Chapter 3: Transportation Network Profile Introduction

After using the socioeconomic data collected in Chapter 2 to model travel the activities of the area’s residents, the next step is to study the transportation network on which these activities will take place. The primary goal of the chapter is to assess the current condition of the transportation network in the DMATS area. The chapter includes data on the area’s roadways including traffic volumes, levels congestion, and vehicle crashes. The chapter also focuses on other modes of transportation including public transit, bicycle and pedestrian, freight, and air travel. The final section of the chapter includes information on some special transportation initiatives currently being undertaken within the area. Roads

The predominant transportation system in the DMATS area, as in the rest of the United States, is a network of streets and highways that carry automobiles and trucks. These roadways accommodate the travel needs of local residents businesses and travelers from outside the area. The roads section of the chapter describes the roadway system in the DMATS area in terms of its functional classification, existing capacity, congestion, and safety. Functional Classification

Functional classification describes roadways based on the type of service they provide. 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.

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 Highway 20 is an example of a principal arterial in the DMATS area.

Minor Arterials interconnect with and augment principal arterials. Minor arterials within urban areas serve inter-community trips of moderate length. Although the primary use of the minor arterial is mobility, this functional class provides more land access than a principal arterial. John F. Kennedy Road in the City of Dubuque is a local example of a minor arterial.

Collector streets channel trips between the local street system and the arterials. Collectors serve a balance between mobility and land access. Parking and direct driveway access to the street are typically allowed on collectors. Collectors are usually wider, have higher capacity, and permit somewhat higher speeds than the local street network Collectors are broken down into two categories Major Collectors and Minor Collectors. Chaney Road in the City of Dubuque is a local example of a collector street.

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 are not a significant consideration in metropolitan planning and this plan does address them in any systematic fashion.

The Federal Highway Administration uses functional classification to determine if a roadway is eligible for federal funds. Federal-aid eligible routes include: Principal Arterials, Minor Arterials, Major Collectors, and Urban Minor Collectors. Rural Minor Collectors and Local Streets are not Federal-aid eligible. Figure 3.1 breaks down DMATS area routes by classification, and Figure 3.2 maps the routes. Figure 3.1 DMATS Roadway Functional Classification Annual Average Vehicle Miles Route Classification Lane Miles Daily Traffic Traveled Principal Arterials 128.2 3,741,294 990,743 Minor Arterials 52.7 4,030,103 368,510 Major Collectors 69.6 829,562 198,680 Rural Minor Collectors & Local Streets 87.3 624,724 126,594 Source: Iowa DOT, Illinois DOT, & Wisconsin DOT Figure 3.2 Roadway Functional Classification

Source: Iowa DOT, Illinois DOT, & Wisconsin DOT

Traffic Volume

Transportation planners use average annual daily traffic (AADT) to measure the use of the roadway system. AADT is an annualized measure of traffic volume on a road segment. AADT numbers are based on traffic counts that local and Iowa DOT engineers periodically collect on area roads. Traffic counts provide onetime “snapshot” views of traffic on area roads that traffic engineers then extrapolate into an annualized daily average using a mathematical process. This plan reports 2010 traffic data as 2010 is the base year for the DMATS Travel Demand Forecast Model. Figure 3.3 displays the 2010 traffic volumes from the DMATS travel demand forecast model network. Figure 3.3 2010 Traffic Volume

Source: Iowa DOT Traffic Counts, DMATS Travel Demand Forecast Model

Level of Service

Level of service (LOS) is a qualitative measure describing conditions within a traffic stream, based on speed and 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. Figure 3.4 shows a map of level of service and traffic volume for the DMATS area and Figure 3.5 includes a table of road segments that have a LOS value of D, E, or F. Figure 3.4 2010 Level of Service

Source: State DOT Traffic Counts, and DMATS Travel Demand Forecast Model *V/C thresholds for LOS Categories A <= 0.51, B <= 0.67, C <= 0.79, D <= 0.9, E <=1, F >= 1

Figure 3.5 Level of Service

LOS D LOS E LOS F University Ave Asbury Rd US 20 / Dodge St US 20 / Dodge St Delhi St Kerrigan Rd Sinsinawa Ave Locust St S Bluff St Asbury Rd US 20 / Dodge St University Ave US 61 Badger Rd Sinsinawa Ave Pennsylvania Ave US 61/151 Asbury Rd Cedar Cross Rd W 9th St

Vehicle Crashes

DMATS is committed to improving transportation safety through the goals and objectives of the DMATS LRTP. Reducing vehicle crashes, and the injuries and fatalities that result from crashes, is a top priority for DMATS. Vehicle crash data was acquired from the Iowa Department of Transportation for the Iowa portion the DMATS region. DMATS was unable to acquire data for the Illinois and Wisconsin portions of the region. The data includes vehicle crashes with other vehicles, pedestrians, bicycles, and fixed objects. DMATS has mapped the crashes to illustrate the distribution of fatal and major injury crashes and locations experiencing the most crashes. DMATS uses these maps along with input from local engineers and law enforcement to help identify locations that may need safety improvements. DMATS conducts a more detailed safety analysis through the LRTP project ranking process. Chapter 9 of this plan details the project ranking process.

Figure 3.6 maps the location of all fatal and major injury crashes that occurred from 2009 – July 2014. The 17 fatal crashes occurred during this time period seem to be spread across the region with some clustering in downtown Dubuque and on more rural sections of the region’s state highways. The 96 major injury crashes from this time are also spread across the region but seem to be more frequent on the regions arterials and major collectors. Higher traffic volumes on these roadways likely play a role in the higher occurrence of fatal major injury crashes.

Figure 3.6 Fatal and Major Injury Crashes (Iowa Only)

Source: Iowa DOT Crash 2009 –July 2014

To illustrate where clusters of crashes have occurred, 30 foot buffers were created in GIS around all crash locations in Iowa. Any overlapping buffers were then merged together to create a cluster region, and the number of crashes occurring in each cluster region was calculated. Figure 3.7 illustrates which areas had the highest concentration of crashes in the five year period. For better clarity, all clusters with fewer than 20 crashes in them were excluded from the map. The ten clusters with the most total crashes are listed in Figure 3.8.

Figure 3.7 Crash Clusters by Number of Crashes

Source: Iowa DOT Crash Data 2009-2014 Figure 3.8 Top Ten Crash Locations by Number of Crashes Rank Crashes Location 1 82 US 20 / Dodge St & Iowa 946 2 64 US 20 / Dodge St & Wacker Dr 3 56 US 20 / Dodge St & Iowa 32 / NW Arterial 4 56 US 20 / Dodge St & Hill St Ramp WB 5 53 E 20th St & White St 6 51 Pennsylvania Ave & John F Kennedy Rd 7 50 US 20 / Dodge St & Cedar Cross Rd 8 50 Asbury Rd & Iowa 32 / NW Arterial 9 45 Pennsylvania Ave & Iowa 32 / NW Arterial 10 45 E 14th St & White St

Using the same clusters with 20 or more crashes, the areas with the most severe crashes were examined. Using the 1 through 5 severity values recorded in the crash database (1 = fatality, 2 = major injury, 3 = minor injury, 4 = unknown injury, 5 = property damage only), an average score was calculated to produce a severity score. Lower severity scores indicate more severe crashes. Figure 3.9 maps the

7 results of the average severity score calculations, and Figure 3.10 lists the top ten crash clusters by severity score.

Figure 3.9 Crash Clusters by Severity Score

Source: Iowa DOT Crash Data 2009-2014 Figure 3.10 Top Ten Crash Locations by Severity Score Rank Severity Score Location 1 4.3333 Loras Blvd & Iowa St 2 4.36 Iowa 32 / NW Arterial & US 52 3 4.4 Iowa 32 / NW Arterial & John F Kennedy Rd 4 4.4063 Loras Blvd & Locust St S 5 4.4167 Old Highway Rd & Seippel Rd 6 4.5 E 17th St & Jackson St 7 4.5172 E 22nd St & Central Ave 8 4.52 Asbury Rd & Iowa 32 / NW Arterial 9 4.5217 Loras Blvd & Main St 10 4.5333 E 14th St & White St Transit

Transit service connects many DMATS area residents to work, school, and other important activities. Two main transit providers serve the DMATS area by providing rides to the general population. The region also has several smaller agencies that provide rides to specific groups such as the elderly or disabled. The Jule serves the City of Dubuque and Dubuque County is serviced by Regional Transit Authority 8 (RTA 8). DuRide is a non-profit transportation provider. Grant County, Wisconsin has transit service operated by the Grant County Center on Aging and Jo Daviess County in Illinois has service provided by Jo Daviess County Workshop. The Jule

The Jule strives to provide a safe, timely, and comfortable mode of public transportation for residents to and from their destinations on fixed routes and door to door services. Fixed route service provides transportation to Dubuque residents so that they may access various services, shopping, entertainment, community functions, and employment opportunities within the City. Trolley routes operate seasonally on a 1-hour schedule between the Port of Dubuque, key downtown locations, and many city parks and river viewing areas. Mini-bus promotes independence for seniors and persons with disabilities by providing origin to destination transportation and passenger assistance when accessing the demand response service. Figure 3.11 charts the Jule’s ridership from 2010 to 2015, and Figure 3.12 includes a map of the Jule’s fixed route service.

The Jule operates a fleet of 31 vehicles including 13 mini-buses and 18 fixed route buses. The Jule employs 12 full-time and 63 part time workers. The Jule’s facilities include the Dubuque Intermodal Transportation Center (DITC) and the Bus Storage Facility (BSF). Opened in 2015, the DITC serves as the Jule’s downtown transfer center and features public restrooms, indoor and outdoor seating areas, bike parking, electronic message signage, dedicated parking for commuters, and ticket windows for Burlington Tailways and Lamers intercity bus services. The Jule BSF is located in Dubuque along Central Ave/US Highway 52 in a building that is more than 100 years old. The current BSF is in poor condition and does not have adequate space for preforming essential system activities. The Jule has acquired a federal grant to construct a new BSF on an existing city-owned site near the DITC. Figure 3.11 Jule Ridership

600,000 548,769

500,000 478,370 440,252 448,438 397,584 400,000 373,376

300,000

200,000 FY10 FY11 FY12 FY13 FY14 FY15

Source: The Jule

Figure 3.12 Jule Route Map

Source: City of Dubuque RTA 8

The RTA 8 provides accessible, safe, convenient, and efficient transportation for all residents in the cities, communities, and rural areas of Delaware, Dubuque, and Jackson Counties. RTA vehicles are equipped to accommodate the general public, including children, the elderly, and people with disabilities. All RTA services are based on the demand of clients and are open to the general public, including people with disabilities.

The RTA 8 manages a fleet of twenty-five light duty buses and accessible minivans. RTA 8 provides more than 150,000 annual passenger trips serving over 2,500 individuals in the three-county region. To expedite customer service, the RTA maintains offices in Dubuque, Manchester, and Maquoketa. The RTA employs seven full-time workers, twenty-nine part time workers, and sixteen volunteers. The RTA contracts with East Central Intergovernmental Association (ECIA) for management services and office space. Figure 3.13 provides a map of RTA’s services and Figure 3.14 includes RTA’s annual ridership over the past five years.

Figure 3.13 RTA Service

Source: RTA 8, 2015

Figure 3.14 RTA Ridership 190,000 179,499 180,000 170,000 164,525 160,993 156,164 160,000 152,898 150,000 140,000 130,000 FY11 FY12 FY13 FY14 FY15

Source RTA DuRide

DuRide is a nonprofit transportation program that is operated by volunteers. Volunteers use their own vehicles to provide at-cost rides to Dubuque, Asbury, and East Dubuque residents age 65 and older. DuRide charges an annual fee and a small pickup fee 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.

Grant County Aging and Disability Resource Center

The Grant County Aging and Disability Resource Center (ADRC) provides demand response transit service to the residents of Grant County, Wisconsin. The ADRC operates wheelchair accessible buses Monday-Friday to transport people 60+ or persons with disabilities of any age. A small fee is charged to ride the bus. ADRC also operates the TRIPS program which provides rides to medical and some business appointments for individuals who are not on Medical Assistance. TRIPS charges a mileage-based fee. Jo Davies County Transit

Jo Daviess County Transit is a county-wide public transportation system operated by The Workshop, an organization that assists people with disabilities in the county. Jo Daviess County Board, Townships, and Illinois Department of Transportation provide financial support to the service. Routes run every weekday morning and afternoon throughout the county. Curb to curb service is available in various communities and is open to the general public. Jo Davies County Transit also provides rides to medical appointments within the county. Bicycle and Pedestrian

Walking and biking are important modes of transportation for the DMATS area. Walking or biking instead of driving can reduce traffic congestion, improve air quality, and improve physical health. Through its goals and objectives, the DMATS LRTP supports programs that increase the number of people walking and biking in the area by creating interconnected bicycle and pedestrian networks and making walking and biking safer and more convenient

Walking and biking currently accounts for a small share of all trips in the DMATS area. 2010-2014 American Community Survey data shows that 4.10% of Dubuque County residents currently walk to work and 0.29% bicycle to work. Driving alone is the most popular mode to get to work with almost 82% of residents choosing this mode. The number of residents walking and biking to work has increased slightly from the 2000 census where 4.02% walked and 0.11% biked. Figure 3.15 shows the means of transportation to work for Dubuque County residents. Figure 3.15 Means of Transportation to Work for Dubuque County

Drove Alone - 81.89%

Carpooled - 7.91%

Worked at Home - 4.21%

Walked - 4.10%

Public Transportation - 0.96%

Other - 0.64%

Bicycle - 0.29%

U.S. Census Bureau, ACS 5-Year Estimates 2010-2014

Existing bicycle and pedestrian facilities in the DMATS area fall into three main categories: off-street trails, on-street routes, and sidewalks. The following section provides a description of each category and Figure 13.16 maps the location of these facilities across the region. Off-Street Trails

The DMATS region has several off-street trails. Most trails in the area are classified as multi-use trails. These trials typically are concrete, asphalt, or packed crushed rock and are usually between 8 feet and 10 feet wide. Multi-use trails are physically separated from motorized traffic by open space or barrier and can in an independent right of way or within a highway right-of-way. Multi-use trails usually accommodate both bicyclists and pedestrians and are suitable for most age groups and abilities.

In addition to multi-use trails, the DMATS region also has several trails that are geared to more specific types of uses including: hiking and mountain biking. These trails are usually unpaved, steeper, and narrower than a multi-use trail, and as a result may require a relatively higher level of physical ability. On-Street Bicycle Routes

In addition to trails, the DMATS area has on-street bicycle routes. With an on-street route, bicyclists share the roadway with vehicle traffic. Street design can include specific design elements to direct bicycles and vehicles and improve safety for all users. Collectively these design elements are often referred to as complete streets. Design elements include signage, sharrows, bicycle lanes, buffered bicycle lanes, and protected bikeways. The design element used depends on vehicle speed, vehicle traffic volume, and space available in the right-of-way. Streets with higher vehicle speeds and volumes will usually call for elements like buffered bicycle lanes or separated bikeways that offer more protection to bicyclists. Streets with slower speeds and lower traffic volumes are generally safer for bicyclists and are good candidates for less protective elements such as bicycle signage or sharrows. In many cases local streets are suitable for biking without any additional design elements. Local streets located in primarily residential neighborhoods with low traffic volume and low speeds could be good candidates for bicycle routes. Sidewalks

Sidewalks are an important part of the pedestrian network. Sidewalks provide necessary walking connections to homes, businesses, transit services, and other activities. The DMATS region has a complex network of sidewalks already in place. Most streets in the region have sidewalks, but there are gaps in the sidewalk network. Unlike trails or on-street bicycle routes, private property owners usually maintain sidewalks. This can create challenges, as property owners can vary greatly in their ability or desire to maintain sidewalks. Street designers can also use complete streets design elements to improve pedestrian safety. Design elements include curb extensions, enhanced street crossings, and reduced vehicle lane width.

Together all three facility types make up the DMATS bicycle and pedestrian network. While trails may by the most desirable option for walkers and bikers, cost and available land will not allow a community to build a comprehensive network out of trails alone. Sidewalks and on-street bicycle routes are important facilities that can help fill in the gaps in the trail network and make sure that the entire region is connected to the bicycle and pedestrian network.

Figure 3.16 Existing Bicycle and Pedestrian Facilities

Source: DMATS Freight

The efficient movement of goods is one of the keys to effective competition in the global economy. As a result, policy makers, industry specialists, and transportation planners have recognized that providing efficient systems for moving goods will help create a competitive advantage in the global market. This section focuses on the DMATS area’s three active freight modes: truck, barge, and rail. While the section describes each freight mode separately, the different modes are often used in combination, which is referred to as intermodal freight transport.

The DMATS area is located on the Mississippi River. The river serves as a valuable asset to the DMATS region, providing direct connectivity to 10 states and numerous cities. The river currently transports freight in and out of the DMATS region. The region is also located on US Highways 20, 52, 151, and 61. These highways provide a ground connection to the rest of Iowa, Illinois, Wisconsin, and the nation. The rail system that passes through the region is another valuable resource as the region’s industries depend

14 on imports and exports that require rail transport. Air transport accounts for a small portion of total freight movement in the DMATS region. Cedar Rapids, IA and Rockford, IL are located within reasonable driving distance and both serve as major air freight hubs for the surrounding area.

The Federal Highway Administration (FHWA) Freight Analysis Framework produced the freight data used in this section, and the Iowa DOT provided the data to DMATS. The data used is available at the county level only, and as a result, the data presented approximates actual freight movement in the DMATS area. Data was not available for the Wisconsin or Illinois portion of the region. Figures 3.17 and 3.18 show the top ten inbound and outbound domestic freight commodities for Dubuque County in 2015. Figure 3.17 Dubuque County Figure 3.18 Dubuque County Inbound Domestic Freight 2015 Outbound Domestic Freight 2015

Gravel Cereal Grains

Non-metal Coal mineral prods. Non-metal Gravel mineral prods.

Cereal Grains Waste/scrap

Natural sands Natural sands

Chemical prods. Othe ag prods.

Base metals Machinery

Waste/scrap Other foodstuffs

Fertilizers Animal Feed

Animal Feed Coal-n.e.c.

0 500 1000 1500 2000 2500 0 200 400 600 800 1000 1200 1400 Thousands of Tons Thousands of Tons Source: FHWA Freight Analysis Framework; Iowa DOT Rail Facilities

The DMATS area is served by 3 rail carriers. The following describes the carriers in general terms. Figure 3.19 maps the location of railroad facilities in the DMATS area.

The Burlington Northern and Santa Fe Railway (BNSF) is among the largest railroads in the United States today with track mileage totaling 33,353 miles covering 28 states and two Canadian provinces. In the DMATS area, the BNSF’s track is located exclusively on the east side of the Mississippi in the governmental jurisdictions of Grant County, Wisconsin, and Jo Daviess County and the City of East Dubuque in Illinois.

On October 30, 2008 the Canadian Pacific officially acquired Iowa, Chicago, and Eastern Railroad and the Dakota, Minnesota and Eastern Railroad. Between the two branches (DM&E and IC&E) the railroad

15 operates in Iowa, Illinois, Minnesota, Missouri, Nebraska, Wyoming, Wisconsin and South Dakota. Canadian Pacific provides service between Minneapolis, Chicago and Kansas City. The main route in Iowa parallels the Mississippi River on the west side from the Minnesota state line, south through the Dubuque area as far as Muscatine.

Canadian National (CN) has owned the main east-west rail line in the DMATS area since its acquisition of Illinois Central in 1999. CN is the only railroad which crosses the continent east-west and north-south, serving ports on the Atlantic, Pacific, and Gulf coasts while linking customers to all three NAFTA nations. Figure 3.19 Railroads

Source: Iowa DOT

Barge Facilities

The following river freight facilities are currently operating in the DMATS area:

The Dubuque River Terminal is located on 12th Street in Dubuque, Iowa. The terminal has capacity to unload or store two barges. The terminal has rail access to the Illinois Central and the Burlington Northern Santa Fe railroads. Rail car storage capacity is 12 cars and this terminal facility has liquid storage capacity of 3,384,000 gallons, outside bulk storage of 5 acres and a 20,000 square foot storage building. Major commodities handled at this terminal include steel, twine, salt and lignon liquor.

The Koch Materials Co. Terminal is located at 1550 12th Street in Dubuque, Iowa. The main material handled at the terminal is asphalt cement. This site has the capacity to work 2 barges simultaneously. There is a railroad siding adjacent to the site allowing transfer of bulk materials to railcars for shipment on any of the railroad providers in the Dubuque area. The terminal has a liquid material transfer capability of 4,000 barrels per hour as well as liquid bulk-material storage facilities on site.

The AGRI Grain Marketing Terminal is primarily an intermodal shipping point for agricultural materials and products. Materials handled include corn, soybeans, fertilizer, and salt. The terminal is located at 1050 Kerper Blvd in Dubuque, Iowa. The terminal has the capability of working on two barges as well as storing one barge. The terminal also has railroad access and rail storage capacity of 40 cars. The terminal has transfer capabilities of 200 tons per hour and dry storage facilities for 60,000 bushels of grain and 35,000 tons of fertilizer.

The Peavey Co. Terminal, located at 505 East 7th Street in Dubuque, Iowa, is primarily used for the storage and transfer of bulk dry materials including corn, soybeans, waxy corn, high oil corn, fertilizer, coal, and salt. The terminal has rail access and storage for up to 45 rail cars. The terminal can work 2 barges simultaneously and has dry material storage capability for 320,000 bushels upright and 1.7 million bushels outside.

The Dubuque Power Plant Terminal is used exclusively for the coal fueled power plant. This facility is located at 920 Kerper Boulevard in Dubuque, Iowa. The facility does not have rail access or rail storage capability. One barge can be worked at a time and two barges can be stored. Equipment at the terminal can unload one barge in approximately 5 hours, and dry storage facilities exist on site for 130,000 tons.

The Jones Street Dubuque River Terminal is operated in conjunction with the Dubuque River Terminal at 12th Street. The facility has rail access and storage capacity for 12 cars. The major commodities handled at this location include steel, twine, salt and lignon liquor. The site can work and store two barges.

IEI Barge Services Inc., part of the Alliant Energy, is located at 18525 Highway 20 West in East Dubuque, Illinois or mile 574.5 on the Mississippi River. IEI Barge Services offers unloading, storing, and loading of dry bulk commodities to and from barge, rail and truck.

Dubuque Barge & Fleeting Service/Newt Marine is one of two barge fleeting services in the DMATS water front area. Located at 5 Jones Street in Dubuque, Iowa the site has a capability of storing up to 100 barges. Services offered include six towboats, mechanical dredging, salvage, lock and bridge assistance, barge rental or repair, and cargo transfer.

ARTCO Fleeting Service provides full harbor service including barge switching, cleaning, fleeting, repairs, material transfers, towing, and lock and bridge assistance. ARTCO is currently fleeting from the east end

17 of the Port of Dubuque in the Ice Harbor in Dubuque Iowa. Their fleeting site accommodates approximately 80 barges.

Figure 3.20 maps the locations of Mississippi River barge terminals in the DMATS area. Figure 3.20 Barge Terminals

Source: DMATS Air Transportation

The Dubuque Regional Airport is located about seven miles south of downtown Dubuque on US Highway 61. The airport occupies 1,057 acres and has a field elevation of 1,076 feet. The airport opened at the present location in 1948. Envoy Airlines operating as American Eagle Airlines offers daily departures to Chicago O’Hare International Airport. Sun Country Airlines offers leisure departures to Laughlin, NV and Gulfport/Biloxi, MS.

The FAA measures air traffic activity at an airport in operations, or the number of takeoffs and landings. Operations at the Dubuque Regional Airport have increased over the last four years. Total operations increased to 52,005 in 2015, a 15% increase over 2014. Dubuque’s 2015 operations total ranked second in the state of Iowa behind only Des Moines. Figure 3.21 shows the number of total operations at the Dubuque Regional Airport from 2005 to 2015.

Figure 3.21 Dubuque Regional Airport Operations 2012-2015

55,000 52,005 48,089 50,000 47,851

45,000 42,303

40,000

35,000

30,000 2012 2013 2014 2015

Source: Dubuque Regional Airport Airside Facilities

The airport has two runways, 18-36 and 13-31 and six taxiways to support air traffic. Runway 18-36 (north/south) runway is the primary runway.

 Runway 18-36 o 6,327 ft. long x 150 ft. wide o Pavement rated 75,000 pounds for single wheel aircraft o Pavement rated 173,000 pounds for dual wheel aircraft o ILS Localizer, RNAV, GPS, VOR o Concrete grooved  Runway 13-31 o 6,502 ft. long x 100 ft. wide o Pavement rated 75,000 pounds for single wheel aircraft o Pavement rated 125,000 pounds for dual wheel aircraft o RNAV, Localizer, VOR o Concrete grooved  Taxiways – Taxiway A (alpha) runs parallel to Runway 13-31. Taxiways B (bravo), C (charlie), D (delta), E (echo) and F (foxtrot) provide aircraft access to runways and terminal. Groundside Facilities

The Dubuque Regional Airport’s groundside facilities serve passengers, freight, airport administration, and general aviation needs. The current terminal building is 11,656 square feet in extent. The original terminal was built in 1948. A new terminal was constructed next to the existing one in 1969. The two buildings were combined in a 1989 remodeling project. The airport also includes 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 is currently constructing a new 33,000 square-foot terminal. The FAA’s Airport Improvement Program funded the majority of the $40 million project. The terminal is expected to be completed and open in 2016. Figure 3.22 maps the location of the Dubuque Regional Airport.

Figure 3.22 Dubuque Regional Airport Location.

Special Initiatives

Local governments are currently partnering with private businesses, non-profit organizations, and individuals to implement several special initiatives within the region. This section will present two of these initiatives: the Black Hawk Hills and ECIA Freight Study and the Smarter Travel Project. These initiatives are aimed at improving the quality of life in the DMATS area by making the region more sustianable, improving the transportation system, and improving safety and security. Black Hawk Hills and ECIA Freight Study

DMATS is currently working with surrounding counties in Iowa and Illinois to prepare a multimodal, intermodal freight plan for the eight county Blackhawk Hills & East Central Intergovernmental Association (ECIA) region. When complete the plan will identify future projects and policies that will enhance the mobility of both people and goods while mitigating the negative impacts on mobility,

20 safety, environment and quality of life. The region includes the Iowa counties of Clinton, Delaware, Dubuque, and Jackson; and the Illinois counties of Carroll, Jo Daviess, Stephenson, and Whiteside. The 2010 census population of the region was 324,655. Figure 3.23 provides a map of the study area.

Figure 3.23 Freight Study Area

Project funders believe a broader study should be conducted for the entire region in light of changing conditions in transportation and the economy. The Freight Study will study the following objectives:

 Inventory regional freight facilities and characteristics.  Preparation of study reports that inventory, forecast, evaluate, and identify freight needs and challenges facing the region.  Development of a regional consensus on the priority of freight-related programs and projects.  Prioritization of long, medium, and short-term improvements to improve freight movement.  Evaluation of the costs and benefits of proposed solutions.  Support the data needs necessary for Blackhawk Hills & ECIA region to move further towards the creation of a multimodal, intermodal freight component to the Regional Model.  The Regional Model will develop a commodity flow database for existing and future freight flows in an easy to use/accessible format. The model will include key modes, freight corridors, commodities, tonnage, value, and origins and destinations at regional, state, and national levels. The model will provide characteristics and magnitude of current freight activity - volume, type, and location  Development of solutions that address challenges and facilitate efficient freight movement within, to, from, and through the Region.  Collection of base freight data that will support on-going regional freight planning activities.

 Provide key recommendations for existing and future roadways, rail, river, intermodal, and other freight facilities to be included in the 2045 Update of the DMATS Area Long Range Transportation Plan and the 2040 Region 8 Long Range Transportation Plan in addition to other appropriate regional and local plans.

Smarter Travel

In 2010, DMATS collaborated with International Businesses Machines (IBM), the City of Dubuque, and East Central Intergovernmental Association ECIA to form the Smarter Travel Project Team. In 2011, Iowa DOT awarded $1,607,000 from the Iowa Clean Air Attainment Program (ICAAP) to fund 80% of the Smarter Travel Project. The project seeks to study people’s movements, analyze transit and transportation systems challenges in Dubuque, and improve and optimize their operations. The original Smarter Travel Project included three components: 1.) Data Collection, 2.) Data Analysis & Route Optimization, and 3.) Implementation of the “Midtown Loop” and “Nightrider” pilot routes.

Iowa DOT approved the contract for the new pilot routes, Midtown Loop and Feeder, in November 2013, with the understanding that as the Data Collection and Route Optimization components of the project move forward, Jule routes would be evaluated and potentially modified based on analysis of the results.

In July 2014, The Federal Highway Administration (FHWA) approved funding for the Data Collection and Route Optimization Components of the project. The data collection portion of the project includes development of a smartphone application that collects volunteer travel data, and recruiting volunteers to provide data by installing the app on their phones. The project team will complete data collection between May 2015 and January 2018. In the optimization component of the project, the Project Team will analyze the data collected and develop an origin / destination model and use the model to optimize Dubuque transit routes.

As of summer 2016 the Smarter Travel Project Team is in the midst of completing Phase I of the Smarter Travel Project. However, the Team is also looking to the future, and has developed a concept for Smarter Travel Phase II. Smarter Travel Phase II will use the data collected in Phase I to improve traffic flow in the region by synchronizing signals to coordinate on all major corridors throughout the metro area, rather than individualized by each corridor

Phase II will focus on synchronizing signals into one signal system and creating signal timing scenarios by time of day (peak and off peak) and events (crashes or other emergency issues). Signal synchronization will help address the following issues:

• Reduce wear and tear on major corridors by distributing traffic evenly throughout the metro area • Help reduce congestion and improve travel times • Address signal timing issues during events • Improve safety in the region • Reduce bottlenecks

The Project Team has designed the project in two parts. The goal of Part One is to connect all signalized corridors and create scenarios for peak, off peak, and events by using data from smartphone, Airsage, DMATS Model and INRIX. The system will be controlled from Central Command at Dubuque City Hall.

The goal of Part Two is to build on Part One and create an automated adaptive system. Part two will create a system that will automatically adapt itself based on the data transmitted to the Command Center. The system will automatically select the best signal timing scenario based on the current traffic situation. The system will also be designed to highlight potential system bottlenecks based on time of day.

The Project Team is developing a Request for Qualifications (RFQ). The consultant hired will interview entities like IADOT, DMATS, the City of Dubuque, Dubuque County, and Emergency Management to create a proposal and cost estimate to conduct the study.