Report on Major Streets and Highways - Progress Report of 1930 - December 13, 19304.14-41:1
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DUBUQ,TE, IOWA
Report on Major Streets and Highways
Progress Report of 1930
December 13, 1930
y
JOHN NOLEN CITY PLANER
Hale J. Walker Justin R. Hartzog
Associates
Harvard Square, Cambridge, Massa
CONTENTS
REPORT ON MAJOR STREETS AND HIGHWAYS
I. INTRODUCTION 1
II. EXISTING SITUATION 3
General Characteristics 3
Sources of Traffie 4
Constant Growth of Motor Car Registration 5
Effect of Land Uses 6
Present Street Widths
Unrelated. Development in Land. Subdivision 8
An Outstanding Thoroughfare 8
Present Paved Streets 9
Railroad. Grade Crossing Intersections 9
Survey Maps 10
111. MAJOR STREETS AND HIGHWAYS SYST2E 11
Introduction 11
Purpose 11
Division or Classification of Major Streets 12.
Radial Thoroughfares 12
Circumferential Thoroughfares 12
By-pass Thoroughfares 13
Procedure for Developing the Streets in
Conformity with the Growth of Traffie
Demands 13
Existing Main Routes of Traffic 14
Recommendations 15
Proposed. System of Major Streets and. Highways 18
IV. RAILROAD GRADE CROSSING LLIMINATIONS 25
Recommendations 25
V. RIVERFRONT DEVELOPMENT 26
PROGRESS REPORT OF 1930
SCOPE OF WOR& 29
PLANS AND MAPS PREPARED 30
CONCLUSION 31
LIST OF MAPS AND PLANS 32
DUBUQ,UE , I OWA,
REPORT ON
MAJOR STREETS AND HIGHWAYS PLAN
December 13, 1930
I. INTRODUCTION
The street system of Dubuque naturally forms the
backbone for the physical development of the city. With-
out it, land would be seriously impaired in its usefulness
and in its accessibility. The great improvementB in the
highways of the State of Iowa, in the past few years, have
brought almost incalculable benefits to the abutting prop-
erty through accessibility by reason of good roads. There-
fore we would understand that circulation by means of the
public highway or street is one of the most important
functions in the city layout. To be well planned, the
street system must be composed of a great variety of street
developments; but when analyzed this variety, it will be
found, can be reduced to a few controlling types. Each of
these controlling types, with its many variations, performs
in addition to its main purpose of circulation on the sur-
face, a secondary function as a location for underground
utility installations, such as water, sewer, light, tele-
phone, etc. Then also, it performs a third very important
2
function, that of ventilation for much of the city area.
It is obviously impossible that eities could economically
provide light and air in such abundance except by means of
the public street. The fact is that many of these streets
developed at insufficient widths, thereby lessening the
amount of light and air injected into the city areas, have
involved us in a complicated problem of requirements and
provisions for neighborhood parks, playgrounds and other
open spaces iniformiy disposed about the city. It is
obviously the purpose of the study of streets to not only
secure adequate: circulation in all of its surface traffie
aspects, but to promote these other relationships, which at
the present moment and from the viewpoint of traffic
handling must be called secondary considerations.
3
II. EXISTING SITUATION
General Characteristics
Dubuque has many outstanding eharacteristles which
make it a city of interest and enjoyment for its citizens.
We believe the citizens are duly cognizant and proud of
these assets. Economically speaking, many of these assets
are of such a character that they involve some greater
initial expenditures and costs of maintenance for streets,
utilities, and building construction than cities undergo
which are less attractive in their natural physical char-
acteristics. Particularly is this true by reason of topog-
raphy. Cities located upon flat areas, unbroken by rocky
outcrops or changes in grade and without pleasant views,
may lay dawn streets and many other improvements without
any unusual expense attendant upon meeting physical diffi-
culties. But who, after association, would exchange the
beautiful rocky cliffs skirting the edge of the business
section. of Dubuque along Bluff Street, or the rolling land
or ravines penetrating back from the river and the beautiful
views up and down the Mississippi, for the flat, monotonous
land of large portions of Iowa and Kansas? All of these
characteristics undoubtedly have had a vast influence upon
the citizens of Dubuque in the past hundred years, particu-
larly in cultural values --for all about us here are scattered
4
colleges, schools and academies, which not only serve the
people of Dubuque and immediate region, but also draw from
distant territory. The healthful qualities of this out-
standing situation and the resulting effect upon the mental
attitude of people have promoted consideration for the welfare
of mankind through the establishment of hospitals and sani-
tariums. It is unnecessary to point out specific topograph-
ical difficulties that handicap the city in the development
of a Major Street System which will adequately serve the
three great purposes of a street traffic circulation, under-
ground location for utilities, and provision for light and
air. These handicaps in the earlier days were somewhat
severe, but with modern machinery and equipment, much of
this topographical difficulty can be readily overcome, as
is evident from the movement of a large proportion of the
residential area from the old downtown district to some
extensive areas farther west, on the highlands above the
river, following, or slightly in advance, of provision of
adequate street facilities.
Sources of Traffic
There are three main sources of street traffic which
are involved in the circulation problem of Dubuque: First,
the interior circulation originated within and by residents
5
of the city itself; second, the movement of traffic to and
from the city and the immediate surrounding region or its
trading area; and third, the interstate traffic, interpreting
the term in a broad sense, and not limited as it happens in
Dubuque, with its location at the junction of three states.
The interstate traffic is that collected and developed on
national and state highways extending over a large portion
of the country. The origin and destination of traffic in
these groups varies, and naturally each has its own predom-
inating interest.
Constant Growth of Motor Car Registration
Dubuque bears a relationship, in increase in motor
vehicle density, to the national density, and we witness the
gradual approach to the saturation point of motor vehicles,
noticing one year ten persona per vehicle, another year five
persons per vehicle, and in Los Angeles last year we see one
automobile for every -two -people. This means greater diffi—
culty on Main Street, Central Avenue, Fourth Street, Eighth
Street, and upon other streets of Dubuque which already
have been expanded to approximately the Isat degree of exist-
ing elasticity. Parking of automobiles upon the street for
long periods, which is really storage, takes temporarily
a portion of the street out of use as a channel of circulation,
6
and is for the time being a considerable appropriation of
the public property for the private individual. This situa-
tion points to the necessity of meeting the need of what
is often termed live parking upon the street by the elimina-
tion of dead parking, or parking for long periods, and also
the necessity of layout out of routes of travel throughout
the entire urban and suburban territory, to dispose of the
traffic logically an quickly and thus obviate congestion
caused by concentration upon a few old and established
streets.
Effect of Land Uses
Dubuque has been fortunate in the past by reason of
the concentration of land uses. The railroads were restrict-
ed seemingly quite naturally to what amounts to a single
channel through the city. Many cities have to contend with
railroad tracks from all directions cutting their area into
many and diverse sized and shaped tracts. This concentra-
tion of the railroads in the city has influenced business
and industry --more particularly inaustry--ana we find now
in turn a concentrated industrial section, well connected
by paved thoroughfares with the rest of the city. The
river concentrated industrial areas in a similar fashion
in the old days. We have already spoken of the general
effect of physical characteristics upon the residential
7
portions of the city. The movement of the center of
business or residence or industrial activity is due quite
largely to changes in the various forms of transportation,
specifically and generally, and the city seems always to
have made efforts to keep step with these changes.
Present Street Widths
A large proportion. of the streets of the older town
laid out by the government on the river brink seem to have
been 60' to 64" in width, while in the county beyond, 66'
seems to predominate on the highway. While 64' is now gen-
erally inadequate for main thoroughfares where there are
car rails, this width prove& fortunate for the city, and
has enabled the city to expand from time to time, its
vehicular way or street pavement, by cutting from plant-
ing or sidewalk spaces to meet the growing demands of
traffic. The city now, however, has about exhausted the
resources established by this standard width of street.
To widen these streets further will out into the sidewalk
space which is necessary, and which in many cases is
redueed to a minimum at the present time. We have pre-
pare& as one of our existing Conditions Maps a map show-
ing the various ranges of present street widths, both in
respeet to right-of-way and of pavements (381.44).
8
Unrelated Development in Land Subdivision
As business and density of population increased,
there was need for reaching cut from the old town area
into the adjoining territory for expansion of residential
facilities and for a readjustment of existing areas. As
the accompanying layouts were. no longer made under govern-
ment supervision or under adequate standards, we find the
highways: and major streets taking on inappropriate widths,
and oftentimes awkwardly or insufficiently adapted to the
topography, if not entirely ignoring the terrain. The
responsibility for this situation we are not interested in.
We only emphasize the conditions resulting from the confused
and haphazard subdivision of land, with the irregularities,
bad grades., obstructions and monotony resulting therefrom,
and hope that by establishing means for guiding development
there may be no repetition in the future or such illogical
events.
An Outstanding Thoroughfare
Along with the many handicaps saddled upon the city
by irregularity in land development, there are outstanding
examples of good street developments. We call attention to
Grandview Avenue, which because of its location and the
function performed is a great asset to the city. It, how-
ever, is but one link in a potential chain of thoroughfares
9
which should surround the city. This link now starts
abruptly at Delhi Street, but gradually suffers constrie-
tion east of Southern Avenue. It expresses to us one of
Dubuque's greatest needs —namely, the necessity of getting
quickly from one part of the city to another without passing
intermediately through the center of the city.
Present Paved Streets
Much progress has been made in Dubuque with the paving
of streets, and we believe it is in somewhat better position
in this respect than the average city. A map has been pre-
pare& to indicate the distribution of the pavedstreets and
the type of pavement employed. (381.42). We believe that in
general the distribUtion of pavement, the types of pavement
and widths: employed, have been good.
Railroad Grade Crossing Intersections
Dubuque stands in needof the elimination of grade.
crossings at several points on the main thoroughfare system.
The peculiar characteristics of the land east of the rail-
road tracks., south of 2.Oth Street, coupled_ with the law of
supply and demand, have held these large areas out of any
very extensive degree of development and use. For this
reason most of the. grade crossings are not so densely used
or so hazardous that they can be given priority rating at
10
the present time. The situation, however, is subject to
change and is not likely to remain fixed for any great
period in the future. There are, of course, in contrast
to the general grade erossing situation, exceptions where
action should be taken. at the earliest possible date to
separate the grades. These will be described in the recom-
mendations conneeted with the Major Streets and Highways Plan.
Survey Maps
To further explain the existing situation, maps have
been prepared to show the general density of population over
the city, a chart showing the growth of population during:
the last four decades; the distribution. of utilities, such
as water, sewer, gas, electric light and power; the location
of public elementary and high schools; the location of parks
and recreation centers; public transportation routes, and
the areas served: thereby.
11
III. MAJOR STREETS .AND HIGHWAYS SYSTEK
Introduction
In the presentation of the Plan of Major Streets
and Highways, which is a proposed system of traffic circu-
lation for the future, we would emphasize that this plan is
not for realization tomorrow, or next year, or the next
five years, but is a guide for the growth of the city, an
ultimate goal to be reached over a relatively long period of
years, perhaps twenty five years. With such a guide plan
much aid can be rendered to the citizens: of the city of
Dubuque and of the county in their projects for land develop-
ment ---.whether residential, agricultural, industrial or bus-
iness. In the absence of adequate topographic data or aerial
maps of the city and adjacent regions, the thoroughfare sys-
tem is designs& to serve the city and one mile zone, with
some degree of elasticity in actual location of right -of -•way
of streets and roads, but at the same time the plan is a
unified. network of cofrdinated traffic, channels based on
existing conditions and a rational forecast of the future
spread. and growth of the city.
Purpose
There were three outstanding aims kept in mind in
the development of the traffic circulation plan: first, to
12
lessen congestion; second, to promote public safety,
third, to improve property values generally throughout
the city.
Division or Classification of Major Streets
Streets enployed as thoroughfares within any area,
and particularly within an urban area such as Dubuque, fall
generally into three major divisions, so classified. because
of their physical relationship to the street plan.
Radial Thoroughfares. These thoroughfares in a
diagram would resemble in characteristics the spokes of a
gigantic wheel. In other words, these thoroughfares reach
out from the business center of the city, penetrating to the
various residential or industrial sections. Dubuque has this
form of thoroughfare well established, even though the Missis-
sippi River occupies what would normally be the eastern half
of the city. Julien, Avenue and. West 14th Street are examples
of this type.
Circumferential Thoroughfares. Grandview Avenue is
an example in part of this type of thoroughfare. The purpose
of such a thoroughfare is to enable points on the radial
thoroughfares to be linked together, and thus obviate the
excessive density of congestion resulting from going into the
downtown district and then out again to get from point to
13
point on different radial thoroughfares. This is one of
the most outstanding deficiencies of the present street
layout of Dubuque, perhaps due largely to topographic dif-
ficulties. There are many potential opportunities, but no
actualities realized yet.
The By -Pass Thoroughfare. it oftentimes becomes
necessary because of density of use of certain areas, and
the congested character of traffic on certain thoroughfares,
to inaugurate a third classification of traffic streets, ex-
pressively termed the by-pass thoroughfare, the function of
which in relation to the regional and. interstate traffic is
comparable to the function performed for the internal traffic
of the city itself by the circumferential thoroughfare.
Procedure for Developing the Streets in Conformity with
the Growth of Traffic Demands:
As congestion begins to appear on the streets we
may start to meet this congestion., first by maintaining the
pavement of the roadway for the full width in first-class
condition, and so making the entire street useful for vehi-
cles. The next step is the expansion of the roadway to the
required width through the transfer of use of a portion of
the space devoted to the planting of grass, trees and shrub-
bery, perhaps in certain cases cutting from sidewalk space.
The third step would be the development of parallel streets
to absorb a portion of the traffic, and the last resort
14
available in the business section to cities of the class of
Dubuque. should be the widening of the right-of-way. The
widening of rights -of -way in the residential portions of the
city usually involves only land, inasmuch as buildings are
most generally set back some distance from the property line,
and so this form of thoroughfare improvement can be employed
where it would be difficult and costly in the business sec-
tion, with its buildings of greater value constructed up to
the street line.
Existing Main Routes of Traffie
To graphically show the channels of the major por-
tion of traffic at the present time we have prepared a Survey
Map, indicating thereon the main traffics routes (381.46).
This shows the burden to rest almost entirely upon the fol-
lowing streets, either in their entirety or in part.
Central Avenue (U.S. 55)
Main Street
Locust Street
West Locust Street
South Locust Street
Bluff Street
Dubuque-C as c ade Road (U.S. 61.161)
Grandview Avenue
Bryant Street
15
Dodge Street
Hill Street
8th Street
Julien Avenue
Delhi Street (U.S. 20)
Asbury Street
St.Ambrose Street
Seminary Street
Madison Street
14th Street
Jackson Street
East 32no. Street
East 22nd. Street
Windsor Avenue
East 20th Street
Rhornberg Avenue (U.S. 61)
Shires Street
4th Street (U.S. 20)
2nd Street
Recommendations
We have shown definitely on the Major Streets and
Highways. Plan the propose& system of main thoroughfares.
The streets and highways comprising the system are developed
in three ways:
I.&
1. Utilization of Existing Thoroughfares (sham/ in black);
2. Utilization of Existing Streets, not now thorough-
fares (shown in continuous red);
3. Introduction of New Thoroughfares by the development
of new rights -of -way (shown in broken red lines).
A list of these Thoroughfares has been prepared
showing the propose& desirable ultimate width of right-of-way
and the proposed width of pavement for the initial improve-
ment. This list is supplemented by a Study showing the street
widths and the desirable continuity of one street with another
(381.64). It is likely that with the preparation of the
Master Plan and the more comprehensive proposals for the city,
there will result refinements which will influence to soma
extent the system of thoroughfares as indicated on the present
Major Streets and. Highways Plan (381.61).
It is probably clearly understood that a main thor-
oughfare, to meet the full requirements of traffic, must have
the following characteristics:
(a) The thoroughfare must be in the right location
to serve a specific geographical portion of the city.
(b) It must have the capacity to serve the needs of
all the kinds of vehicular and pedestrian traffic which flows
to and from the areas served..
(c) It should have continuity in direction and width,
and freedom from excessive grades.
1T
(d) It should. have a minimum number of intersec-
tions with cross streets, and those necessary should be well
controlled by mechanical devices, and all grade crossings
with railroads should be eliminated.
A series of proposed street sections have been
drawnup, indicating the division of the right-of-way into
spaces for roadway, siddewalks and planting, for the various
widths of streets and types of uses.
18
DUBUQUE, IOWA
Proposed System of Major Streets & Highways
December 13, 1930
THOROUGHFARES
Proposed Width
Classifi- Right or Roaaway
cation Way 1st Stage
East and West
Kelly Lane --Southern Ave. to Delhi
Rd. (U.S.20) PTR 841 241
North Cascade Road --Kelly Lane to
southwest PTR 841 241
North Fork Road --Fremont St. to Coates St.PTN 641 241
Coates Street --Fremont St. to North
Fork Rd. PTR 841 301x
" " --North Fork Rd. to end of
existing right-of-way PTR 841 301
" tt --End of existing right-of-way
to Middle Rd. PTN 841 301
Dodge Street --Main St. to Bluff St. ET
PTR 641x 4Q1x
11 " --Bluff St. to Grandview Aveo ET 110' 501x
tt t' --Grandview Ave. to Collins StPTR 110' 40'
tt " --Collins St. to Prescott PTN 11.01 40'
Ridgeway Avenue --Prescott Ave. to Born
Aveo PTR 1101 401
Dodge Street --Extension of Ridgeway Aveo
to Middle Rd. PTN 1101 401
Railroad Street -gain St. to S.Locust St. PTR 641x 401x
Jones Street, Main St. to Water St. ET
PTR 60x 401x
w " --Main St. to Bluff St. PTR 64'x 401x
1st Street --Terminal St. to Main St. PTR 64Q 40t
2nd Street --Bluff St. to Iowa Sto LT
PTR-' 861x 621x
4th Street --Bluff St to Illinois Bridge ET 641x 401x
6th Street --Bluff St. to Jackson St. PTR 641x 401x
tt " --Jackson St. to 4th St. PTR 64'x 401x
" " --4th St. to Tower St. PTR Special 40'
8th Street --Hill St. to C.G.W0Ry. Station ET 641x 401x
Hill. Street--8th St. to W. 3rd St. ET 64' 401
" tt --W. 3rd St. to Dodge St. ET 551 34'
Julien Avenue--8th St. to Alta Vista St. ET 64'x 40'x
" " --Alta Vista St. to Delhi St. ET 84' 401
Grace Street --Grandview Ave. to McCormick.
St. PTR 641 401
tt TT -McCormick St. to Finley St.
(via cut off) PTN 641 401
West Street --Finley St. to Gilliam St. PTR 64t 401
" " --Gilliam St. to Dodge St.
(extended) PTN 641 401
19
Delhi Street --Julien. Ave. to Julien
Ave. (loop) ET 84' 40'
" " --Julien Ave. to Asbury St. ET 84' 40'
Delhi Road --Asbury St. west (U.S.20) ET 110' 40'
Cherry Street --Pennsylvania St. to
Avoca St. PTR 64' 40'
Brown Avenue --Delhi Rd. to MoPoland St.
and Dodge St. (Ext.) PPR 84' 40'
MoPoland Street --Brown Ave. to Pennsyl-
vania Ste PTR 84' 40'
" " --extend from Pennsylvania
St. to Asbury St. PTN 84' 40'
Hoyt Street --Seminary St. to Avoca St. PTR 84' 40'
Rosedale Avenue--W. Locust to Grandview
Ave. (extended) PTR 84' 40'
" --Grandview Ave. (extended)
to Asbury St. PTR 84' 40'
Kirkwood Street--W. Locust St. to Alta
Vista St. PTR 64' 40'
W. Locust Street--W. 16th St. to Semi-
nary St. ET 64' 40'
Seminary Street --Madison St. to Harold St. ET 641 40'
n " --Harold St. to St. Am-
brose St. ET 64' 40'
" --St. Ambrose St. to City
Limits PTR 64' 40'
Is " --extended to Asbury Rd. PTN 64' 40'
Robinson Street --Julien Ave. to Bluff St. PTR 64' 40'
9th Street --Bluff St. to Sycamore St.
(approx.) PTR 64'x 40'x
llth Street --Bluff St. to White St. PTR 64'x 40'x
14th Street --Delhi St. to Jackson St. ET 84/ 40'x
u "--Jaokson St. tc Maple St. PTR 84' 40'x
• " ---,Maple st. to Sycamore St. PTR 84' 40'
" --Sycamore St. to Ham's Island PTN 84' 401
17th Street--W. Locust St. to Pine St. PTR 64'x 40'x
n " —Pine St. to Sycamore St. PTR 641x 401x
" " --Sycamore St. to Lake Peosta
Channel PTN 84' 40'
19th Street --Central Ave. to Washington
St. PTR 64'x 40'x
" n --Washington St. to Elm St.
and Garfield Ave. PTN 84' 40'
Garfield Avenue --Elm St. to angle (near
Kniest St.) PTR 84' 40'
It n --Angle to Marshall St.
(approx.) PTR 84' 40'
tt ft --Marshall St. (approx.)
to Shiras St. PTR 841 40'
" " --Shiras St. to Rhomberg
Ave. PTN 84' 40'
Rhombertg Avenue --Elm St. to Decatur St. ET 64' 40'
't " --Decatur St. to Beach St. ET 64'x 401x
It tt --Beach St. to Wisconsin
Bridge ET 64' 40'
20
22nd Street --Central Ave. to Windsor Ave. ET 641x 401x
Kaufman Avenue --Central Ave. to Valeria St APR 601x 40v
:T " --Valeria St. to City Limits PTR 841 401
IT " --City Limits to Carter Rd. PTR 841 401
Middle Road --Pennsylvania St. to west PTR 1101 40t
Monroe Street —Kaufman Aveo to Kane St. PTR 641 361
Lincoln Avenue —Windsor Ave. to Fengler St.PTR 641 401
Tt U--Pengler St. to Marshall St. PTR 641 40 T
It u --Marshall St.. to Emerson St.PTR 641x 401x
Tt --Emerson St. to Rhomberg Ave.PTR 641 401
Diagonal Street --Central Ave. to Broadway PTR 641 401
Broadway --Diagonal St. to King lto PTR 70/x 40'x
" --King Sty. to W. 28th St. PTR 641 401
W. 28th Street --Broadway to Muscatine St. PTR 64/ 401
Muscatine Street--W. 28th. St. to Saunders
St. PTR 641 401
Saunders Street- +Iusoatine St. to St.
Ambrose St. (ext.) PTR 641 401
Millville Road --Central Ave. west. PTR 841 401
Davis Avenue --St. Johns Cemetery to
Sheridan Sto PTR 84' 401
Cemetery Road --Edmore Rd. to Wabash St. PTR 64' 241
North Road --Edmore R. to Shires St. PPR 841 241
Kane Street -Monroe St. to Min. Lot 350 PTR 641 241
" " - Min.Lot. 350 to St. Ambrose
St. (extended) PTR 641 241
21
Proposed Width
Classifi- Right or Roadway
cation Way 1st Stage
North and South
Main Street-d.l7th St. to Jones St. ET 64'x 40'x
" " --Jones St, to Railroad St, PTR 641x 40'x
Iowa Street--W. 17th St. to W. 2nd, St. PTR 64'x 40'x
" "--W.2nd St. to W. 1st St. PTR 40' 40'
Central Avenue --City Limits south to
22nd St. ET 84' 40'x
n n --22nd St. to 3rd St. ET 64'x 40'x
Sageville Road --City limits north 110' 40'
White Street—E. 22nd St. to E. 6th St. PTR 64'x 40'
Jackson Street --City Limits south to
E. 14th Street ET 64'x 40'x
Elm Street--E. 22nd St. to E. 19th St. PTR 64' 40'
n " --E. 19th St. to E. 14th St. PTR 641x 40'x
Market Street--E. 4th St. to Commercial
St, PTR 84' 40'
Sycamore Street--E• 17th St. to E. 13th StPTR 84' 40'
n n --F. 13th St. to Commer-
cial St. PTN 84' 40'
Kniest Street--E. 22nd St. to Garfield
Ave. PTR 84' 40'x
" " --Garfield Ave. to Sycamore
St. FTN 84' 40'
Windsor Avenue --Garfield Ave. to 22nd St. ET
PTR 64' 40'
" " --22nd St. to Burden St. ET 64' 40'x
't t, --Burden St. to Davis Ave. ET 64' 40'x
Burden Street ---Windsor Ave. to Gro veland
P1. PTR 60'x 36'x
Groveland Place --Burden St. to Brunswick
St. PTR 60' 36'
Brunswick Street-sGroveland P1. to_Peru
Rd. PTR 60' 36'
Peru Road --Central .Ave. to east and no rth ET 84' 401
Roosevelt Street --Garfield Ave. to
Lucretia St. at Wabash PTR 84' 40'
Wabash Street --Lucretia St. to Shiras St.
(extended) PTR 84' 40'
Shiras Street ---Lake Peosta to Rhomberg
Ave. PTR 84' 40'
n TT --Rhomberg Ave. to Jansen St.
(approx.) ET 84' 40'x
" " --Jansen St. to Lucretia St. PTR 84' 401
" 7 --Lucretia St. to north end
of Eagle Point Park PTR 84' 40'
n " --extended northward PTN 84' 36'
Edmore Road -Peru Rd. to North Rd. thence
to Shiras St. (ext.) PTR
PTN 84' 24'
Locust. Street--W. 16th St. to W. 1st St. ET 641x 40'x
South Locust Street--W. 1st St. to Cascade
Rd. ET 84' 40'x
22
Bluff Street—W. 16th St. to W. 8th St. PTR 501 361
n " --W. 8th St. to Dodge St. ET 641x 401x
Cascade Road--S. Locust St. to Grandview
Aveo ET 100'x 401
II " --Grandview Ave. to City LimitsET 100'x 40'
Southern Avenue —Grandview Ave. south to
Cascade Rd. PTR 64'x 40'
Grandview Avenue --Southern Ave. to Cascade
Rd. ET 1001 65'
tl tt --Southern Ave. to Delhi
St. ET 100'x 66tx
it It --Delhi St. to W.14th St. PTN 84' 40'
n n --W.14th St. to Roaedale
Ave* PTR
PTN 84' 40'
n n --Rosedale Ave. to W.
Locust St. PTN 84' 40'
Avoca Street --Delhi St. to Cherry St. via
alley PTR 64' 40'
ts it --Cherry St. to Seminary St. PTR 64' 40'
it T1 --Seminary St. to Ungs Sub.
via alley PTR 64' 40'
ft Tr --Through Ungs sub. and Ohl
Sub. PTR 64' 40'
it n --Through Bunker Hill Golf
Course PTN 84' 401
Avoca Place —Cherry St. to Delhi St.
via Irving S.t PTR 64' 40'
Adbury Street --Delhi St. to St. Ambrose
St. ET 84' 40'x
n n --St.Ambrose St. to City
Limits ET 1101 40'
St. Ambrose St. —Asbury St. to Seminary St.ET 84' 40'x
n n --Seminary St. to Bunker
Hill Golf Course PTR 84' 40'
n n --Bunker Hill Golf Course ant
Dubuque Water Works to
Kaufman Ave. and. Mill—
ville Rd. PTN 84' 40'
Alta Vista Street —Julien Ave. to Kirkwood.
St. PTR 70' 40'x
Finley Street —Boundary St. to Delhi St. PTR 641 401
n " --Delhi St. to West St. PTR 641 40'
Boundary Street—Karrick St. north PTR 641 40'
Pennsylvania Street --Delhi St. to Middle
Rd. PTR 1101 40'
McCormick Street --Delhi St. to Bennett StoPTR 641 40'
it " --Bennett St. to Stetmore
St. (ext.) PTN 64' 40'
FRemont Street --Dodge St. to Simpson St. PTR 64tx 40'
n " --Simpson St. to Kelly Lane PTR 661x 40'
23
Stetmore Street- Delhi St. to Grace St. PTR 841 40t
It II --Grace St. to Dodge Sto PTN 84' 40!
n n --Dodge St. to Marion St. PTR 84' 401
n n --Marion St. to Coates St. PTN 84' 40'
eT It --Coates St. to North
Cascade Rd. PTN 841 401
Born Avenue --Middle Rd. to Ridgeway Ave* PTR 841 40'
it 1 --Ridgeway Ave. to Delhi Rd.
(U.S. 20) PTN 841 241
It n -Middle Rd. to Asbury Rd.
(Carter Rd.) PTN 841 24E
Carter Road -Asbury Rd. to Kaufman Ave. PTR 841 24t
n " --Kaufman Ave. to Millville Rd.PTN 84' 241
n n --Millville Rd. to N.W. cor.
of City PTN 84t 241
tt " --N.W. cor. to Sageville Rd.
(U.S. 55) PTR 841 24t
Bryant. Street --Dodge St. to Grandview Ave. ET 84' 40 t
Madison Street --Main St. to Seminary St. ET 601x 401x
Tower Street--6th St. to Commercial St. PTR 64' 40'
Sheridan Street --Davis St. to Peru Rd. PTR 84' 40'
Harbor Street--E. let St. to E. 4th St. PTN 42' 40x
Legend
ET --Existing Thoroughfare
PTR--Proposed Thoroughfare aver Existing Right -of -Way or part
thereof
PTN--Proposed Thoroughfare over New Right -of -Way
x--Existing Width
24
Circumferential Routes
Inner --Grandview Ave., Grandview Ave. Extension, Audubon
St., St., Rosedale Ave., West Locust St., Locust St., and
Dubuque Cascade Rd.
Intermediate --Grandview Ave., Delhi St., Asbury St., St.
Ambrose st. (or- Avoca St.), St. Ambrose.
St* Extension, Kaufman Ave. or Millville. Rd.
Outer--Dubuque-Cascade Rd., Kelly Lane, North Cascade Rd.,
Born -Carter Rd., Sageville Rd., Central Ave.
By -Pass Routes
Grace St., West St. and Extension, Dodge St. Extension --Grand-
view Avenue to Middle Rd.
Dodge St. and Extension --Grandview Ave. to Middle Rd.
Grandview Ave. Extension and Audaibon St.
Grace St., Finley St. Poplar St.
Brown Ave., McPoland St., and Extension, Poplar St.
Avoca St.
Cherry St. and Avoca Street
Rosedale Ave:
25
IV. RAIIRWAT GRADE CROSSING ELIMINATION
Recommendations
Outstanding now, of course, is the need for an.
uninterrupted entrane:e to the city from the east, via
U.S. Route 20, which is one of the most important and dense-
ly used approaches. The location of the grade crossing:
elimination depends upon several related factors --the use
of land as now developed, land still undeveloped., the loca-
tion of a future bridge over the Mississippi River, character
of highway traffic, and the cost of construction. In our
telegram of November 3rd, 1930, we recommended the elimina-
tion of the grade crossing on this highway by the construe-
tion of the viaduct at the intersection of 6th Street with
the, railroad.
Other grade eliminations will be necessary eventual-
ly at the intersection of Rhomberg Avenue, the thoroughfare
route to Wisconsin Bridge, at: the Chicago, Great Western
Railroad tracks; several streets connecting with Lake Peosta
and Hants Island district, among them Hniest Street, 14th
Street and 9th Street; and a connection to the industrial
area near the river terminal, possibly by way of Jones
Street.
26
V. RIVERFRONT DEVELOPMENT
As a means of furthering our general study for
the Master Plan and to aid in specific problems, now under
consideration, we have prepared a Sketch for the development
of the riverfront.
This sketch sets forth for discussion the follow-
ing points:
(a) Allocation of sections of the waterfront for
various uses.
(b) The general development of areas for those uses.
(c) The circulation between those areas and the
areas beyond in the city and region.
Provision has been suggested for the location of a
Public Building Group, incorporating possibly an Auditorium
and. Museum with suitable setting and grounds, on the large
area between the intersection of 4th and 6th Streets and the
Mississippi 4ivero The approaab to the city from the east
would be through this Group, by- way of a new bridge across the
river from East Dubuque, which would have its Dubuque terminus
at the foot of 6th Street. This suggested bridge location
would eliminate the hazardous approaches, on both sides of the
river now incident to the present bridge which will of necessity
have to be replaced before long. Traffic coming off the bridge
into 6th Street would be provided immediately with direct and
ample width of roadway and at the intersection of 6th, 4th
27
and Market Streets a traffic circle would be provided to
control and distribute traffic.
From the traffic circle, 6th Street would lead off
to the downtown business district over the railroads on a
viaduct, 4th Street would connect with the industrial areas
in the southern part of the city, and a new thoroughfare devel-
oped by linking Market Street, Sycamore Street and Kniest
Street would open up a new connection to the north, east of
the railroads, cutting through the present large swampy and
undeveloped area just west of Lake Peosta.
West 14th Street plays an important part in this
proposal of development. 14th Street would be extended
directly to Ham's Island, terminating in a traffic circle, from
which roadways would radiate to various portions of the Island --
to an Airport or industrial area, to an Exposition Group, to
a Recreational Unit and to the Riverfront and Peosta ChPnnel
parkways which would in turn be connected with the Public Build-
ing Group just described and to -the -northern section of the city
and the Wisconsin Bridge, by way of Shires Street and Rhomberg
Avenue.
It would be well under this arrangement to remove
the pleasure boat facilities from the Ice Harbor to a new
basin at the foot of 7th Street. This arrangement would give
up the Ice Harbor entirely for industrial purposes and avoid
conflict of widely divergent uses.
28
Under this plan 6th, 9th, 14th, 17th and Kniest
Streets would become the approaches to the new areas and
eventually all railroad grade crossing should be eliminatea.
The discussed location for a swimming pool is
indicated near the historic Shot Tower and it is suggested
that the tower be incorporated in an harmonious manner with
the necessary bath house. A municipal athletic field might
be located near the intersection of Commercial Street and
Market Street and the intervening areas between the athletic
field and the swimming pool set aside for automobile parking.
In discussion of any riverfront project, it should
be carried in mind that it would be a very large project,
and onethat would take many years to reach full development.
29
DUBUQUE, IOWA
PROGRESS REPORT FOR 1930
December 13, 1930
Scope of Work
The work of this year, commencing in 1day, has, as
you know, been concentrated upon five items.
(a) The Field. Survey which is the fact finding
examination of the characteristics of the city and of the
adjacent region. This survey not only makes inquiries into
the physical factors but develops an appreciative knowledge
of the desires and customs of the citizens.
(b) The preparation of a Base Map at the scale of
1n--5001 including adjoining territory within one mile of
the city limits and. Mapa showing Existing Conditions in many
phases.
(c) The study of the problem of Public Building
locations for the City Administrative Center, especially as
relating to anew Federal Building.
(d) The development of the Major Streets and High-
ways Plan and its related items, such as grade crossing
eliminations.
(e) The study of the waterfront including HamIs
Island.
34
Plans and Maps Prepared
In this work we have found it to the best interest
of the city to advance our studies to include certain portions
of the work scheduled for the 1931 period. As a result we
have begun work: on the Regional Plan, the Zone Plan, and the
Master Plan. Accompanying this report are the following
Existing Conditions Maps and Plans.
1. Streets Surfaced and Types of Pavement (381.42)
2. Street Car and Bus Routes and Areas Served (381.43)
3. Width of Street Rights -of -way and Pavements (381.44)
4. Existing Main Routes of Traffic (381.46)
5. Study of Major Street Widths and Continuity (381.64)
6. Areas served by Water Distribution System (381.47)
7. Areas served by Sewer System (381.48)
8. Areas served by Gas Distribution System (381.49)
9. Areas served by Electric light or Power (381.50)
10. Population Density by Precincts (381. 53)
11. Growth of Population Chart (381.58)
12. Public School Locations and Radii of Influence (381.51)
13. Public High School Locations (381.52)
14. Park Locations (381.55)
15. Recreation Centers (381.56)
16. Proposed Street Sections (381.62)
17. Major Streets and Highways Plan (381.61)
18. Match for Development of Waterfront (381.63)
(including Ham's Island)
31
In addition to the above plans there have been
prepared and presented from time to time other plans and
reports covering:
The Legal Duties of the Planning and Zoning Commission
The Objectives of the City Plan
The Immediate Problems of the City
Program for 1930
Preliminary City Planning Proposals
Administrative Center for Public Buildings
Advance Study of Zoning
Advance Study of the Region within five miles
of the City Limits
Conclusion
In closing the work for this first period we wish
to express our pleasure in our association with your Commis-
sion. Also we would like to acknowledge at this time the
very generous support and cooperation of all agencies of the
city government, in various phases of the work an& of the
personal assistance rendered by citizen*.
Respectfully submitted,
7,TY PINING CONSULTANT
32
LIST OF MAPS AND PLANS
Maps and. Plans included in this Report
1* Streets Surfaced and. Types of Pavement
2. Street Car and Bus Routes and. Areas Served
3. Wid.th of Street Rights -of -Way and. Pavements
4* Existing Main Routes of Traffic
5. Study of Major Street Widths and. Continuity
60 Areas served by Water Distribution System
7. Areas served by Sewer System
8* Areas served by Gas Distribution System
9. Ares served by 7lectric Light or Power
10. Population Density by Precincts
11* Growth of Population Chart
12* Public School Locations and. Radii of Influence
13. Public High School Locations
14, Park Locations
15. Recreation Centers
16. Administrative Center at Washington Park
(Proposed. Arrangement)
Other Plans Accompanying this Report
Major Streets and. Highways Plan
Proposed. Street Sections
Sketeh for Development of Waterfront
CITVOFDUBU*UFd IOWA
PLANNING AND ZONING COMMISSION
J`M.WOLFE CI-IAIPMAN
DALE D•WELCI-a VICE CHAIRMAN
RICHARD V McKAY SECRETARY
FRED•E• BISSELL
P•J•NELSON
R D•WALLER.
LOUIS C STOFFREGEN
JOHN NOLEN CITY PLANNER
I-IALE J. WALKER. JUSTIN R-4AR.TZOG
ASSOCIATES
IJARVARD CAMBRIDGE
SQUARE MASSACIJUSETTS
UNrz ROAD
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J•M•WOLFE CHAIRMAN
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RICHARD V MCKAY SECRETARY R D. WALLS R.
FRED•E- BISSELL LOUISC•STOFFREGEN
JO H N NOLEN CITY PLANNER
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PLANNING AND ZONING COMMISSION
J-M•WOLFE CHAIRMAN
DALE D-WELCP VICE CHAIRMAN P•J•NELSON
RICHARD V McKAY SECRETARY R• D• WALLS FZ
FRED-E• BISSELL LOUIS C STOFFREGE N
JOHN NOLEN CITY PLANNER
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PLANNING AND ZONING COMMISSION
J•M WOLFE CHAIRMAN
DALE D-WELCI-1 VICE CHAIRMAN
RICHARD V' McKAY SECRETARY
FRED•E• BISSELL
P•J•NELSON
R D•WALLER.
LOUIS C• STOFFREGEN
JOHN NOLEN CITY PLANNER
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PLANNING AND ZONING COMMISSION
J•M-WOLFE CHAIRMAN
DALE D-WELCH VICE CI -(AIRMAN P-J-NELSON
RICHARD V. MCKAY SECRETARY R. ID- WALL E.R.
FRED•E- BISSELL LOUISC•STOFFREGEN
JOHN NOLEN CITY PLANNER
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.e
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CITY OF DUBU
PLANNING AND ZONING COMMISSION
J•M.WOLFE CHAIRMAN
DALE D-WELCI-I VICE CHAIRMAN
RICI-1ARD V McKAY SECRETARY
FR.ED•E• BISSELL
P•J• NELSON
R D• WALLS
LOUIS C STOFFREGEN
JOHN NOLEN CITY PLANNER
HALE J • WALKER. JUSTIN R HARTZOG
ASSOCIATES
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SQUARE MASSACIJUSETTS
MUNTZ, ROAD
UNION PARK
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MAP
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MT CAQMEL
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38/•47
AREAS SLVD 3Y
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CITVOFDUBU*UFH°wA
PLANNING AND ZON-ING COMMISSION
J•M WOLFE CI -AIRMAN
DALE D-WELCI-1 VICE CHAIRMAN P-J•NELSON
RICHARD V McKAY SECRETARY R D•WALLER.
FRED•E- BISSELL LOUISCSTOFFREGEN
JOHN NOLEN CITY PLANNER
-1ALE J•WALKER. JUSTIN RHARTZOG
ASSOCIATES
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=
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1000
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3000
4000
5000
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EXISTING CONDITIONS
MAP
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COMPRISING THE CITY PLAN
A[IASL2VLD BY
SWR SY1TM
CITYOPDUBUUF1WA
J•M WOLFE CHAIRMAN
DALE D-WELCH VICE CHAIRMAN P°J° NELSON
RICHARD V McKAY SECRETARY R D• WALLS R.
FRED•E° BISSELL LOUIS C STOFFREGEN
JOHN NOLEN CITY PLANNER
HALE J •WALKER JUSTIN R HARTZOG
ASSOCIATES
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1930
LCITY LIMITS
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MAP
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CITY OF DUBU
PLANNING AND ZONING COMMISSION
J•M WOLFE CHAIRMAN
DALE D-WELCP VICE CHAIRMAN
RICHARD V McKAY SECRETARY
FRED•E- BISSELL
P•J• NELSON
P. D-WALLSR.
LOUIS C• STOFFREGEN
JOHN NOLEN CITYPLANNER
PALE J • WALKER JUSTIN R HARTZOG
ASSOCIATES
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J•M.WOLFE CI -(AIRMAN
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RICHARD V McKAY SECRETARY R•D-WALL EFZ
FRED-E- BISSELL LOUIS C- STOFFREGEN
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MAP
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COMPRISING THE CITY PLAN
MT CARMEL.
I LLIN OIS
0
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POPULAYION • • 1930
C1NCT 1
3
4
5
8
LEGEND
zo-16
2258
3344
2438
Z450
3242
Z597
2,629
2681
3120
2615
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3159
42
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1-4 Perrons per Acre
5 - 9 /aerron.r per Acre
10 14 Perronr per Acre
15 19 Perron r per /vcre-
20 and 4p Perronr per 4cre.
38/•53
POPULATION DENSITY
3V PC1NCTS
40 000
20 000
10 000;
DUUU[ IOWA
GOVffU OF POPULATION CAQT' IB10-1930.4e
18434
22254
30 311
36297
38494
39141
Ej'timated
44 380
41678>
�P/ur 2206
'artoutrid¢,
City Limits.
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1870 1880 1890 1900 1910 19
20
19
30
19
0
CIT{OPDLBU*UEIOWA
PLANNING AND ZONING COMMISSION
J-M WOLFE CHAIRMAN
DALE D•WELCI-a VICE CHAIRMAN
RICHARD V. McKAY
FRED•E• BISSELL
SECRETARY
P•J- NELSON
R D• WALLS R.
LOUIS C• STOFFREGEN
JOHN NOLEN CITYPLANNER
PALE J • WALKER JUSTIN R. NARTZOG
ASSOCIATES
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CITV OF DUBU
PLANNING AND ZONING COMMISSION
J-M•WOLFE CI-IA(RMAN
DALE D-WELCI-1 VICE CHAIRMAN P-J-NELSON
RICHARD V McKAY SECRETARY R D•WALLER.
FRED-E- BISSELL LOUISC-STOFFREGEN
JOHN NOLEN CITY PLANNER
HALE J• WALKER. JUSTIN R HARTZOG
ASSOCIATES
1-IARVARD CAMBRIDGE
SQUARE MASSAC4USETTS
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PU3LIC HKH CHOOL
LOCATIONS
CITV O F DUBU
PLANNING AND ZONING COMMISSION
J-M-WOLFE CHAIRMAN
DALE D-WELCI-I VICE CHAIRMAN P•J• NELSON
RICHARD V McKAY SECRETARY R.D•WALLER.
FRED•E• BISSELL LOUISC-STOFFREGEN
JOHN NOLEN CITY PLANNER
HALE J. WALKER JUSTIN R. HARTZOG
ASSOCIATES
I-IARVARD CAMBRIDGE
G aUARE MASSACIJUSETTS
UNION DARK.
iN Earr4rt OOWEQ COMDJNY
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M I LLVI LLE
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1930
LCITY LIMITS
CATFISH
WARTBUOG;
SEMINARY,
LEGEND
CIRCULATION
STREETS
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RAI LQ.OADS
INTERSECTIONS
G12.ADE
OVEE/PASS
UNDE2PASS
•Ili
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MISCELLANEOUS
CITY BOUNDARY
LIMI IS OP PLANNING JURISDICTION
OPEN SPACES
PARKS r ra, PLAYGROUNDS
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+++
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A
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SCALE s a°n�°v�°°°
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3000
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5000
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MAP
THIS MAP IS ONE OF A SERIES OF MAPS PLANS AND REPORTS
COMPRISING THE CITY PLAN
I9V'62M EL
LLINOIS
CENTRAL
LEGEND
NAME
5LUPr SIDE
CA LEDO N IA
CLEVELAND
EAGLE POINT
rQITu
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38/ 55
PAVL LOCATIONS
CITY OF D,UBU*UF: IOWA
PLANNING AND ZONING COMMISSION
J.M-WOLFE CI -AIRMAN
DALE D-WELCI-I VICE CHAIRMAN
RICI-BARD V McKAY SECRETARY
FRED-E• BISSELL
P•J-NELSON
R. D• WALLS R.
LOUIS C-STOFFREGEN
JOHN NOLEN CITY PLANNER
HALE J • WALKER JUSTIN R I-IARTZOG
ASSOCIATES
NARVARD CAMBRIDGE
SQUARE MASSACWUSETTS
)NTz ROAD
UNION PARK.
/NTEQPTd EPo/v64 COMO4NY
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0 0
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+ +
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EFrrENJRN
RMY LIMITS
J
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CUL
.561
4.
0 0 0
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1 o
n =1=1 = C7
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0 = =J0 A.
4Z7C•llogg8Dmoo
DDIVATC r,DAI INtic I ICCCI RV DI I RI 1\ °Pn
END
11
1930
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