate (3) This alternate begins at the intersection of Wacker Drive and U.S. Highway 20, proceeds northerly along Wacker Drive to University Avenue and then along John F. Kennedy Road to Rupp Hollow Road. Northeasterly of this intersection, this alignment proceeds northeasterly along the route of exist- ing Rupp Hollow Road, intersecting with U.S. Highway 52 - Iowa Highway 3. Such is common to a portion of the aforementioned Rupp Hollow Alternate. This alternate from U.S. Highway 20 to Pennsylvania Avenue is bounded on both sides by highly developed commercial areas. That area from Penn- sylvania Avenue to somewhat northerly of Asbury Road is a rapidly develop- ing commercial area, being approximately 80 percent developed at the pre- sent time. A regional shopping center is located west of John F. Kennedy Road and north of U.S. Highway 20, while a smaller shopping center is loca- ted south of Asbury Road. The church building and property of the Our Reedemer Lutheran Church is located west of and adjacent to John F. Kennedy Road Between Foothill Road -123- and Key Way. In addition, the school grounds of Hoover Elementary School are located east of and adjacent to John F. Kennedy Road northerly of Carter Road. Two other elementary schools, Kennedy and Eisenhower, located west and east of John F. Kennedy Road, respectively, produce school pedestrian crossings of John F. Kennedy Road in the vicinities of Foothill Road, Key Way and Spring Valley Road. The upgrading of the existing corridor of John F, Kennedy Road from U.S. Highway 20 to Asbury Road as a route for the proposed arterial would require the acquisition of additional right-of-way and construction of frontage roads along both sides of the arterial from U.S. Highway 20 to Asbury Road to serve adjacent properties. Such construction would neces- sitate the removal of existing access and parking from many commercial busi- nesses and would cause the removal of other businesses. Acquisition of these commercial establishments would seriously reduce the economic feasibility of the arterial and induce new traffic and service problems in areas where such businesses were relocated. Portions of the aforementioned properties of the church and the Hoover Elementary School would be acquired for street right-of-way for this alternative. Northerly of Asbury Road, residential properties would be affected by the conversion of the existing roadway to that of the proposed arterial through widening of the right-of-way and decreasing the set -back of buildings from the roadway. It is expected that grade separation structures would be necessary to provide for the safe movement of Kennedy and Eisenhower Elemen- tary School children across the right-of-way of the proposed arterial. It was concluded that this alternative does not merit additional con- sideration as a route for the proposed arterial. -124- SCALE IN MILES FIG. 25. ALTERNATIVES CONSIDERED AND NOT FURTHER EVALUATED OR PARTIALLY EVALUATED AND DELETED FROM FURTHER CONSIDERATION LEGEND ALTERNATE IDENTIFICATION NUMBER (SEE TEXT FOR DESCRIPTION) I SCALE IN MILES LEGEND ALTERNATE IDENTIFICATION NUMBER (SEE TEXT FOR DESCRIPTION) Alternates Considered, Partially Evaluated and Deleted from Further Evaluation Figure 25, the same map that depicts the three previously mentioned alternatives, includes additional alternatives that were considered, partially evaluated and deleted from further -evaluation. The identification numbering system is continued from the previous discussions. North -South Alternate (4) This alternate is a variation of the North -South Segment of the pre- viously -described Rupp Hollow, Union Park Hollow and Shooting Club Alter- nates. Its alignment is west of such North -South Segment and generally follows the contours of the land via a curvilinear alignment from U.S. High- way 20 northerly to Asbury Road. Additionally, it can be extended northerly or easterly to connect with the three aforementioned alternates. Successive horizontal curves, with relatively frequent reversals, along with its longer length, make this alternative less desirable than the North - South Segment, As it does not parallel pr closely follow existing land own- ership boundaries, additional right-of-way would have to be purchased for its construction. Although located somewhat further west of existing residential develop- ments along Admiral Street, this alignment is more adverse in its impact on drainage on the north fork of Catfish Creek and its tributaries, and extended north of Asbury Road, has a negative impact on farm residences and buildings. This alternative is inferior to the North -South Segment and is there- fore not further evaluated. -1�6- West Thirty -Second Street Alternative (5) This alternative utilizes the corridor of West Thirty -Second Street from John F. Kennedy Road easterly to U.S. Highway 52 - Iowa Highway 3. Extending westerly and southerly from John F. Kennedy Road, its alignment ties into the aforementioned North -South Segment, subsequently intersecting with U.S. Highway 20 at the southern terminus of the corridor. Existing development of land along West Thirty -Second Street includes single-family and multiple residential units, farm buildings, Veteran's Park and, in addition, commercial establishments at its easterly terminus. The alignment of this corridor follows the general alignment of a natu- ral valley, bounded on both sides by intermittent hills and bluffs with occasional rock outcroppings. Existing drainage follows south of the pre- sent road as proceeding easterly, then crossing to the north side and outletting into a storm water detention basin westerly of U.S. Highway 52 - Iowa Highway 3 and easterly of Fink Street. The design of an alternate alignment of the proposed North-West Arterial involved the improvement of existing sharp horizontal curvature easterly of John F. Kennedy Road. The sharpest horizontal curve accepted for the pro- posed facility utilized a minimum radius of 818.5 feet, which is approxi- mately two times the radii of some of the existing horizontal curves along said West Thirty -Second Street. Even with improved curve radii, the hor- izontal alignment of the proposed alternate was deficient while attempting to comply with reasonable constraints relative to drainage, cutting of hills, acquisition of properties and effects on the natural environment and Vet- eran's Park. The resulting alignment included reversals of horizontal alignment, producing "S"-type curves. -127- Veteran's Park, located on the south side and adjacent to West Thirty - Second Street between Carter Road and Grandview Avenue, could not be avoided without creating drainage problems, cutting deeply into the hills and ac- quiring residential and farming units. Another adverse impact of such an alternate is related to possible damage to hill prairies located on the south- and west -facing hill slopes along West Thirty -Second Street. These prairie remnants are the last res- ervoirs of many of the prairie grasses and wildflowers that once character- ized the Iowa landscape. Such prairies presently exist in only a few lo- cations along the Mississippi River in this area of Iowa, Illinois and Wis- consin. This alternate was deleted from further detailed evaluation due to the anticipated problems relative to alignment, drainage, acquisition of pro- perties and relocation of residents, and probable impact on hill prairies and on Veteran's Park. Design Criteria The horizontal and vertical alignments of the respective roadway ele- ments of the various alternates were designed to meet or exceed the mini- mum design standards established by the American Association of State High- way and Transportation Officials (A.A.S.H.T.0.) and the Iowa Department of Transportation, Highway Division. Those criteria relative to the various alternatives are tabulated in Table 6. Typical details and cross sections of elements of the respective alter- nates are indicated in Plates 1 and 2 of Appendix Volume II. -128- Soil Data Field soil investigations were furnished by the City of Dubuque in October, 1977, for the various alternates of the North-West Arterial. The investigations included soil borings and seismic observations and the re- sults are tabulated in Table 8 relative to the various alternates. The results of the soil investigations were used in analyzing and es- timating construction costs of the various alternates. Due to existence of surface and subsurface rock and the presence of mine shafts, mine tunnels, crevices and caves, detailed soil exploration procedures will be necessary during any subsequent final design and con- struction phases of the project. Interim Transportation System Deficiencies Due to future construction schedules, the construction of the North- West Arterial may preceed certain other elements of the proposed 1990 trans- portation system. An analysis was conducted to determine street deficiencies upon completion of the North-West Arterial, if no other elements of the 1990 transportation system are implemented. In this analysis, projected year 2000 vehicular trips within the Dubuque metropolitan area were assigned to various street networks, and each street was then analyzed to determine its ability to accommodate the projected traffic volumes. The following street networks were included in the study: 1. 1975 existing street network with Shooting Club alignment of the North-West Arterial. (No other street improvements or new roads.) -129- 2. 1975 existing street network with Union Park Hollow alignment of the North-West Arterial. (No other street improvements or new roads.) 3. 1975 existing street network with Rupp Hollow alignment of the North-West Arterial. (No other street improvements or new roads.) In the analysis of the above street networks, a level of service "C" was used to determine the maximum allowable volume of traffic that could be accommodated by each street segment (see Figures 4a and 4b). Street segments were considered deficient in this analysis whenever the projected traffic volumes exceeded the maximum allowable volume for level of service "C". Existing geometric and physical characteristics of the various streets were used to determine such allowable volumes for each street segment. Such features as street width, parking conditions, location within the community, one-way or two-way operation, turning movements, percentage of trucks, percentage of green signal time allotted and other related factors were analyzed to determine the respective allowable volumes on each street. The resultant volumes were then compared to the year 2000 projected traffic volumes to determine the location and degree of various street deficiencies. In addition to the above, a number of critical intersections were ana- lyzed in greater detail, relative to right and left turning movements, traf- fic signal phasing and turning lane requirements. The results of the street deficiency analysis are plotted on the maps in Figures 26 and 27. These maps indicate the lane deficiencies observed along various major streets, and additional intersection deficiencies relative to the respective alter- nates of the North-West Arterial. -130- As indicated in the aforementioned maps, only slight differences were observed in the projected lane deficiencies among the three alternates. Deficiencies for the Shooting Club and Union Park Hollow Alternates are identical, except near the North-West Arterial intersections on U.S. Highway 52 - Iowa Highway 3, where turning lane deficiencies are somewhat different. (Such differences are not depicted on the maps.) For the Rupp Hollow Alter- nate, lane deficiencies on portions of Thirty -Second Street, John F. Kennedy Road and Iowa Highway 386 are different from the Shooting Club and Union Park Hollow Alternates, as shown on the deficiency maps. All other defi- ciencies are identical for each of the three systems analyzed. The deficiency analysis indicates that many of the projected street deficiencies will occur in the North -South corridor through the Central Business District and along U.S. Highway 20, in the absence of future transportation system improvements. Traffic volumes are projected to sub- stantially exceed existing level of service "C" capabilities along portions of U.S. Highway 20, Bluff Street, Locust Street, Central Street, White Street, Kerrigan Road and various other intersecting streets within the above -mentioned corridors. Other streets projected to be deficient include parts of John F. Kennedy Road, Asbury Road, Clarke Drive, Thirty -Second Street, Peru Street, Loras and intersections as shown streets shown on the maps, Boulevard, University Avenue and other streets in Figures 26 and 27. In addition to those several other streets would require removal of on -street parking in order to accommodate projected traffic volumes. -131- A ;' ----1; RD. 0 FIG. 26. INTERIM CONDITION DEFICIENCIES FOR 1975 STREET NETWORK WITH RUPP HOLLO' I �ANTZ -J { 1 SCALE IN MILES %ad FIG. 26. INTERIM CONDITION DEFICIENCIES FOR 1975 STREET NETWORK WITH RUPP HOLLOW ALTERNATE LEGEND DEFICIENT 4 LANES NORTH-WEST ARTERIAL ALIGNMENT DEFICIENT 2 LANES MID PROPOSED NEW STREETS • INTERSECTION DEFICIENCY MAJOR INTERSECTION DEFICIENCY IMAM DEFICIENT I LANE IIINIIIIMII DEFICIENT LANE WIDTHS JONN E. KENNED`/ U1�10k 7PA RK )101.1)0JW RITE \ / ---I- Lh 1 FIG. 27. INTERIM CONDITION DEFICIENCIES FOR 1975 STREET NETWORK WITH UNION PARK HOLLOW AND SHOOTING CLUB ALTERNATE I II SCALE IN MILES ,/,, at�� \ ,. e 1 LEGEND DEFICIENT 4 LANES NORTH-WEST ARTERIAL ALIGNMENT DEFICIENT 2 LANES PROPOSED NEW STREETS 11; INTERSECTION DEFICIENCY MAJOR INTERSECTION DEFICIENCY DEFICIENT I LANE DEFICIENT LANE WIDTHS 1 1 2 SCALE IN MILES -1 1 ING CLUB ALTERNATE LEGEND mi'Malmil DEFICIENT 4 LANES NORTH-WEST ARTERIAL ALIGNMENT DEFICIENT 2 LANES o PROPOSED NEW STREETS • INTERSECTION DEFICIENCY MAJOR INTERSECTION DEFICIENCY DEFICIENT I LANE a tialliThline DEFICIENT LANE WIDTHS TABLE 8 SOIL INVESTIGATION DATA Location Distance Center- Type of Lt. or Rt. line Investi- Alternate of Centerline Station gation Depth Description North -South Segment 50' Rt. 18+90 Boring 41' Top of Weathered Rock 50' Lt. 18+90 Boring 44' End of Boring - No Rock 110' Rt. 64+25 Boring 44' End of Boring - No Rock 35' Rt. 64+25 Boring 44' End of Boring - No Rock 70' Lt. 64+25 Seismic 56' No Rock 90' Rt. 64+25 Seismic 56' No Rock 130' Rt. 94+45 Boring 49' End of Boring - No Rock 95' Lt. 94+45 Seismic 51' No Rock 85' Rt. 116+75 Seismic 46' No Rock 35° Lt. 116+75 Seismic 34' Top of Rock Crescent Ridge Alignment 30' 4.t. 17+15 Boring 41' Top of Weathered Limestone 70' Rt. 17+15 Boring 41' Top of Weathered Limestone 190' Rt. 42+25 Seismic 19' Top of Solid Rock 80' Rt. 42+25 Seismic 22' Top of Solid Rock 85' Lt. 42+25 Seismic 20' Top of Solid Rock -134- TABLE 8 -- Continued SOIL INVESTIGATION DATA Location Distance Lt. or Rt. Alternate of Centerline Rupp Hollow 150' Rt. 50' Rt. 100' Lt. 175' Lt. 65' Lt. 180' Rt. 60' Rt. Center- Type of line Investi- Station gation Depth Description 184+95 Boring 18'-20' Weathered Rock 39' Top of Weathered Rock 184+95 Boring 16'-18' Weathered Rock 18' Top of Solid Rock 184+95 Boring 16' Top of Solid Rock 191+90 Seismic 191+90 Seismic 191+90 Seismic 191+90 Seismic 22° Top of Solid Rock 19' Top of Solid Rock 23' Top of Solid Rock 22' Top of Solid Rock 10' Lt. 227+45 Boring 20'-23' Weathered Rock 23' Top of Solid Rock 70' Rt. 55' Lt. 175' Lt. 227+45 227+45 227+45 Seismic Seismic Seismic 15' Top of Solid Rock 23' Top of Solid Rock 28' Top of Solid Rock 10' Lt. 238+20 Boring 23'-26' Weathered Rock 26' Top of Solid Rock 40' Rt. 238+20 Seismic 23' Top of Solid Rock 120' Rt. 238+20 Seismic 16' Top of Solid Rock -135- TABLE 8 -- Continued SOIL INVESTIGATION DATA Location Distance Lt. or Rt. Alternate of Centerline Rupp Hollow (cont.) Center- line Station Type of Investi- gation Depth Description 10' Rt. 254+00 Boring 5'-13' Weathered Rock 13' Top of Solid Rock 70'-150' Lt. 254+00 Visual Weathered Rock Outcroppings 100'-250' Rt. 254+00 Visual Weathered Rock Outcroppings 0' 269+40 Boring 115' Rt. 269+40 Seismic 20'-400' Lt. 269+40 Visual 9'-14' Weathered Rock 14' Top of Solid Rock 12'-19' 19' Weathered Rock Top of Solid Rock Weathered Rock Outcroppings 10' Lt. 210' Rt. 80'-230' Lt. 276+75 276+75 276+75 Boring Seismic Visual 5' Top of Solid Rock 12' Top of Weathered Rock Weathered Rock Outcroppings 30' Rt. 25' Lt. 125' Lt. 180'-275'Lt. 283+00 283+00 283+OQ 283+00 Boring Seismic Seismic Visual 120'-280' Rt. 283+00 Visual -136- 16' Top of Solid Rock 16' Top of Solid Rock 19' Top of Solid Rock Weathered Rock Outcroppings Weathered Rock Outcroppings TABLE 8 -- Continued SOIL INVESTIGATION DATA Location Distance Lt. or Rt. Alternate of Centerline Center- line Station Type of Investi- gation Depth Description East-West Segment 150' Lt. 0' 80' Rt. 144+35 144+35 144+35 Seismic Seismic Seismic 25' Top of Solid Rock 26' Top of Solid Rock 24' Top of Solid Rock 180' Lt. 50' Lt. 35' Rt. 117+40 Seismic 20' Top of Solid Rock 117+40 Seismic 21' Top of Solid Rock 117+40 Seismic 17' Top of Solid Rock 280' Rt. 90' Lt. 70' Rt. 154+25 154+25 154+25 Boring Seismic Seismic 41' End of Boring - No Rock 18' Top of Solid Rock 27' Top of Solid Rock Union Park Hollow 120' Rt. 60' Rt. 60' Lt. 167+30 167+30 167+30 Boring Seismic Seismic 42' Top of Solid Rock 44' Top of Solid Rock 62' Top of Solid Rock 260' Rt. 90' Rt. 60' Lt. 110' Rt. 202+10 202+10 202+10 202+10 Seismic Seismic Seismic Seismic 12' Top of Weathered Rock 7' Top of Solid Rock 15' Top of Solid Rock 9'-13' Weathered Rock 13' Top of Solid Rock -137- TABLE 8 -- Continued SOIL INVESTIGATION DATA Location Distance Center- Lt. or Rt. line Alternate of Centerline Station Type of Investi- gation Depth Description Union Park Hollow (cont.) 100' Lt. 50' Lt. 110' Rt. 190' Lt. 290' Lt. 25'-135' Rt. 216+90 216+90 216+90 216+90 216+90 216+90 Boring Seismic Seismic Seismic Seismic Visual 26' Top of Solid Rock 25' Top of Solid Rock 19' Top of Solid Rock 17' Top of Solid Rock 19' Top of Solid Rock Weathered Rock Outcroppings Shooting Club 110' Lt. 191+75 Seismic 51' Top of Solid Rock Hollow 40' Rt. 191+75 Seismic 37' Top of Solid Rock 190' Lt. 20' Lt. 120' Rt. 35' Lt. 210+15 210+15 210+15 210+15 Seismic Seismic Seismic Seismic 11' Top of Weathered Rock 6' Top of Weathered Rock 17' Top of Weathered Rock 6' Top of Weathered Rock 300' Lt. 140' Lt. 100' Lt. 60' Rt. 220+15 220+15 220+15 220+15 Seismic Seismic Seismic Seismic 23' Top of Weathered Rock 7' Top of Weathered Rock 8' Top of Weathered Rock 14' Top of Weathered Rock -138- TABLE'8 -- Continued SOIL INVESTIGATION DATA Location Distance Lt. or Rt. Alternate of Centerline Grandview Avenue Extension 120' Lt. 130' Rt. 220' Rt. Center- line Station Type of Investi- gation Depth Description 29+60 Boring 20'-54' Weathered Rock 54' End of Boring 29+60 Boring 11'-14' Weathered Rock 14' Top of Solid Rock 29+60 Boring 24'-30' Weathered Rock 30' Top of Solid Rock 29+60 Boring 18'-40' Weathered Rock 40' End of Boring Probable Beneficial and Adverse Effects of Alternatives Effects on Natural, Ecologic or Scenic Resources Geology and Soils The alternates have similar impact features to major landforms. Bluffs, steep valleys and upland ridges are crossed in each of the alignments. Union Park Hollow and Shooting Club Hollow Alternates involve deep, long cuts into major bluff systems along the Couler Valley. The Rupp Hollow Alternate and Street Widening Alternates involve shearing bluff faces along major hollows that lead into Couler Valley. All alternates bisect upland ridges in the central and western portions of the corridor. Impact to other unique geologic resources is predicted to be greatest for the Union Park Hollow Alternate. Three major cave systems are crossed -139- or approached in the alignment, as well as several minor caves, crevices and springs (see Figure 26, Appendix Volume 1, Part 2 for locations). The Shooting Club Alternate crosses near two of the major caves, also. The Carter Road Extension element of the Street Widening and Rupp Hollow Alternates crosses one major cave. Should one of these alternates be selected, a detailed mapping of these springs and caves and their relation to surface features should precede final design. No such mapping of caves in the corridor is presently available and locations on Figure 26 are tentative. Design fea- tures that would leave these geologic resources and their outlets intact are strongly recommended. All alternates pass through areas of lead and zinc mineral resources in their eastern portion$. These resources were largely depleted by the early 1900's, however. Soil erosion impacts will be similar for all alternates and will be most detrimental in the eastern portion of the corridor where many slopes greater than 20 percent occur. All alternates pass through soils suitable for agricultural purposes. The Street Widening Alternate would take the least amount of agricultural land. The Rupp Hollow Alternate would take slightly more land than the remaining two alternates. Vegetation Although none of the alternates will remove large amounts of native vegetation, large stands of good quality vegetation will remain adjacent to each alignment. Each alternate was evaluated in terms of impact to vegetation within and adjacent to its alignment. Factors considered were amount and quality -140- of vegetation, as well as steepness of slopes, potential for highway run- off impacts, presence of threatened or endangered species, time required for revegetation of the area and amount of similar vegetation afforded protection on area public lands. On the basis of these criteria, impact to hill prairies was considered to be the greatest negative impact. The Rupp Hollow Alternate involves the removal of approximately six acres of hill prairie and eleven acres of deciduous forest. The Street Widening Alternate also has negative effects on hill prairies, removing five acres, as well as six acres of deciduous forest. The Shooting Club Alternate removes no hill prairie and 13 acres of forest. The Union Park Hollow Alternate removes no hill prairies, but seven acres of forest and five acres of a mesic prairie -woodland. The latter harbors the post -oak, a threatened plant species in Iowa. In terms of impact to adjacent vegetation, the Union Park Hollow Alternate is predicted to have the greatest negative impact as it parallels large stands of hill prairie, deciduous forest and mesic prairie and the topography will foster highway runoff to these communities. Fauna Impacts of the alternates on fauna were evaluated on the basis of amount of habitat removal by the right-of-way, species composition in habitats in and adjacent to the right-of-way, animal travel lanes that would be crossed and road kill potential. Top priority was assigned to areas of good bat habitat. Deterioration of their underground habitats from surface runoff, vibrations and microclimatic changes would be greatest in the Union Park Hollow Alternate and the Carter -141- Extension (element of Street Widening Alternate). The Union Park Hollow Alternate and Carter Extension cross caves that harbor the Iowa threatened Keene's Myotis as well as good populations of other bat species and cave fauna. The Rupp Hollow alignment will remove the largest amount of hill prairie and deciduous forest habitat. Also, resultant noise and air pollution will be greatest along this alignment. The greatest travel barriers will occur where woodland species will be separated from their feeding grounds in the upland fields. This is potentially serious in the Union Park Hollow and Shooting Club Hollow Alternates, both of which separate the wooled hollows from the upland fields. Road kills are predicted to be serious where animal travel lanes are crossed in Union Park Hollow and Shooting Club Hollow Alternates. Rupp Hollow and Carter Extension bisect forested areas but do not separate woods. from fields. Also, Rupp Hollow follows a long -existing road that parallels natural barrier. Aesthetics Each of the alternates will result in a visual impact on surrounding land uses and cause visual change to the surrounding area. Scale, Barrier and Change Factors Both the Shooting Club and Union Park Hollow Alternates would introduce a change of scale to existing developments near the intersection of John F, Kennedy Road and 32nd Street. About 60 percent of Marshall Park would be visually affected. Screening of the arterial in this section is hindered by a powerline easement. The transition from ridge to Couler Valley affects -142- about equal land areas for both alternates, but the scale of existing land use in Couler Valley (light industrial) is more compatible with the Union Park Hollow Alternate. In comparison, the Rupp Hollow Alternate affects less developable land per unit length than either the Union Park Hollow or Shooting Club Alternates. In the hollow the arterial remains "invisible" within adjacent ridge lines. Although incompatible in scale with residential areas in Couler Valley, this alternate blends well with U.S. Highway 52 and adjacent lowlands. In considering potential for change, the Rupp Hollow Alternate ranks lower because existing residential property is directly affected and additional intersections are also introduced. Opportunities for land use change are likely to occur near these intersections. Route Factors In the transition from ridge to Couler Valley, both Union Park Hollow and Shooting Club Alternates have similar cross sections. Both require fill on one side and rock cuts on the other side of the arterial. Although small rock cuts may be considered to offer variety to a driver's experience, the cuts are likely to be long continuous walls that will revegetate slowly, if at all. For the Union Park Hollow Alternate, this cut occurs on an unwooded bluff scarred by lead mining and cuts for smaller roads. The arterial and subsequent landscaping could be an improvement. Both the Shooting Club and Union Park Hollow Alternates involve historic - architectural resource sites (see Historic Section, page 169). From Asbury Road to the beginning of the hollow, the Rupp Hollow Alternate rates lower than the Union Park Hollow section from Asbury Road -143- to John F. Kennedy Road. The Union Park Hollow alignment remains closer to the Little Maquoketa watershed boundary and avoids cutting across open -space patterns. In the Rupp Hollow alignment, cuts and fills are larger (greater than 20 feet) and disruptive to existing farm patterns. However, once the arterial reaches the hollow, the rating climbs. The roadway closely follows existing landforms. As designed, the scale of the arterial tends to over- whelm the valley. Vegetation removal (woods as western end of the hollow and hill prairie near the eastern end) damages the scenic value for the driver. Careful planting will be required for recovery and protection of upper slopes. The Street Widening Alternate creates serious problems of scale. Although some commercial areas are affected, older residential sectors will receive the most impact. These older high -density residential areas line streets that existed in the last century. Little or no buffers exist between residence and existing street. The Carter Road Extension is another element of Street Widening that would be aesthetically damaging. In the area where it crosses Union Park Hollow, extensive earthwork would be required. This would bisect the extensive deciduous forest that presently occupies the hollow (see Photo 11, Appendix B). Parks and Recreation No publicly -owned parks or recreation areas would be directly affected by any of the alternates. One privately -owned recreation area along the Shooting Club Alternate would experience direct impact. Secondary impacts to the City -owned Marshall Park would occur with the Union Park Hollow or Shooting Club Alternates. Impacts of each alternate are summarized below (also, see Figure 10a). -144- Widening of Existing Streets Alternate No existing parks and recreation areas are directly affected. The Carter Road Extension has secondary impacts on Marshall Park and YMCA Camp. The alignment of Carter Road across Union Park Hollow would interrupt a continuous open space and vegetation patterns of deciduous forest and hill prairies. The lack of continuity as well as the required construction would act as a visual barrier. Potential for parks and greenways is very limited. Encroachment on existing vegetation along streets reduces opportunities for greenways. Rupp Hollow Alternate No existing park or recreation area is directly affected. The alignment of the arterial has no secondary effects on existing areas. The Carter Road Extension, as in the previous alternate, has secondary impacts on Marshall Park and the YMCA Camp, with the visual impact on the YMCA Camp being sig- nificant. Union Park Hollow Alternate No existing park or recreation area is directly affected. Low to medium secondary impacts to Marshall Park result from this alternate, with noise (see Noise Impacts, page 73) and visual impacts being classified as medium. Shooting Club Alternate The Dubuque Shooting Society land is directly affected. Although the alignment avoids existing structures, parking and the shooting range will be affected and the clubhouse falls within the 70 dBA noise contour (see Noise Impacts, page 73). Replacement of any existing parking or the shooting range would be difficult due to lack of gently sloping land. The secondary effects on Marshall Park are the same as those noted for Union Park Hollow Alternate. -145- 4(f) Involvement There is a possibility that the Shooting Club property may qualify for Section 4(f) or 106 status. If this is realized and the finally selected alternate affects this property, appropriate Section 4(f) and 106 reports will be prepared, filed and circulated for approval. Effects of Relocation Table 9 summarizes the number of households and businesses to be dis- placed by each of the proposed North-West Arterial alignment$1 Due tc the relatively small number of displacements, no breakdown of relocatees according to age or family characteristics has been included. The impact of relocation has previously been addressed under Relocation Impact, page 67, and Economic Impact, page 69. The impact of various street widening projects ("Basic Widening" or "Additional Widening") on relocation has not been detailed in this document. Such impact will be addressed in the respective impact statements of each project when the projects are authorized. TABLE 9 SUMMARY OF RELOCATIONS Alternate Residential (Owner - Occupant) Number of Units Displaced Residential Residential Farm Business (Tenant) (Mobile Home) Operator (Commercial) Shooting Club Union Park Hollow 2 0 Rupp Hollow 6 3 1 0 0 0 9 3 2 Note: Data indicated is relative to the various individual alignments of the North-West Arterial and does not include system -wide considerations such as street widening. Data relative to the Street Widening Alternate and !3a$ic and Additional Widening is located in Appendix Volume I, Part 2. -146- Effects on Economic Factors The economic impact on property values, tax base and employment varies considerably among the alternatives. As indicated in previous sections, properties located near the North-West Arterial alignments, both abutting and non -abutting, will experience an increase in land value due to the North- West Arterial construction. Table 10 shows the projected number of residential properties affected by each alternative, and the total increase in residential property value resulting from the construction. These figures represent the expected net change in property value, considering both benefits such as improved accessibility and adverse effects such as increased noise or air pollution. Such property value increases are expected to occur soon after completion of the North-West Arterial. TABLE 10 AGGREGATE INCREASE IN RESIDENTIAL LAND VALUES BY ALTERNATE ALIGNMENT Units Average Increase Alternate Affected in Property Value Total Increase in Residential Property Value Shooting Club Union Park Hollow Rupp Hollow 138 142 106 $1,260 $1,260 $1,260 $173,880 $178,920 $133,560 Note: Comparisons not applicable for Street Widening Alternate. -147- 1 Construction of the various North-West Arterial alternatives will require properties to be purchased for right-of-way, thus reducing the tax base of the area. The total loss in tax base is nearly equal among the three arterial alternatives and will reduce the City-wide tax base by approximately seven hundredths of one percent of the total. As previously discussed, increasing development of the North-West Arterial corridor will result in increased assessed valuations, and tax base losses from the North- West Arterial will be a short-range effect. Due to the extent of construction involved, the effect of each alternative on employment will vary. For the purpose of assessing the impact on employment, the following ratios were estimated for the breakdown of construction costs: 1) 60% of construction for materials, 40% for lahor; and 2) 30% of materials expenditure will be spent locally, 75% of wages will be paid within the metropolitan area. The number of jobs created by construction have Peen calculated based on the assumption of wa9es of $50/day/worker over a two-year (240 working days per year) period. Table 11 provides an assessment of job opportunities, Alternate Do Nothing Widening of Existing Streets Shooting Club Union Park Hollow Rupp Hollow TABLE 11 CONSTRUCTION IMPACT ON EMPLOYMENT Local Share of Wage$ for Construction Total Constructiion Employment Generated (Employees) 0 0 2,445,000 4,835,000 5,156,000 6,121,000 102 200 215 255 Total Number of People Directly Benefitting from Employment* 0 194 380 408 485 *Based on 50% married, 0.8 children per family (1.90 multiplier -448- Table 12 presents a summary of the economic analysis of the project, comparing construction costs to road user savings (i.e., savings to the driving public resulting from lesser motor vehicle operating costs, lower accident rates, time savings and changes in highway maintenance costs). The "Equivalent Uniform Annual Net Return" indicates the amount by which the annual construction cost (initial cost spread over the expected life of the highway) exceeds the annual road user savings. The "Benefit/ Cost Ratio" is equal to the road user savings divided by the annual construc- tion cost. The "Annual Rate of Return" indicates the interest rate at which annual construction costs equal the road user savings. Accordingly, the alternative with the greatest economy is represented by the highest "Annual Rate of Return". Results of the above analyses show that the most favorable rate of return and benefit/cost ratio will result from the Shooting Club Alternate. The Union Park Hollow Alternate is the next most favorable economically, while the Rupp Hollow Alternate was found to be economically unfeasible. A complete economic feasibility analysis is included in Appendix Volume I, Part 1 attached to this report. TABLE 12 RESULTS OF FINANCIAL ANALYSIS Alternate System Equivalent Uniform Annual Net Return Interest Rate Benefit/Cost Ratio Interest Rate 4% 6% 8% 4% .6% 8% Rate of Return Widening of Existing Streets Shooting Club Union Park Hollow Rupp Hollow Base System $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% Effects on Air Quality Air quality impacts of the Do Nothing and Widening of Existing Streets Alternates would be confined to areas adjacent to existing streets where highest pollutant concentrations now exist. Overall air quality is projected to be slightly improved under the North-West Arterial alternates compared to Widening of Existing Streets, as shown in Table 13. This table also shows longer -range predictions for the year 2000, indicating the future effects of improved vehicle emission standards. TABLE 13 ESTIMATED TOTAL CARBON MONOXIDE EMISSIONS Alternative Total CO Emissions (Tons Per Day) 1980 2000 Widening of Existing Streets Shooting Club Union Park Hollow Rupp Hollow 13.14 13.03 13.01 12.98 5.88 5.83 5.83 5.83 Because of the relatively low traffic volumes projected for the North- West Arterial alignments, no significant impact on air quality in the project area is projected for any of the alternates. The Iowa Department of Environmental Quality (DEQ) has established cutoff traffic volumes, above which there is a possibility of exceeding the National Ambient Air Quality -151- Standards. As shown in Table 14, the projected 1980 traffic volumes for the North-West Arterial are much too small to cause any significant effect on air quality for areas near the respective alignments. TABLE 14 COMPARISON OF 1980 DESIGN HOURLY TRAFFIC VOLUMES WITH DEQ'S CUTOFF TRAFFIC VOLUMES Alternate 1980 Design Hourly Traffic Volume at Heaviest Traveled Portion, Vehicles/Hour DEQ Cutoff Traffic Volume, Vehicles/Hour Shooting Club Union Park Hollow Rupp Hollow 977 928 486 4,740 4,740 4,740 Further information on Air Quality is presented in Appendix Volume I of this report. Effects on Noise Under the Do Nothing and Widening of Existing Streets Alternates, noise impact will be limited to areas adjacent to existing streets. As traffic volumes increase, with attendant increases in congestion and stop -and - go driving, noise levels are predicted to rise under the Do Nothing Alternate. Noise levels due to traffic congestion will be somewhat relieved for the Widening of Existing Streets Alternate; however, the widened streets will move traffic closer to adjacent land use, thus tending to counteract the beneficial effects of more efficient vehicle operation (see Noise Impacts,, page 73, for more detail). -152- Significant noise impact is predicted to occur along portions of each of the North-West Arterial alignments. Table 15 presents the number and location of sensitive sites to be affected by the various alignments. (Included are those sites at which design noise levels of 70 dBA will be exceeded for year 2000 traffic volumes.) TABLE 15 NOISE IMPACT AT SENSITIVE SITES DUE TO NORTH-WEST ARTERIAL Alternate No. of Properties Exceeding 70 dBA Location of Impacted Properties Shooting Club Union Park Hollow Rupp Hollow 1 1 3 Dubuque Shooting Society Clubhouse (75 dBA). House near intersection of John F. Kennedy Road and North-West Arterial (75 dBA). House near intersection of Rupp Hollow Road and Plank Road (73 dBA). Two mobile homes near intersection of Rupp Hollow Road and Plank Road (73 dBA). Noise mitigation measures such as walls or berms do not appear econo- mically feasible for the isolated properties affected by the Union Park Hollow or Rupp Hollow Alternates. Mitigation measures would also be difficult at the Dubuque Shooting Society Clubhouse, due to its location near an intersection and the high projected traffic volumes on and associated noise levels from the crossing street (U.S. Highway 52). It should be noted that a trap -shooting range, located west of the Society's Clubhouse, is occasionally in use, resulting in increased noise levels at this site. For all sites at which the design noise levels are exceeded, and where noise berms -153- or walls do not appear to be feasible, exceptions to applicable noise standards will be requested if the respective alternates are selected for construction. In addition to properties at which design noise levels will be exceeded, other sites will experience significantly increased noise levels, although not exceeding the Federal standards. These locations have been previously tabulated under "Noise Impact". No noise attenuation measures are prgposed for sites at which design noise levels will not be exceeded. The following properties will be impacted by substantially increased traffic noise from the North-West Arterial, Although.such .noise levels do not exceed Federal. standards: 1. Eleven residential properties along Admiral Street (Site 9, Figure 15) (all North-West Arterial alternates). Existing L10=45 dBA, Predicted 2000 L10=67 d8A. 2. Six residential properties near Blasen Street (Site 7, Figure 15) (Union Park Hollow and Shooting Club Alternates). Existing L107445 dBA, Predicted 2Q00 1,1049.70 dBA 3. One farmstead near Clay Hill Road and Rupp Hollow Road (Site 3, Figure 15) (Rupp Hollow Alternate). Existing Ll0 Not Measured, Predicted 2000 Ll0w67'dBA: 4. Marshall Park (Site 6, Figure 15) (Union Park Hollow and Shooting Club Alternates). Existing L10=47 dBA, Predicted L10=60 dBA. The complete noise study for this project is included in Appendix Volume I, Part 2. Effects on Water Quality As previously discussed, the long-range impact on water quality is insignificant for all alternatives in this study. Due to the slightly longer alignment, runoff of deicing salts and sand will be slightly greater for theRupp Hollow Alternate. Variations in proJected traffic volumes will -154- also cause a slightly higher accumulation of street surface deposits (oil, grease, rubber, etc.) under the Rupp Hollow Alternate. Such differences between alternates, however, are projected to be less than 0.2 percent of the total street surface deposits. Additional information on water quality is presented in Appendix Volume I, Part 2 of this report. Effects on Transportation Factors Generalized results of each transportation factor are presented in this section of the report. For more detailed findings the reader is referred 1p Appendix Volume I, Part 1. The results presented in this section are indicative of areawide transportation conditions, and reflect the impacts of the North-West Arterial in conjunction with the overall trans- portation network. All factors in this section are representative of projected 2000 traffic volumes unless otherwise noted. Fast Transportation The impact of each alternative on fast transportation is measured by the average network travel speed of the alternative. Average network. travel speeds represent the average number of miles of roadway that can be traveled within one hour, including periods when traffic is moving and periods of stopped delays. It is also the average of all vehicles traveling all streets within the metropolitan area. The Shooting Club Alternate provides the highest average network speed of 27.40 miles per hour. Average network speeds for the Union Park Hollow and Rupp Hollow Alternates are somewhat lower, with values of 27.24 and 27.23 miles per hour, respectively. The Widening of Existing Streets Alternate will provide a still lower average speed of 27.04 miles per hour. -155- Due to the projected increases in traffic volumes, future traffic congestion will cause reduced speeds and lengthy delays on many streets in the Do Nothing Alternate. Such conditions will occur, in varying degrees, on all streets indicated to be widened in the four previous alternates (see "Alternatives" for map showing locations of proposed street widenings). Because of unpredictable traffic speeds on congested streets, including many streets which are physically incapable of accommodating projected traffic volumes without widening, average network speeds have not been quantified for the Do Nothing Alternate. It is estimated that such speeds would be substantially lower than the average network speeds projected for the remaining four alternates. Safe Transportation The impact of the alternatives on safe transportation includes reduc- tions in the occurrence of accidents, injuries and fatalities on the street system. Table 16 is a summary of the impact, showing the projected number of each type of accident for year 2000 traffic volumes. The Shooting Club Alternate will result in a slightly lower potential for fatal accidents, while the Rupp Hollow Alternate will result in slightly fewer injury and property damage accidents. A maximum of one percent variation is projected for accident occurrence among the alternatives considered. -156- TABLE 16 TOTAL ACCIDENTS PER YEAR BY TYPE Alternative Number of Accidents Per Year Property Fatal Injury Damage Total Widening of Existing Streets 7.84 711 2,619 3,338 7.77 715 2,640 3,363 7.82 712 2,624 3,344 7.86 709 2,611 3,328 Shooting Club Union Park Hollow Rupp Hollow Efficient Transportation The relative efficiency of each alternative transportation system was based on the overall travel time costs associated with the alternative. The impact on efficient transportation is summarized in Table 17, indicating that the Shooting Club Alternate results in the lowest travel time cost. Projected time costs are highest for the Widening of Existing Streets Alternatei TABLE 17 TRAVEL TIME COSTS (2000) Alternative Total Time* Cost Per Year Widening of Existing Streets Shooting Club Union Park Hollow Rupp Hollow $55,915,800 55,255,900 55,427,400 55,499,000 I 'II *Based on $8.43 per vehicle -hour of travel, Source: Iowa Department of Transportation. -157- Traffic Diversion from Local Streets Each of the construction alternatives will divert certain traffic volumes from the local street system, resulting in less congestion on such streets and a more orderly movement of traffic. Traffic projections indicate that travel on local streets will be reduced City-wide by 3.0 to 3.9 percent under the North-West Arterial Alternates compared to the Widening of Existing Streets Alternate. The Shooting Club and Union Park Hollow Alternates both result in traffic diversion of 3.9 percent, while the Rupp Hollow Alternate will reduce local street usage by 3.0 percent. Driving Comfort The analysis of driving comfort was based on the levels of service provided on roadways within each alternative system. Levels of service characteristics were previously discussed under "Need''. Improvements of various streets as described under "Alternative§" will result in a Level of Service "C" or better for each alternative except Do Nothing. Levels of service under this alternative will be reduced to Level "D", "F" or "F" at many locations in the absence of street improvements, as traffic volumes rise above the capacity of the streets. Results of the driving comfort analysis indicate that the Shooting Club Alternate will provide the most comfortable driving conditions, followed by the Union Park Hollow, Rupp Hollow and Widening of Existing Streets Alternates, respectively. The impact due to reduced driving comfort will be most severe for the Do Nothing Alternate. Fuel Consumption Reductions in fuel consumption are a beneficial impact of major street improvements. Reductions in delays, speed change cycles and tpp-and-go -158- driving which are normally present on city streets result in greater overall fuel economy. Projections of fuel consumption indicate that the construction alternatives of the North-West Arterial will cause the greatest reduction in fuel usage. Savings are estimated at 104,000 gallons per year for the Union Park Hollow Alternate, compared to Widening of Existing Streets. The Rupp Hollow Alternate will result in a savings of 86,100 gallons per year, while the Shooting Club Alternate shows a savings of 40,100 gallons per year. Fuel consumption for the Do Nothing Alternate is estimated to be higher than the other alternatives, due to the projected traffic congestion and stop -and -go operation on many streets. Accessibility Areas which can be reached quickly and easily by vehicle will become more, attractive places to work, shop, or otherwise visit. The impact of a transportation system on community accessibility is related to the travel time required to reach such areas of employment, shopping, or other centers of attraction. Travel times between various points of origin and all major centers of attraction were calculated and averaged for each alternative. Such average travel times were lowest for the Union Park Hollow Alternate, although each of the North-West Arterial alternates provided nearly equal average travel times. Travel times to centers of attraction under the Widening of Existing Streets Alternate were approximately 18 percent greater than under the North-West Arterial alternates. Do Nothing would result in additionally higher travel times due to increased street congestion. -159- ■ In addition to providing continued access to existing development, each Of ther North-West Arterial alternates provides a long-range impact Qn accessibility by improving access to presently undeveloped land. Effects on Community Planning Factors In tOis section, community-rwide impacts of each alternative are established. Background information, evaluation procedures and detailed findings in each area are presented in Appendix Volume 1, Part 1 of this report. General impacts of the a1 ternati gyres are outlined below. ”renc, Service Travel time projections were made to determine the response times to fire, police and ambulance emergency calls. Each of the North-West, Arterial alternates proYjles reduced travel times for all of the above emergency services, when compared to the Widening of Existing Streets Alternate. Among the North-West Arterial alternates, travel times for emergency services are slightly longer for the Rupp Hollow Alternate than for the Union Park Hollow and Shooting Club Alternates. Traffic congestion and inadequate roadway widths under the Do Nothing Alternate will cause response times for each emergency service to increase accordingly. Public Utilities Each of the construction alternatives will cause an impact on public utilities. Electric, gas, telephone, water and sewer services will be temporarily disrupted during most construction activities, resulting in a short-range impact for all alternatives except Do Nothing. Long-range impacts regarding public utilities will be minimal, as all utility lines will be restored to service upon completion of the various construction activities. -160- Solid Waste Collection and Transport To determine the impact of each alternative on solid waste collection and transport, travel times from the sanitary landfill to various points within the City of Dubuque were calculated. The resultant average travel times were lowest for the Shooting Club Alternate. Both the Union Park Hollow and Rupp Hollow Alternates resulted in travel times approximately three percent greater than the Shooting Club Alternate, while the Widening of Existing Streets Alternate will increase the average travel time by approximately 19 percent, compared to the Shooting Club Alternate. Travel times are projected to be highest for the Do Nothing Alternate, due to in- creased traffic congestion and reduced traffic speeds on many streets... Access to Urban Land Each of the construction alternates will affect the existing land access for properties along the alignments. Because of the design of the proposed North-West Arterial, including a divided highway with occasional median crossings, some properties will be provided with one-way access onto the new roadway. (At such locations, vehicles would be prevented from turning left upon entering or leaving the arterial, and thus would receive access only from one direction.) Other properties, which presently are accessible only from a farm drive, will receive improved access from the North-West Arterial. Access changes will result in short-range impacts to certain properties, as longer travel distance may be required to reach existing farm fields. According to the future land use plan, however, most land area nearythe proposed alignments will become residential or otherwise developed in the -161- future (see "Land Use Planning"). The longer -range impact of access changes will be beneficial to such areas, as improved accessibility will aid the development of presently inaccessible areas. The relative impact of each alternate of the North-West Arterial is shown in Table 18. Included are the number of properties affected by access changes and the total length of roadway which passes through developable urban land. TABLE 18 ACCESS TO URBAN LAND Estimated Number of Properties Affected Location of Access Alternate Changed One -Way Access Provided Total Properties Affected Length of Roadway Serving Developable Land (Miles) Shooting Club Union Park Hollow Rupp Hollow 2 3 4 0 0 12 2 3 16 3.98 3.98 1.70 Note: Street Widening Alternate does not affect access to urban land. -162- PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE AVOIDED Short-range adverse effects of construction will be unavoidable if any transportation system improvements are to be realized. Temporary disruptions to traffic service and utilities will occur, as well as temporary adverse effects on air quality, water quality and noise levels. The introduction of highway -related noise and air pollution into areas that are presently free from such influences is an unavoidable impact of all the construction alternates. There would be instances under all the alternatives where the design noise level of 70 dBA will be exceeded at individual properties. Such conditions would occur through- out the main thoroughfares under the "Do Nothing" and "Widening of Existing Streets" alternatives. Similar isolated instances would occur under all the North-West Arterial alternates, although only one to three additional properties would be so affected by the North-West Arterial alignments. The construction of any of the North-West Arterial alternatives across presently undeveloped areas will include removal of vegetation and wildlife. Long-range impacts of the proposed highway in this area on vegetation and wildlife also cannot be avoided. Such impacts include loss and change of native plant communities and wildlife habitat, road kills, noise impact on wildlife and effects of highway pollutants on vegetation. -163- The aesthetic and scenic value of the presently undeveloped areas will by changed by any of the North-West Arterial alternates. Right-of-way requirements will result in temporary loss of tax base to the governmental agencies involved. It is expected that this effect will be hprt-range, a& the proposed action will encourage building and other development to expand to presently undeveloped or inaccessible areas within the construction corridor. RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF MAN'S ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY The purpose of community planning is to assure that long-term goals can be identified and that short-term uses of the environment do not conflict with such goals. In a project such as the North-West Arterial, short-term losses to the environment will be experienced during construction. These losses will include adverse noise, air quality and water quality impacts, as previously described, as well as loss of resources, fuel, and materials used in the construction process. In addition, impacts to vegetation and wildlife will be most severe during the short-term construction process. Other short-term effects to the environment include temporary disruptions of traffic patterns and utility services and temporary loss of tax revenue. The proposed North-West Arterial will result in long-term gains in several areas. This facility will reduce traffic volumes on many local streets and will decrease overall travel time within the metropolitan area, Accessibility to many areas will be improved, resulting in better fire, police and ambulance service, as well as reducing travel time for all motorists using the facility. Long-term savings in road user costs will also be realized if the North-West Arterial is constructed, including reductions in fuel consumption. Compliance with long-term community planning in the metropolitan area will be enhanced by the North-West Arterial, as discussed under "Need For Project" and "Land Use Planning." -165- The above -mentioned gains of the North-West Arterial will be accompanied by potential long-term losses. Relocation of persons and property acquisitions will cause some longterm impacts on an individual basis. The character of the land near the North-West Arterial will be changed by its construction, and in some areas will result in a long -tern environmental loss, This is especially true near the presently undeveloped areas and near residential areas of the corridor. Properties, farmland, and open space to be acquired for the North-West Arterial will thus be lost to their existing uses or tp any other potential uses in the future (also see following section). Noise and air quality along portions of the alignments will deterio- rate if the North-West Arterial is constructed. However, noise and air quality in other areas will be improved due to the resultant lesser traffic volumes on many streets. -166- IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES During the construction process, various construction materials such as earth fill, aggregates, cements and structural materials will be irrever- sibly expended. Construction fuels and labor likewise will be lost during the construction of the project. Right-of-way required for the North-West Arterial will in most cases be an irreversible commitment of resources. Portions of this right-of-way will immediately or potentially be used for other purposes, such as parking, landscaping or other multiple use of space. Remaining portions of the re- quired right-of-way will likely be permanently lost to highway purposes. Included in the required right-of-way are approximately 50 acres of good agriqultL1ral land for any of the alternatives. Land to be acquired within the presently undeveloped areas will result in a loss of native vegetation and wildlife habitat that will not be retriev- able in its present form. Roadside plantings and landscaping will restore these losses to the extent practical, although the existing natural enyir9n- ment will remain altered. The scenic and aesthetic qualities of the unde- veloped areas would also be permanently changed by the North-West Arterial construction. -167- The construction of the North-West Arterial will involve irretrievable economic losses, including cost of construction, cost of right-of-way and loss of taxes. However, in the long-range, road user savings and taxes from new developments will more than balance these initial losses. -168- IMPACT ON PROPERTIES AND SITES OF HISTORIC AND CULTURAL SIGNIFICANCE Historical -Architectural Sites For purposes of this study, a historical site is defined a$: "any site, district, structure, object or other evidence of human activity that represents facets of the history of nation, state or locality; places where significant historical or unusual events occurred even though no evidence of the event remains; or places associated with a personality important in history." (Wright, 1974, p. xi.) The process of locating, delineating and evaluating historical sites in the Dubuque North-West Arterial corridor was carried out jointly by the Office of Historic Preservation of the State Historical Department of Iowa and the Iowa Department of Transportation. The Dubuque County Historical Society was consulted for evaluations of the resource sites located (Appendix C). A building -by -building historical architectural survey was conducted within the right-of-way of the various alternate alignments. Sixteen re- source sites were located within the limits of the project. Eleven of these sites exhibited the age, quality of workmanship and design and the unique, visual sense of historic places necessary for possible inclusion in the National Register of Historic Places. Using a rating system based on phys- ical condition, local preservation sentiment, uniqueness of resource, environ- mental setting and land use stability, these sites were divided into three groups in order of their cultural significance. These groups are described -169- in the following paragraphs. Photographs of the sites appear in Figures D-1 to D-3, Appendix D, and locations are indicated in Figure 28. The reader is referred to the complete report by Till, Hotopp, Lipsman and Shank (1978) for more detail. Resource site descriptions, numbers and evaluations were taken from this report. Group 1 Resource Sites Group 1 sites are those which probably qualify for the National Regis- ter of Historic Places. They include: Resource Site 5. Brewery Cave (SW, NW, sec. 11, T89N-R2E). Historical Significance: This man-made limestone cave is purported to be one of the last brewery caves remaining in Dubuque County. (Sources: letter from Helen E. Mercer, December 16, 1977 (Appendix C); interview with H. J. Knockej by A. Till, September 22, 1977) Architectural Significance: The stone cave is an interesting example of vernacular engineering. The use of stone set without mortar to form the voussoirs is particularly curious. Resource Site 6. House (NW, NW, sec. 11, T89N-R?E). Historical Significance: This well maintained brick home with two -foot thick stone foundation is approximately 130 years old. In 1874 the property was known as the Sutter Dairy Farm. Local sentiment is strong for the preservation of this dwelling. (Source: letter from Helen E. Mercer, December 16, 1977 (Appendix C)) Architectural Significance: The house rates moderate (3) on all three architectural criteria. The center bay rising to form a third -story gable at attic level and stone lintels are the major architectural fea- tures. Resource Site 11. William G. Stewart House (NE, NE, sec. 16, T89N-R2E). Historical Significance: This house was built by William G. Stewart in 1851, and the property remained in the Stewart family until 1935. Stewart was a prominent stock raiser, farmer, miner, banker and politician. His farm, which was known as the Oak Ridge Stock Farm, eventually included over 900 acres. Located to the north and south of the house were two -170- lead mines which Stewart worked from 1850-1890. These mines were the Stewart and Bartlett Mine, which yielded over 5,500,000 pounds of min- eral before being abandoned, and the Stewart Cave Mine . About 1870, Stewart began a new career as a banker and businessman. In 1875 he helped organize the Dubuque County Bank and became its first president, a post he held for over 20 years. He also organized the Dubuque Harbor Company, and promoted the development of both the Illi- nois Central and Iowa and Northern Railroads. Politically, Stewart was recognized as one of Dubuque County's foremost Democratic leaders. He was elected sheriff from 1847 to 1853, State Senator from 1856 to 1860, and County Treasurer from 1869 to 1881. Currently, the house remains in relatively good physical condition without any serious alteration of its historic exterior. Local sentiment is very strong for the preservation of this house. (Sources: Portrait and Bio- graphical Record of Dubuque, Jones and Clayton Counties, Iowa, 1894; "Geology of Dubuque County, 1899; letter from Helen E. Mercer, December 16, 1977 (Appendix C) ) Architectural Significance: The house rates very high in architectural historical value because it is a good example of a characteristic ver- nacular building type, of which very few examples remain in the state. This was the type of brick house first built in Iowa and it resembles extant houses in the town of Nauvoo, Illinois, which date from the 1840's. Resource Site 16. House (SE, SE, sec. 17, T89N-R2E). Historical Significance: No historical information was discovered per- taining to this house. However, it does appear to date from as early as the 1850's and may be architecturally significant. Very few houses of this age and style remain in the rural area surrounding Dubuque (Source: letter from Helen E. Mercer, December 16, 1977 (Appendix C) ) Architectural Significance: This house is of moderate architectural significance because of its age. However, the later addition of an attached garage to the rear somewhat destroys the house's integrity. Group 2 Resource Sites Group 2 resource sites might qualify for the National Register of His- toric Places and include: Resource Site 1. Dubuque Shooting Club (SE 1/4, sec. 11, T89N-R2E, w.s. U.S. 52). Historical Significance: The Dubuque Shooting Club was originally established by a German -American organization. During World War I, -171- when the State of Iowa outlawed use of the German language, the ori- ginal name, Schuetzen Gesellschaft, was changed to English, A turnwof- the-century plat map (Figure 8) identifies this club as a beer garden, and at that time it consisted of a bowling alley, a dance hall, a theater and a pavilion located on 25 acres of land. None of these buildings is extant. (Sources: Atlas of Dubuque County; Iowa, 1906; letter from Helen E. Mercer, December 16, 1977 (Appendix C)) Architectural Significance: The present Dubuque Shooting Club building is of no architectural significance. Resource Site 3. House (NW, SE, sec. 11, T89N-R2E, e.s. U.S. 52), Historical Significance: Along with Resource Sites 2 and 4, this house is one of three small, pre-1900 dwellings located near the Dubuque Shooting Club. It may possess some additional historical significance, but at the present time no information supporting this assumption has been discovered. (Sources: Atlas of Dubuque County, Iowa, 1906; letter from Helen E, Mercer, December 16, 1977 (Appendix C),) Architectural Significance: This two-story wood -frame house with clap- board siding, shingled gable and Eastlake gable ornament was probably built about 1900. It is a good example of a lower middle-class home of the time. Resource Site 4. Dr. Stephen Langworthy House (NW, SE, sec. 11, T89N- R2E, e.s. U.S. 52). Historical Significance: This house is both historically and archi- tecturally significant. Together with Resource Sites 2 and 3, this house forms a grouping of distinctive pre-1900 dwellings. More imppr- tantly, this house is believed to have been the home of Dr. Stephen Langworthy, father of the prominent brothers who were so influential in fostering the early development of Dubuque and, in particular, the lead mining industry of this region. (Sources: Atlas of Dubuque County, Iowa, 1906; letter from Helen E. Mercer, December 16, 1977 (Appendix C)) Architectural Significance: The basic architectural features of this house are its cruciform plan design, hipped roof with intersecting two- story gables, and stone lintels. This house can be classified as being of the Queen Anne style. Resource Site 8. House (SW,NE, sec.3, T89N-R2E). Historical Significance: The house probably dates from well before 1900. It may possess some additional historical significance, but at the pre- sent time no information supporting this assumption has been discovered. (Source: letter from Helen E. Mercer, December 16, 1977 (Appendix C)) -172- Architectural Significance: The house rates high in architectural his- torical value because of its probable early date of construction, pos- sibly the 1840's. The one-story wing was not built at the same time as the remainder of the house. Also, the front porch is missing, sashes are not original and the concrete front terraces are a recent addition. Resource Site 9. Union Park (Near the middle of the south half of sec- tion 10, T89N-R2E). Historical Significance: The park was originally named Stewart Park after William G. Stewart, who donated the 40 acre%.tract on which it was initially established. Later the Union Electric Company purchased the park and over a period of approximately 30 years enlarged it to over 240 acres. From 1891 to 1919 Union Park thrived as an outdoor social center for thepeople of Dubuque. Among its major attractions were a theater, a bandstand, an old mine shaft converted into the "Wonder Cave, a wading pool and a roller coaster. Because the electric rail- road was the only means of access to this park, the Union Electric Company similarly thrived. But suddenly, on the afternoon of July 9, 1919, Union Park Hollow became a death trap as torrential rains caused a flash flood which claimed five lives and destroyed most of the park's facilities. A revival was attempted, but remembrance of the disaster and the advent of the automobile resulted in the closing of the park in 1934. Today parts of sidewalks, steps and bridges, as well as the foundations of some buildings and a swimming pool, are all that remain of this once popular recreation spot. (Source: Dubuque Telegraph Herald, May 27, 1934 and May 29, 1977) Architectural Significance: None. Resource Site 10. Dr. John Goldthorpe House (SE, SW, sec. 9,T89N-R2E). Historical Significance: This house, which probably dates from before the Civil War, was owned by Dr. John Goldthorpe, a wealthy and philan- thropic Dubuque dentist. The present physical condition of this house is very poor and the present owner is considering its demolition. (Source: letter from Helen E. Mercer, December 16, 1977 (Appendix C)) Architectural Significance: The house rates high on architectural historical value because of its probable early date of construction, possibly the 1840's. On the other hand, the loss of a two-story wooden front porch detracts from the house's architectural integrity. Group 3 Resource Sites The Group 3 resource site is recommended to be considered along with the Group 2 sites because of its association with Group 2 sites 3 and 4. -173- Resource Site 2. House (NW, SE, sec. 11, T89N-R2E, e.s. U.S. 52). Historical Significance: This house is one of three small, pre-1900 dwellings located near the Dubuque Shooting Club north of Dubuque. It may possess some additional historical significance, but at the pre- sent time no information supporting this assumption has been discovered. (Sources: Atlas of Dubuque Counter, Iowa, 1906; letter from Helen E. Mercer, December 16, 1977 (Appendix C)). Architectural Significance: This two-story stucco residence is of minor architectural significance. Its coupling of stucco and fish -scale shin- gles is not harmonious. It is also unusual for a house of this size to be organized in a cruciform shape. The Dubuque County Historical Society's evaluation of each of these resource sites appears in Appendix C. Final evaluation of the cultural significance of these sites was made by Adrian D. Anderson, State Historic Preservation Officer. (See Appendix C.) Only one of the Group 1 Resource Sites would be displaced by the North- West Arterial. The East-West Segment would displace the William G. Stewart Home (Site 11). Consultation between the Planning Team, the Cultural Resource Specialist, Iowa Department of Transportation and the Highway Archaeologist resulted in a shifting of the alignment to the south to bypass this site. This new alignment is referred to as the East-West Segment, with the former alignment referred to as the Northern Variation of the East-West Segment. None of the Group 2 or Group 3 Resource Sites would be displaced by the North-West Arterial. However, negative impacts to these sites in the form of physical site intrusion, intensification of land usage, visual or audio site intrusion, or ground vibration and air pollution. The negative impacts of each alternate to the Resource Sites are summarized in Table 19. -174- TABLE 19 IDENTIFICATION OF NEGATIVE IMPACTS OF ALTERNATES OF THE NORTH-WEST ARTERIAL Group 1 Resource Sites Group 2 Group 3 Negative Alternates Impacts* 5 6 11 16 1 3 4 8 9 10 2 Shooting Club 1 2 X X 3 X X X X X X 4 X X X X X X 5 X Union Park Hollow 1 2 X 3 X X X 4 X X X 5 X X X X X Rupp Hollow 1 2 X 3 X X 4 'X 5 X *Negative Impacts: 1) dislocation or destruction, 2) physical site intrusion, 3) intensification of land usage, 4) visual or audio site intru- sion, 5) ground vibration and air pollution. Upon selection of the alternate, measures to mitigate the negative im- pacts associated with that alternate will be incorporated into the final design. Procedures of the Advisory Council of Historic Preservation will be followed. -175- FANTz ea f • 2- 1 , -r '-- FIG. 28. CULTURAL RESOURCE SITES WITHIN THE NORTH-WEST ARTERIAL CnR FRANT -k- 0 SCALE /N MILES M i < xJ 1--4 FIG. 28. CULTURAL RESOURCE SITES WITHIN THE NORTH-WEST ARTERIAL CnRRIDfR LEGEND ■ RS 10 RESOURCE SITE ♦ 13 DB 5 ARCHAEOLOGICAL SITE SCALE IN MILES ,I%, LEGEND ■ RS 10 RESOURCE SITE ♦ 13 00 5 ARCHAEOLOGICAL SITE Archaeological Assessment A review of the archaeological site records for Dubuque County on file at the Office of State Archaeologist, Iowa City, was conducted prior to the field investigation. All the archaeological sites previously recorded are located outside the proposed limits of the project, The site records check indicates that three previously recorded archaeological sites are located just north of the Rupp Hollow Alternate and south of the Little Maquoketa River. Interviews with local residents and property owners provided information concerning the project locale and assisted in the formulation of a survey strategy appropriate for this project. The on -site survey, conducted in September, 1977, irc1 uded an area parallel to both sides of all the proposed alternates within the project corridpr. Coverage often exceeded 100 meters from centerline of each alternate, depending on the geomorphic setting and the surficial vegetational conditions encountered. If a sufficient spatial accumulation of cultural material or surficial man-made features, such as burial mounds or foundations, was recovered, the particular location cor- taining these materials or features was designated an archaeological site and assigned an official state site number in accordance with the Smithsonian Trinomial System. In addition, several areas surveyed provided isolated "find spots" of chert fragments, which may represent minimal spatial accumu- lations from prehistoric occupation. The archaeological survey of the proposed project was successful in locating six previously unrecorded archaeological sites, six archaeological "find spots," and numerous examples of the remains of lead mining activity. -477- The archaeological sites are indicated on Figure 28. Two potential alter- nates contained an archaeological site or find spots within the corridor. The East-West Segment, common to both Shooting Club and Union Park Hollow Alternates, contains the remains of one apparently early Euro-American site (13DB50), which will be impacted. Should either of these alternates be selected, a limited Phase II archaeological test should be conducted prior to construction. Two find spots were located adjacent to the Shooting Club; each yielded examples of bottles. These find spots do not appear to warrant further research. One vertical mine shaft was located within the proposed project limits of the Union Park Hollow Alternate. None of the remaining archaeological sites or find spots was located within the limits of the proposed project. At the time of the survey, borrows had not as yet been designated. If areas outside of the archaeological survey limits are required, an inspection will be necessary prior to clearing and grubbing. Letters of coordination with the Office of the State Archaeologist appear in Appendix C. -178- COMMENTS AND COORDINATION 1n order to assure widespread participation in ithi Project, a 'Com- munity Action Plan" was initiated to establish rapport between citizens of the Dubuque metropolitan area and those people directly responsible for the planning of the project. The following coordination w4s obtained through the "Community Action Plan": 1. A Community Survey was conducted within the metropolitan area tO assess the general goals and attitudes of the residents. This sur, vey included 377 respondents and 'was conducted in the Spring of 1976. 2. Public Informational Meetings were held in June of 1976, and again in April of 1977. During these meetings, residents were informed. Rf the progress of the study and the methodology being usedr and were solicited for input and ideas. Oral and written comments per- taining to the North-West Arterial Were received at these meetings. 3. A Route Preference Survey was conducted at the first informational meeting. The results of the 48 response§ to the survey were used in determining alternatives to be further evaluated. (See Appendix E.) 4. During the duration of this project, numerous meetings and communi- cations were received from private citizens, interest groups, and -179- national, state and local officials relating to the North-West Ar- terial project. Attached to this report is the text of letters from various agencies pertaining to the North-West Arterial (Appen- dix C). Shortly after the publication of this report, a final Public In- formational Meeting will be held. The East Central Intergovern- menmal Association will thereafter conduct an official corridor Public Hearing on the North-West Arterial. APPENDICES APPENDIX A TRAFFIC VOLUMES Traffic volumes for the various streets shown in Figure A-1 have been tabulated for each of the eight alternatives indicated. These traffic volumes, listed in Table A-1, represent the projected average daily traffic volumes for the year 2000, and include the total number of vehicles traveling in both directions on the indicated streets. The aforementioned traffic volumes take into consideration all elements of the respective transportation systems, including all committed new streets, street extensions and street widenings as previously discussed under "Alternatives" for the 1990 Street Network, in addition to the indicated variations of the 1975 Street Network. The final three columns in Table A-1 show traffic volume projections (year 2000) for each of the three North-West Arterial alternates, if no other elements of the future transportation plan are implemented. These traffic volumes are expected if no street improvements other than the North- West Arterial are accomplished. A-1 AANTT 1 FIG. A-1. LOCATION OF TRAFFIC VOLUMES TABULATED IN TABLE A-1. .61 SCALE IN MILES LEGEND LOCATION NUMBER FOR TRAFFIC VOLUMES, SEE TABLE A -I (14 I SCALE IN MIEES O LEGEND LOCATION NUMBER FOR TRAFFIC VOLUMES, SEE TABLE A -I AVERAGE DAILY TRAFFIC VOLUMES 1990 Street Network** O C1 r C1 r CC MC 0 0 C 0 -Y r •r- S- r C la O OC1= O •r O 0 O i r N L) O a) C a) a) 1- 17 +.)•r V) 3 r- o r-Iun OcncrCQ LIDNr-1CD00 --I I,d°NMOOlN 001, O•--i 1 CD- 1 1 1 I,r.N01MO0N.--IMNIDU)crOLO Cr LID (NJ M r- I cY r1 1 1 I .--1 r 1 Ln O r-1 CO 00 n CO h 00 LZ7 .--1 cr LC) O r1 U) e-1 a a a w 1 1 1 0 w 0 0 w w 0 w 0 0 w w w 0 w w w n lD n LC) ct- h N l0 0 Ol LO r1 N. LC) O1 LC) 00 l0 00 LC) O up r-1 .--I N N r-1 1-1 .--1 r-1 LID COLO I- O 01 O r-) N CO t� U7 co c' co co r1 r-1 co N N LO el - CO 01 01 1 1 .--1M 1 1 0110 LC)d-O0 M.-1COOONIOcrCOd'r-11- O LC)N 1 1 U).--I 1 1 LC)NIOuncrcrMOOO MI, MI, Coe-1L17r-1 w 1 1 w 1 1 A 0 0000w w w lDU)LC) r- Ol NU1OOIDNhLC)Ol MLC)NNLC)0LO r-1 ri N N N 4-1 .--I r1 r-1 4--1 VD CD CQ M LO O1lDl,.crrll.,LC)MOMMOI0r-,10 VDOd- M U1 VD 1 1 l0 1 N 1 LC) N CD Ln 00 O M .--I 1d) O1 .--1 r-1 M O 00 I, L.C) O O LID 1.0 1 1 CO 1 .--4 1 ^ .--I l0 N I, ct or) 00 O O1 l0 M r-1 00 ^ O .-1 O w w w 1 1 Al 01 0 a a a w a a A a a w a a a A. IOL()LC) O N NU7OOLID N I,MIDOLID NNLC)OOLfl.--I r♦ .-1 N N LV r-I r-i r-1 r1 r-1 OlDOOLc) 01hMOlczr r OONl000 1 1 1 1 1 1 1 1 1 N LI) 10 CO 0 CO (D 0 Cr) l0 c- M LC) O r-1 Q1 O LC� 1 1 1 1 1 1 1 1 1 N .--1 1/0 r-I M LC) ct' 01 O LC) L17 ct' ct' U) O LO LC) N 1 1 1 III 1 1 1now.. 0000000 wawa. N r -1 cF Cr OLD C) LJ) 01 LO CO l0 C) LJ7 C D C) .-4 .•--I .- l N Cr) N .--1 r-1 r-1 r-1 N N cr CO LID CO LO Ln or) r, r, M CY 01 r-1 cr VDID VD U1 00 VD r-10) 1 UDC() 1 1 1 ram. M LD r-1 1.0 tom. co ^ CO Imo. O r1 CO 4-1 CO CO r1 IM LC) 1 ri O 1 1 1 O r♦ CM O .--1 01 O 00 N I C) M r, M lD 4-1 LO r-1 .--1 LC) 1 00111 0M00M000000M0MM0 w w LC) LO LID LO CO h. LC) O O O GF N Or-1 CO LO h N 01 N CO L.0 N r-1 N N N r-I r1 .- I r♦ co r ct l0 01 LC)01M I I c-M I-,00 1 1 I-LO All w LC)VOl0 .-IM ri r-1 r-1 VD N LID CO LC) M O Ln cY 01 Ol cY CR l0 r-1 l0 U) 1 1 00roNOr-1'chl0 LnCCV 010.1O0.1O1,Ol0 1 1 l0 ^ N- LC) LC) O up 01 1a 01 ,-I N O1 N- l0 0 VD N 1 1 0000000 '000000000 .-1LC) Nr-•ChN01 U)MIS) 01N Jr- ('4 r-1 N N N rl r-I r--1 oo cr cp .--I r-I ct cr01ctCDCD ,1,1DLC)MI,ONLDr11,LD 01I,U1 1 1 LO 1 l0 1 OLC) cr VDr-1ON01O r11�c-Mor) c0.1O10 O MO 1 1 1, 1 CO 1.--1NI'- CrNO10OMMkr4PON(.OI.r"Il0 w on a 1 I w I w t a a w aw w 0 w 0 w w w w w w Ark w LID LID LAD O cr l0 0101NCrN01 ct01ctCfONr,Cf •-1 r1 . I r -1 .-4 N N (' .--1 4-1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 r-1 O1 LID M ri O VD M O1 LO N LID O 01 O 10 O U) 1 101 M LC) ct- LID M CY' N O ON 01 CM 01 VD NL0 1 1 c{crO010 cr•"•Mr,0LnNr♦LAD LID 0I\O 1 1 w w w w w w w w w w w w w w w w w LID L 1) N M N O LID 01 0 l D O M 0 N O 1 0 M r1 r-r N N CV .-1 r-1 r1 O •r 44 0 -J -0 - -0 0 -C) 4-) +) +' la /a la (6 /a a) a) a) a) 00 ni 10 It 11:5 It la (CS 0 0 0 0 0 a) a) a) O •r-•r-•r•r•r•r-•r•e-•r- CC CCCL CL S- i L C S_ S- S_ S- 5- S` S- S- i "0 4-) 4-) +-) 10 lO a) a) O a) a) (1a) a) a) a) ra >, >, >> >> >> V) V) LN N CO CO N > 4.) 4-) 4.34-'4-)+)4-)4-)4-) 01077177013 LnMMLC)Q S- S.- S-LLS-LS_S.1YaCI) a)a)a, -O-Ov Q Q Q Q Q Q Q Q cC c c C C C a) +-) C C C >, >, >, >> la +-) � +-1 +) +) 4- 4- 4- 4-) 0 ao) a0i a) a) n) • > a) o co0 0 3 3 3 3 • c rya V) V) V) V) V) V) V) V) V) r- Y Y Y Y Y S.. i a) O a) -C _C s -C la 0 0 C) a) a) a) a) a) a) 6) a) r- O 4 V) V) V) O 0) 01 O > CC 0 333333333 O IN 1 1 1 .4r•r9r•1--r 1 1 1 1 1 1 1 1 1 =U-U LL-LLLL S. a>,>>___= A>>>> SC- -C - ssSOs-CO a) a)+-)+-)+) V) 5- 5- 4- +) 4) 4-) 4-) +) 4-) +) +) O- C C C C C - CO 5- i. i • ra la • C 0 O S 5- S. S- 5.- L 5- S- S. Cl _C t _C s 0 -0 •1- •r •r- V) 3 V) C xi .0 O O O O O O O O O O O O O o 0 ra O-c_c ..0 • 0 0 • woo ZZZZZZZZZCC'-77'7'773C I F-F-F-=1--I1-1=CLQc>r rINMd-LC)lDI,O01O r-iNMc}'LID 101,O0DOr-4N 01 un VDr, .--1 r--1 r--1 r1 1-1 .--1 r-1 r1 1-1 1-1 N N N N N N N N A-3 0 IO.r r O 0 CL C 0 O - •r Sd r C (0 0 d 0 0 CIZ l0N 4-1MCV LnLCLC)LC) CJr-c) \ cn CO Cr CDC)r-1C) N CO Ie M N O101 CO C00 Ie c0 co N i 01 LL)N 01 CC) CD NM0001.-4LC) O1r101hr4CrCrCC) I -IN(NJ CO L1)lO w 0 w w Aw 0 0 I w w a w CO r-1"...CONC71OlNN1 00CtlOh NMO r-100 1 r^1 .--1 N M M r-1 r1 r-1 -4.: r• 10N.-I00L.f)CO00Cr -4LO0101OM00 CrMI,.r•CO Cr pOCO0000O1(NJ 1e00ri0oCOCDr1 1 1 Cc, CrCrCOCr N M1..010Nr1N.-1COr4CtC)L[)CO 1 1 NCI LC)N w w w w w w w w w 0 a n a w w 1 I w a w w 101e1e0oNOlON01CO MCfLC) I�.-t MO r-1N r-1 r1 .--I C'r) C)') C .-4 r-i r1 r1 r1 r-4 lONr-1010000Crr4LC) C1Mr1CrM CI'O1r-1r-iO CtCOcoi,.NLC) Ni-.00.-400Nl000 1 I Nt..r-+l0.-+ N co t\O1 r,-N r-4N.-4 LC) r-4 CI- LLD ION 1 I CM r1 LSI01 w w es w a a w a o es o w I I l0 N. le co r-4 01 O N CO l0 CO Cf • 60 Ie N co O r-4 N .--I 1-1 .--1 M M M .--I r-( r1 r-I r-4 r-i C0 McOCOr-400CID r1COlOMMCD N .--1 CO 01 00 O f\ O O Cr M CO Ie r-1 Nc'00O1NChCOC4 up•-1ChCYtO w w w w w co h h CO N Ol O1 N M CO M Ch l0 h r4 r-4 1-1 N M M r-i r-I r-1 r1 .--+ C LO LC) -I C) 1 1 1 NOMCOCD I 1 I ( ILC)IeLt)l0 1 I I w w w w Cr 00 r"1 CO 1990 Street Network** C 0 0 •r S_ r C (0 C)) •r 0 .0 0 .0 r CO) V r1 Cr Cr ti0 CO r-1 CO CO CF 00 M CY 10 CO O) 1.0 C:) 01 ChNLOCOLOCD01.-10Lf)lpl0l0 1 LC)N.N.LC) CON Ct .--1 O O1 CO N cl" 01 CO CF CO N Ln 00 1 -Oct 00 C3 CO aaaama00.00. es es I w w at es o r1 CO CV M d' LC) CO N C) N CD N rtO r-I.-1 Ct Ol rI CT r1 ri r1 rl N C'") M ri N r1 r1 O MleCtIOr.IO1McOis, lelOCtleM NOId'r-Ile d-Mr1COCOcoLxMLC)coLt)cr-101N 1 1 LC) CC) r-9 CO to Ie(NJ 0100NM0oMNcoOQ31r-1r1 1 I d'OO M w w A w 0 w A A A A 0 1 1 0 es es es riLC) r-4-d-Lf)CO(NJ 0NCONCDLC) Ct Ct01 r♦M ri r-i 4 rI N CY) (V) rt C.1 r-4 r1 led r 11ecr. 01CC) COLne-II0c0 0101Ct.-1CD N lO0101C71Cr) CD) d'OCOLOCV is) - 1 1 r-10r110ie LC)NC71COCtMMl0MNCC) r10Ct r1 t ) d'01 C) CO a 0 0 0 0 A 0 A w es o o.o 1 9 r110 r4C)C)U')IONONI0NI-10d' CtO1 ri0o rt .-( r--I r-I N M CM r-1 N ri r1 C0 d° 01 01 0 0) t N- CD Ch .-4 C) N .--4 C CO r-4 Lc) N C\i .-1 C0 r-4 00 r-4 r-1 O N. O O O 1 rI 1 Ct O dr CK) L1) .--I ri O C)CY-N M O1 CO d' CO Cr) CD QI 1 le 11O 01 LnOr1 000 w 1 .1 N V.) C d•' U) Ln N O CLI ).0 lt7 r1 LO 00 r1 0) r-I r1 r1 r-I N Cr) M r1 N r--1 r-1 C 0 0 0 J 0 v O C a) a, > -t3 a1 a.)¢ rt N co O C "C) 0 COI C a) S- O 4-, 4-) O 3 0 a1 W -O LC) a) > (0 +, C a1 'CS a) CCU S_ (0 7 ¢ > a1 a) a) 4-, 4-3 a 4-)CU .r +, a) 0 >) ¢ a) a) > S- a1 0) 0 S- 0) > +, +, > S- V) -0 'CS 0) CC 10 71 r S_ ¢ +) a1 a) CC +) a) ¢ a1 a1 10 a) (0 e0 C 3 3 a-) O +-) V) S- S- V) S- a) a1 C •-) 10 0 0 (0 r .0 a) .r 0 (/) C +, i-, C +, CI) S_ S- (0 S- C CL ce i r t7) •r V) CO CrN V) e0r-N S_ 4-) 4-) S_ Mt CV C'3•r•r > S- 4- (0 (0 0) (0 a) V) V) L s C, Cr) a) >, = = -CS a) In Cr) E S- Cu a) 4- S_ a1 r S- >1 C > e0 O 4- +, Cr) Cr) S- 4-) +, E O = • • • '17 = _0 71 • (0 •r' S- 0 O C -0 'O S. C •r- 0 S- S_ -3 N - "C) -0 S- (0 V) S- C O O h7 a) O O a) a) ..c s a) a) X X X .r V) a r • C.'30J__I Li CIC]YU3CC0_0 W W WM<C]UO COCT) 0 r1NMdi- LC) IOI-,00010r 1NMd LOL) eco01 NN MMMMM MM MMMd'CtCtd ct ctCtd'Ct A-4 4- O N C 0) 0) d S- 0) • .) ▪ Z• 0 re ▪ ar- C NO_ S_ +, as W V) a) i cr) 1- 4-3 C • O r •.1,) • -) N V) Ih 4- E 1 •r- O X S_ r 4-) W a1 0 > O 4- 4-) Z O 0 0 •r 'O V)-0 4- a1 +, C 4- V) C (0 (CS 0 a) L 0. E r- 4-) O a) (0 S- •r•r 4- 0. C a) S- ® V) r (!) •I-) C 0) a) S- OZ0 ' Ti¢ •r O OC r22 •F,r (0 0 •r 0 a) c . -) C o •r PO • r r •I-) (0 Y S_ _Y . S- S- 0 S- 4-N� O 0 0- 0 S- r1 031 (0 a) cc F- Z 0 a1 431 O a▪ ) w S- a) 01 a) >, S- Cr) S.. (d 0+) e-i 4-) V) W N a) a) CU O - Lt) S- W 01 +, L_ a) 01 Cr) .Ic Ie •3 APPENDIX B Photographs of Project Corridor Photographs of the various alignments are shown in the following section. An index map showing the location and direction of view of all photographs is presented first in Figure B-l. The remaining Figures B-2 through B-8 include views along the three alternate alignments and other locations within the project corridor. B-1 41( i s J `F FIG. B-1. SITES FOR PHOTOGRAPHY 0 SCALE IN MILES LEGEND ✓b LOCATION OF PHOTOGRAPH NORTH-S'> SEGMENT MIDDLE FORK CATFISH CREE I.C.G. R.R. 1 Photo No. 1. Beginning of Project. NORTH -SOUTH SEGMENT • HdVN9010Hd dO NOI1V001 NORTH -SOUTH SEGMENT = ry — —171) Photo No. 2. View Near Kennedy Mall. RESURRECT! Photo No. 3. Location North of U.S. 20 Photo No. 4. Location Near Asbury Road. Fig. B-2. Location of North-West Arterial (Ail Alternates). sm. '► XII NM 1 — all J — S .E91 J J — MI A MI Photo No. 5. View North of Asbury Rd. Photo No. 6. View Along Rupp Hollow Alternate. RUPP HOLLOW RD. Photo No. 7. End of Project. Photo No. 8. View of Rupp Hollow Valley. Fig. B-3. Location of Rupp Hollow Alternate. CO 01 Photo No. 9. View Near J.F. Kennedy Road. Photo No. 10. View Near J.F. Kennedy Road. UNION PARK HOLLOW ALT. Photo No. 11. View East of J.F. Kennedy Road. Photo No. 12. End of Project. Fig. B-4. Location of Union Park Hollow and Shooting Club Alternates. CO rn M MK MS MI Mot lilt an a Mtn PENNSYLVANIA AVENUE CRESCENT RIDGE ALIGNMENT Photo No. 13. Crescent Ridge Alignment. PENNSYLVANIA Photo No. 14. Hempstead High School. Photo No. 15. J.F. Kennedy Road Vicinity and Pennsylvania Avenue Fig. B-5. Location of Crescent Ridge Alignment and Miscellaneous Photographs. NIL lip OR am — MI — alit am mit art at, Photo No. 16. Area North of 32nd Street Vicinity Carter Road. ROBIN HOOD DR. MIS — MIK Photo No. 17. Area North of 32nd Street Vicinity Grandview Avenue. Photo No. 18. Union Park Hollow and Shooting Club Alignments. Fig. B-6. Miscellaneous Photographs in Vicinity of Union Park Hollow and Shooting Club Alternates. Photo No. 19. Dubuque Shooting Society Clubhouse. 00 SIM IS III N NM M A I — Ma M M ON JINN Photo No. 20. Rupp Hollow Road Alternate. Photo No. 21. Rupp Hollow Road Alternate. Photo No. 22. Rupp Hollow Road Alternate. Fig. B-7. Miscellaneous Photographs in Vicinity of Rupp Hollow Alternate. Photo No. 23. East-West Segment. Photo No. 24. East-West Segment. Photo No. 25. Hill Prairie. Fig. B-8. Miscellaneous Photographs Along Union Park Hollow and Shooting Club Alternates. APPENDIX C Coordination Letters Coordination letters with appropriate federal, state and local officials concerning the Dubuque North-West Arterial appear in this Appendix. Pre- liminary data, obtained as part of the project, was sent to the following agencies and their comments were requested relative to the corridor studied: U. S. Department of the Interior Environmental Review *Fish and Wildlife Service U. S. Environmental Protection Agency U. S. Department of the Army *Rock Island District, Corps of Engineers State of Iowa *Iowa Conservation Commission *Iowa Department of Environmental Quality *Office of the State Archaeologist *Iowa Natural Resources Council *Dubuque County Historical Society Agencies identified by an asterik (*) furnished comments. Copies of such comments are included in this Appendix. C-1 United States Department of the Interior FISH AND WILDLIFE SERVICE Rockcreek Office Building, Suite 106 2701 Rockcreek Parkway North Kansas City, Missouri 64116 816-374-6166 December 16, 1977 Martha A. Whitson, Ph.D. Brice Petrides and Associates, Inc. 191 West Fifth Street Waterloo, Iowa 50701 Dear Ms. Whitson: On November 29, 1977, personnel from this office accompanied you on a tour of the five alternate sites for the proposed North-West Arterial in Dubuque, Iowa. We wish to congratulate you on the quality of the environmental assessment you are making of the different alternatives, which you shared with us during the tour. Our comments are submitted in accordance with the Fish and Wildlife Coordination Act (48 Stat. 401 as amended; 16 U.S.C. 661 et seq.). The Shooting Club Alternate crosses an ungrazed stand of maple -basswood forest with some interspersion of hickory and oak. The understory is dense with a variety of speeies present, forming excellent ground cover. This area supports such wildlife species as deer, squirrels, rabbits, foxes, coyotes, pheasants, various songbirds and possibly ruffed grouse. A highway through this area would destroy some excellent timbered wildlife habitat. Within the Union Park Alternate area there are numerous old lead mine shafts and an old brewery cellar. The brewery cellar harbors the big brown bat, Eptesicus fuscus. The largest concentration of bats in the area, Keens myotis, Myotis koenii an owa endangered species), little brown bat, Myotis lucifugus, and eastern pipistrelle, Pipistrellus subflavus, has been found in Timmens Cave, one of the old mine shafts that would be crosse- by the highway. Although the cave would not be directly affected by the highway, the effects of road vibrations reaching the cave is unknown. We believe it would probably cause them to abandon the cave if they are able to detect any vibrations. A partially grazed maple -basswood forest is also located in Union Park Hollow. Some native hill prairie cedar communities occur on its western ridge. The highway would follow the eastern ridge missing the prairies and most of the timbered areas. It would create a travel barrier for deer and other animals moving C- 2 between Shooting Club Hollow and Union Park Hollow, resulting in an increase of road -killed animals. The center portion of Union Park Alternate borders but does not cross Marshal Park, a city park. The highway would create an increase in noise and air pollution and a decrease in aesthetic value of the park. Run-off from the highway would enter the park. Its effect would depend on how the highway is designed to handle the problem. The northern part of Rupp Hollow Alternate follows an existing narrow road. The hollow on its western ridge has areas of ungrazed native hill prairie. Its eastern slope is covered by a maple -basswood forest. The road could be constructed without destroying the prairies but would destroy some of the timbered area. Restricting access to the road would help preserve the prairie by hindering future development in the hollow. If the road does not go through the area, the hollow would probably become a residential area, as evidenced by the houses already present, resulting in the destruction of the prairies. The Crescent Ridge Alternate crosses a timbered ravine, requiring the construction of a bridge. This would require clearing and some filling in of the ravine, resulting in the loss of good wildlife habitat. The North -South Alternate crosses primarily open fields. This alternate would have minimal effect on fish and wildlife resources. Our finding show that the combination of the North -South Alternate and the Rupp Hollow Alternates would have the least effect on fish and wildlife resources, and we recommend that these alternatives be selected. We appreciate the opportunity to provide input early in the planning stage of the Dubuque, North-West Arterial. Please keep us informed on your progress. If we can be of any assistance feel free to contact us. cc: RD, Denver CO (ENV) Cay Kauffman (FHWA) ICC, Des Moines, IA ICC, Bob Sheets, Maquoketa, IA City of Dubuque, Iowa, ATTN: Mr. Frank Murray C-3 Sincerely yours, 63a/r)l-e4.- 7kt, _ Tom A. Saunders Area Manager DEPARTMENT OF THE ARMY ROCK ISLAND DISTRICT, CORPS OF ENGINEERS CLOCK TOWER BUILDING ROCK ISLAND, ILLINOIS 61201 IN REPLY REFER TO NCROD-S Mr. Dale R. Tekippe Brice, Petrides and Associates, Inc. 191 West Fifth Street Waterloo, Iowa 50701 17 FEB 1978 Dear Mr. Tekippe: Reference is made to your letter requesting determinations as to the need for Department of the Army Section 404 permits for the proposed Dubuque, Iowa, Northwest Arterial Street Project. The proposed project may cross streams in Dubuque County at the following 10 locations: a. Section 3, Township 89 North, Range 2 East, a tributary Maquoketa River. b. Section 3, Township 89 North, Range 2 c. Section 1;6, Township 89 d. Section 16, Township 89 e. Section 20-21, Township North Fork of Catfish Creek. f. Section 20-21, Township North Fork of Catfish Creek. g• Section 11, Township 89 h. Section 11, Township 89 i. Section 28-29, Township Creek. North, North, to the East, an unnamed stream. Range 2 East, an unnamed tributary. Range 2 East, an unnamed tributary. 89 North, Range 2 East, 89 North, Range 2 East, North, Range 2 East, an North, Range 2 East, an 89 North, Range 2 East, a tributary to the a tributary to the unnamed tributary. unnamed tributary. Middle Catfish j. Section 28, Township 89 North, Range 2 East, Middle Catfish Creek. C-4 ■A NCROD-S Mr. Dale R. Tekippe 1 7 FEB 1978 This office has determined that the proposed projects may not require individual Department of the Army Section 404 permits since the streams at these 10 sites do not maintain a -normal flow greater than five cubic feet per second. Nationwide permits for discharges of dredged or fill material into certain waters of the United States were issued in Federal Regulations published in the Federal Register dated 19 July 1977 under Title 33, Part 323.4-2. Inclosed is our Fact Sheet No. 1 describing the activities, conditions and management practices for nationwide permits. If the nationwide permit conditions will be satisfied, no application or processing for an indi- vidual Department of the Army permit will be required. If we do not receive a response within thirty calendar days from the date of this let- ter, we will assume that you have determined the proposed work is author- ized by a nationwide permit. Although a Department of the Army Section 404 permit is not required for the project, this does not obviate the requirement that you obtain other applicable Federal, State and local permits as required. Should you have any questions, please contact our Regulatory Functions Branch by letter, or telephone Mr. Steve VanderHorn, 309/788-6361, exten- sion 213. 2 Incl 1. Fact Sheet No. 1 2. Pamphlet Sincerely yours, HENRY G. PFIESTER, P.E. Chief, Operations Division C-5 C;;C�NSERVATION 300 FOURTH STREET5/281-5145 0 DES MOINES, IOWA 50319 COMMISSION Ick 51 An Equal Opportunity Employer 12-16-77 To; Dean Dalziel-N.E. Iowa District Wildlffe Supervisor From; Bob Sheets- Maquoketa Wildlife Unit Biologist Subject; City of Dubuque Highway bypass proposal COMMISSIONERS John G. Link, Chairman Burlington Thomas A. Bates Bellevue John C. Brophy Lansing Carolyn T. Lombard Des Moines Marian Pike Whiting Herbert T. Reed Winterset John C. Thompson Forest City DIRECTOR a red A. Priewert Dear Dean, 0n November 29, 1977 I conducted a field investigation regarding a 4 lane highway bypass proposed by the city of Dubuque Iowa. Accompanying me were two environmental services biologists from the Kansas City USF&WLS office, a funding agent from the federal highway administration office in Ames Iowa and a field biologist employed by a private consulting firm in Waterloo. The firm has been contracted by the city of Dubuque to provide an environmental assessment on the proposal. I have attached a composite ASCS aerial photocopy illustration of the proposed bypass and its alternates. Beginning on the southern end of the project; I suggest that the direct North - South alignment will offer the least damage to wildlife resources in the area. The "Crescent Ridge" alternate passes through a relatively undisturbed valley comprised of timbered slopes and rock outcroppings,(area in Green #1). Undergrowth and annual weeds on either side of the Railroad tracks that pass through this area, appear to be quite capable of supporting upland game including rabbits,quail, pheasant,possible ruffed grouse, and nongame bird life. It also acts as travel area and loafing area for furbearers and whitetail deer. Any highway construction in this vicinity would damage present wildlife populations and hinder future prospects for wildlife produc- tion. The continuing north -south alignment,as it proceeds north to Asbury Road,does not pass through any extensive wildlife habitat. It does cross one intermittant stream bed grown over with tall, annual cane weed. The areas primary importance would be for upland game cover in the winter. Some damaging effects on wildlife will occur in this area. At a point just north of Asbury Road, 3 alternates are proposed; I find the Rupp Hollow alternate to be least damaging to wildlife resources. The"shooting club alternate passes through an undisturbed valley,Green area#3), that consists of mature white oak, burr oak, black oak and hickory on its eastern segment. the upper, western,A of the valley consists of dense understory capable of supporting ruffed 04t1 grouse known to be in the area. This area is presently in club ownership. It is owned by a shooting club well aware of wildlife needs. Consequently, its future for wildlife production is probably guarenteed safe. C-6 i:td4 1 [ {{ a Llol I0i•t'A i 7.} f: :`t i. CONSERVATION COMMISSION 300 FOURTH STREET 0 DES MOINES, IOWA 50319 515/281-5145 An Equal Opportunity Employer 2 Dubuque Highway bypass COMMISSIONERS John G. Link, Chairman Burlington Thomas A. Bates Bellevue John C. Brophy Lansing Carolyn T. Lombard Des Moines Marian Pike Whiting Herbert T. Reed Wmterset John C. Thompson Forest City DIRECTOR Fred A. Priewert The Union Park alternate passes through an area containing several caves containing hibernating bat colonies. The endangered Indiana bat has been trapped and identified in this area in the past. There are also several stands of natural hill -prairie intermixed with stands of regenerating aspen and cedar timber. Grazing has been eliminated throughout much of the upper reachet of the drainage and it is beginning to provide excellent wildlife cover. The'/Rupp Hollow~alternate passes through one large tract of timber,(green area #k5). There is e blacktop road on the alignment at present. If the new alignment is maintained on the existing right of way, further damage to wildlife will be minimal. If alignment of the new highway follows the valley floor in Green area #6, little damage will occur to wildlife habitat. The valley has substantial mobile home and permanent home development along both banks of the intermittent stream which has nearly eliminated wildlife habitat in the floodplain. As a result I believe it will be the best alignment if the bypass is determined to be necessary. The private consulting firm biologist has requested a copy of our comments. The Kansas City USF&WLS office is aware of the firms name and address. Perhaps they can supply a copy of our comments to the firm when they receive them. Please let me know if more information is required. cc file Sincerely, COB '.!€!. . RICLOGIST Far: . Po ad E. Mac !"',,.: G . J i ii. ,. 'g-352-24456 C-7 iowa department of environmental quality January 6, 1978 Martha A. Whitson Brice, Petrides & Associates, Inc. 191 West Fifth Street Waterloo, IA 50700 Dear Ms. Whitson: The Iowa Department of Environmental Quality (IDEQ) acknowledges your efforts to coordinate your environmental impact analysis for the Dubuque North-West Arterial with us prior to completing the draft environment assessment. We look forward to the opportunity to officially comment on the environmental impact statement draft when it is issued. Sincerely, COMPLIANCE AND PLANTiING DIVISION es C. MI ief, Planning CCM:JFL:mf C-8 3920 Delaware Ave., P.O. Box 3326, Des Moines, Iowa 50316 • 515/265-8134 The University of Iowa Iowa City, Iowa 52242 Office of the State Archaeologist Eastlawn (319) 353-5175, 353-5177 January 13, 1978 Dr. Adrian Anderson Historic Preservation Officer 26 E. Market Iowa City, Iowa 52240 Dear Adrian: Enclosed is the report for M-5037(600)--81-31, the North-West Arterial bypass of Dubuque. The survey was successful in locating six new archaeological sites, only one of which (13DB50) may be affected by the project. If the Shooting Club or Union Park Hollow Alternates are selected, I recommend a Phase II test of the site and any borrows that may be designated outside the surveyed corridors. Several historic resources were located within and adjacent to the various alternates and preliminary conferences with the design consultant resulted in a line shift to avoid one structure (the Stewart house). I hope this'report, subject to the recommendations concerning archaeology and structures, is adequate to allow a clearance letter for the project. JH:eg Enc. CC: Bob Humphrey C-9 Sincerely, John Hotopp Highway Archaeologist RECYCLED PAPER cs3 low a place to grow Natural Resources Council Grimes State Office Building East 14th and Grand Des Moines, Iowa 50319 (515) 281-5913 December 8, 1977 Dale R. Jekippe Brice, Petrides & AssQC., Inc. 191 West Fifth Street Waterloo, Iowa 50701 Re: North-West Arterial Street JAMES R. WEBB, Director LOUIS F. GIESEKE, Water Commissioner Dubuque/ Iowa Dear Dale; Only the stream crossings located on the Middle Fork of Catfish Creek fall, under Iowa Natural Resources Council jurisdiction in that the oreek at those locations drains more than two square miles. Those crossings being on the North -South Alt. and on the Crescent Ridge Alt. as indi- cated in red on the enclosed map. Thank you for your cooperation in this matter. If you have further questions e please feel free to contact tiis office. Very truly yours, KGS/pk Enclosure COUNCIL MEMBERS: MERWIN D. DOUGAL, Chairman Ames PERRY CHRISTENSEN, Vice -Chairman Diagonal JOYCE CONl'LIN-REPP, Secretary Minburn 16t)-,-1 Kevin G. Stewart Staff Engineer C-10 LEIGH R. CURRAN Mason City MARVIN A. DALCHOW Maquoketa E. EILEEN HE1IDtaN Denison HUGH TEMPLETON Knoxville JOHN P. WHITESELL Iowa Falls SANCTA A. YATES Ottumwa ■ ■ ■t of TN4 • •_w 0 'OWN // „0-(a,Vii/ a owayw9(447,4 HIGHWAY DIVISION 800 LINCOLN WAY AMES, IOWA 50010 515-296-1101 REF. NO. November 29, 1977 738.220 Historic Preservation �1.;,,. r Mrs. Kenneth Mercer. Dubuque County Historical Society Route 2, Box 234 Dubuque, Iowa 52001 Dear Mrs. Mercer: As you requested in our telephone conversation Tuesday of last week, November 22, I have enclosed a project description for the proposed Dubuque Northwest Arterial project and a map indicating the various alternates which are presently under consideration. Also enclosed are xeroxed copies of photographs of buildings of potential historic interest which are located in the vicinity of the various alternates. These photographs are numbered and correspond to the numbered sites on the map. Last week I made an on -site inspection of the project area and conducted an initial historical assessment for those sites indicated on the map. As a result of this study, I discovered one area in which a considerable impact upon cultural resources may result. This site corresponds to pictures 24 through 26, which through a study of county land records was discovered to be the house of William G. Stewart, an early prominant Dubuque County miner and banker. If you possess any additional information pertaining to this site, I would appreciate you letting me know as both the Union Park Alternate and Shooting Club Alternate will require the removal of this house. Other sites of particular interest are those shown in photographs 1,2,3,17,18,21,22 and 23. Photographs 1 through 3 are of the Shooting Club which according to my research used to be a beer garden. These buildings will not be displaced by the project, but I would still like to know whether you feel a highway would damage the historic character of the area. Photographs 21 through 23, on the other hand, show buildings which will be displaced by one or all of the alternates. Therefore, any information you possess pertaining to the history of these sites is of particular interest. Finally, although I did not locate any historic sites along the Rupp Hollow Road Alternate, would you please let me know if you know of anything along this alternate which may qualify as a significant cultural resource. JULES M BUSKER BARBARA DUNN Sioux City Des Moines DONALD K GARDNER C-11 COMMISSIONERS WILLIAM F McGRATH ROBERT R R'GLER L STANLEY SCHOELERMAN ALLAN THOMS Cedar Rapids Melrose New Hammon Spencer Dubuque I hope this letter provides adequate information for you to be able to evaluate the impact of the proposed Northwest Arterial project. If you have any questions, please call me. My phone number is 1-515-296-1225. Your assistance in preparing the Cultural Resources Assessment for this project is greatly appreciated. MAL / j ah enclosure cc: Ian MacGillivray George Calvert Bob Humphrey Harold Schiel Very truly yours, Michael A. Lipsman Cultural Resources Specialist C-12 APPENDIX I Dubuque County Historical Society P.O. BOX 305 DUBU.QUE. IOWA 52001 THE HAM HOUSE December 16, .1977 Mr. Michael A. Lipsman Cultural Resources Specialist Department of Transportation 800 Lincoln Way Ames, Iowa 50010 Dear Mr. Lipsman: In response to your letter of November 29th relative to the Dubuque North- west Arterial, our committee arrived at the following conclusions: R.S. 1 #1-3: The Shooting Club, former beer garden, is still a popular enter- tainment spot. If we are correct in assuming the proposed art- erial would lie in the valley to the south, we believe the dis- tance from the club would pose no environmental impact. HOWEVER, R.S. 4 #12 across Highway 52, a well maintained brick, is purported to be the home of Dr. Stephen Langworthy, father of the prominent brothers so influential in developing the city in early days. Records show that it was Langworthy property at one time. It would be regret- table to lose that home. We know of no historic significance at- tached to the other homes, #10 and #11. R.S. 5 #6: The cave, about 40' long, was a root cellar. Due to the closing of many caves in the area, may we recommend as little excavation as possible in order to preserve this cave? R.S. 6 #8-9: This brick home, in excellent preservation, is approximately 130 years old, with stone foundation 2' thick, double brick walls, 9-' ceilings. As early as 1874 the property was the Sutter Dairy farm. The farm is now owned by the Gantz Family of Lime Rock Springs Co. Herman Knockel, long time resident and owner, is to remain in the home during his lifetime. We would recommend preserving. R.S. 7 #17-18: Katie's Tavern poses no problem. Neighbors agree its demise would be a blessing. R.S. 8 #13: Conrad Oviesell owned this and other property in the area and erect- ed the building at Giesell Springs farther south on Hiway 52. Other than that, we know of no deterrent to your plans. C-13 R.S. 2 R.S. 13 R.S. 16 R.S. 15 R.S. 11 -76 #1 : In early days the property of Dr. John Goldthorpe, wealthy and philanthropic dentist. Builder of this unusual but deteriorated structure has not been determined. However, we understand from the present owner the building is not in danger from the proposed route. In: No problem. #19-20:No problem. Both 19, 20, 23 owned by Pfohl families. #21-22: Modern buildings. No historic lore known. #24-26: Mr. William G. Stewart settled Dubuque in 1834. Not only was he a prominent banker and miner, but sheriff from 1847-1853; State Senator 1856-1860; County Treasurer 1869-1881; influential in building three railroad lines. He built the Stewart Amusement Park, later sold it to the Union Electric Co. who ran a street car line from the city. In 1919 a cloudburst drowned several people and destroyed most of the buildings. The site is now oc- cupied by the YMCA Camp. The Stewart residence i pure Greek Revival in design. While in a deteriorated condition, because of its style and identification with a prominent citizen, our committee strongly urges that the proposed route circumvent the property at a reasonable distance. Presumably, you are aware of the Marshall farm in the southwest corner of Section 10. now a city park. Regarding the Rupp Hollow Road: this route would eliminate a number of blighted areas and would seem to involve less costly construction than the more southerly alternate. It is apparent, of course, that we are not qualified to judge the environmental impact on wildlife or soil consistency of the area. If you have not done so, perhaps you should contact Mr. Richard Worm, st Pres- ident of Environmental Coordinating Organization, 3555 Road, Dubuque. We are always glad to help to the best of our ability. Sincerely, Mrs. Kenneth Mercer C-14 DIVISION OF HISTORIC PRESERVATION IOWA STATE HISTORICAL DEPARTMENT ADRIAN D. ANDERSON, DIRECTOR STATE HISTORIC PRESERVATION OFFICER February 9, 1978 Robert Humphrey Department of Transportation Highway Division 826 Lincoln Way Ames, Iowa 50010 Re: M-5037(600)--81-31, North-West Arterial Bypass of Dubuque, Dubuque County. Dear Mr. Humphrey: We received the report: M-5037(600)--81-31, by Anton Till, John Hotopp, Michael Lipsman, Our review of the report and of the proposed following comments and recommendations. North-West Arterial, Dubuque County; and Wesley Shank; January, 1978. project has resulted in the Archaeology: As a result of the survey of areas represented in the report, archaeological site 13DB50 may be adversely affected if the Shooting Club and Union Park alternates are selected. Congruent with the recommendation in the report, it is suggested that site 13DB50 be intensively surveyed if the alternate is selected. In addition, the borrow areas for whatever alternate is selected, if they are outside the boundary of the areas surveyed, should be reconnoitered before clearing and grubbing. Architecture: Evaluation of architectural resources is sound. Recommendation concerning the Rupp Hollow alternate seems reasonable. The only site that may be adversely affected if this alternate is chosen is R.S. 8, but it will not result in displacement. We await documentation on feeder roads. History: We concur with the findings of this report a.d will be able to provide final couuuent upon receipt of documentation on resources to be affected by proposed feeder roads. General: It is our understanding that numerous additional project elements had not been identified at the time of the cultural resources survey. The above comments pertain only to the areas surveyed and will be expanded and modified when information from the unsurveyed areas is available. Sincerely, Adrian D. Anderson, Director State Historic Preservation Officer cc: John Hotopp 26 EAST MARKET STREET . IOWA CITY. IOWA 52240 TELEPHONE (319) 353.4186/353-69..9 C-15 Notation: As a clarification of the last paragraph of the letter on page C-15 of this Appendix C, the additional project elements mentioned are street extensions and widenings indicated in blue in Figures 18 through 21 of the E.I.S. APPENDIX D Photographs of Cultural Resource Sites Resource Site 16. Resource Site 11. Cultural Resource Sites, Group I. C-16 VV.=rrillAira+1 11112 I Resource Site 5. Resource Site 6. Resource Site 11. Fig. D-1. Cultural Resource Sites, Group I. Resource Site 16. � / � Resource Site 1. Resource Site 4. Resource Site 3. Resource Site 8, Fig. D-2. Cultural Resource Sites, Group II, r 1111411111.1111111111111112:a� Group 2, Resource Site 9. Group 3, Resource Site 2. Group 2, Resource Site 10. Fig. D-3. Cultural Resource Sites, Group II and III. 7-'1\ A 74, k r The dotted lines on this map represent the limits of this transportation corridor location study. Please return completed route preference form on or before July 15, 1976. SCALE IN MILES FIG. E-1 ROUTE PREFERENCE SURVEY FOR TRANSPORTATION CORRIDOR LOCATION STUDY FOR THE NORTH -WEST ARTERIAL LEGEND © CEMETERY © COUNTY HOME © CONVENT ® GROUP HOME • HOSPITAL © PARE ❑S SCHOOL • SEIkINARY ❑E YMCA PREPARED BY BRICE, PETRIDES & ASSOCIATES, INC. ►'e i emir emsr 1110111 IOW — ® mom ® _WA i•FINEA ROUTE PREFERENCE SURVEY This map indicates the limits of the study corridor for the proposed North-West Arterial. In an effort to obtain your opinions regarding possible routes within the corridor, we would appreciate it if you would complete the following: 1. If you own your place of residence in the metropolitan area, place an O where your residence is located. If your residence is located outside the limits of this map, please specify street address and city: 2. If you rent your dwelling space in the metropolitan area, please place an where your resi- dence is located. If your residence is located outside the limits of this map, please specify street address and city: 3. If ou own property elsewhere in the metropolitan area (other than your residence), please place a P where the property is located. If your property is located outside the limits of this map, please specify the address(es) of such property: 4. If you are currently employed, please place a OW where your place of work or employment is located. If such employment is outside the limits of this map, please indicate the name of the company you work for and its address: 5. Using the red pencil furnished, please sketch the major highway route that you would favor, be- ginning on the south at Dodge Street (U.S. Highway No. 20) and proceeding north and west to connect with Central Street (U.S. Highway No. 52). 6. In making your route preference, which of the following factors entered into your decision? Please check all that apply. ❑ Best route for the community overall. ❑ Best route when traveling to work. ❑ Best route when traveling to usual shopping areas. ❑ Best route when traveling to church. ❑ Best route when traveling to usual recrea- tion centers. ❑The selected route will be closer to my residence. ❑The selected route will be farther away from my residence. ['The selected route will not require that I move or be relocated. ❑The selected route will require that I move or be relocated to another part of the City, a feature that is desirable to me. OTHER FACTORS (Please Specify) 7. If you prefer a "Do Nothing" solution, please indicate your reasons as follows: 8. If you feel that a new highway route is not needed but that existing streets should be widened instead, please indicate your reasons and list those streets you think should be widened, as follows: Your opinions and input are very valuable to our planning process. However, as many complex factors enter into the location of a transportation facility, compliance with all received input is not always possible. We would appreciate receiving your name, address and telephone number. The information you have provided will remain confidential and will be used for planning purposes only. YOU WILL NOT BE IDENTIFIED PERSONALLY IN ANY WAY. Name: Address: Telephone Number: