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Smart Planning Consortium UpdateMasterpiece on the Mississippi TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Smart Planning Consortium Update DATE: June 14, 2011 MCVM:jh Attachment cc: Barry Lindahl, City Attorney Cindy Steinhauser, Assistant City Manager Laura Carstens, Planning Services Manager ael C. Van Milligen Dubuque ***** AII•America City 2007 Planning Services Manager Laura Carstens is transmitting an update on the May 17 and June 8, 2011 Smart Planning Consortium meetings and requesting City Council feedback to the Consortium regarding the draft of the Project Vision, the final draft of the Transportation chapter of the regional plan, and the initial draft of the Watershed Planning chapter of the regional plan. Masterpiece on the Mississippi TO: Michael Van Mil!igen, City Manager FROM: Laura Carstens, Planning Services Manager SUBJECT: Smart Planning Consortium Update DATE: June 9, 2011 RECOMMENDATION Staff recommends that the City Council review the enclosed information, and then provide any feedback to the Consortium. Enclosures F: \USERS \LCARSTEN \WP \Smart Planning Grant \Smart Planning Consortium update to Council 060911.doc Dubuque ***** All-America City n i ri it i i t 2007 INTRODUCTION This memo provides an update on the May 17 and June 8, 2011 Smart Planning Consortium meetings for the City Council's consideration. Minutes of the May 17, 2011 meeting, the Project Vision, and the Transportation and Watershed Planning chapters reviewed at the June 8 meeting are enclosed. DISCUSSION The City Council is asked to review and comment on the draft of the Project Vision, the final draft of the Transportation chapter of the regional plan, and the initial draft of the Watershed Planning chapter of the regional plan. The next Consortium meeting will be from 10:00 a.m. - 12:00 p.m. on June 22 at ECIA. Consortium Members Anna O'Shea- Dubuque County jJ Laura Carstens -City of Dubuque M Beth Bonz -City of Asbury n Randy Lansing -City of Cascade n Mick Michel -City of Dyersville Public Present Jim Bodnar, Dubuque County Staff Present Dan Fox, Jake Ironside, Gail Kuhle SMART PLANNING Meeting Minutes May 17, 2011 1:00 p.m. ECIA 7600 Commerce Park, Dubuque Iowa 52002 ® Janet Berger -City of Epworth ® Bill Einwalter -City of Farley Pq Karen Snyder -City of Peosta IZ Eric Schmechel- Dubuque SWCD VI Chandra Ravada -ECIA Call to Order The meeting was called to order by Anna O'Shea at 1:10 p.m. The Smart Planning meeting for May 17, 2011 was held at ECIA. Introductions were made. Approval of the Agenda Fox requested that agenda item # 6 be discussed before agenda item #5. Motion by Bonz, second by Einwalter to approve the revised agenda for the May 17, 2011 Smart Planning Committee meeting agenda. Motion passed unanimously. Review and approve the minutes from the Wednesday, May 3, 2011 Smart Planning Committee Meeting Snyder noted the on page 2, under the presentation of City of Peosta, Centre and Spiegel was misspelled. Berger suggested that on page 4, in paragraph 2, that "in the" be removed from the last sentence. Motion by Bonz, second by Berger to approve the revised minutes for the Wednesday, May 17, 2011 Smart Planning Committee meeting. The motion passed unanimously. Discussion on changing the October 12, 2011 meeting date Due to conflicts in numerous Board members schedule, it was decided to tentatively reschedule the October 12, 2011 to Wednesday, October 5, 2011. Motion by Bonz, second by Snyder to change the Wednesday, October 12, 2011 meeting to Wednesday, October 5, 2011 based on the availability of a room at the City of Dubuque. The motion passed unanimously. Discussion on Future Goals and Objectives for the Transportation Chapter Fox presented the Future Goals and Objectives for the Transportation Chapter for review. The consortium review each goal and objective making numerous revisions. It was noted that Fox would make the suggested revisions and email the updated version to all members for further review. Discussion followed. Fox referred to the Smart Planning Goals and Objective Matrix to show where each transportation goal and objective fit into the Smart Planning elements and principles. 2 Discussion on Future Goals and Objectives for Community Facilities and Services Fox present the Future Goals and Objectives for Community Facilities and Services for review and comments. Due to the time constraint, it was decided that Fox would email the Consortium the document for each member to review and provide comments or suggestions before the June meeting. Discussion on Smart Planning Project Visions Fox explained that at the previous meeting the Consortium requested that staff develop a Project Vision statement. He then presented the draft Project Vision statement for review. It was suggested that Fox email the statement to Consortium members for their suggestions or comments. Comments from the Public on an item that did not appear on the agenda There were no written comments received. Other Business Next meeting The next Smart Planning meeting will be held at Cascade City Hall on June 8, 2011 at 10:00 a.m. Timesheets Ravada noted that the next meeting he will present the format for the Consortium member's timesheets. He noted that the timesheet will be used to track hours for documenting in -kind and match for hours. Ravada explained that keeping a timesheet is required for grant submission. He indicated that he will send sample timesheets to member for review before the next meeting. Adjournment The Smart Planning Committee meeting adjourned at 2:50 p.m. 3 DUBUQUE COUNTY SMART PLAN Project Vision Dubuque County comprises a diverse group of communities, each defined by a unique heritage. The goal of the Dubuque County Smart plan is to improve the quality of life for all the region's residents by working together to identify each community's strengths, and employing those strengths to create a long -term plan for a more sustainable region. The communities of Dubuque County have united to form a consortium that will create a regional plan for sustainable development. The Dubuque County Smart Plan will guide future sustainable development in the region by incorporating the following sustainability elements and principles. Elements Public Participation Issues and Opportunities Land Use Housing Public Infrastructure and Utilities Transportation Economic Development Agricultural and Natural Resources Community Facilities Community Character Hazards Inter - Governmental Collaboration Implementation Watershed Planning Principles Collaboration Efficiency, Transparency, and Consistency Clean, Renewable, and Efficient Energy Occupational Diversity Revitalization Housing Diversity Community Character Natural Resources and Agricultural Protection Sustainable Design Transportation Diversity DUBUQUE COUNTY SMART PLAN Transportation Introduction Dubuque County's transportation system is vital to everyday life within the region. Locally, the transportation system facilitates the movement of people and goods within the region. The system allows residents to get from their homes to employment, education, medical care, and shopping. The transportation system also allows people and goods to move in and out of the region. Businesses import products and raw materials from outside the region, and export goods and commodities to other regions. Connections to regional transportation networks allow businesses to conduct these transactions quickly and efficiently, and allow the region to compete in the global market place. Along with the benefits from transportation, come unintended negative impacts. If left unchecked, pollution, noise, congestion, safety, and high maintenance costs can diminish quality of life for local residents. In addition, some segments of the population such the disabled, the elderly, and low- income populations are not able to access the transportation system. Through the Smart Plan, the Consortium will strive to provide efficient and affordable transportation to residents and businesses while striving to minimize the negative impacts. The Consortium will work to provide diverse and interconnected modes of transportation, accessibility, safety, and improved environmental quality. Transportation Planning Smart Planning Consortium members coordinate with two regional transportation planning agencies, the Dubuque Metropolitan Area Transportation Study (DMATS) and Regional Planning Affiliation 8 (RPA 8). DMATS is a tri -state Metropolitan Planning Organization (MPO) that includes the cities of Dubuque, Asbury, Peosta, a portion of unincorporated Dubuque County, and portions ofJo Daviess County, Illinois, and Grant County, Wisconsin. The Regional Planning Affiliation (RPA 8) is a four - county region including the counties of Clinton, Delaware, Dubuque, and Jackson. Both agencies are responsible for approving goals and plans for the development of a seamless transportation system for the safe and efficient movement of people and goods within and among modes of transportation (roads, bicycle and pedestrian facilities, transit, rail, water and air) in the area. DMATS and RPA 8 encourage cooperation among local, regional, state, and federal agencies on transportation issues and plans. The Dubuque County Smart Plan provides an overview of the County's transportation system. More detailed transportation information can be found in the DMATS and RPA long range transportation plans (LRTP). A long range transportation plan focuses on transportation related issues in a specific area over a 20 -year period. Federal law requires that MPOs update their LRTPs every five years. The LRTP provides a view of the current transportation trends in the area, as well as an aid in projecting potential changes for the area into the future. Both plans are available for download at www.eciatrans.org. Roadways The predominant transportation system in Dubuque County is a network of streets and highways that are used by automobiles and trucks. These roadways serve the circulation needs of local residents, employers, and people traveling from outside the area. The following describes the roadway system in the County in terms of its functional classification, existing capacity, congestion, and safety. Functional classification describes a roadway based on the type of service that it provides. Roadways provide two basic types of service: land access and mobility. The degree to which a roadway provides access and /or mobility determines its functional classification. The key to planning an efficient roadway system is finding the appropriate balance between mobility and accessibility. The following defines the functional classifications found in Dubuque County. Principal Arterial roadways primarily serve a mobility function with minimal land access. The primary purpose of principal arterials is the rapid movement of people and goods for extended distances. Principal arterials are high capacity, high -speed roadways with restricted access. US 20 west of Swiss Valley Road in Dubuque County is an example of a principal arterial. Minor Arterials interconnect with and augment principal arterials. Minor arterials within urban areas serve inter - community trips of moderate length. Although the primary purpose of the minor arterial is mobility, this functional class provides more access points and more land access than a principal arterial. John F. Kennedy Road in the City of Dubuque is a local example of a minor arterial. Major Collector streets channel trips between the local street system and the arterials. Major collectors serve a balance between mobility and and access. Parking and direct driveway access to the street are typically allowed on major collectors. Collectors are usually wider, have higher capacity, and permit somewhat higher speeds than the local street network. Chaney Road in the City of Dubuque is designated as a collector street. Minor Collectors & Local Streets primarily provide local land access and offer the lowest level of mobility. Characteristics of local streets include uncontrolled intersections, posted speed limits of 25 miles per hour or less, and few restrictions on parking. Local streets include all streets not classified as interstate, principal arterial, minor arterial, or collector. The chart below lists the miles of roadway in Dubuque County in terms of functional classification. Maps 2.1 through 2.8 display the location of the primary roads in Dubuque County by Functional Classification. Level of Service 2 Total Roadway Miles Principal Arterial 121 Minor Arterial 71 Major Collector 174 Minor Collector 157 Local Streets 792 Total 1,314 employers, and people traveling from outside the area. The following describes the roadway system in the County in terms of its functional classification, existing capacity, congestion, and safety. Functional classification describes a roadway based on the type of service that it provides. Roadways provide two basic types of service: land access and mobility. The degree to which a roadway provides access and /or mobility determines its functional classification. The key to planning an efficient roadway system is finding the appropriate balance between mobility and accessibility. The following defines the functional classifications found in Dubuque County. Principal Arterial roadways primarily serve a mobility function with minimal land access. The primary purpose of principal arterials is the rapid movement of people and goods for extended distances. Principal arterials are high capacity, high -speed roadways with restricted access. US 20 west of Swiss Valley Road in Dubuque County is an example of a principal arterial. Minor Arterials interconnect with and augment principal arterials. Minor arterials within urban areas serve inter - community trips of moderate length. Although the primary purpose of the minor arterial is mobility, this functional class provides more access points and more land access than a principal arterial. John F. Kennedy Road in the City of Dubuque is a local example of a minor arterial. Major Collector streets channel trips between the local street system and the arterials. Major collectors serve a balance between mobility and and access. Parking and direct driveway access to the street are typically allowed on major collectors. Collectors are usually wider, have higher capacity, and permit somewhat higher speeds than the local street network. Chaney Road in the City of Dubuque is designated as a collector street. Minor Collectors & Local Streets primarily provide local land access and offer the lowest level of mobility. Characteristics of local streets include uncontrolled intersections, posted speed limits of 25 miles per hour or less, and few restrictions on parking. Local streets include all streets not classified as interstate, principal arterial, minor arterial, or collector. The chart below lists the miles of roadway in Dubuque County in terms of functional classification. Maps 2.1 through 2.8 display the location of the primary roads in Dubuque County by Functional Classification. Level of Service 2 Level of Service (LOS) is a qualitative measure describing conditions within a traffic stream, based on speed, travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. LOS is determined by calculating the Volume to Capacity (VC) ratio, where the traffic volume, observed or forecasted, is divided by the estimated capacity of the roadway. LOS "A" represents complete free flow of traffic, allowing traffic to maneuver unimpeded. LOS "F" represents a complete breakdown in traffic flow, resulting in stop and go travel. VC ratios were calculated using 2009 Iowa DOT traffic counts. See Map 2.9 for the current level of service in Dubuque County Future Needs Map 2.10 shows the future level of service for roads in Dubuque County for the year 2040. Again, level of service was determined based on the ratio of volume to capacity of the road segment. Future traffic volumes were estimated using data from the Iowa Department of Transportation's statewide travel demand forecast model. The map presents a scenario of what would happen if traffic volumes continued to increase while the road network remained the same. Based on the Iowa DOT's forecast, if no changes are made to the transportation network, by the year 2040 several of Dubuque County's main thoroughfares, including Asbury Rd, NW Arterial, and US Hwy 20 will be severely congested. Congestion of this magnitude will negatively affect quality of life and the regional economy. To prevent this from happening, local governments will need to either increase the capacity of the road network, or reduce the number of vehicles on the road. In the past, adding capacity has been the standard remedy to roadway congestion. Adding additional lanes to roads is an effective way to reduce congestion, however this can be very costly, and it may only be a short time before the newly expanded road is once again congested. In recent years, cities have turned to strategies that attempt to reduce the number of cars on the road. Encouraging a multi -modal transportation system that includes walking, biking, and mass transit is a method for removing vehicles from the road and reducing congestion. Many cities have also implemented new technologies that reduce congestion by improving the efficiency of the transportation system. The Smart Planning Consortium will work with the regional transportation planning agencies to develop a strategy for limiting congestion. Transportation Safety Safety is an important consideration when planning for the future of the transportation system. Outdated or deteriorating infrastructure, high traffic volumes, or unsafe driver behavior are all potential causes of safety issues that can lead to serious injury or death. Transportation planners use crash data to identify areas on the road network where the number of crashes is higher than expected. Once identified the local government can take action to correct the problem. Iowa Department of Transportation provides crash data for all counties in the state. Using data from the last nine years, (2001 -2009) of crash data, staff created maps to illustrate the distribution of fatal crashes, and crashes causing major or minor injuries. The maps are used identify locations experiencing more crashes than would normally be expected. See Maps 2.14 -2.21 for Iowa DOT crash data. 3 Transit Dubuque County is served by two fulltime transit systems and one volunteer transit program. The Jule (formerly known as Keyline Transit) serves the City of Dubuque, Region 8 Regional Transit Authority (RTA) serves Dubuque County, and DuRide is a nonprofit program that serves residents older than sixty - five. The Jule provides public transportation for citizens to and from their destinations on fixed routes and door to door services. The Jule currently operates seven fixed route lines within the city limits of Dubuque. See Map 2.11. Fixed route service provides Dubuque citizens with access to services, shopping, entertainment, community functions, and employment opportunities within the City. The Jule operates a fleet of (14) 30 -35' fixed route buses all equipped with ADA accessible lifts. Fixed route hours of service are from 6:00 a.m. to 6:20 p.m., Monday through Friday and from 8:00 a.m. to 5:30 p.m. Saturday. The Jule's minibus provides seniors and persons with disabilities with demand response transportation and passenger assistance anywhere within Dubuque city limits. Passengers request minibus services by calling the transit operator, who dispatches a vehicle to pick up and transport the passenger to their destination. The minibus is available to anyone over the age of 65 or anyone over 18 with a documented disability. Minibus hours of operation are Monday through Friday between 6:20 a.m. and 6:00 p.m. and Saturdays between 7:50 a.m. and 5:30 p.m. The Jule currently operates 10 ADA accessible light duty buses. The Region 8 Regional Transit Authority (RTA) provides ADA accessible transportation to the cities and rural areas of the Regional Planning Area 8 which includes Delaware, Dubuque, and Jackson Counties. RTA provides many cities with daily inter and intra -city service, while other communities have service several times per week. The RTA also serves rural residents through its demand response service. The Region 8 RTA operates a fleet of 27 lift equipped light duty buses, 2 ramp accessible minivans, and 2 non -ADA standard vans. Map 2.12 shows RTA's transit routes within Dubuque County. DuRide is a volunteer operated nonprofit transportation program. Volunteers use their own vehicles to provide at -cost rides to Dubuque, Asbury, and East Dubuque residents age 65 and older. DuRide charges a $40 annual fee and a small pick up fee of three to five dollars for each trip. DuRide uses an account system so riders do not have to pay during their ride. Consumers are encouraged to donate their vehicles they no longer use, in exchange for credit towards their ride account. Future Needs As part of the DMATS and RPA 8 2011 -2015 Passenger Transportation Plan (PTP), staff conducted a public input process. The goal of this process was to identify steps transit providers could take to improve the system. The following were the top five improvements identified for The Jule and the RTA through the public meetings and surveys. RTA The Jule 1. Expand hours and days of service 1. Expand house and days of service 4 2. Maintain a constant schedule 3. Expand services within Dubuque 4. Expand service to the West End 5. Add an extra Iowa City route 2. Provide greater accessibility to services 3. Expand services within community 4. Cover a greater geographic area (Key West & West End) 5. Market employer incentives for mass transit The Jule and the RTA hope to improve transit service and increase ridership by implementing the improvements listed above. The chart below shows the annual ridership for the Jule and the RTA for the past five years. 400 350 300 250 200 150 100 2006 RTA & The Jule Annual Ridership 2007 IA RTA 2008 • The Jule 2009 Bicycle and Pedestrian Non - motorized transportation is a key component of a multi -modal transportation system. Good walking and biking facilities can improve quality of life by reducing the number of vehicles on the road, promoting an active lifestyle, attracting visitors to the area, and providing a low cost mode of transportation. In recent years, Dubuque County has worked to integrate bike and pedestrian facilities into its transportation network. However, according to the 2000 census only four percent of the population walked to work, and less than one percent rode a bike. The Smart Planning Consortium will support programs that make walking and biking safer and more convenient. This element of the Smart Plan will focus on the development of the bike and pedestrian segment of the regional transportation system. Dubuque County's bike and pedestrian facilities fall into two categories, separated and on- street facilities. A separated facility is a bikeway /walkway physically separated from motorized traffic by open space or barrier either in the highway right -of -way or in an independent right -of -way. Separated facilities are suitable for all pedestrians and bicyclists. Examples of separated facilities in Dubuque County include the Heritage Trail and the NW Arterial Trail. When using on- street routes, bicyclists share space with motorized vehicles. On- street routes can take several forms including bike lanes or shared roadways. In some cases, a portion of the roadway is designated for the preferential or exclusive use of bicyclists by striping, signing, and pavement markings. In other cases, an on- street route is 5 designated by signage that indicates that the route is safe for bicyclists. The Eagle Point On -Road Route in the City of Dubuque is an example of a signed on- street route, and Radford Road in the City of Asbury is an example of a bike lane. When planning a bicycling, hiking, and walking system, local governments should design a system that will accommodate as many users as possible. The system should take into consideration the differing abilities of the potential riders using the system. The Federal Highway Administration (FHWA) uses the following categories of bicycle users to assist in determining the impact that different facilities and roadway conditions will have on the bicyclist. Group A riders have the most experience, and are comfortable riding on most city streets. Group B bicyclists are less experienced and prefer riding on separated trails or low speed low traffic volume streets. Group C bicyclists are children. Children often use bicycles to get to school or recreation, but require well defined separation from motor vehicles. The Bicycle Federation of America estimates that out of nearly 100 million people in the United States that own bicycles, roughly 5 percent qualify as Group A bicyclists, with the remaining 95 percent as Group B and C bicyclists. See 2.13 for the bike and pedestrian facilities in Dubuque County. Future Needs Safety — Improving bicycle and pedestrian safety will be a primary concern for the Dubuque County Region. According to data compiled by the group Transportation for America, when compared to other metro areas in Iowa, Dubuque County has the highest percentage of traffic deaths that were pedestrians (9.0 %), and is tied for the second highest per capita pedestrian fatality rate (0.8). See Chart below. Pedestrian Fatality Data (2000 -2009) Metro area Total Percent of all Fatality rate 2009 population pedestrian traffic deaths that per 100,000 fatalities were pedestrians persons Dubuque 7 9.0% 0.8 93,072 Ames 6 8.0% 0.7 87,214 Omaha - Council Bluffs 64 8.0% 0.8 849,517 Sioux City 14 8.0% 1 144,360 Davenport - Moline -Rock Island 25 6.8% 0.7 379,066 Des Moines -West Des Moines 34 6.8% 0.6 562,906 Waterloo -Cedar Falls 12 6.7% 0.7 164,913 Cedar Rapids 13 5.7% 0.5 256,324 Iowa City 6 3.8% 0.4 152,263 Data Source: Dangerous by Design 2011, Transportation for America. http: / /t4a merica.org /resources /dangerousbydesign 2011 /states / ?state =ia Distance — Apart from the City of Dubuque, Dubuque County is a low- density rural region. The County's rural character means that walking or bicycling to a destination can be difficult because of the long 6 distances involved. Local governments can help reduce travel distances by encouraging compact development that reduces sprawl and promotes land use patterns that create more walkable neighborhoods. Examples of this include conservation subdivisions, mixed -use development, and infill development. Infrastructure — Incomplete infrastructure is prevents many Dubuque County residents from walking and biking. Map 2.13 shows that there are many gaps in the regional trail and on- street bicycle route network, and many towns in the County have incomplete or inadequate sidewalk networks. Local governments can fill the gaps in the bicycle and pedestrian network working to obtain funding for trails and other facilities, and by exploring new sidewalk or Complete Streets polices. Complete Streets are designed to allow pedestrians, bicyclists, and transit to travel safely alongside automobiles. Freight The efficient movement of goods is one of the keys to effective competition in the world market system. As a result, policy makers, industry specialists, and transportation planners have recognized that an efficient freight system is fundamental for economic development in Dubuque County. This section focuses on the three freight modes which are most active in the Dubuque County: water - borne, truck, and rail. Each of the freight modes are described separately, but the different modes are often used in combination, which is referred to as intermodal freight transport. The Mississippi River serves as a valuable asset to Dubuque County, providing direct connectivity to 10 states and numerous cities. The river is currently being used for incoming and outgoing freight. The County is also located on US Hwy 20, US Hwy 61/151, and US Hwy 52. (See Map 2.1) These highways provide a ground connection to the rest of Iowa, Illinois, and Wisconsin and the nation. The rail system that passes through the region is another valuable resource. Two rail lines pass through Dubuque County. The Canadian National Railroad runs east and west across the county, and the Canadian Pacific runs north and south through the county along the Mississippi River. (See Map 2.1) Air transport accounts for a small portion of the freight moving in and out of Dubuque County. Cedar Rapids, IA and Rockford, IL are located within reasonable driving distance and both serve as major air freight hubs for the surrounding area. This element of the Dubuque County Smart Plan plan will focus on the current and predicted freight movement patterns as well as existing barge, and rail facilities in the region. Freight data used was compiled for the Iowa DOT by Reebie Associates in 2000. Freight moving out of Dubuque County to the State of Iowa consists mainly of products in the following categories: ordnance or accessories, food or kindred products, and chemicals or allied products. Freight originating in Dubuque County was expected to increase by 66.9% between 2001 and 2011. Freight moving into Dubuque County from in state, consists mainly of products in the following categories: Food or kindred products, primary metal products, machinery, and lumber or wood products. Freight terminating Dubuque County was expected to increase by 69.5% between 2001 and 2011. 7 Freight moving out of Dubuque County and the state of Iowa consists mainly of products in the following categories: chemicals or allied products, food or kindred products, and transportation equipment. Freight originating in Dubuque County was expected to increase to all surrounding states and national regions with exception of the North Prairie region. Freight moving into the Dubuque County, not including that from in state, consists mainly of products in the following categories: chemicals or allied products, fabricated metal products and primary metal products. Freight terminating in Dubuque County was also expected to increase from all states and national regions with the exception of North Dakota. Originating Tons: 4.53 Million Originating Value: $4.82 Billion 1.86 Million Tons $2.68 Billion 5% Airport 6% 17% ¶18% 1 1.4 Million Tons $909 Million • 3% Total Freight Movement Terminating Tons: 6.42 Million Terminating Value: $6.32 Billion 35% Data Source: Reebie Associates 2000 31 %• Data Source: Reebie Associates 2000 For more information on Dubuque County Freight Transportation, please refer to the RPA and DMATS Long Range Transportation Plans. www.eciatrans.org. 8 0% 3 % - 2.88 M I ion Tons $1.87 Billion 2.1 Million Tons $2.9 Billion ,3% 6 % The Dubuque Regional Airport is located approximately seven miles south of downtown Dubuque on US Hwy 61. (See Map 2.1) The airport occupies 1,057 acres and has a field elevation of 1,076 feet. The airport opened at the present location in 1948. The airport has two runways and five taxiways to support air operations. Runway 18 -36 is a north -south oriented runway that serves as the airport's primary runway. The runway is 6,325 feet long and 150 feet wide. Runway 13 -31 is a northwest - southeast oriented runway and serves as the airport's secondary runway. The runway is 6,498 feet long and 100 feet wide. Taxiways provide access to both of the runways and consist of parallel, connecting, access and entrance /exit taxiways. American Eagle Airlines offers four daily flights from the Dubuque Regional Airport to Chicago O'Hare International Airport. The Dubuque Regional Airport's groundside facilities serve passengers, freight, airport administration, and general aviation needs. The original terminal building was constructed in 1948, and a new terminal was constructed next to the existing one in 1969. In 1989, the two buildings were remodeled and combined to form the 11,656 square foot terminal that exists today. Other airport buildings include six T- hangers and six conventional /executive hangar buildings. The airport has 440 parking spaces in five parking lots that are available for use by airport patrons, employees, and other airport users. The Dubuque Regional Airport Master Plan guides City of Dubuque in the overall development of the airport. Coffman Associates, Incorporated of Lee's Summit, Missouri, updated the plan in 2004. According to the Airport Master Plan, Based aircraft at the airport totaled 79 aircraft in 2003. There were an estimated 55,009 total annual operations conducted in 2003. Of that total, general aviation had 48,447 operations, commercial carriers had 6,489 operations, and the military had 73 operations. In recent years the number of aircraft operations and revenue enplanements has decreased. (See charts below). The Federal Aviation Administration (FAA) produces annual Terminal Area Forecasts (TAF) for active airports in the National Plan of Integrated Airport systems. TAF reports include forecasts of enplanements, aircraft operations, and number of based aircraft. The charts below show the observed operations and enplanements from 2000 to 2009 and the TAF forecasts to 2030. The events of 9/11, the Toss of an air carrier, and the recent economic recession have negatively impacted airport activity over the past decade. The TAF forecasts expect a reversal of this trend, with a period of steady growth in both operations and enplanements over the next twenty years. 60,000 50,000 40,000 30,000 20,000 10,000 Data Source: FAA Terminal Area Forecasts 2011 Special Transportation Initiatives 9 70,000 60,000 50,000 40,000 30,000 20,000 10,000 Total Enplanements 2000 2005 2010 2015 2020 2025 2030 - Forecasted Observed Total Operations - TTT'TT't - r TT'Tr r r r r 'Trr - r r TT TT - rT - f t r1 The Dubuque Regional Airport is located approximately seven miles south of downtown Dubuque on US Hwy 61. (See Map 2.1) The airport occupies 1,057 acres and has a field elevation of 1,076 feet. The airport opened at the present location in 1948. The airport has two runways and five taxiways to support air operations. Runway 18 -36 is a north -south oriented runway that serves as the airport's primary runway. The runway is 6,325 feet long and 150 feet wide. Runway 13 -31 is a northwest - southeast oriented runway and serves as the airport's secondary runway. The runway is 6,498 feet long and 100 feet wide. Taxiways provide access to both of the runways and consist of parallel, connecting, access and entrance /exit taxiways. American Eagle Airlines offers four daily flights from the Dubuque Regional Airport to Chicago O'Hare International Airport. The Dubuque Regional Airport's groundside facilities serve passengers, freight, airport administration, and general aviation needs. The original terminal building was constructed in 1948, and a new terminal was constructed next to the existing one in 1969. In 1989, the two buildings were remodeled and combined to form the 11,656 square foot terminal that exists today. Other airport buildings include six T- hangers and six conventional /executive hangar buildings. The airport has 440 parking spaces in five parking lots that are available for use by airport patrons, employees, and other airport users. The Dubuque Regional Airport Master Plan guides City of Dubuque in the overall development of the airport. Coffman Associates, Incorporated of Lee's Summit, Missouri, updated the plan in 2004. According to the Airport Master Plan, Based aircraft at the airport totaled 79 aircraft in 2003. There were an estimated 55,009 total annual operations conducted in 2003. Of that total, general aviation had 48,447 operations, commercial carriers had 6,489 operations, and the military had 73 operations. In recent years the number of aircraft operations and revenue enplanements has decreased. (See charts below). The Federal Aviation Administration (FAA) produces annual Terminal Area Forecasts (TAF) for active airports in the National Plan of Integrated Airport systems. TAF reports include forecasts of enplanements, aircraft operations, and number of based aircraft. The charts below show the observed operations and enplanements from 2000 to 2009 and the TAF forecasts to 2030. The events of 9/11, the Toss of an air carrier, and the recent economic recession have negatively impacted airport activity over the past decade. The TAF forecasts expect a reversal of this trend, with a period of steady growth in both operations and enplanements over the next twenty years. 60,000 50,000 40,000 30,000 20,000 10,000 Data Source: FAA Terminal Area Forecasts 2011 Special Transportation Initiatives 9 70,000 60,000 50,000 40,000 30,000 20,000 10,000 Total Enplanements 2000 2005 2010 2015 2020 2025 2030 - Forecasted Observed Total Operations 1000 2005 • 2010 2015 2020 Forecasted - Observed 2025 The Dubuque Regional Airport is located approximately seven miles south of downtown Dubuque on US Hwy 61. (See Map 2.1) The airport occupies 1,057 acres and has a field elevation of 1,076 feet. The airport opened at the present location in 1948. The airport has two runways and five taxiways to support air operations. Runway 18 -36 is a north -south oriented runway that serves as the airport's primary runway. The runway is 6,325 feet long and 150 feet wide. Runway 13 -31 is a northwest - southeast oriented runway and serves as the airport's secondary runway. The runway is 6,498 feet long and 100 feet wide. Taxiways provide access to both of the runways and consist of parallel, connecting, access and entrance /exit taxiways. American Eagle Airlines offers four daily flights from the Dubuque Regional Airport to Chicago O'Hare International Airport. The Dubuque Regional Airport's groundside facilities serve passengers, freight, airport administration, and general aviation needs. The original terminal building was constructed in 1948, and a new terminal was constructed next to the existing one in 1969. In 1989, the two buildings were remodeled and combined to form the 11,656 square foot terminal that exists today. Other airport buildings include six T- hangers and six conventional /executive hangar buildings. The airport has 440 parking spaces in five parking lots that are available for use by airport patrons, employees, and other airport users. The Dubuque Regional Airport Master Plan guides City of Dubuque in the overall development of the airport. Coffman Associates, Incorporated of Lee's Summit, Missouri, updated the plan in 2004. According to the Airport Master Plan, Based aircraft at the airport totaled 79 aircraft in 2003. There were an estimated 55,009 total annual operations conducted in 2003. Of that total, general aviation had 48,447 operations, commercial carriers had 6,489 operations, and the military had 73 operations. In recent years the number of aircraft operations and revenue enplanements has decreased. (See charts below). The Federal Aviation Administration (FAA) produces annual Terminal Area Forecasts (TAF) for active airports in the National Plan of Integrated Airport systems. TAF reports include forecasts of enplanements, aircraft operations, and number of based aircraft. The charts below show the observed operations and enplanements from 2000 to 2009 and the TAF forecasts to 2030. The events of 9/11, the Toss of an air carrier, and the recent economic recession have negatively impacted airport activity over the past decade. The TAF forecasts expect a reversal of this trend, with a period of steady growth in both operations and enplanements over the next twenty years. 60,000 50,000 40,000 30,000 20,000 10,000 Data Source: FAA Terminal Area Forecasts 2011 Special Transportation Initiatives 9 70,000 60,000 50,000 40,000 30,000 20,000 10,000 Total Enplanements 2000 2005 2010 2015 2020 2025 2030 - Forecasted Observed Consortium members are currently partnering with private businesses, non - profit organizations, and individuals to implement several special initiatives within the region. This section will present three of these initiatives: Safe Routes to School, Sustainability, and Intelligent Transportation System improvements. These initiatives are aimed at improving the quality of life in Dubuque County by making the region more sustainable, improving the transportation system, and improving safety and security. The goal of the Safe Routes to School (SRTS) program is to enable community leaders, schools and parents across the United States to improve safety and encourage more children to walk and bicycle to school safely. The Dubuque Safe Routes plan seeks to achieve this goal through two objectives. The first objective is to involve a variety of local entities in the planning process. Involving city, county, and school officials in the planning process will ensure that parents, local governments, and the schools are communicating and working together on walking and biking projects. The second objective of the plan is to provide a list of projects for each school that, when implemented, will provide students with safer opportunities to walk and bike to school and encourage students to take advantage of these opportunities. The project list can be used to guide future investments in walking and biking. Following success of the SRTS planning process within the City of Dubuque, DMATS received grant funding to implement the SRTS planning process in the Western Dubuque School District. Planning funds were awarded in January of 2009, and the planning process is currently underway. For more safe routes information please visit http : / /www.eastiowasaferoutes.org /. The City of Dubuque has committed to continuing to using Intelligent Transportation Systems (ITS) to improve safety and traffic flow within the City. According to the City of Dubuque's ITS System plan, ITS technology "is used to coordinate signals and improve traffic progression, reduce incident clearance times, improve real -time traveler information, and enhance special event management." Technologies used include message boards, traffic sensors, traffic cameras, fiber optic communications, and wireless communications. The City of Dubuque has begun construction of a fiber optic backbone along the Iowa Highway 32 (Northwest Arterial) and through other parts of the downtown area. A long -term signal communications loop would minimize the impact of losing signal communications. For more ITS information, please refer to the City of Dubuque's ITS System Plan. http:// www. cityofdubuque .org /index.aspx ?NID =1265 DMATS has undertaken an initiative to align the transportation system with the principals of sustainability. A sustainable transportation system is one that provides transportation in a way that promotes Environmental /Ecological Integrity, Economic Prosperity, and Social /Cultural Vibrancy. One way the city is implementing this initiative is through a Complete Streets policy. In April of 2011, the City of Dubuque adopted a complete streets policy. According to the policy, complete streets are those "streets that support and invite multiple uses, including safe, active, and ample space for pedestrians, bicycles, and public transportation, are more conducive to the public life and efficient movement of people than streets designed primarily to move automobiles and trucks." The policy requires that the Dubuque City council consider complete streets when building or rebuilding a street. 10 DUBUQUE COUNTY SMART PLAN Transportation Transportation Goals and Objectives The following goals and objectives are intended to guide the communities of Dubuque County in providing high quality transportation to all residents of Dubuque County by maintaining the existing intergovernmental and public - private facilities relationships, and looking for areas to establish new relationships. I. TRANSPORTATION: 1. To maintain a system of highways, roads, and streets that provide safe and efficient movement of goods and people. 1.1. To establish and improve a more efficient traffic circulation system, which recognizes major community facilities, future planned development areas, and employment centers. 1.2. Maintain current road design and construction standards based on the Federal Functional Classification map, which should be reviewed as needed to reflect changing traffic conditions. 1.3. Design and construct all existing and proposed roads in accordance with the current Design Characteristics for the Federal Functional Classification System, the policies of this Plan, and adopted improvement standards. 1.4. Maintain a system of highways, roads, and streets that minimize long -term capital and operations costs, while providing safe and convenient land access. 1.5. Require new developments in the unincorporated area of the County to provide for the long -term maintenance of internal street systems, including driveways and frontage roads. 1.6. Investigate methods and standards to limit the number of new direct driveway accesses to County roads generated by residential and commercial development, including shared driveways and private frontage roads with properly designed drainage. 1.7. Support the ongoing street construction program, providing for timely maintenance, repair and reconstruction of the street system. 1.8. Encourage implementation of sound safety engineering principles and practices in the area of street lighting, street layout, speed limits, street signage, street pavement striping, and traffic signals. 1.9. Provide adequate street lighting which minimizes light pollution, maximizes energy efficiency, and ensures compatibility with neighborhoods. 1.10. Incorporate the Complete Streets Design Concept for construction and construction of all main transportation routes for all modes of transportation involving pedestrians, cyclists, and vehicles in accordance with the DMATS Complete Streets Policy. 2. To secure adequate right -of -way and facility improvements to serve development and maintain acceptable levels of service. 2.1. Ensure that safe and adequate roadway facilities are provided concurrently with new development. 2.2. Require roadway improvements to be constructed to current County or City standards as defined for each street classification. 3. To plan long -range for both local and regional street and highway systems to ensure safe, efficient access into and through the region; to support urban growth in an appropriate development pattern; and to facilitate improved four -lane access for surface transportation from Dubuque to major cities in the region. 3.1. Continue to promote and support the completion of the modern four -lane highway system in the County, which includes the Julien Dubuque Bridge, the Southwest Arterial, and the completion of Highway 52 North as a Super -Two Lane. Page 1 of 4 DUBUQUE COUNTY SMART PLAN Transportation 3.2. Work with regional transportation agencies to maintain and update a long -range transportation plan and coordinate highway planning and construction in the development of an improved highway system to serve the region. 3.3. Improve the existing street network to reduce traffic capacity restraints and improve safety. 3.4. Encourage the involvement of the public in the transportation planning process. 3.5. Plan for aesthetically appealing streets and highways, with particular focus on gateway opportunities and street tree plantings. 3.6. Promote signage to identify historic neighborhoods and gateways, and actual physical entrances to other neighborhoods to provide identity of neighborhoods and districts. 3.7. Encourage public /private partnerships with local, regional, state, and federal agencies to plan and promote future transportation facilities. 3.8. Support a street and highway system that meets current and future traffic needs. 4. Formalize policies for property acquisition necessary for future transportation Rights of Way (ROW). 4.1. Publicize plans for possible future property acquisition early in the planning phase. 4.2. Involve the affected property owners in meaningful plan development meetings. 5. To encourage efficient, affordable, and accessible transit systems in the region for the transit - dependent population and as an alternative means of transportation. 5.1. Promote meeting the changing needs of the transit dependent. 5.2. Support the needs of both existing and new housing developments, as well as service to medical centers and care centers, as demand arises. 5.3. Explore and use capital and operating assistance grants from state, federal, and other agencies to the maximum extent possible. 5.4. Promote a safe, clean, energy efficient, timely, affordable, and comfortable mode of public transportation. 5.5. Promote the best possible transit system in the most cost - efficient manner. 5.6. Promote use of appropriately sized vehicles for needs of community to meet demand. 5.7. Consider extending and expanding public transportation to ensure service is available for transit - dependent people to get to and from work on all shifts and to meet demands of business hours. 5.8. Encourage youth and recreation opportunities with public transportation. 5.9. Encourage mass transit through partnership with businesses. 5.10. Consider creating a loop system that comes to specific transfer points to encourage shorter routes, to improve routes for efficiency and cost effectiveness, and to make sure transportation goes to neighborhoods where the need is. 5.11. Consider providing bike racks on buses to encourage multimodal transportation in the region. 5.12. Maintain and expand Para- transit systems to serve special needs citizens, the elderly, and the disabled. 6. To maintain safe and efficient utilization of the Mississippi Riverfront for both land and water based commercial, industrial, and recreational traffic. 6.1. Cooperate in the implementation of the four planning components of the Riverfront Plan with other public and private organizations. Page 2 of 4 DUBUQUE COUNTY SIVAR T PLAN Transportation 6.2. Promote adequate harbor, channel, and dock depths. 6.3. Encourage development and maintenance of riverfront facilities. 6.4. Promote compatibility of riverfront redevelopment with historically existing businesses located at the river because of transportation needs (i.e. barge). 7. To provide safe and efficient airport services to the community and the region, in coordination with the Airport Master Plan. 7.1. Promote the Dubuque Regional Airport as the center of airline passenger activity for northeast Iowa, northwest Illinois, and southwest Wisconsin. 7.2. Consider expanding the air cargo, commercial air, affordable jet airline, and general aviation services provided at the Dubuque Regional Airport. 7.3. Consider developing portions of the Dubuque Regional Airport for industrial uses, both aviation and non - aviation related. 7.4. Promote airport planning, regulations, and standards to control conflicts in and around airport facilities. 7.5. Implement the Airport Master Plan, through various funding resources, as available. 7.6. Cooperate with private businesses to promote transportation between the city and the airport. 7.7. Cooperate with regional business partners to expand the "Fly Dubuque" program. 7.8. Work with county authorities to promote a shared -ride system and develop a list of volunteers for a transportation escort service. 8. To support rail opportunities for both commercial/ industrial and passenger service. 8.1. Explore cooperatively rail, river, and trucking appropriate multi -modal access, which will promote an efficient system throughout the region. 8.2. Cooperate with railroads and other private concerns to develop mutually acceptable arrangements for the locations of terminal facilities. 8.3. Encourage reduction of train conflicts with other modes of transportation. 8.4. Support the reintroduction of passenger rail service into the region. 8.5. Consider alternate routes for truck freight into commercial and industrial areas not affected by train traffic. 9. To establish improved pedestrian and bike routes in the region to encourage alternative modes of transportation. 9.1. Continue to develop a comprehensive regional system of bikeways and /or multi - purpose trails which minimize conflicts between motor vehicles, bicycles, and pedestrians. 9.2. Continue to develop a bike and pedestrian system that links residential areas, parks, schools, and other local attractions, while providing the opportunity for recreational activity. 9.3. Promote a more bicycle- and pedestrian - friendly transportation network. 9.4. Consider relevant bicycle and pedestrian elements in all new transportation projects in accordance with the DMATS Complete Streets Policy. 9.5. Encourage development patterns more compatible with non - motorized travel. (i.e. complete streets, transit oriented development, mixed use development.) 9.6. Promote bike trails along arterials and as part of new subdivision development wherever possible. Page 3 of 4 DUBUQUE COUNTY SMART PLAN Transportation 9.7. Promote bicycles as a viable alternative mode of transportation, using signs, striped lanes, and safe crossings. 9.8. Promote bike and pedestrian network continuity within the region and support connections to regional bike and pedestrian networks. 9.9. Establish trail linkages to the Mississippi River Trail to increase recreational tourism. 9.10. Coordinate with other jurisdictions and authorities, including the Iowa Department of Natural Resources, to determine access points to, and extensions of, existing facilities. 10. To encourage the use sustainable design concepts to reduce the transportation system's impact on the natural environment. 10.1. Encourage the use of permeable pavement and other best management practices (BMPs) that allow for storm water infiltration. 10.2. Encourage the use of BMPs that prevent soil erosion during project construction. 10.3. Reduce vehicle emissions and vehicle miles traveled to protect air quality. 10.4. Protect agricultural land and open space by encouraging more infill development in existing urban areas, and by encouraging more compact development near existing urban areas. 11. To improve coordination between land use and transportation planning. 11.1. Encourage development where land use supports multimodal transportation; e.g. transit oriented development or mixed use neighborhoods. 11.2. Establish general locations for future collector street right -of -ways well in advance of expected need for future street construction primarily at developer expense. 11.3. Locate affordable housing in areas where multiple transportation modes are available. 11.4. Direct development to areas already connected to the transportation network. 11.5. Limit future commercial development along the freeways and other major thoroughfares to uses directly related to transient traffic and to commercial activities not compatible with the downtown Central Business District cores of communities in the region. Page 4 of 4 New Luxe OLDE FA \ - s4 RD rthin ' ton HAWKINS RD Gooses'' RD SS KEARNEY RD CASCADE WEN Balltow m Rickardsville PEOSTA M PLEASANT GROVE RD E Bernar RD 61 DUBUQUE s. DUBUQUE COUNTY SMART PLAN Dubuque County Federal Functional Classification Map 2.1 Principal Arterials - Major Arterial - Major Collector Minor Collector Dubuque Regional Airport t --+ --�— Railroads ( U.S. Highway X47 State Highway County Road FT 0 2 4 6 Miles 1 1 1 1 1 1 1 e i D17 Mo14N- TAIN -RI E D23 Y21 gUDD 8 D14 z DERBY GRANGE RD City of Asbury 0 \ CO I co o OSAGEDR Y27 LPAW N EELN- a MIDDLE RD � 00D-DR A my \��5 � i 4 1 c.) / jC.Y- NBROOK DR 0 o O I O .A.GEWO O PARK PL `„` t. `rUMMER - � - , ' a " N VALLE7 — 0� ia. c o o 'A� '"f , T m m / -< Q A m /� o f\ — —' X ro m CO I ; ti 0 o j ,.._1. _ Z z A 77 JO D o O VpY -RIDG O S CARVER DR City of Dubuque 0' W AS UFYR UR-Y- ^COURT PL 0 cc 0 ID IC ) 1 WOLFF RD 0 0 PEN SYLVANIA kNESTMARK D U B U Q U E C O U N T Y S M City of Asbury Federal Functional Map 2.2 ART PLAN Classification Principal Arterials Major Arterial Major Collector Minor Collector Local Streets -- Railroads 5i U.S. Highway X47 State Highway County Road DRAFT 0 0.25 0.5 Miles D47 2A8 -J -J W LL CC W D46 2 ?? Y10 4TH AVE SW r '' 5TH A V E . z w a -I 6TH AVE'SW 2• H w —_ v l Y13 —RARI E-X Z Z x 2 0 0 U BEECHNUT DR GARRYOWEN RD D50 D61 Y17 �T 0- 6TH.AVE -NW —,mo C�V • E n r ti , 1 , A � �' i �� r i 3RD AVE SE 'N cn � ti O \ w w N }t % �Z m 9y j���, \' " — Z 4TH AVE SE IQ i, RD AVE NW 1% 2 N- \ �So A O/ C 'P` , O l z 0 Z '4 °C tS • ! d',� / 5TH AVE SE �p S` J `n �/ \�, 6TH AVE SE J( ,. ��5 Z N ib \ aOP'� F / L cs,� TTH AVE SE S8TH-AVE-SE• E COUNTY 5THAVESw — — _ — — — — — ESE — DUBUQUE JONES COUNTY DUBUQUE COUNTY SMART PLAN City of Cascade Federal Functional Classification Map 2.3 C- Principal Arterials — Major Arterial Major Collector Minor Collector Local Streets Railroads (20) U.S. Highway X47 State Highway County Road 0 j I1 0.25 F 1 1 1 0 1 1 1 1 1 0.5 MiGes w DUBUQUE COUNTY SMART PLAN City of Dubuque Federal Functional Classification Map 2.4 Principal Arterials - Major Arterial - Major Collector Minor Collector Local Streets ---1 Railroads F2-1 U.S. Highway X47 State Highway County Road FT 0 1 2 Miles I I I I I I I I I I I VINE RD N Cn X49 ro 7THAVE NW = 1ST AVE W i 8T14AVET7 r TI - -� 0-2 `6TH AVENW�` ill-I.,,,1 - 6THAVENt fr co o = i - N IN m I-� m FIELD OF DREAMS WAI' 4TH 4VENE 2ND"AVETIE • , E _ 'I_ 9 T HAA { 5 N - -� — N m b 157 1 218TH ST 225TH ST 21 TH_ ST . r 11 c -- N - � RDAVES E / leCT< x N 0 m F _. 1 � N : __ , o `C, a- _N.N'���' "/j • SS T - 0; • x 6TH AVESE \ 6THIAVESW � m m l m 7TH AVE ll yE \ 71 �H_AVE.SW _— 8TH `i/E SE' a, a m li 1', 9TH AVE SE • 10TH AVE SE I= 2 y m om. CD O) m m 1- 1THAV.ESE H cn - 13THrAVESEI I 1bIHAVI N j . „„ WOOD LAN D.Q� z v�. x �I 15TH AVE SE -- o DTH:A+fES 5TH AVE NE X66 D21 D24 �(cEVE o- DUBUQUE COUNTY SMART PLAN City of Dyersville Federal Functional Classification Map 2.5 Principal Arterials - Major Arterial - Major Collector Minor Collector Local Streets — �--� - Railroads F U.S. Highway X47 State Highway County Road D A 0 0.25 0.5 Miles OCO HIGHWAY RD D29 Canadian National Railroad v w w Q ti RICHARDS DR JACOB'( OR 0 Y16 4TH-ST-NE 3RD -ST_NE Y17 V J O Y17 — >- 2ND"SrNvrT a ELMWO- J d K . O , W EST MQW gT � `S7 N w_ --2, —� r I O T I- O l � Z Ep5 MAIN 5 O LiJ w w a CL N_ c isx�r-sw. , ._._________1 5_ 5-__L-----'----- SE 9 , Y N O TSTSTSW m W O s I > > z d Q D F �'ASRINGTON"Sl ( w w m U - 2ND - ST - SW ----` y EDWARDSST O y l O 0 0 0 DR JAC 01344: Y18 Y18 -SAJA DR -' 'CROWN LINE DR MEADOWLAND CT D29 DUBUQUE COUNTY SMART PLAN City of Epworth Federal Functional Classification Map 2.6 Principal Arterials Major Arterial Major Collector Minor Collector Local Streets —4-1- Railroads 201 U.S. Highway X47 State Highway County Road A 0 0.25 Miles i 1 I I 1 OLDE CASTLE RD OLDE FORT LN X71 X74 Y13 7TH AVE VW BIAVE -NE 6TH AVE NE .- 6TH.AVE.N W-�. - HAVE NW z_ — W Z — z'� - 1- n v) V) Q_ cc CC r w CC J LL 3RD AVE NW 2ND AVE NW ' -2N I AVEN 9ST AVE W 1 - 2ND AVESW 3RD AVE SW2 Y14 W1 1 W w ill I- 2ND AVE SE Fes_ o c ' ' 2 ti H. �i 3RD AVE SE : P 7TH AVE NE • '� J.RD.AVE.N 1S 'd 1 N 0 T N A Yy Y13 cn in J Y14 D29 -(1° O■-O N \GN�P DUBUQUE COUNTY SMART PLAN City of Farley Federal Functional Classification Map 2.7 Principal Arterials Major Arterial Major Collector Minor Collector Local Streets —� —+ Railroads c U.S. Highway X47 State Highway County Road 0 II -DAFT 0.25 0.5 Miles { 1 { 1 1 { l 1 1 D19 adia D29 nai Raiiroa SH co O 0 N Q • x w y ._._ - 1 — O 0 Q < N N L- O 5 y 2 BRADY ST ST 0 _ o .91 LN ----a KAPP DR Y21 ENTERPR �• &N ISL� NGER'DR CC 0 O LARA DR 1 E DR ¥21 W 0 K 3".\' 9 9 GE. &T— '� i t 8 g � RD'r D32 l i 8EL0_DR I , r ' I, m IZ ,o m 71 ° ADRINA DR 0 Y24 �NI1E�R ti1Ll -5"� DUBUQUE COUNTY SMART PLAN City of Peosta Federal Functional Classification Map 2.8 Principal Arterials Major Arterial Major Collector Minor Collector Local Streets —i—F Railroads 20 U.S. Highway X47 State Highway County Road D FT 0 0.25 0.5 Miles Illle�illll 1' DUBUQUE COUNTY SMART PLAN Level of Service Dubuque County Level of Service 2010 Map 2.9 A D 0 2 4 Miles I I I I I Level of Service is calculated by dividing B. _._ , E the observed traffic on a road segment by its capacity. C F Data Source: DMATS and Iowa DOT Dubuque County Level of Service 2040 Map 2.10 BalItown Rickardsv DUBUQUE COUNTY SMART PLAN Level of Service A D 0 2 4 Miles I I I I I Level of Service is calculated by dividing B E the observed traffic on a road segment by its capacity. C F Data Source: DMATS and Iowa DOT � i r DUBUQUE COUNTY SMART PLAN The Jule - City of Dubuque Transit Routes Map 2.11 • mat Legend Trolley Route Gray Line Limited Access Orange Line Green Line ° ° ° ° Limited Access Gray Line — Red Line — — — - Limited Access Green Line Orange Line ®— Limited Access Red Line 0 0.5 1 Miles w 1 1 1 I I r_ Dyersville • Farley Cascade DUBUQUE COUNTY SMART PLAN RTA - Dubuque County Transit Routes Map 2.12 Epworth Peosta Dubuque • 0 2 4 6 8 10 Miles I 1 I 1 I 1 I 1 I I Legend Cities with In -Town Service Counties Served by RTA Manchester to Dubuque Peosta to Dubuque Cascade to Dubuque Dubuque to Iowa City Dyersville to Dubuque Maquoketa to Dubuque Bellevue to Dubuque St. Donatus w DUBUQUE COUNTY SMART PLAN Dubuque County Bike and Pedestrian Facilities Map 2.13 On- Street Route Separated Trail X47 20 U.S. Highway State Highway County Road j F' 0 1 2 Miles I I I I I 1 i 1 1 II , 13 DUBUQUE COUNTY SMART PLAN Dubuque County Severe Roadway Crashes Map 2.14 Crashes (2001 - 2009) Crash Severity • Fatalities Major Injury • Minor Injury Data source: Iowa DOT 0 IR 5 J 10 Miles AOUNTA SOANY RIDGE DA 0 r v z 3 MIDDLE RD DERBY GRANGE RD City of Asbury TORREY PINESD PENNSYLVANIAAVE City of Dubuque 0 FUTURO DUBUQUE COUNTY SMART PLAN City of Asbury Severe Roadway Crashes Map 2.15 Crashes (2001 2009) Crash Severity • Fatalities O Major Injury • Minor Injury Data source: Iowa DOT 0 0.5 1 Miles .'"NL GOOSE HILL RD wl k City of Cascade P z 1\A BEE — Nu° DR GAkRY RD DUBUQUE COUNTY JONES COUNTY DUBUQUE COUNTY SMART PLAN Crashes(2001 -2009) Severe Roadway Crashes Crash Severity 0 0.5 1 Miles City of Cascade Map 2.16 • Fatalities Major Injury • Minor Injury Data source: Iowa DOT I l l l l l l i l l City of�Asb City of Sgevill DUBUQUE COUNTY SMART PLAN City of Dubuque Severe Roadway Crashes Map 2.17 Crashes (2001 - 2009) Crash Severity G Fatalities Major Injury Minor Injury Data :aurco: Iowa DOT 0 A E 0 0.5 1 Miles 11111111111 210TH ST 218TH ST ' 20 225TH ST 1ST AVE W '.18TH ST I15 an = 1 INDUSTRIAL SW LU Z z / 7TH AVE NW 6TH AVE ti x t - H 1 7T �S ZND EfH A \4E SW TH AVE 0 9TH AVE SW 8T AyE 6TH AV ( N VE ' W 1.2TH AVE SW 1 STH 4 AV W H 1 .---r Z�' O D,C L ) 'I I C BRIES DR L r 4T AVE NE 6TH AVE NE A IE NE . El15 — A EE Es 2 AVE E 6 H AVE SE ti z H 9TH AV SE N 10TH AVE E 10TH AVE SE 11TH AVE SE H AVE SE ity of Dye.r•<sv lle 16TH AVE CTISE F 16TH AVE NE WOODLAND DR , 0 15TH AVE SE gSTLE RD — 1 `H AVE 51H AVE NE 8 O U' 0 0 DYERSVILLE EAST RD DUBUQUE COUNTY SMART PLAN City of Dyersville Severe Roadway Crashes Map 2.18 Crashes (2001 - 2009) Crash Severity • • • Fatalities Major Injury Minor Injury Data source: Iowa DOT 0 D 0.5 1 Miles 0 O \ " GHWAY RD City of Epworth RIC 0 2ND ST SW EDWARDS ST ARDS DR WASHINGTO ST JACOBY DR W 3RD ST NE I \_ JACOBY DR E 0 z A Y5I E DR z CROWN LINE DR MEADOWLAND CT BETHANY LN BAJA DR 0 DUBUQUE COUNTY SMART PLAN City of Epworth Severe Roadway Crashes Map 2.19 Crashes (2001 - 2009) Crash Severity • Fatalities Major Injury • Minor Injury Data source: Iowa DOT 0 0.25 0.5 Miles 1 1 1 1 1 1 1 1 1 D n ■ OLDE FORT LN OWE FARLEY RD cc HOSE CT 7TH AVE W 6TH AVE NW ET z 0 NVE SOUTH LAKE MICHIGAN AVE 7TH AVE NE 3RD AVE NE 1ST AVE E 0 0 LD GN\N DUBUQUE COUNTY SMART PLAN Severe Roadway Crashes City of Farley Map 2.20 Crashes (2001 - 2009) Crash Severity • Fatalities Major Injury • Minor Injury Data source: Iowa DOT 0 0.25 0.5 Miles l l l l l l l l l l A D F' v ° KAPP CT INGER R SNEL�DR `SHEL DR EAST o � LARA DR City of Peosta c ° KAPP DR TURNIS LN 0 0 z 0, ENTERPRISE DR m, 0 cc 0 z z 0 0, ARCH ST BURDS RD ° \ 53 RIDGE �T 0 \ DRIN1 DR US H WY 20 0 ° MEADC WLARK DR O 0 r THUNDER RIDGE C THUNDER HILLS NT H 0 0 DR CL , DUBUQUE COUNTY SMART PLAN Crashes(2001 - 2009) Severe Roadway Crashes City of Peosta Map 2.21 Crash Severity • Fatalities Major Injury • Minor Injury Data source: Iowa DOT 0 0.5 1 Miles 1 i l 1 1 1 1 I Dubuque County Smart Plan Watershed Management Introduction Dubuque County Watersheds are in a state of constant change. Land use changes, Agricultural farming practices, and urban development has produced habitat alteration and a drastic increase in the rate and volume of stormwater inputs. Understanding the importance of land use planning, the impacts of infiltration based practices, and developing site specific boundaries of non -point source pollution within a watershed will lead to improvements in our local watersheds. One of the goals of this plan is to work towards repairing the damage done to in- stream habitat and reduce the rate and volume of stormwater flow using infiltration based practices. Understanding Stormwater The Hydrologic Cycle The hydrologic cycle, illustrated in Figure 3 -1, is the movement of water from the atmosphere to the earth's surface. Water moves through one or more components of the cycle including evaporation, transpiration, runoff, precipitation, infiltration, percolation and its eventual return to the atmosphere. In an undeveloped area, with natural ground cover such as forest or meadow, a significant portion of precipitation infiltrates into the soil. This water is filtered and cooled as it travels underground. Some infiltrated water is subsequently discharged into rivers and streams as baseflow. Baseflow provides a steady contribution of high quality water to lakes, streams and rivers. Other infiltrated water descends deeper underground to the water table and recharges aquifers. Groundwater recharge replenishes the supply of underground water that can be extracted for domestic use and irrigation. Another portion of precipitation is returned to the atmosphere through a combination of evaporation and plant transpiration called evapotranspiration. Where there is natural ground cover, all of these processes together serve to minimize the percentage of precipitation that becomes runoff, the water that flows over that land surface into streams and other surface water bodies. Figure 3 -1: The Hydrologic Cycle r ( -- -'Cohdehsatioh cohdensati r Z -4f� 3 = y Moist Air { t r�`;� { � !r 1)t� EVap9rat14h fro Transpiration 1 1, ;'�+� , Precipitation rj /Y ricers. soils. lakes r ;' � ; 'i Precipitation Interception, / Evaporatioh from Lake ' 1 Runoffs - " ' .o�, � I r e `'Infiltration. r / _ / Soil Moisture r _ s / Throughflow / Seepage Groundwater Adapted from: The Physical Environment: An Introduction to Physical Geography Urbanization dramatically affects the hydrologic cycle by altering the relative percentage of precipitation that contributes to groundwater, evapotranspiration, and runoff relative to the natural ground cover. Specifically, urbanization increases runoff by decreasing the amount of water that infiltrates into the ground and is taken up and transpired by plants. This is because water cannot infiltrate into, and plants cannot grow on, impervious surfaces such as pavement and rooftops. Figure 3 -2 illustrates how watershed imperviousness affects the magnitude of each of the hydrologic cycle components. Increased stormwater runoff not only decreases baseflow and groundwater recharge, but also increases the amount of water that runs off the surface, picking up and carrying pollutants to lakes, streams, rivers and wetlands. The increased surface runoff increases flooding frequency and severity while the increased input of pollutants degrades water quality and aquatic habitat. Figure 3 -2: Impact of Impervious Area on the Hydrologic Cycle Fluxes 194 Runoff 25% Shallow Infiltration 30% Runoff 40% Evapo- transpiration 35% Evapo- transpiration 2E aDe+p Infiltration NATURAL GROUND COVER 20% Shallow 1 5% Diiap Infiltration Infiltration 35 IMPERVIOUS SURFACE :39 Evapo- transpiration 21% Shallow 21% Deep Infiltration Infiltration 14 IMPERVIOUS SURFACE 55% Runoff 30 -% Evapo- transpiration 109ft Shallow 5% Deep Infiltration infiltration 75-100% IMPERVIOUS SURFACE Adapted from: Prince Georges County Department of Environmental Resources Programs and Planning Division, 1999. Low- impact Development Design Strategies: An Integrated Design Approach. Department of Environmental Resources, Prince Georges County, Maryland. Establishing countywide standards for the quantity and quality of water that runs off land under construction in urban and rural areas, including farms will play a crucial role in protecting our watersheds in Dubuque County. Providing flexibility in meeting those standards, and recognizing the unique characteristics of each project site, will be equal as important. Construction site erosion and uncontrolled stormwater runoff from land disturbing and land development activities have significant adverse effects upon regional water resources including the health, safety, property and general welfare of the community, diminishing the public enjoyment and use of natural resources. Effective erosion control, sediment and stormwater management depends on proper planning, design, timely installation and continued maintenance of erosion control and stormwater management practices. Specifically, soil erosion and stormwater runoff can: • Carry sediment, nutrients, pathogens, organic matter, heavy metals, toxins and other pollutants to regional lakes, streams and wetlands; • Diminish the capacity of water resources to support recreational and water supply uses and a natural diversity of plant and animal life; • Clog existing storm drainage systems, increasing maintenance problems and costs; • Cause bank and channel erosion; • Increase downstream flooding; • Reduce groundwater recharge, which may diminish stream base flows and lower water levels in regional lakes, ponds and wetlands; • Contaminate drinking water supplies; • Increase risk of property damage and personal injury, and; • Cause damage to agricultural fields and crops Good stormwater management does not begin with site disturbance and construction. Decisions about lot layout, building density, location of public rights -of -way, protection of sensitive areas, and preservation of open space all have an impact on the quality and quantity of stormwater runoff. When using site - planning techniques to control stormwater, designers should keep local zoning, land division and building codes in mind. Many communities have adopted site design or land division criteria to serve a variety of land use goals that may or may not directly relate to stormwater runoff. Examples include: • Preserving neighborhood or rural character • Protecting specific natural or scenic resources • Promoting smooth traffic flow • Allowing for future land division • Ensuring adequate pedestrian, bicycle or emergency vehicle access Usually, such goals complement or reinforce good design for stormwater control. However, in some cases, such as choosing between grid- pattern or cul -de -sac street layouts, the designer may need to strike a balance between competing land use goals. For example, in a community seeking to promote traditional neighborhood design, engineered stormwater basins may be preferable to a curvilinear street layout. Many techniques can be employed during the site planning and design stage of development to reduce the volume of runoff, thus reducing the need for structural practices to store and treat stormwater. Design and location of stable outlets for site runoff is also important to consider at this time, to avoid causing problems for downstream neighbors. Consider implementing the following techniques (which are listed in order of priority) and manage runoff as close to the source as possible to minimize the volume of stormwater runoff. A. Identify and Avoid Sensitive Areas Local variations in topography, soil types, vegetation and hydrology can have a significant influence on the nature and amount of stormwater runoff. The first step in site planning for stormwater management should be identification and mapping of areas that: • Contain features that could be adversely impacted by stormwater runoff (such as wetlands, floodplains, lakes, streams, and shallow fractured bedrock); ® In their natural state, contribute to infiltration, soil and water retention, groundwater recharge or temperature control (such as highly pervious soils, native grasslands, woodlands or hydric soils); ® Provide natural drainage ways for surface water runoff (such as intermittent or perennial streams, natural or artificial drainage ways); or ® Could be a source of sedimentation, channelized flow or erosion if disturbed (such as steep slopes or easily eroded soils). • Contain cultural resources, which are protected by federal law. Cultural resources can be found at: http: / /www.ia.nres. usda. gov / technical /culturalresources.html Development should be designed and construction operations planned to avoid disturbing these areas wherever possible. Federal, state or local regulations protect some natural features, such as wetlands or navigable waterways. Changes in volume and direction of stonniwater flow resulting from development or other stormwater practices should be carefully designed and controlled to avoid secondary impacts to natural areas. For example, increased runoff volume can erode streambeds and banks or damage natural wetlands without careful consideration early in the planning process. Working around sensitive areas should be incorporated as part of the preliminary design, which not only avoids these areas but also highlights them as natural amenities that add value to the development. These sensitive areas complement the functions and values provided by the countywide network of open space corridors. B. Minimize Impervious Surfaces Impervious surfaces are the primary source of runoff in both small and large storm events. Hence, the single most effective means of reducing runoff volume is by minimizing the site's impervious surface area. 1. Preserve and Reproduce Pre - Development Hydrologic Conditions a Utilize natural drainage flow paths. Dubuque County strongly recommends the use of grass waterways, vegetated drainage channels and /or water quality swales along street right -of -ways or back lots to channel runoff without abrupt changes in the direction of flow. e Restore soil permeability. Use practices such as deep tilling, chisel plowing and incorporating organic matter into the upper soil layer to restore soil infiltration capacity on heavily disturbed sites. When soil is compacted, its capacity to infiltrate water is greatly diminished. On heavily disturbed sites where practices are used to restore soil permeability, the county may waive the requirement to lower the soil permeability class rating in hydrologic calculations (see 3.2.B, Chapter 3, below). • Minimize directly connected impervious area. Any impervious surface that drains into a catch basin, area drain, or other conveyance structure is a "directly connected impervious area (DCIA)." Impervious surfaces also increase the runoff rate (reducing the runoff time of concentration) and runoff volume, which may cause higher peak flows downstream, and increase flood and erosion potential. To minimize directly connected impervious areas, downspouts and driveways should be directed to pervious areas, where feasible. This promotes infiltration and reduces the velocity of runoff water. Other strategies for minimizing connected impervious area include directing sheet flow through vegetated areas and locating impervious areas so they drain to vegetated buffers or other pervious areas. • Use bioretention and other practices to increase infiltration. Bioretention basins are engineered practices that use natural processes, including microbial soil processes, infiltration, and evapotranspiration to improve stormwater quality. Rain gardens, often very attractive, are one type of practice commonly designed for residential lots to soak up rainwater from roofs, driveways, and lawns. • Include green infrastructures. Developed areas may provide self - treatment of runoff via the use of green infrastructures if properly designed and drained. Green infrastructures may consist of conserved natural spaces, large landscaped areas (including parks and lawns), grass /vegetated swales, and turf block paving areas. The infiltration and bio- treatment inherent to such areas may provide the treatment control necessary. These areas therefore act as their own BMP, and no additional BMPs to treat runoff should be required. 2. Site and Lot Vegetation • Predevelopment vegetation. Maintain as much predevelopment vegetation as possible. Vegetation prevents erosion and absorbs water and, therefore, reduces runoff volume. • Swales. Use shallow grassed roadside swales, boulevards and sunken parking lot islands with check dams instead of curb and gutter storm drain systems to handle runoff, wherever possible. • Natural buffers and drainage ways. Maintain natural buffers between development sites and water bodies. Buffers slow runoff, remove sediment and enhance infiltration. Natural depressions and channels should be maintained to slow, store, and infiltrate water. 3. Streets and Roads • Road length. Minimize subdivision roadway length by using a roadway layout with the least pavement length suitable for the site's topography and other planning goals. • Road width. Work within local zoning requirements and planned unit development provisions to minimize road width by narrowing road sections and /or reducing on- street parking. On- street parking may be restricted to one side of the street or eliminated altogether. Pavement and right of -way width must still meet minimum standards described in local land division and zoning ordinances, and should allow for safe vehicular travel and emergency vehicle access. • Design road patterns to thatch landforms. In rolling terrain, for example, local streets should branch from collector streets and end in short loops or cul -de -sacs, where consistent with other local ordinances and land use goals. Some local ordinances and plans seek to create traditional grid patterns or limit the use of cul -de -sacs to address traffic, neighborhood character or other design objectives. 4. Lot Layout • Rooftops. Reduce the impervious rooftop area by minimizing the building footprint of houses or utilizing green roof technology. Use vertical space rather than horizontal house layouts. Sod or vegetative "green roofs" rather than conventional roofing materials. • Driveways. Where permitted under local driveway, zoning or land division ordinances, reduce impervious driveway area by using shared driveways, limiting driveway width, using pervious pavement, and using reduced building setbacks. • Parking lots. For commercial sites, reduce overall impervious area by providing compact car spaces, eliminating excessive or unnecessary spaces, utilizing shared parking, minimizing stall dimensions, incorporating efficient parking lands, and using pervious materials in spillover parking areas. C. Low Impact Development (LID) and Conservation Subdivision Design Many of the practices and techniques discussed above are commonly referred to as "low - impact design" or "conservation subdivision design ". Both low impact designs and conservation subdivisions have common goals; however, they have different strategies in obtaining that goal. Low Impact Development is a site design strategy with a goal of maintaining predevelopment hydrologic conditions by managing runoff at the source using uniformly distributed stormwater management facilities. Instead of conveying and treating stormwater in large facilities located at the bottom of drainage areas, LID addresses stormwater through small, cost - effective landscape features located at the lot level. The low- impact analysis and design approach focuses on the following hydrologic analysis and design components: i. Runoff curve number (RCN): Minimizing change in post- development hydrology by reducing impervious areas and preserving more trees and meadows to reduce the storage requirements to maintain the pre - development runoff volume. ii. Time of concentration (Tc): Maintaining the pre- development Tc in order to minimize the increase of the peak runoff rate after development by lengthening flow paths and reducing the length of the runoff conveyance systems. iii. Infiltration: Manage water quality volume through infiltration. iv. Retention: Providing permanent pool storage for volume and peak control, as well as water quality control, to maintain the same storage volume as the pre - development condition. v. Detention: Providing additional storage above permanent pool levels, if required, to maintain the same peak runoff rate and /or prevent flooding for storm recurrence intervals> 5 -10 years. Conservation subdivision designs are characterized by common open space and clustered compact lots. The purpose of a conservation subdivision is to protect sensitive and valuable open space, habitat and other environmental resources while allowing for the maximum number of residences under current community zoning and subdivision regulations. Figure 1- 1 and 1 -2 compares a conventional subdivision layout with a subdivision incorporating conservation design practices. Figure 1 -1: Conservation Design Subdivision Layout �4 '1 I 4 . .. » b , A 's, t � ` -.J►1 *+ems VIev,S from reed (Site before development woodlands tall oaks on small knoll t i } ..stone wall .hemlock grove grassy glade w `Identifying secondary conservation areas. ) M.. conservation area hydric and • floodprone soils /Identifying primary conservation areas. itt lY "� ,• potential + Z . development , areas CA t 4 / 'vl •• ONEM 111L •wetlands Identifying potential development areas._, Con enhtc al Sibitrtar_n Conser.alkn _iir(Wislcn ( Site with conservation design. Source: http: / /www.mass.gov /envir /smart growth toolkit/pages /mod- lid.html Figure 1 -2: Comparing Conventional and Conservation Subdivisions. Source: Ordinance for a Conservation Subdivision, UWEX, Brian Ohm. During plan review, LID and conservation subdivision design and other practices may need to be evaluated to ensure that the land division meets or exceeds subdivision ordinance requirements or planned -unit development (PUD) approval procedures. Cost Considerations – Incorporating LID. Often times, critics of conservation design and LID practices raise concern over the high costs of incorporating LID into subdivisions. What may seem like a simple question, can often be very difficult to analyze and has several dimensions, making it more of a complex topic. It is important to analyze the word "costs" by several dimensions: planning, design, capital costs, short-term vs. long -term maintenance, land values, transportation surfaces, and environmental impacts. Table 1 -3 (below) is offered to help planners, engineers, regulators, and developers compare the costs and benefits of LID with a more conventional land development approach. Qualitative Cost Comparison – How LID Practices Compare with Conventional Practices ILID Practice Design Costs Construction 'Long -Term Costs Maintenance Costs r Increased Land Better Site Design 0 Better Local Roads — 0 Bioretention/Rain Gardens F Infiltration/Permeable Pavements 1 O(1) O(1) a Stormwater Planters F [ $ e Vegetated Swales �0 e Vegetated Buffers 0 1 0 Cisterns/Rain Barrels 0(1) Green Roofs 1 0 0(1) Key : ecreased Values (Environmental Impact ( i - LID practice compares favorably with conventional approach (e.g., costs less) III- LID practice compares unfavorably with conventional approach (e.g., costs more) '- Too close to determine, site conditions or other factors may affect cost (1) - Costs may be too close to call, or even favorable when all costs such as heating, cooling, roof replacement, irrigation, or additional downstream detention are considered. Source: Massachusetts State, Smart Growth/Smart Energy Toolkit Advantages Disadvantages Reduced construction costs Determining an effective location can be difficult Reduced operation and maintenance costs Initial capital costs can be high Ability to serve as a recreational and aesthetic amenity for a community Substantial planning, financing and permitting are required. Ability to maximize the intent of the proposed project. (The area set aside for stormwater management facilities is minimized) The local government may need to establish a stormwater utility or alternative program to fund and implement stormwater control. Higher assurance of maintenance Mitigates existing developments with insufficient stormwater management facilities while also providing for future development D. Watershed - Wide Planning for Stormwater Management The Dubuque County Manual, while focusing on plans and practices to meet the erosion control and stormwater needs of particular sites, encourages watershed -wide planning. Ideally, stormwater management should be conducted as part of a watershed plan. In watershed -wide planning, communities can work together across municipal boundaries to identify potential locations for regional stormwater treatment facilities, and coordinate on- site basins and outlets to reduce the effect of combined peak discharges after storm events. They can also collectively identify areas where stormwater treatment facilities should not be located, e.g. in hydric or alluvial soils, and target areas where they are preferred, e.g. deep sandy soil. Such a collaborative approach may result in significant cost savings from economies of scale and shared responsibility. E. Regional Stormwater Management Using individual, onsite structural stormwater management facilities for each development is the typical approach for downstream flood control. The developer finances the design and construction of these management facilities, and is initially responsible for all operation and maintenance. A potential alternative approach is for a community to install strategically - located regional stormwater management facilities in a sub - watershed rather than require onsite management facilities. Regional stormwater management facilities are designed to manage stormwater runoff from multiple projects and /or properties through a local jurisdiction- sponsored program, where the individual properties may assist in the financing of the facility, and the requirement for onsite management facilities is either eliminated or reduced. Table 1 -3 lists some advantages and disadvantages of regional facilities as compared to individual on -site facilities. Table 1 -3: Advantages and Disadvantages of Regional Stormwater Management Facilities If a community decides to implement a regional stormwater control, it must ensure that the conveyances between the individual upstream developments and the regional facility can handle the design peak flows and volumes without causing adverse impact or property damage. Full build -out conditions in the regional facility drainage area should be used in the analysis. In addition, unless the system consists of completely man -made conveyances (i.e. storm drains, pipes, concrete channels, etc.); onsite structural management facilities for water quality and downstream channel protection will be required for all developments within the facility's drainage area. Federal water quality provisions do not allow the degradation of water bodies from untreated stormwater discharges, and it is U.S. EPA policy to not allow regional stormwater management facilities that would degrade stream quality between the upstream development and the regional facility. Without onsite water quality and channel protection, regional management facilities do not protect smaller streams upstream from the facility from degradation and stream bank erosion. Upstream inundation from a regional facility impoundment can eliminate floodplains, wetlands, and other habitat. Further, without adequate channel protection, aquatic habitats and water quality in the channel network upstream of a regional facility may be degraded by stream bank erosion if they are not protected from bank -full flows and high velocities. Based on these concerns, both the EPA and the U.S. Army Corps of Engineers have expressed opposition to in- stream regional stormwater control facilities. In- stream facilities should be avoided if possible, and will likely be permitted on a case -by -case basis only. F. Dubuque County Erosion Control and Stormwater Ordinance In March of 2010, the Dubuque County Board of Supervisors passed a County wide Erosion Control and Stormwater Management Ordinance. In addition to the Ordinance, Dubuque County worked with a local engineering firm to complete a Stormwater Management Manual. This manual can be found online at http: / /www.dubuquecounty.org/ Zoning /Forms /tabid /156/Default.aspx or by visiting the Dubuque County engineering or zoning office. The manual does an excellent of detailing applicability, performance standards, and management practices that can be used in both pre - construction and post- construction practices.