rpa 8 lrtp 2031

RPA 8

2031 Long Range Transportation Plan

Prepared By:

RPA 8 Long Range Transportation Plan [3]

Chapters1. Introduction ............................................................................... 52. Human Environment .............................................................. 153. Roads ....................................................................................... 274. Bridges ..................................................................................... 395. Bike and Pedestrian................................................................ 456. Transit ..................................................................................... 657. Freight ..................................................................................... 878. Environmental ...................................................................... 1039. Safety & Security ...................................................................11110. Finance ................................................................................ 12511. Implementation ................................................................... 129

Table of Contents

Chapter 1 - Introduction [5]

Chapter 1 1. Introduction

Introduction:

State Consultation with Rural Officials:In January 2003, the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) issued a new rule to guide the consultation process between state transportation officials and non-metropolitan local officials. The new rule implements the congressional intent of the 1998 TEA-21 law to enhance the participation of rural local elected and appointed officials in the statewide transportation planning and decision-making processes. This rule was carried forward in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). SAFETEA-LU authorizes the Federal surface transportation programs for highways, highway safety, and transit for the 5-year period 2005-2009.

Highlights of the rule include:Each state must have developed and implemented a documented process for local official input into statewide transportation plans and investment programs by February 2004.By February 2006, and at least every five years afterwards, states must seek feedback from local officials regarding the consultation process. States are also directed to seek comments and input from state associations of counties, municipal officials, regional development organizations and other non-metropolitan officials.The consultation process must be “separate and discrete” from state processes to obtain input from the general public, giving more weight to local government officials in recognition of their significant transportation responsibilities, including ownership of roads, bridges and transit systems.

In order to meet these requirements, the Iowa Department of Transportation asked the Rural Planning Agencies to come up with a twenty year Long Range Transportation for their region which will be updated every five years.

[6] Chapter 1 - Introduction

Linn

Sac

Sioux

Ida

Lee

Polk

Clay

Tama

Lyon

Kossuth

Iowa

Story

Cass

Jasper

Clayton

Adair

Butler

Clinton

Benton

Fayette

Page

Jones

Mills

Cedar

Plymouth

Floyd

Dallas

Wright

Scott

Boone

WebsterHardinWoodbury

Davis

CarrollMonona

Taylor

ShelbyHarrison

Marion

O'Brien

Guthrie

Jackson

Crawford

Warren

Greene

Keokuk

Franklin

Wayne

Johnson

Henry

Worth

Union Lucas

Calhoun GrundyDubuque

Hancock

Marshall

Palo Alto

Pottawattamie

Hamilton

Allamakee

Decatur

Madison

Clarke

Mitchell Howard

Delaware

Winneshiek

Mahaska

Louisa

Bremer

Cherokee

Fremont

Emmet

Adams

Ringgold

Buchanan

Monroe

Poweshiek

Wapello

Osceola

Pocahontas

Black Hawk

Buena Vista

Audubon

Chickasaw

Cerro Gordo

Washington

Humboldt

Jefferson

Van BurenAppanoose

Dickinson

Muscatine

Winnebago

Des Moines

Montgomery

¯

Region 8 Planning Affiliation2030 Long Range Transportation Plan

Map 1.1 - Region 8 Location


Organizational Structure

The ECIA RPA is governed by a board of twelve elected officials from the member jurisdictions. The RPA Policy Board is responsible for establishing overall policy, making decisions related to transportation planning and project funding priorities, and monitoring the direction of studies of transportation conditions in the region. There is a board member from each of the four counties, and a board member from each of the four large urban areas. The remaining four board members are from a non-urban city in each of the four counties which are elected by caucus every two years.

RPA Policy Board:

COUNTIES URBAN AREAS SMALL CITIES Grant Wilke Roger Holmes Tom Roth Clinton County City of Clinton City of Camanche Clinton County Jeff Madlom Don Thiltgen, Vice-Chair Delaware County City of De Witt Herb Sigwarth City of Balltown Buck Koos Milt Kramer Dubuque County Jackson County City of Manchester Paul Konrardy Donna Smith, Chair Tom Messerli Jackson County Dubuque County City of Maquoketa Ex officio (non-voting members)

Mokhtee Ahmad, Admin. Stewart Anderson Plng. & Prog. Phil Barnes, AdminFTA Reg. VII Iowa DOT FHWA, Iowa Div. (Proxy Mark Betchel) (proxy Sam Shea) (Proxy Tracy Trounter)


RPA Organization and Management

The East Central Intergovernmental Association Regional Planning Affiliation was established on February 2, 1994 through the adoption of Articles of Agreement by the participating organizations in the region. It is one of the 18 RPA’s in the state that were formed as part of the Iowa Department of Transportation’s implementation of Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), particularly in regard to meeting the statewide planning and programming aspects of the legislation.

This cooperative, comprehensive, and continuing transportation planning process was established by an agreement between the state and local governments in compliance with the provisions of the ISTEA. The planning process is implemented through a committee structure. Committees forward their recommendations to the Policy Board for consideration and final action. At this time, the only standing committee is the Technical Advisory Committee (TAC). The TAC was formed by the Policy Board at its first meeting on February 2, 1994.

The East Central Intergovernmental Association Regional Planning Affiliation (RPA) membership is made up of 56 local cities and counties in a four county area in eastern Iowa. All member jurisdictions have signed a 28E agreement to conduct transportation planning and the programming of federal transportation funds as determined by the Iowa Department of Transportation. The City of Dubuque and the surrounding area is excluded from the RPA, as it is part of a separate transportation planning area - the Dubuque Metropolitan Area Transportation Study (DMATS) . The DMATS region includes the Cities of Dubuque, Asbury, Sageville, Peosta, Centralia and Durango, as well as portions of Dubuque County.

The RPA is staffed by the East Central Intergovernmental Association (ECIA), which has no formal membership on either the RPA Policy Board or the TAC. At their request, the Iowa Department of Transportation, Federal Transit Administration (FTA) and Federal Highway Administration (FHWA) are only advisory members of the RPA Policy Board and TAC. Map 1.2 w shows the region and 56 local jurisdictions.


The 56 member local jurisdictions include four counties and four urban areas (population greater than 5,000). The four urban areas are the Cities of Clinton, DeWitt, Manchester, and Maquoketa. Members of the RPA include:

CLINTON DELAWARE DUBUQUE JACKSON Clinton County Delaware County Dubuque County Jackson County Andover Colesburg Balltown Andrew Calamus Delaware Bankston Baldwin Camanche Delhi Bernard Bellevue Charlotte Dundee Cascade LaMotte Clinton Earlville Dyersville Maquoketa Delmar Edgewood Epworth Miles DeWitt Greeley Farley Monmouth Goose Lake Hopkinton Graf Preston Grand Mound Manchester Holy Cross St. Donatus Lost Nation Masonville Luxemburg Sabula Low Moor Ryan New Vienna Spragueville Toronto Rickardsville Springbrook Welton Sherrill Wheatland Worthington Zwingle The purpose of the RPA is to enhance and improve the rural transportation planning consultation process between IADOT and those local governments responsible for transportation planning in the rural areas. The RPA gives the rural governments of the region a united voice in addressing safety issues, long range transportation needs and transit needs.


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade

BernardZwingle La Motte

St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna

Luxemburg Holy Cross

Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte

DELAWARE CO.DUBUQUE CO.

JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 1.2 - Region 8 Membership

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places

!( Cities (population over 5,000)

Cities (population under 5,000)

¯

Map prepared November 2008 by ECIA


RPA 8 Technical Advisory Committee:

The Technical Advisory Committee consists of professional staff from the RPA member jurisdictions. The Technical Advisory Committee reviews, studies, and makes recommendations to the RPA Policy Board related to technical issues affecting spending and study priorities.

Todd Kinney, Chair Mike Reynolds Clinton County Engineer City of Clinton

Anthony Bardgett Dennis Hart Delaware County Engineer Clinton MTA Director

Bret Wilkinson Timothy J. Vick Dubuque County Engineer Manchester City Manager

Clark Schloz Brian Wagner, Vice Chair Jackson County Engineer Maquoketa City Manager

Mark Munson Steve Lindner RTA Executive Director DeWitt City Administrator Randy Zobrist Great River Bend Executive Director

Ex officio (non-voting members)

Sam Shea, Iowa DOT Tracy TroutnerDistrict Planner, District 6 FHWA Iowa Division Ryan Ward, Mark Bechtel, Transit System Administrator Community PlannerOffice of Public Transit, Iowa DOT FTA Reg.VII, Kansas City, MO


The goals and objectives for the RPA 8 area transportation system are identified below. This insures that the goals, objectives, and projects are internally consistent, and that all transportation needs in the area are addressed based on the priorities set by the RPA 8 Policy Board. The RPA 8 Vision

To promote development of a coordinated, multi-modal transportation system that enhances mobility, economic vitality, and facilitates the safe, secure and efficient movement of people and goods within the Regional Planning Affiliation 8 (RPA 8) region and the surrounding regions.

The RPA 8 Goals & Objectives

Goal 1:Develop a safe, secure multi-modal transportation system that provides for the efficient movement of people and goods.

Objective 1: Preserve and maintain the existing transportation system to maximize the performance of transportation infrastructure. Objective 2: Identify future transportation improvements that are fiscally constrained and support the creation of a comprehensive, multi-modal transportation system. Objective 3: Identify appropriate mitigation techniques to minimize the number and severity of accidents within RPA 8. Objective 4: Select and program transportation projects that are consistent with community values and goals.


Goal 2: Develop a transportation system that promotes the use of alternative modes including public transit, and the development of a regional bicycle and pedestrian network.

Objective 1: Support transportation improvements that enhance existing linkages and create new linkages between transportation modes. Objective 2: Support transit oriented development and explore opportunities to expand transit service to developing areas. Objective 3: Ensure a high level of transit service to persons with special needs, older adults, and at-risk groups. Objective 4: Establish a regional bicycle network that serves recreational and utilitarian trips by connecting major trip attractions such as schools, colleges, libraries, parks, and other important trip destinations. Objective 5: Identify and preserve right-of-way, including abandoned rail lines, for future bicycle and multi-use trials. Objective 6: Promote improvements to the sidewalk network throughout the communities.

Goal 3: Support transportation improvements and projects that promote existing and future economic development.

Objective 1: Evaluate the economic impacts and benefits of potential transportation projects and support those projects that maintain or enhance the economic vitality of the region.

Objective 2: Support transit improvements and programs that provide increased access to local and regional employment centers.

Objective 3: Support projects that encourage the planned growth of freight and passenger rail facilities and operations including projects that provide improved accessibility to freight and passenger systems.

Objective 4: Identify potential intermodal connections to support existing and future business operations within and outside the RPA 8.

The 2031 Long-Range Transportation Plan describes the current and future transportation needs of the RPA 8 area; and identifies the actions that must be undertaken to implement the above goals and objectives so that the area will promote a safe, continuous, comprehensive and coordinated transportation system.

Chapter 2 - Human Environment [15]

Chapter 2 2. Human Environment

IntroductionThis chapter summarizes the socioeconomic data forecast developed for the Long Range Transportation Plan. This data is the primary input used to develop transportation requirements for the region. These forecasts and analyses are necessary for quality long-range transportation planning and to comply with federal transportation legislation. The process of acquiring and checking this data involves coordinated efforts by all the transportation and planning departments in the region.

As seen in Figure 2a, between 1970 and 1980, the population of the RPA 8 region increased by over 5,000. From 1980 to 1990, there was a significant decrease in population, that was partially regained in 2000. These fluctuations can likely be attributed to the economic conditions in the region during the 30 years included in the graph.

Source: Census Bureau

Fig 2a - RPA 8 Historical Trends

18,383 19,782 17,325 17,328

14,129 13,99112,898 13,147

19,65722,793

15,451 18,191

15,16216,190

13,82014,184

34,71932,828

29,20127,772

3,6474,512

4,514 5,049

4,6414,942

5,1375,257

5,6776,313

6,1306,112

0

20,000

40,000

60,000

80,000

100,000

120,000

1970 1980 1990 2000

Popu

latio

n

Years

RPA 8 Historic Population

Clinton Co Delaware Co Dubuque Co Jackson Co Clinton DeWitt Manchester Maquoketa

116,015

121,351

104,476 107,040

[16] Chapter 2 - Human Environment

As seen in Figure 2b, population is expected to decrease slightly between 2000 and 2010. Following the initial decrease, the population is expected begin a slow growth pattern, adding 1,000 to 2000 people every 10 years. Over all, the population within the region is expected to increase by 2.99 percent in thirty years.

ProcessPopulation analysis is very important to the transportation planning process. Knowledge of past and present population character-istics is essential to meaningful projections of future population levels and characteristics. Future population levels determine both the amount of land to be developed and, the type of development (e.g., residential or commercial), which will soon occur. Understand-ing present population characteristics also helps the community determine the adequacy of existing transportation facilities, land use patterns, economic arrangements, and community facilities. Population forecasts for RPA 8 were created by Woods and Poole Economics, Inc. 2000 Census population levels were used as the base for the projection.

Fig 2b - RPA 8 Future Population Forecasts

The age composition of the population of the RPA 8 is expected to change over the next thirty years. These changes are shown in Figure 2c. In the first age bracket (0-19), a reduction of 15 percent is expected over the twenty year period after a slight increase in the between 2000 and 2005. The second age bracket (20 – 64) is expected to decrease by only 5 percent. On the other hand, the percentage of persons 65 years of age and over will increase by 62 percent and should continue to increase as the “baby boomer” generation reaches this age bracket. Overall, the population RPA 8 is expected to become older in the next twenty years.

Fig 2c - RPA 8 Composition and Age Distribution Source: Census Bureau


17,328 17,377 17,167 17,029 17,212 17,641 17,695 17,869

13,147 12,982 12,561 12,460 12,594 12,908 12,947 13,074

18,191 18,894 19,377 19,221 19,428 19,912 19,973 20,169

14,184 14,217 14,137 14,023 14,174 14,527 14,572 14,715

27,772 27,319 26,616 26,402 26,686 27,350 27,435 27,704

5,049 5,176 5,249 5,207 5,263 5,394 5,411 5,464 5,257 5,082 4,898 4,859 4,911 5,033 5,049 5,098

6,112 6,041 5,917 5,869 5,933 6,080 6,099 6,159

-

20,000

40,000

60,000

80,000

100,000

120,000

2000 2005 2007 2010 2015 2020 2025 2030

Popu

latio

n

Years

RPA 8 Population projections

Clinton co Delaware Co Dubuque co Jackson Co Clinton DeWitt Manchester Maquoketa

107,040 107,088 105,069 106,202108,844 109,181 110,251

105,922

30,84227,602 25,445 25,028 25,770 26,075

26,270

59,319 62,385 62,438 62,372 61,554 58,52256,662

16,879 17,101 17,18618,802

21,52124,584

27,320

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

2000 2005 2010 2015 2020 2025 2030

Popu

latio

n

Years

RPA 8 Population composition ( 2000 - 2030)

Age 0 to 19 Age 20 to 64 Age 64 and Above


The racial composition of RPA 8’s population is shown in Figure 2d. The region is nearly 98 percent White, with a small African-American population and an even smaller Hispanic population. 2000 Census figures indicate that minority populations account for only 2.1 percent of the total population. The region’s non-white population ranges from 0.07 percent in Delaware Coun-ty, to a high of 3.22 percent in the City of Clinton. Map 2.1 on the following page shows the locations minority populations within the region.

Income distribution plays a vital role in guiding transportation projects in the area. One person households making less than $20,000 annually, two person households making less than $23,000, three person households making less than $25,000, and four person holds making less than $30,000 are officially described as low income. Over all, 27 percent of households in RPA 8 fall be-low the low income threshold. FHWA policy requires local planning agencies to assess the benefits and burdens placed on low income and minority popula-tions by all transportation projects. A project programmed for construction (or advanced environmental study) must consider low income populations affect-ed by each project, regardless of municipal income averages. Figure 2e shows the percentage of low income households within the region. Map 2.2 shows the distribution of income by census tract.

Fig 2d RPA 8 Racial Composition



Fig 2e Low Income Households0.00% 20.00% 40.00% 60.00% 80.00% 100.00%

Caucasian

African American

Native American

Asian

Hawaiian

Two or More Races

Percentage

Race

104,584

893

188

433

91

698

27%

73%

Household Income

Low income

High income

Source : Census 2000


Manchester

De WittClinton

DELAWARE CO.

DUBUQUE CO.

JACKSON CO.

CLINTON CO.

!(13

!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 2.1 - Minority Population

¯


LegendCensus TractsPercent Minority Population

0 - 1%

1 - 1.5%

1.5 - 2%

2 - 4.5%

4.5 - 14.5%

DMATS MPO


Manchester

De WittClinton

DELAWARE CO.

DUBUQUE CO.

JACKSON CO.

CLINTON CO.

!(13

!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 2.2 - Median Household Income

¯

Data Source: U.S. Census 2000Map prepared November 2008 by ECIA

LegendDMATS MPO

Census TractsMedian Household Income

$20,000 - 27,000

$27,001 - 34,000

$34,001 - 41,000

$41,001 - 48,000

$48,001 - 55,000


In 2000 the RPA member with the high-est unemployment was City of Clinton with an unemployment rate of 6.0 per-cent. This was only 1.8 percent higher than the state’s average during the same time period. Over all, the RPA 8 had an unemployment rate of 4.0 per-cent which was 0.2 percent less than state average. Most of RPA 8 members had lower unemployment rate when compared to state average.

The unemployment rates for Census 1990 and Census 2000 of the members in the RPA 8 Region are compared to the state in Figure 2f. All of the members in the RPA 8 region had a decrease in un-employment from 1990 to 2000. City of Maquoketa showed the most significant decrease from 8.5 percent to 4.6 percent. Nearly a 46 percent reduction in only ten years.

Fig 2f Unemployment Rates

5.7%

3.7%

3.4%

5.2%

5.5%

4.2%

2.7% 3.

0% 3.4% 4.

0%

6.8%

6.3%

6.2% 7.

7%

6.9%

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%

9.0%

Clinton County Delaware County Dubuque County Jackson County RPA 8

Perc

enta

ge

Comparison of Unemployment rates for Census 1990 ,2000 & 2009 in the Region

% Unemployed (1990) % Unemployed (2000) % Unemployed (2009)Source : Iowa Work Force

2000 Rate of Unemployment in Iowa 2009 Rate of Unemployment in Iowa 1990 Rate of Unemployment in Iowa

RPA 8 Unemployment StatusAccording to the 1990 census data, the RPA member with the highest unemployment was City of Maquoketa with an unemployment rate of 8.3 percent. This was 4.8 percent higher that the state’s average during the same time period. Over all the RPA 8 had an unem-ployment rate of 5.5 percent which was 1 percent higher than state average. In general RPA 8 members had unemployment rates at or above the state average.

Economic AnalysisThe following tables provide a quantitative look at the RPA 8 economy in three ways: as a whole, in comparison with the state, and bro-ken into component parts. The tables display data regarding the labor force and employment trends.


The employment forecasts for the RPA 8 area is based on county level economic forecasts developed for Dubuque County by Woods and Poole Economics (WPE) of Washington, D.C, Iowa Workforce devel-opment, and REEBIE data from Iowa DOT. These forecasts were developed by WPE using an economet-ric model. The employment projections within the area are shown in figure 2g, with data from the RPA 8 employment projections.

Analyzing travel time to work can help identify problems in the transportation network. According to the 2000 census, workers in City of Clinton, City of Manchester and City of Maquoketa generally have the region’s shortest commute times, with over 60 percent requiring less than 15 minutes to get to work. Only 23.5 percent have travel time more than 30 minutes to work. Figure 2h shows the number of workers by trip length.

Fig 2g Employment Projections

Fig 2h Travel Time to Work0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

2000 2005 2010 2015 2020 2025 2030

Type of Employment & Employment Projections for 2030

Management professional and related occupationsServiceSales and officeSource : RPA 8

4,294

20,642

16,543

7,470

2,998

1,301

953

- 5,000 10,000 15,000 20,000 25,000

<5

5-15

15-30

30-45

45-59

60-89

90+

Workers

Tim

e (in

min

utes

)

Travel Time to Work (in minutes)

Source : Census 2000

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000

2000 2005 2010 2015 2020 2025 2030


Management professional and related occupations Service

Sales and office Farming, fishing, and forestry

Construction, extraction and maintenance Production, transportation, and material moving

Source : RPA 8

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000

2000 2005 2010 2015 2020 2025 2030


Management professional and related occupations Service

Sales and office Farming, fishing, and forestry

Construction, extraction and maintenance Production, transportation, and material moving

Source : RPA 8


Another key issue for the area’s transportation system is transportation modes that are being used by workers to get to work. Trips to work make up the largest single group of trips and, in most urban areas, account for about 25% of all trips on an average day. Work trips place the single largest demand on the transportation system. The mode choice made by workers for their trip to work is one of the best indications available of the modes that will be chosen for other types of trips.

Most of the commutes in RPA 8 are single-occupant vehicle (SOV) trips and carpool trips. SOV trips account for 78.3 percent of RPA 8 commutes. Urban areas have the highest percentage of SOV trips with in the region on an average of 82.0 percent.

Carpooling accounted for 10.2 percent of all commuting trips in RPA 8, with Jackson County reporting the highest rate (13.1 percent).

Walking to work is uncommon in RPA 8, at only 3.5 percent of all trips. City of Clinton had the smallest percentage of walkers (2.7 percent). Jackson County had the longest mean travel time (21.9 minutes). Dubuque County had the shortest mean travel time, at 15.5 minutes.

Mean travel time strongly correlates to commutation patterns, with those counties that retain more commuters having shorter mean travel times than those counties that retain fewer commuters. Figure 2i shows the percentage of each mode of transportation for the region.

Fig 2i Mode of Transportation to Work

Drove alone78.32%

Carpooled10.18%

Public Transportation0.51%

Walked3.49%

Other means0.81%

Worked at home6.69%

Data Source: US Census Bureau


Commuter PatternsCommuting patterns vary among the four RPA 8 counties. This data provides a coarse indication of journey to work travel patterns.

At nearly 90 percent, Dubuque County has the region’s highest percentage of workers employed within the county of residence. The county is also a net importer of workers from each surrounding RPA counties.

Jackson County exports nearly one third of its resident workforce – the highest such percentage in RPA 8. A majority of these trips are to neighboring Dubuque County, where approximately 1,804 workers commute from Jackson County. This number constitutes nearly 18 percent of Jackson County’s resident workforce.

Overall most of the residents in RPA 8 work within the region.

Maps 2.4 and 2.5 on the following pages show intra-county commuting patterns across and throughout RPA 8.

ConclusionIn recent years, RPA 8 has experienced little economic and population growth with increases in unemployment and travel time to work. Good transportation infrastructure is key to the continued development in all regions. This is especially true in regions that are attempting to jump-start economic growth. The information presented in this chapter demonstrates the need for continued infrastructure improvement, but also the need for continued improvements to the area’s transit systems to accommodate the increasing low-income, minority, and elderly populations.



Map 2.4 - County Workflow - Inward Commutes

Allamakee

Benton

DaneIowa

Tama

Clinton

Butler

Fayette

Cedar

Green

Scott

La Salle

DeKalb

Johnson

Whiteside

Carroll

Grundy

CrawfordHoward

Bremer

Winneshiek

BuchananStephenson Winnebago

Muscatine

Rock IslandMarion

Walworth

StoryLinn

Black Hawk

Clayton

Jones

Lafayette

Grant

Jackson

DelawareJo Daviess

Dubuque

Grant

Linn

Clayton

Cedar

Scott

Keokuk

Lafayette

McHenryDelawareBuchanan

Jo DaviessBlack Hawk

Rock Island

Des Moines

Jones Carroll

Clinton

Dubuque

Jackson

Clayton

Louisa Mercer

Lee

Linn

Henry

Livingston

DeKalb

Johnson

DubuqueDelawareBuchananJo Daviess Winnebago

Muscatine

MarshallDuPage

Jones

Cedar

Carroll

Rock Island

Scott

Jackson

Whiteside

Clinton

Lafayette

Grant

Tama Benton

Fayette

Jones

Hardin

Jackson

Johnson

Richland

CrawfordAllamakee

Jo DaviessBlack Hawk

Chickasaw

Rock Island

Linn

Buchanan

Clayton

DubuqueDelaware

Inward commutes refers to the workersin a given county and which county theyreside in.

Inward Commutes by County1 - 5051 - 150

151 - 600601 - 1000

1001 - 30003001 - 42387

Inward Commutes to Dubuque County Inward Commutes to Delaware County

Inward Commutes to Jackson County Inward Commutes to Clinton County

Map prepared December 2008 by ECIA, Data Source: U.S. Census 2000



Map 2.5 - County Workflow - Outward Commutes

Map prepared December 2008 by ECIA, Data Source: U.S. Census 2000

Dane

Lee

Iowa

Sauk

Rock

Tama

Clinton

Fayette

Cedar

Floyd

Johnson

Lafayette

Richland

CrawfordAllamakee

Buchanan

Chickasaw

Winnebago

Muscatine

Rock Island

StoryLinn

Clayton

Scott

Black Hawk

Grant

JonesJackson

DelawareJo Daviess

Dubuque

Buchanan

Dane

Grant

Rock

Henry

Clayton

CedarJohnson

Whiteside

Delaware

Poweshiek

Black Hawk

Muscatine

HenryWapello

LinnJones Carroll

Jo Daviess

Rock Island

Scott

Clinton

Dubuque

JacksonLee

Henry

BentonKane

Jones

Green

Fayette

Livingston

Johnson

Dubuque

Peoria

Louisa

Grundy

Jo Daviess

Wapello Jefferson

StephensonGrundy

Muscatine

Boone

Des Moines

Kenosha

Linn

Cedar

CarrollCookJackson

Whiteside

Rock Island

Scott

Clinton

Winneshiek

Polk

StoryClinton

Fayette

Cedar

Scott

Jackson

Johnson

Allamakee

Jo Daviess

Poweshiek

Cerro Gordo

MuscatineRock IslandMahaska

Grant

BuchananBlack Hawk

Clayton

JonesLinn

DubuqueDelaware

Outward Commutes by County1 - 50

51 - 150

151 - 600

601 - 1,000

1,001 - 3,000

3,001 - 42,500

Outward Commutes from Dubuque County Outward Commutes from Delaware County

Outward Commutes from Jackson County Outward Commutes from Clinton County

Outward commutes refers to the residentsin a given county and which county theywork in.

Chapter 3 - Roads [27]

Chapter 3 3. Roads

IntroductionThe street and highway system comprises the foundation of RPA 8’s transportation infrastructure. While it primarily serves the movement of automobiles, the region’s public transportation and freight systems are also heavily dependent on the street and highway system. As such, the street and highway system plays a significant role in supporting the region’s transportation goals.

Type of Street Network:There are nearly 4,900 linear miles of roadway crisscrossing RPA 8 region. Approximately, 10 percent of the Region’s roadways are maintained and operated by IADOT. The reaming 90 percent of the road system is owned by counties and cites in the region. (Graph 1)

U.S Highway, 5.51% State

Highway, 4.67%

Farm Market Roads, 29.11%

Local, 60.71%

205 Mi

242 Mi

[28] Chapter 3 - Roads

Surface TypeU.S. 20, U.S. 151, U.S. 61, U.S. 52, U.S. 67, and U.S. 30 account for 5.51 percent of asphalt and concrete roads in RPA 8. 43.7 percent of the roads in RPA 8 are asphalt, concrete, or seal coat. The remaining 56.29 percent have a dirt or gravel surface.

Dirt, 1.98%

Gravel, 54.31%

Seal Coat, 4.43%

Asphalt, 23.51%

Concrete, 15.76%

% Surface Type in RPA 8

2,451 Mi1,061 Mi

711 Mi

89 Mi

200 MiPrincipal Arterial,

5.34% Minor Arterial,

5.34%Major

Collector, 13.36%

Minor Collector,

16.03%

Local, 59.93%

2,633 Mi704 Mi

587 Mi

235 Mi

235 Mi

Federal Function ClassificationThe FHWA classifies highways based on the type of service they provide. Streets and highways generally perform two types of service. They either provide traffic mobility or land access, and are grouped (or “ranked”) in terms of the proportion of each service they perform. State highways are classified as principal arterials. Principal arterials are the region’s highest functionally classified roadway, and make up 5.34 percent (235 miles) of roadway through out the region.

The Minor collectors and Local streets make up 76 percent (3337 miles) of the region’s roadways. All classifications except local streets and minor arterials are eligible for federal funding.


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 3.1 - Region 8 Federal Function Classification

¯


Legend

County Boundary

Incorporated Places



Federal Function ClassificationPrincipal Arterial

Major Arterial

Major Collector

Minor Collector

Local

Dirt, 1.98%

Gravel, 54.31%

Seal Coat, 4.43%

Asphalt, 23.51%

Concrete, 15.76%

% Surface Type in RPA 8

2,451 Mi1,061 Mi

711 Mi

89 Mi

200 Mi


Good, 74.52%

Fair, 18.44%

Poor, 7.04%

113 Mi

43 Mi

583 Mi

Roadway ConditionsRoadway conditions within RPA 8 are assessed based on the Pavement Condition Index (PCI) for secondary Road system, International Roughness Index (IRI), and Average Annual Daily Traffic (AADT) with Volume Capacity for road systems that has AADT.

Very Poor, 3.38%

Poor, 40.24%

Fair, 34.71%

Good, 21.68%

372 Mi

431 Mi

232 Mi

36 MiPavement Condition IndexThe Pavement Condition Index (PCI) is based on a visual survey of the pavement. A numerical value between 0 and 100 defines the condi-tion with 100 representing an excel-lent pavement. The PCI is applied to all secondary roads in the region. 22.6 percent of the network is in good condition, and 34.7 percent is in fair condition. 40.2 percent of the network is in poor condition, and 3.3 percent is in very poor condition.

IRI measurements are recorded based on the level of deflections per segment of highway. The lower the IRI, the smoother the road. Using IRI ranges, all roads are rated good, fair, or poor. In the region 74.5 percent of the net-work is in good condition, 18.4 percent is in fair condition, and 7.0 percent is in poor condition.

International Roughness Index (IRI)


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

E063

F012

Z036

Y046

Z050

Y070

Y044

Y054

Z034

Z040

Y060

Y04E

E044

Y034

Y052

292 ST

Y068

Y024

120

AVE

W06

3

X047

X031

D047

C064

D022

D05X

W069

C057

C064C064

C064

X047

C064

D053

Y021

Y013

D017

C063

D061

E017

Y031

Y061

E23YY034

Z040

D057D061

Y031

D M A T S


Map 3.2 - Region 8 Pavement Condition Index

¯

Map prepared April 2011 by ECIA

LegendCounty Boundary



Incorporated Places

Federal Aid Eligible RoutesPavement Condition

Very Poor

Poor

Fair

Good

ExcellentSource: 2009 Iowa Pavement Management Program


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 3.3 - Region 8 International Roughness Index

¯


International Roughness Index (IRI)


Incorporated Places



Poor

Fair

Good


Average Annual Daily Traffic (AADT)AADT is a measure of system use. AADT data is collected through 24 hour traffic counts. AADT can be used to examine the road sys-tem and identify areas with high or low use. In the region, 86.6% of the network has less than 1,000 AADT, 8.48 percent has between 1,000 – 3,000 AADT, 2.32 percent has be-tween 3,000 – 6,000 AADT, 2.47 percent has traffic between 6,000 – 10,000 AADT, and 0.58 percent has traffic more than 10,000 AADT. Volume Capacity (V/C):

Volume Capacity method is to compare the estimated roadway capacity with the AADT that has been measured for the roadway. This approach provides a general indication of the road segments that are congested. The outcome ratio is broken down into levels of service. Level of service A to C are good D is acceptable, E is bad and F is worse. Around 96.8 percent of the network in RPA 8 is in level of service A.

3,785 Mi

372 Mi

102 Mi

108 Mi

25 Mi

0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00% 80.00% 90.00% 100.00%

0-1000

1000-3000

3000-6000

6000-10000

10000+

Percentage

AADT

4,267 Mi

108 Mi

23 Mi

8 Mi

1 Mi

1 Mi

0.00% 20.00% 40.00% 60.00% 80.00% 100.00% 120.00%

A

B

C

D

E

F

Percentage

Leve

l of S

ervi

ce


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 3.4 - Region 8 Average Annual Daily Traffic

¯



Incorporated Places



Average Annual Daily Traffic10,000 - 21,900

6,000 - 10,000

3,000 - 6,000

1,000 - 3,000

0 - 1,000


!(

!(

!(

!(

Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 3.5 - Region 8 Volume by Capacity Ratio

¯



Incorporated Places



Level of ServiceA

B

C

D

E

F


Funding Deficiencies

City ProjectCity of Camanche Washington Blvd: From Hwy 67 to Hwy 67 in CamancheCity of Clinton 19th Ave N: From N 2nd St to Mill Creek Park WayCity of Dyersville US 20 Interchange

The region has 730 miles of federal function classification roads, 987 miles of farm to market roads, and 2,440 miles of local roads. Maintenance costs were estimated by assigning an average cost per mile of road and an average cost per bridge. The average cost to maintain one lane mile of county road over the road’s 15 year life is $225,000. The average costs to maintain a lane mile of city road is $800,000 over the same period of time. The average cost of city and county bridge replacement is $350,000. To estimate the total maintenance cost for the RPA over the next twenty years, average costs were multiplied by the number of lane miles or the number of bridges, and were inflated using 4% rate. Over all, RPA 8 members will need $5,309,130,037 to maintain the existing system over the next twenty years. The region will have difficulty funding any new construction projects with the huge demand for road maintenance. That being said, there are three new construction projects that will be a priority in the next twenty years. These projects include:

In addition to the three projects listed above, nineteen road projects are scheduled for implementation within the next four years. These projects are listed in the charts on pages 37 and 38.


RPA Road Projects

Sponsor Location Length Project Funding in 1,000Type of work FY 11 FY 12 FY 13 FY 14

Dewitt 11TH ST: From 6th Ave to Silver Creek Bridge 1.05 Miles $775 -- -- --Overlay and storm water improvements

Iowa DOT IA 136: WCL Clinton to Charlotte 16.3 Miles $4,700 -- -- --Pavement Rehab

Dubuque County D-17: Budd Rd to Bankston Park Road 8.5 Miles $2,700 -- -- --Pavement Rehab

Dubuque County Y-13: City of Farley to City of Cascade 10.6 Miles $2,800 -- -- --Pave , Granular Shoulders

Dubuque County D-15/Petersburg Rd: From Delaware Co. Line to New Vienna City Limits

0.9 Miles $587 -- -- --

Pavement rehab, widenDubuque County D-41: Sundown Road to US 151 -- -- -- -- $1,300

Pavement Rehab/WidenMaquoketa MAIN ST: MAIN ST TEAP Study -- $25 -- -- --

Replace Traffic SignalsJackson County D53/Centerville Road: From 230th Avenue to 239th Avenue 2.49 Miles -- $1,400 -- --

Grading & Bridge ReplacementClinton 19th Ave Connector: From N 2nd St to Mill Creek Park Way -- $1,800 -- -- --

Grade & PaveDeWitt 6th Avenue: From 400 block of 6th Avenue south to Union

Pacific Railroad0.42 Miles $606 -- -- --

Pavement Rehab/WidenClinton 28TH AVE N: From the 27th Avenue N/N 13th Street inter-

section east and north to the MRT Trail connection1.34 Miles $550 -- -- --

Ped/Bike DevelopmentEpworth East Gate Walkway: West of Bierman Rd to North of Jacoby

Dr East0.53 Miles $207 -- -- --

Ped/Bike Development


Maquoketa S MAIN ST: Monroe St to Carlisle St 0.5 Miles $425 -- -- --Ped/Bike Structures

Ryan Main St: Washington St to Franklin St 6.2 Miles $72 -- -- --Ped/Bike Structures

Dubuque County Y-13: City of Farley to City of Cascade 3.91 Miles -- $300 -- --Ped/Bike Structures

Iowa DOT US 30: S 14TH ST TO S 4TH ST In Clinton Stage 2 (LIB-ERTY SQ)

-- $2,300 $9,977 -- --

Grade and Pave, Right of WayIowa DOT US 67: In Clinton From US 30 to IA 136-State Share 2.8 Miles $696 -- -- --

Pavement RehabCamanche WASHINGTON BLVD: From Hwy 67 to Hwy 67 2.61 Miles -- $4,960 -- --

Work not AssignedClinton 19TH AVE N: From N 2nd St to Mill Creek Park Way 1.27 Miles -- $2,900 -- --

Grade and Pave

Sponsor Location Length Project Funding in 1,000Type of work FY 11 FY 12 FY 13 FY 14

Recommendations • Apply context-sensitive design to reduce community impacts• Promote street connectivity• Continue to partner with IADOT to construct projects identified in the LRTP to meet current and future travel demand• Continue to partner with IADOT in the early development of environmental documents for projects identified in the LRTP

RPA Road Projects

Roadways provide the connections that allow efficient movements of people and goods within the region. The ongoing main-tenance and expansion of the roadway network is vital to the RPA’s future economic and cultural future.

Conclusion

Chapter 4 - Bridges [39]

Chapter 4 4. Bridges

IntroductionThere are 1,153 bridges in the RPA 8 region. A good network of bridges is essential in improving residents’ access to activities, goods and services. Ongoing preservation, improvement, and expansion of bridges will bolster the region’s economic development potential and the mobility of its residents.

[40] Chapter 4 - Bridges

Good, 64%

Fair, 32% Poor, 4%

Very Poor, 0%

Bridge Condition

741

365 41

Bridge conditions can be measured in three ways:

#1 Load Capacity Challenged (Posted and Closed)

The most common measures of bridge performance are bridge closings and postings. Posting is part of the load rating process that determines the safe load carrying capacity of structures. If a structure is inspected and deemed deficient, County officials will post a maximum load for the structure. Posted and closed bridges negatively impact emergency response, goods movement, and commerce in general. In the RPA 8 region, most posted and closed bridges are on local roads. Map 4.1 shows the locations of bridges within RPA 8 that are posted and closed

#2 Substandard Bridges (Structurally Deficient/Functionally Obsolete)

Structurally deficient bridges are structures unable to carry vehicle loads or tolerate the speeds that would normally be expected for that particular bridge in its designated system. They do not meet current criteria for live load capacity and traffic capacity. Functionally obsolete refers to a bridge with inadequate width or vertical clearance for its associated highway system…a “choke point.”

Open with minor

restrictions, 85%

Closed for all traffic, 1%

Posted for load, 9%

Posted for other load-

capacity restrictions,

5%

983

10853

9


#3 Sufficiency Ratings

The RPA 8 has 1,153 bridges of which 1,070 bridges cross waterways, 27 are highway bridges, 20 are highway bridges on rail-roads, and the remaining are pedestrian bridges.

The RPA 8 has three major bridge crossings over the Mississippi River, one in Sabula and two in city of Clinton. There are five major highways in the region U.S. 20, U.S. 151, U.S. 61, U.S 52, and U.S 30 that con-nect the region with the surrounding re-gions.

Bridge Inventory

Below 50, 10%

Above 50, 90%

Bridge Sufficiency Rating

1,041

112

Sufficiency rating is a method of evaluating factors which indicate a bridge’s sufficiency to remain in service. The result of the formula is a per-centage in which 100 percent represents an entirely sufficient bridge and zero percent represents an entirely insufficient or deficient bridge. The sufficiency rating is never less than 0 or more than 100.

States annually submit information for each bridge to the Federal High-way Administration (FHWA). The FHWA uses this information to deter-mine the sufficiency rating.

The sufficiency rating doesn’t necessarily indicate a bridge’s ability to carry traffic loads. It helps determine which bridges may need repair or replacement, not which bridges could collapse. A bridge’s sufficiency rating affects its eligibility for federal funding for maintenance, rehabilitation, or replacement activities. For bridges to qualify for federal replacement funds, they must have a rating of 50 or below. To qualify for federal reha-bilitation funding, a bridge must have a sufficiency rating of 80 or below.

Ratings of individual bridge elements (deck, substructure, superstructure, etc.) and levels of traffic are factors that are important in the determina-tion of bridge sufficiency ratings. Map 4.1 shows the locations of bridges.

12

27

20

1,070

9

11

4

0 200 400 600 800 1000 1200

Overpass

Highway

Highway/Railroad

Highway/Waterway

Railroad

Hwy Pedestrain/Waterway

Other


Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

EarlvilleDelaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 4.1 - Region 8 Bridge Information

¯

Map prepared April 2011 by ECIA

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places

!

!

Closed

Posted

! Sufficiency Rating < 50

Bridges

Data Source: Iowa DOT, 2009


Sponsor Location Length Project Funding Project Funding in 1,000Type of work FY 11 FY 12 FY 13 FY 14

Delaware County

X-21: 240th Street to Jefferson Rd 0.1 Miles Total $1,000 -- -- --

Bridge ReplacementJackson County D53/Centerville Road: From 230th Avenue to

239th Avenue2.49 Miles Total -- $1,400 -- --

Grading & Bridge ReplacementIowa DOT US 151: Branch Praire Creek 8.4 Miles North of

Cascade -- Total -- -- $251 --

Bridge Deck OverlayClinton County Y-44: Over CALAMUS CREEK 0.1 Miles Total $300 -- -- --

Bridge ReplacementClinton County Y54: Over creek 0.1 Miles Total -- $315 -- --

Bridge ReplacementDelaware County

W-69: 255th St to 240th St 0.2 Miles


265th Avenue: Ranch Road to 195th Street 0.25 Miles Total $300 -- -- --


197th Avenue: 275th Street to 295th Street 0.2 Miles Total -- $300 -- --


267TH ST: Over Turtle Creek 0.2 Miles Total -- -- -- $500

Bridge ReplacementDubuque County

MAIN ST: Over Coffee Creek -- Total $490 -- -- --

Bridge ReplacementJackson County E1e: 1/4 mile east of bridge to 1/4 mile west of

bridge0.5 Miles Total $600 -- -- --

Bridge Replacement

Bridge Projects

Over the next four years, one bridge deck overlay project and ten bridge replacement projects have been scheduled. All bridge projects are listed in the table below.


Financial

Conclusion

Within RPA 8 there are 435 bridges in the unincorporated areas and 27 bridges in incorporated areas which are not in IADOT right of way that need to be replaced in the next twenty years. It is assumed that replacement, on average, costs $350,000. The life span for each bridge is assumed to be 50 years. Using a 4 percent inflation rate, $355,740,000 will be needed to maintain the existing bridge system over next twenty years.

All bridge replacement projects are treated as real projects within the region. Bridges are the links that connect road sys-tems and help connect both urban and rural communities. Maintaining bridges and keeping them in shape will help increase safety within the region.

• Apply context-sensitive design to reduce community impacts• Promote street connectivity• Continue partnering with IADOT to construct projects identified in the LRTP to meet current and future travel demand• Continue partnering with IADOT in the early development of environmental documents for projects identified in the LRTP

Recommendations

Chapter 5 - Bike and Pedestrian Facilities [45]

Chapter 5 5. Bike and Pedestrian

IntroductionBicycling and walking facilities are an increasingly popular alternative form of transportation. These facilities allow for a pollutant-free form of transportation to important destinations such as work, schools, retail and services, parks, and recreational areas. The development of biking and walking networks also provides connectivity between communities in the region.

RAGBRAI Manchester, Iowa

[46] Chapter 5 - Bike and Pedestrian Facilities

Bicyclists Skill LevelsIn order to create a bicycle/pedestrian system that will accommodate as many users as possible, the system must take into consideration the differing abilities of potential riders using the system. The Federal Highway Administration (FHA) uses the following general categories of bicycle users to assist planners in determining the impact of different facility types and roadway conditions on bicyclists. These categories are: Group A – Advanced Bicyclists, Group B – Intermediate Bicyclists, and Group C – Beginner Bicyclists.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 in Group B or C categories.

Group A Bicyclists: Experienced riders who can operate under most traffic conditions. They comprise the majority of users of collector and arterial streets and are best served by the following:• Direct access to destinations usually via the existing street and highway

systems.• The opportunity to operate at maximum speed and minimum delays.• Sufficient operating space on the roadway or shoulder to reduce the need for

either the bicyclists or the motorists to change position when passing.

Group B Bicyclists: Casual or new adult and teenage riders who are less confident of their ability to operate in traffic without special provisions for bicycles. These bicyclists prefer:• Comfortable access to destinations, preferably by a direct route using either

low-speed, low traffic volume streets or designated bicycle facilities.• Well-defined separation of bicycles and motor vehicles on arterial and collector

streets such as bike lanes or shoulders, or grade separated bike paths.Group C Bicyclists: Pre-teen riders whose roadway use is initially monitored by parents. Eventually they are accorded independent access to the system. They and their parents prefer the following:• Access to key destinations surrounding residential areas, including schools,

recreation facilities, shopping, or other residential areas.• Residential streets with low motor vehicle volumes and speeds.• Well-defined separation of bicyclists and motor vehicles on arterial and

collector streets or separate bike paths.


Existing FacilitiesThe national Mississippi River Trail (MRT), currently under development, follows the Mississippi River bordering the East side of the region. The Heritage Trail runs 26 miles from Dyersville to connect with the MRT just North of Dubuque. Other large trails include the Bernard Road Trail in southeast Dubuque County and the trail from Spragueville to county High-way Z34 in southern Jackson County. Many cities have shorter trails that lead to important destinations. The majority of trails in the region are paved shoulder, followed by stand alone trails, and other types, including multipurpose trails.


Mississippi River Trail (MRT): A national trail running along the Mississippi River from Lake Itasca, Minnesota to the Gulf of Mex-ico that connects 10 states and is approximately 3,000 miles in totality. About 280 of those miles are along the Eastern Iowa bor-der and connect various cities, towns and existing trail networks. The trail accommodates on-road and bike/pedestrian pathways.Maquoketa River Trail: A water trail on the Maquoketa River that begins in eastern Jackson County at the Mississippi River and follows southwest to Maquoketa and then northwest through Jones, Dubuque, and Delaware Counties to end in Dyersville. It has canoe access and boat ramps along the trail.North Fork Maquoketa River Trail: A water trail that splits from the Maquoketa River trail in Maquoketa and runs east and northeast through Jones Delaware and Clayton Counties and has canoe access and ports as well as boat ramps.Delaware County TrailsWestern Delaware County Routes: The on-road paved shoulder bike route runs from Linn County on 110th Avenue going north all the way to 135th Street and connecting cites of Ryan, Masonville, Manchester, and Dundee. There are a number of offshoots from the trail as well. The first split follows 300th Street to the East to connect the city of Ryan to the route system. The second split goes west on 285th street into Bu-chanan County. The third follows 255th Street east to Highway 13. The fourth split from the route makes a loop in Northeast Delaware County. The trail splits at 220th Street near Masonville and the route follows north on 145th Avenue to 165th west to 130th Avenue north to Dundee. Two other routes split from the fourth route. One follows east to Manchester on 210th Street, and the other follows 190th Street to north Man-chester at the canoe portage and boat ramp along the Maquoketa River. Greeley/ Edgewood Route: A paved shoulder bike route that starts from Edgewood going south along Laser Drive to Jet Drive where the trail forks. One trail continues to follow Jet Road to Greeley; the other goes west then south on 230th Avenue to 150th Street. Northeast Delaware County Route: A paved shoulder route that runs from east Manchester to Earlville along 210th


Street to Dyersville. A route splits for the north and follows 300th Avenue to Colesburg. One trail splits along the way to follow 270th Avenue north from Earlsville to 155th Street.Manchester North Route: The paved shoulder bike route begins on Honey Creek Road in Northern Manchester and splits at 180th Avenue. One route follows 180th Street to 150th Street and the other follows Honey Creek Road to 170th Street and then turning east to meet with Highway 38.Manchester, Delhi, Hopkinton System: The paved shoulder bike route begins in Southern Manchester. The first trail leads south along 180th Avenue to 275th Street Route that runs from Highway 13 to 230th Avenue. The route leads south from 275th Street on 190th Avenue to 310th Street Route that runs along 310th Street/D47 from Highway 13 to 245th Avenue at Buck Creek and south into Jones County. The second route starts at Highway 20 and Jefferson Road to follow Jefferson Road southeast to 240th Street, then to 210th Avenue going south to 250th Street east to Delhi. One trail splits off 197th Avenue to the 275th Street Trail, and follows 220th Avenue to the 275th Street Trail where the paths run together a short distance and then back south on 230th Avenue until the intersection with D47 and then meet with 315th Street to follow east to Hopkinton. Southeast Delaware County Route: The paved shoulder route runs on 310th Avenue/ X47 from Highway 38 north to Highway 20. One path breaks off to the east on 275th Street to connect to Worthington. Hopkinton Walkway: A separated walking path along county road D47 near the name change of SW Marion Street to 315th Street. The path leads to bridges over the North Fork Maquoketa River. Bailey’ Ford Park Trails: Off-road hiking trails in the 105-acre park located three miles southeast of Manchester at 2379 Jefferson Road.Fountain Springs Park Trail: Separated hiking paths in the Fountain Mill Spring Park off of Oak Road, 3 miles Northeast of Greely.Backbone State Park Trails: Approximately 25 miles of multiuse trails in Backbone State Park located in the Northwest corner of Delaware County, just north of Dundee, IA. One trail leads out of the park and follows 120th Street west into Buchanan County. Manchester Riverfront Trail: A separated path for biking a walking, it runs along the Maquoketa River from S Franklin and Main Street down to Marion Street heading east to S Wayne Street in Manchester, IA.Southeast Manchester Trail: A bike trail going from the intersection of Main Street and Bailey Drive south to Brewer Street and Jefferson Road, then heading northwest along Brewer Street to Vine Street in Manchester, IA.Main Street Manchester Trail: A bike lane along Main Street between 12th Avenue and 9th Avenue.East Manchester Parks Trail: A biking trail starting at the corner of Butler Street and Anderson Street and going northeast through the Joseph J. Baum Memorial Park to Stiles Street. The trail follows Stiles Street north to East Acres Street; follow Acres Street west until connecting with west sides of parks and recreational facilities in Manchester and the Fairgrounds.Manchester Sidewalks: The first sidewalk connects the East terminus of the Main Street Trail to the Riverfront Trail. The sec-ond bridges over the Maquoketa River and crosses the Riverfront Trail at East Marion Street and continues to follow Marion Street until heading south on Brewer Street to connect with the Southeast Manchester Trail at Vine Street. The third trail winds through the center of Manchester. It starts from West Union Street at the river and follows East to Franklin Street (HWY 13) and travels north one block to East Liberty Street where it travels east one block to North New Street. Following New Street north


two blocks to East Prospect Street going east one block to North Sherman Street and heading north to East Clara Street heading East one block to North Doctor Street going north until reaching East Acres Street at the Fairgrounds. Dubuque County TrailsNorthern Dubuque County Routes: The paved shoulder routes are actually four separate trails located in Northern Dubuque County, all of which are relatively short in distance. The first route runs on Clear Creek Road, east of Luxemburg, to Hiederscheit Road and follows northeast to the county line with Clayton County. The second route starts at the intersection of Toll Gate Road and Ridge Road following Ridge Road northeast to North Buena Vista Road at the southern dip in the Great River Road along the MRT. The third route runs from Rickerdsville north along James Road to Horseshoe Road. The fourth route begins just west of Balltown at the MRT and runs south, then east to Sherrill to meet back with the MRT. Central Dubuque County Route: The paved shoulder route begins at New Vienna and follows New Vienna Road east to Bankston Road and then to Asbury Road all the way to meet with the Heritige Trail north of Graf. The bisecting route leads from Park Hol-low Road and Bankston Park Road south through the intersection with the East/West route and continues south to Placid Rd pass-ing Bankston and Epworth and following south to Pleasant Grove and south again on Roller Coaster Road to Cascade Road going southwest to end at Kearney Road and Simon Road.

Heritage Trail: A 26 mile long biking and hiking path in Dubuque County from Dyersville winding Eastward past Farley, Epworth, Graf, Duran-go, and Sageville to Heritage Pond and Trail Interpretive Area just 3 miles north of Dubuque on US 52 and Rupp Hollow Road. The scenic path is available for use year-round and leads through scenic overlooks and old mining and mill towns.Bernard Road Trail: Southeast Dubuque County trail accommodat-ed with an on-road bike lane. Begin-ning at the intersection of Highway 151 and Curoe Road heading south to Higginsport Road then Eastward past the city of Bernard, IA and past the connection with Highway 61 where Higginsport changes to Haxybylane Road and terminates at 230th Avenue/ Olde Davenport Road.


An asphalt shoulder route splits off to go north on Bernard Road to meet with Highway 151.Monastery/ Skyline Road Route: The paved shoulder runs along Monastery Road at Sundown Road south of Peosta going east to change to Skyline Road and meeting with Highway 61Military Road Route: The asphalt paved shoulder runs from Highway 151 NNE along Military Road to Key West Dive south of Dubuque. North Cascade Road Route: The asphalt paved shoulder runs northeast from the Highway 20 bend just west of Peosta along North Cascade Road into the city of Dubuque. Jacoby Walkway: An on-road bike path along Jacoby Road running along the southern city limits in Epworth, IA. The trail be-gins at 5th Avenue SW and continues past a connection with Center/1st Avenue Trail almost to Bierman Road.Central/1st Avenue Trail: On on-road bike path along 1st Avenue North and Park down to Main Street where it runs together with Main Street Trail westward until Center Avenue heading south to Jacoby Road and Jacoby Walkway in Epworth, IA.Epworth Main Street Trail: A bike lane running east to West along Main Street in Epworth. The trail follows Main Street from the west city limits, just west of 7th Avenue SW, to Mozena Lane. Runs together with Center/1st Avenue trail for a short distance and then branches south down to city insti-tutional land on the east side of Center Avenue.Worthington City Trails: Multiuse trails in the city of Worthington, IA.Cascade Prairie Trail: A separated bik-ing/walking/hiking path that cuts di-agonally from the SW to the NW of the Cascade, IA 4-Acre Prairie Field.Cascade Riverfront Trail: A separated path for biking and walking that starts at the intersection of 2nd Avenue NW and Lincoln Street NW heading east to the North Fork Maquoketa River run-ning through Cascade, IA and follow the river NNE toward HWY 151.


Balltown Walkway: A separate walking path along the MRT in Balltown, IA from an open-air pavilion with bike parking along Balltown Road going north to Ridge Road heading west to a scenic overlook.New Wine Park Trails: Separated multiuse paths located on 184 acres just 3 miles north of Dyersville and west of HWY 136.White Pine State Hollow Trails: Separated hiking paths in White Pine State Hollow Park in Dyersville.Peosta North/South Trail: An on-road biking path leading from Peosta Street/ Sundown Road at Highway 20 going south to con-nect with Monastery Road. Jackson County TrailsBellevue-Cascade Road Route: The concrete paved shoulder runs along Bellevue-Cascade Road/ D61 from Bernard Road going East to Bellevue in Northern Jackson County. Springbrook-Goose Lake Route: The concrete paved shoulder follows 150th Street/ E17 from Springbrook to 435th Avenue/Z34 where the trail forks. One path leads north to Highway 52 and the MRT; the other continues south on 435th Ave to Preston. Another path leads off just before Preston going southwest to Spragueville on a separate path and then back north along paved shoulder on 378th Av-enue to 70th Street. From Preston the route follows 418th Avenue south to 362nd Avenue to the City of Goose Lake in Clinton County. All together this trail connects the cities of Springbrook, Preston, Spragueville, and Goose Lake. Es Gate Road Trail: A concrete signed route starts from North Maquoketa and follows Es Gate Road NNW to meet with the North Fork Maquoketa River and waterway trail at 150th Street. The trail then turns to head southeast on a asphalt signed route following 150th Street to Caves Road.Ansel Briggs Highway Trail: The trail is a concrete signed route leading from the northeast city limits of Maquoketa following Ansel Briggs Highway/ Highway 62 NNE to connect with Iron Bridge Road. Springbrook, Andrew, La Motte Loop: The trail begins at 362nd Avenue going SSW from Bellevue at the MRT to Springbrook, then west to Andrew on 150th Street, then north to La Motte on 250th Street and northeast back to the MRT to complete the loop.Highway 62 / Andrew Loop: The trail follows Highway 62 north of Andrew to intersect with 298th Avenue. It then follows 298th Av-enue to 261st Avenue to 154th Street to complete the loop. Bellevue State Park Trails: Five different trails within Bellevue State Park, located just south of the Bellevue city limits, total about four miles of multiuse paths. The trails lead to destinations within the park. They are the Bellevue Scenic Overlook Trail, the Wood-land Culture Indian Trail, the South Bluff Nature Center Trail, Quarry Trail, and Woodland Interpretative Trail. Jackson County Recreational Trail: A separate bike path begins from East Main Street in Spragueville and follows the Maquoketa River NNE to connect with county road Z34 (435th Avenue) at a canoe access point. Copper Creek Trail: A separate bike path leading to Copper Creek starts from North Mitchell Street and heads northwest along the city limits of Preston, IA. Bellevue Riverfront Trail: A separate walking path that runs along Riverview Street/ Highway 52 from High Street heading south all the way to Vine Street along the east border of Bellevue, IA. Mill Creek Trail: A separate biking and walking trail extending from the southern terminus of South 8th Street and continues south


and then makes a loop abutting Mill Creek in Bellevue, IA.Clinton County TrailsAndover-Clinton Route: The route runs on a paved shoulder switching between asphalt and concrete. Starting at the MRT, it runs east on 110th Street and south on 410th Avenue to 115th Street back east through Teeds Grove and south on 432nd Avenue to Andover. It continues south, crossing the MRT, to 170th Avenue going east and then back south on 442nd Street to Clinton. Clinton, Charlotte, DeWitt Route: The asphalt and concrete paved shoulder route starts on 220th Street going west out of Clinton to 330th Avenue where it splits in three directions. One path goes south on 330th Avenue to 245th Street and heads west toward DeWitt. The second follows north on 330th Avenue to Charlotte and then on 152nd Street west to 310th Avenue going south to 160th Street west and then 302nd Avenue to 182nd Street and to 390th Avenue/ CR-70 south into DeWitt. The third path from the 220th Street/ 330th Avenue split follows 220th Street west to 308th Avenue north to 215th Street West to meet up with the second path north of DeWitt.

West DeWitt Route: The asphalt shoulder begins on 252nd Street at Highway 30/61 and goes west to 260th Avenue then north to 212th Street and back east to meet with Highway 61 northwest of DeWitt. E-63 North Clinton County Routes: The asphalt and concrete paved shoulder path follows E63 from CR-Y70 going west past Welton and terminates in Toronto on the west county line leading into Cedar County. Sev-eral paths split off to the north and end at or pass the Jackson County line. The first splits off to follow Highway 61 to 250th Avenue to Delmar and north on 252nd Avenue to the county line. The second splits off and fol-lows 185th Avenue passing Highway 136 and continues to the county line where it changes to 142nd Avenue and continues until meet-ing with Highway 64. The third route leads north along 140th Avenue to Lost Nation, then west to 120th Avenue and north again to the county line.Southwest Clinton County Routes: The as-phalt paved shoulder routes split from E63 going south. The first trail starts on 230th


Avenue going south through Grand Mound, then east along 270th Street to 190th Avenue then north to Highway 30. This path branches off from 270th Street going south on 210th Avenue into Scott County. The second trail follows 170th Avenue to Cala-mus. The third trail starts at E63 in Toronto, one direction leading west into Cedar County, the other leading southwest on 202nd Street to 130th Avenue heading south through Wheatland and south to the Scott County line.Clinton County Y32 Route: The concrete paved shoulder route runs along 120th Avenue/ Y32 north from Highway 136 to the county line.Syracuse Wildlife Area Trails: The stand alone trail system is located within the 695-acre park facility along Old Highway 30 in western Clinton County 2 miles in the East/West directions from Wheatland and Calamus. Eden Valley Refuge Trials: A stand-alone multiuse trail system running through the 201-acre Refuge center located on 50th Av-enue/ CR-Y32 2 miles south of Baldwin. Mockridge Wildlife Preserve Trail: The trail system accommodates biking and hiking through its 75 acres of pine forest located along 160th Avenue and 215th Street in Western Clinton County. Sherman Park Trail: The 231-acre Park includes a standalone multiuse trail system and is located on the Wapsipinicon River East of 160th Avenue and South of 274th Street in Southwestern Clinton County.Rock Creek Park Backwater Trail: The Backwater Trail runs along the Mississippi River through the 100-acre park and accom-modates multiple uses off-road.Camp Miss-Elk-Ton Trail: Paths separate from other traffic lead north and south in the camp making about 1 mile of trails. The camp is located just northeast of Teeds Grove. Brookfield Recreation Trail: A separate walking trial in the 21-acre Brookfield Wildlife Preserve located south of HWY 136 be-tween Lost Nation and Delmar.Skeffington Trail: The trail is a separate path for biking and walking within the Westbrook Park in DeWitt, IA. It loops twice and goes past disk golf, picnic, and playground areas.


Planned City TrailsCity trails leading to destinations and for recreation areas are listed below and shown as insets of Map 2.Delaware County

Hopkinton Walkway: The separated path connects Broadway to the second bridge on Mill Street along D47 in Hopkinton.

Southwest Manchester Trail: The separated path will begin at the west terminal end of the Main Street Manchester Trail and turn south on Highway 13 to 220th Street going east and then north on Enterprise Avenue, back west to South 10th Street going north to Grant Street. It then follows Grant Street west to South 5th Street going north to Marion Street, then back east to connect with the sidewalk connector for the existing Riverfront Trail in Manchester.

South Manchester Trail: The separated path splits from the Southwest Manchester Trail at 220th Street and Burlington Road and fol-lows Burlington Road east to south 3rd Street and north to connect to Schram Drive. It makes a loop around the lake and a path fol-lows northeast to connect to the existing Bailey’s Ford Park Trail on South Brewer Street in Manchester.

East Manchester Trail: The separated path will connect the northeast terminus of the Southwest Manchester Trail at Bailey Drive and Main Street to the south end of the East Manchester Parks Trail at East Butler and Anderson Street.

North Manchester City and River Trail: The separated path would begin going north from the north terminus end of the Manchester East Parks Trail to 195th Street, following west until 4th Street, then south to the intersection of North 5th Street and Quaker Mill Drive where the trail forks. The first route continues following west until reaching the Maquoketa River and follows along the river south until reaching Main Street to connect with the existing River Walk Trail. The second route goes south through the park to North 6th Street and then to Line Street where one path goes west to connect back with trail #1 along the river and the other follows south to West Acres Street and then cuts southwest to connect back to trail #1.

Dubuque County

Jacoby Walkway Extensions: The sidewalk will be continue along the new streets built north from Jacoby Drive, Crown Line Drive East, and to meet with the existing Center Avenue/1st Avenue Trail in Epworth.

Fishpond Road Trail: The separated path begins at the Heritage Trail and Fishpond Road and follows Fishpond Road south to Old Highway Road where the trail forks. One path leads south on Old Highway Road to the Epworth Main Street Trail and the other con-tinues south along New Road and east to meet with Jacoby Road in Epworth.

Mozena Lane North/South Trail: The separated path would begin at the end of Mozena Lane and follow south along the city limits of Epworth to Main Street connecting with the terminal end of the existing Epworth Main Street Trail. The trail would follow southwest on Beirman Road to the commercial and residential zone border to connect to the east terminal end of the Jacoby Walkway.


West Side North Fork River Trail: The separated multiuse path would start out on River View Road going north through a field to Plum Street and following east to meet the south terminal end of Peirce Street SW. The trail will continue east to the North Fork Maquoketa River and meet with the northwest terminus of the existing Cascade Prairie Trail where the other leg of the trail comes up from the east side of the prairie along the river to meet with the main trail. The trail then follows the river north-northwest around a point of interest and along the river past the Historic Riverview Park and intersecting with the 1st Avenue North/South trail to meet up with the southeast corner of the Cascade Riverfront Trail where it runs together to the north end of the Riverfront Trail and then continues west-southwest to meet with Highway 136 and northwest from the terminus of the Riverfront Trail to meet with Highway 151 on the west side of the River Bridge in Cascade.

East Side North Fork River Trail: The separated biking and walking path begins from 1st Avenue West and Fillmore Street SW along the North Fork Maquoketa River and follows the riverbank northeast to connect to Highway 151 on the east side of the River Bridge in Cascade.

Delong to Park Via Industrial Court Trail: the separate path begins at Delong Avenue SE and Fox Street SE and follows Delong Avenue east through the industrial court and then northeast to a city park on the south end of Mulberry Drive in Cas-cade.

Cascade 1st Avenue and North/South Trails: The bike lane begins on 1st Avenue West at Cleveland Street SW and follows 1st Avenue going east to Fox Street SE which it follows north to the Highway 151 Bridge where it goes back south to meet with the proposed 2nd Avenue SE Bike Trail in Cascade.


Cascade 2nd Avenue Trail: the separate biking trail will follow 2nd Avenue southeast from the Monroe Street Bridge going east to the industrial court connect with the proposed 1st Avenue and North/South Trail to end at Jack Road Drive South in Cascade.

Balltown City Trail: The separate walking path would go along Horseshoe Road from the business district north-northeast to the MRT on Balltown Road in Balltown.

Dyersville Heritage Trail Connector: The separate trail would extend the west terminal end of the Heritige Trail to connect Candy Cane Park and West Side Park in Dyersville.

Jackson County

Jackson County Recreation Trail Extension: The separate multiuse trail would extend the existing trail along the river going northeast to Green Island on Highway 52.

Copper Creek Trail Extension: A separate multiuse path will connect the north terminal end of the existing Copper Creek Trail to the south terminus of the existing Jackson County Recreation Trail.

Mississippi Riverbank Loop: The separate multiuse path will start out from Highway 67 north of Sabula and cuts northeast to the Mis-sissippi River, then follows the riverbank northwest, and then south along the Maquoketa River Trail to meet with the proposed Grant Wood Trail.

Highway 52 Mississippi Riverbank Loop: The separate multiuse path starts at Highway 52 between the Maquoketa River Trail and 435th Avenue along the MRT. It will then follow east to a high point in the Maquoketa River Trail and then northwest along the river-bank and back south to the starting point on Highway 52.

Riverfront Trail Extension: The separate path would extend the existing Riverfront Trail to the Mill Creek Trail/ Highway 52 in Bellevue.

Mill Creek Trail: This separate path began construction in the summer of 2008.

Clinton County

Skeffington Trail Extension: This separate path trail will go north from the existing Skeffington Trail in Westbrook Park to outside the city limits. Construction began in the summer of 2008.


Planned County TrailsThe information for longer trails, trails connecting cities and trails that generally travel through more than one county are listed below; refer to Map 2 for visual.

Grant Wood Trial: The off-road biking and hiking path begins in Jones County and continues east into Clinton County passing through Lost Nation, Delmar and then north to Spragueville in Jackson County where it connects with the existing Jackson County Recreation Trail in Spragueville and picks up again as the Grant Wood Trail at the North terminal end of Jackson Recreation Trail atCR-Z34 exist-ing trail and heading northeast to cross the MRT and meet with the northwest terminus of the proposed Mississippi Riverbank Loop.

Jackson County Trail #2: The trail runs along Iron Bridge road heading northwest from Spragueville in Jackson County. At the termi-nus of Iron Bridge Road, the trail follows south to meet with the existing Ansel Briggs HWY trail and then southwest toward Maquoke-ta crossing the existing Es Gate Road Trail. It turns northwest from Maquoketa along Caves Road and ends at the meeting point with the Canton Baldwin Trail in west central Jackson County.

Jackson County 50th Avenue Trail: A bike lane beginning at 50th Avenue in Southwest Jackson County following north through Bald-win, crossing over the Maquoketa River to meet with the proposed Canton/Baldwin Trail on Bernard Road.

Canton/ Baldwin Trail: The separated pathway branches off of the proposed Jackson County Trail #2 where the proposed extension of the Bernard Road Trail and existing Es Gate Road Trail meet and follows west into Jones County where it changes name to the Jones County Road E17 Trail.

Bernard Road Trail South: A proposed bike lane extension of the existing Bernard Road Trail. The trail begins in Grant Wood Trail: The off-road biking and hiking path begins in Jones County and continues east into Clinton County passing through Lost Nation, Delmar and then north to Spragueville in Jackson County where it connects with the existing Jackson County Recreation Trail in Spragueville and picks up again as the Grant Wood Trail at the North terminal end of Jackson Recreation Trail atCR-Z34 existing trail and heading northeast to cross the MRT and meet with the NW terminus of the proposed Mississippi Riverbank Loop.

Jackson County Trail #2: The trail runs along Iron Bridge road heading northwest from Spragueville in Jackson County. At the termi-nus of Iron Bridge Road, the trail follows south to meet with the existing Ansel Briggs HWY trail and then southwest toward Maquoke-ta crossing the existing Es Gate Road Trail. It turns northwest from Maquoketa along Caves Road and ends at the meeting point with the Canton Baldwin Trail in central western Jackson County.

Jackson County 50th Avenue Trail: A bike lane beginning at 50th Avenue in Southwest Jackson County following north through Bald-win, crossing over the Maquoketa River to meet with the proposed Canton/Baldwin Trail on Bernard Road.

Canton/ Baldwin Trail: The separated pathway branches off of the proposed Jackson County Trail #2 where the proposed extension of the Bernard Road Trail and existing Es Gate Road Trail meet and follows west into Jones County where it changes name to the Jones County Road E17 Trail.


Bernard Road Trail South: A proposed bike lane extension of the existing Bernard Road Trail. The trail begins in Bernard and follows south on Bernard Road across the North Fork Maquoketa River to meet with the existing Es Gate Road Trail and two other proposed trails.

Curoe Road Trail: The bike lane would lead from the southwest point of the existing Bernard Road Trail following south along Curoe Road to meet with proposed Bellevue Cascade Road Trail West extension.

Bellevue-Cascade Road Trail West: The bike lane extension would begin at the intersection of the existing Bellevue- Cascade Road Trail and Bernard Road and continue the trail along Bellevue-Cascade Road west into jones County and north to Cascade.

US Highway 151 Trail: The on-road bike lane would begin from the northwestern city limits of Cascade and continue along US Highway 151 east-northeast connecting with the existing Bernard Road Trail and ending at Sundown Road where the proposed Dubuque County North/South Trail will begin. Farley/ Cascade Trail: The separated path starts on the north city limits of Cascade and follows Farley Road to the south side of Farley, connecting the two cities.

La Motte 230 Avenue Trail: A bike lane along 230th Avenue beginning at the terminal end of the existing Bernard Road Trail and proposed Centerville Road Trail and going southeast to La Motte to meet with the proposed Mill Creek Road and 300th Street Trails as well as the ex-isting Springbrook, Andrew, La Motte Loop.

300th Street Road Trail: The proposed bike lane would follow 300th Street from the existing Bernard Road Trail going east through Zwingle to La Motte to meet with existing Springbrook, Andrew, La Motte Loop and proposed 230th Avenue Trail and Mill Creek Road Trail.

Mill Creek Road Trail: The bike lane along Mill Creek Road from La Motte to Bellevue would connect the two cities with the MRT; the Springbrook, Andrew, La Motte Loop; and also to a large public park.


Centerville Road Trail: The bike lane would begin at the east terminal end of the existing Bernard Road Trail and proposed 230the Av-enue Trail on the Dubuque/Jackson county line. The trail would follow Centerville Road east to Saint Donatus on the MRT.

US Highway 61 Route: The bike lane would start from the existing Bernard Road trail in southeast Dubuque County and connect with the MRT to the East and North.

Key West-Dubuque Trail: The bike lane would begin from South Key West Drive going north to the Military Road Trail then heading northwest to meet with Highway 20 in south Dubuque.

Dubuque County North/South Trail: The bike lane would begin from the east Terminal end of the proposed Highway 151 Trail and follow Sundown Road north to meet with the existing Peosta North/South Trail. The trail then continues east along the Monastery/ Skyline Road Trail to New Mellerray Road. It follows New Mellerray Road north to a high point to connect with Highway 20 and back south and then northeast again to connect with the proposed Key West-Dubuque trail in south Dubuque.

Dubuque County North/South Trail #2: The bike lane would begin on the north side of Farley going north across the Heritage Trail and following Holy Cross Road to Holy Cross to Tollgate Road. Then follow north into Clayton County to meet with the MRT at North Buena Vista.

Mud Lake Trail: The trail would be a bike lane starting at the intersection on Highway 52 and the MRT by Sageville and follow north-northeast along Mud Lake Road to a boat ramp on the Mississippi River. The trail forks where Mud Lake Road intersects with Circle Ridge Road and also continues along Circle Ridge Road northwest to Hammerand Road and southwest on Hammerand Road back to meet up with the Great River Road/ Sherrill Road.

Dyersville/ Clayton County Line Trail: The bike lane would follow north, east, and north again crossing through Delaware, Dubuque and Clayton Counties. The trail starts on 1st Avenue NW in Dyersville then goes to 332nd Avenue north to Floyd Road, west to 330th Street and north again to US Highway 3. From there the route goes east to Luxemburg and Highway 52 and follows Highway 52 north into Clayton County to meet with the MRT in Millville.

Delaware County Northern Trail: The bike lane would begin on Petersburg Road going west from New Vienna to 163rd Street follow-ing 163rd Street to 330th Avenue and going north to 160th Street and west to 300th Avenue at Petersburg. From Petersburg it follows north a short distance to 155th Street and East to 147th Street near Greeley to meet Highway 38 and then go on 150th Street east to Dundee where 150th Street become South Street. Following South Street to Center Street, the trail goes north out of town to change into 140th Street and east to 140th Avenue and north past Backbone State Park in Forestville. The road changes to Forestville Road and intersects with Highway 3/13 which it follows northwest to Strawberry point in Clayton County. The trail also intersects and runs a short distance with the proposed Dyersville/Clayton County Line Trail.

Strawberry Point/ Edgewood Highway Trail: The on-road bike lane would begin from Highway 3/13 in Strawberry point and follow south along Highway 3 to Edgewood connecting the two cities.


Edgewood- Bixby State Park Trail: The bike lane would connect Edgewood to Bixby State Park in Clayton County by following North Franklin Street/Fortune Avenue north to the south side of Bixby State Park.

Colesburg/ Elkport/ Edgewood Trail: The on-road bike lane would connect the three cities. It would start on US Highway 3 heading east out of Edgewood to Mill Street and then north-northeast to Elkport in Clayton county, back southeast on Colesburg road to Coles-burg in north Delaware County.

Preston/Sabula Highway 64/67 Route: The paved shoulder bike trail would connect the cities of Preston, Miles and Sabula as well as to the MRT. It would begin going east on Highway 64 out of Preston and through Miles to Sabula then northwest on Highway 67 to the proposed MRT Route Change.

Bernard and follows south on Bernard Road across the North Fork Maquoketa River to meet with the existing Es Gate Road Trail and two other proposed trails.

Curoe Road Trail: The bike lane would lead from the southwest point of the existing Bernard Road Trail following south along Curoe Road to meet with proposed Bellevue Cascade Road Trail West extension.

Bellevue-Cascade Road Trail West: The bike lane extension would begin at the intersection of the existing Bellevue- Cascade Road Trail and Bernard Road and continue the trail along Bellevue-Cascade Road west into jones County and north to Cascade.

US Highway 151 Trail: The on-road bike lane would begin from the northwestern city limits of Cascade and continue along US Highway 151 east-northeast connecting with the existing Bernard Road Trail and ending at Sundown Road where the proposed Dubuque County North/South Trail will begin.

Farley/ Cascade Trail: The separated path starts on the north city limits of Cascade and follows Farley Road to the south side of Far-ley, connecting the two cities.

La Motte 230 Avenue Trail: A bike lane along 230th Avenue beginning at the terminal end of the existing Bernard Road Trail and pro-posed Centerville Road Trail and going southeast to La Motte to meet with the proposed Mill Creek Road and 300th Street Trails as well as the existing Springbrook, Andrew, La Motte Loop.

300th Street Road Trail: The proposed bike lane would follow 300th Street from the existing Bernard Road Trail going east through Zwingle to La Motte to meet with existing Springbrook, Andrew, La Motte Loop and proposed 230th Avenue Trail and Mill Creek Road Trail.

Mill Creek Road Trail: The bike lane along Mill Creek Road from La Motte to Bellevue would connect the two cities with the MRT; the Springbrook, Andrew, La Motte Loop; and also to a large public park.


Recommendations

Conclusion

RPA 8 region has 182.86 miles of system that contains bicycle lanes, multi-use trails, off road non-paved trails, walkway trails, and 431.26 miles of paved shoulder. However, in recent years the region has invested little in expanding the existing system. Maintenance of the existing system and construction of new trails will improve quality of life in the region.

• Add wide paved shoulders existing roads to accommodate bicycles/pedestrians

• Expand bicycle route system to connect with surrounding counties

• Cooperate with local partners (Counties, Cities and surrounding towns) to expand the use of shared use paths throughout the system

Chapter 6 - Transit [65]

Chapter 6 6. Transit

IntroductionPublic transit is an important component in the transportation network. The public transit providers within RPA 8 give rid-ers access to opportunities that they might not otherwise have. The economic and social links provided by transit allows ac-cess to work, school, medical care, meal sites, and leisure activities. Transit helps its riders achieve continued self-improve-ment, independence, and quality of life.

AccessTransit not only provides an alternative to the automobile, but also provides the only available means of transportation to some youth, elderly, disabled, and economically disadvantaged citizens (transportation reliant). Map 1 shows households without vehicles in RPA 8.

[66] Chapter 6 - Transit

RPA 8 Transit Providers

RPA 8 is served by three transit systems: Regional Transit Authority 8, Clinton Metropolitan Transit Aauthority, and Riverbend Transit.

Regional Transit Authority 8

Clinton MTA

Riverbend Transit

Population 27,704

(/20

(/20

£¤151

(/52

(/52

(/61

!(3

!(136!(38

!(13

!(64!(64

!(62

(/52

(/67

(/30

(/61

!(136

!(136

(/30

(/67

DeWitt Clinton

Maquoketa

ManchesterDMATS

Population 22,347

Population 70,202


Transit Provider Information

Clinton MTAClinton MTA is responsible for providing safe, accessible, economic, and efficient public transportation service within the Clinton city limits.

Clinton MTA Service• Fixed-route - The MTA operates six fixed routes. All routes except the Lincolnway Shuttle Route meet at the central trans-

fer point, located on 6th Avenue. The Main Avenue West Route, Camanche Avenue/South Clinton Route, Main Avenue North Route, Camanche Avenue Route, and the Lincolnway Shuttle meet at the shuttle transfer point located at the Home Depot parking lot near South 19th Street.

• Para-transit door-to-door service for elderly and disabled - Requires an advanced reservation; reservations can be up to 14 days in advance.

• Special event transportationThe MTA operates from 6:00 A.M. to 6:00 P.M. Monday through Friday and 8:00 A.M. to 4:00 P.M. on Saturday, excluding the following holidays: New Year’s Day, Memorial Day, July 4th, Labor Day, Thanksgiving Day, and Christmas Day.

350

360

370

380

390

400

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Tota

l Rid

es (T

hous

ands

)

Total Ridership

$-

$50

$100

$150

$200

$250

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Tota

l Rev

enue

(Tho

usan

ds) Total Passenger Revenue

290

300

310

320

330

340

FY 2006 FY2007 FY 2008 FY 2009 FY 2010Reve

nue

Mile

s (Th

ousa

nds)

Total Revenue Miles

Clinton MTA Fare Information$1.00 Adult Cash$0.75 Senior Citizen, Disabled, Shuttle, Student Cash.$3.00 Day Pass$20.00 Adult Punch Card 21 Rides$15.00 Senior Citizen/Disabled Punch Card (21 rides)

$15.00 Para Transit Punch Card (11 Rides)$25.00 Senior Citizen/Disabled Monthly Pass$20.00 Unemployed, College, Student k-12 Monthly Pass$30.00 Adult/Family Monthly Pass$65.00 Student K-12 Semester Pass*

*Student s(K-12) ride Free with a valid Student ID

Clinton MTA Annual Ridership and Revenue


US 30

210 ST

230 ST

220 ST

200 ST

2ND AVE S

13TH AVE N

N3R

DST

N2N

DST

HARTS MILL RD

MAIN AVE

MIL

LC

REE

KPK

WY

420AVE

IOWA 136

410

AVE

N4T

HST

7TH AVE S

PER

SHIN

GBL

VD

LINCOLN WAY

S4TH

ST

11TH AVE S

S14

THS

T

5TH AVE S

425

AVE

4TH AVE S S2N

DST6TH AVE S

S19

THS

T

HARRISON

DR

LIBERTY AVE

442

AVE

S5TH

ST

16THST

NW

1ST AVE

CAMANCHE AVE

S32

ND

ST

RO

OSE

VELT

ST

GAR

FIEL

DST

25TH AVE N

S6TH

ST

N11

THST

S BLUFF BLVD

N5T

HST

S21

STST

3RD AVE S

N12

THS

TN18TH

ST

8TH AVE S

MANUFACTU

RING

DR

SPRIN

GD

ALED

R

23RD AVE N

21ST PL

6TH AVE N

S18

THST

22NDPL

10TH AVE S

33RD AVE N

27TH AVE S

22ND AVE N

30TH AVE N

S30

THS

T

9TH AVE S

17TH AVE N18TH AVE N

RIV

ER

VIE

WD

R

BUELL AVE

WS

TOC

KWEL

LLN

16TH AVE N

23RDPL

S8T

HS

T

VALLEY OAKS DR

13TH AVE S

20TH AVE N

S7TH

ST

3RD AVE NN13TH

ST

N6T

HST

S1S

TS

T

S40

THS

T

N BLUFF BLVD

S12TH

ST S

10TH

ST

S16TH

ST

N10TH

ST

7TH AVE N

MYR

AP

L

S3R

DST

36TH AVE N

9TH

STN

W

19THPL

S9TH

ST

PROSPECT AVE

BAR

KER

ST

BEAVER CHANNEL PKWY

15TH AVE S12TH AVE S

N7T

HST

12TH AVE N

MC

KIN

LEY

ST

18THPL

16TH AVE S

17TH AVE S

9TH AVE N

11TH AVE N

8TH AVE N

DU

NN

RD

RAN

DY

DR

29TH AVE N

19TH AVE S

5TH AVE N

18TH AVE S

28TH AVE N

BRAN

DEN

HIL

LSD

R

TOWER RD

14TH AVE S

31ST AVE N

10TH AVE N

GR

ANT

ST8THST

NW

4TH AVE N

FAIRWAY DR

BRANDY LN

17THPL

WOODLAWN AVE

GLENDALE RD

S25TH

ST

11THST

NW

14TH AVE N

N14

THS

T

SKYLINEDR

16THPL

N9T

HST

S17TH

ST

35TH AVE N

SAR

AH

LN


CR

ESTL

INE

DR

S BLUFF ST

PARK DRSW

ILLANY

DR

7THST

NW

CAMERON DR

MILL

RID

GE

RD

VALLEY VIEW CT

MELR

OS

EC

T

34TH AVE N

22ND AVE S

S15

THS

TO

RC

HA

RD

L N

HO

NEY

LN

32ND AVE N

WORTH CT

LAWN

DALE

DR

HANOVER AVE

15TH AVE N


12TH AVE S

S14

THS

T

N11

THST

LIBERTY AVE

N5T

HST

14TH AVE S

11TH AVE N

8TH AVE S

S9T

HS

T

3RD AVE S

15TH AVE S

12TH AVE N

N10

THS

T

S3R

DST

5TH AVE N

N18TH

ST

13TH AVE S

S18

THS

T

S8TH

ST

9TH AVE N


LIBERTY AV

E

200 ST

8TH AVE N

11TH AVE S

N5T

HST

1ST AVE

IOWA 136

12TH AVE S

28TH AVE N

8TH AVE S

N13

THS

T

LegendClinton MTA Routes

Census TractsPopulation Age 65 and up

223 - 350

351 - 500

501 - 750

751 - 900

901 - 1300

Data Source: Census 2000


Map 6.2 - Clinton MTA Service with Population Age 65 and up


US 30

210 ST

230 ST

220 ST

200 ST

2ND AVE S

13TH AVE N

N3R

DST

N2N

DST

HARTS MILL RD

MAIN AVE

MIL

LC

REE

KPK

WY

420AVE

IOWA 13641

0AV

E

N4T

HST

7TH AVE S

PER

SHIN

GBL

VD

LINCOLN WAY

S4TH

ST

11TH AVE S

S14

THS

T

5TH AVE S

425

AVE

4TH AVE S S2N

DST6TH AVE S

S19

THS

T

HARRISON

DR

LIBERTY AVE

442

AVE

S5TH

ST

16THST

NW

1ST AVE

CAMANCHE AVE

S32

ND

ST

RO

OSE

VELT

ST

GAR

FIEL

DST

25TH AVE N

S6TH

ST

N11

THST

S BLUFF BLVD

N5T

HST

S21

STST

3RD AVE S

N12

THS

TN18TH

ST

8TH AVE S

MANUFACTU

RING

DR

SPRIN

GD

ALED

R

23RD AVE N

21ST PL

6TH AVE N

S18

THST

22NDPL

10TH AVE S

33RD AVE N

27TH AVE S

22ND AVE N

30TH AVE N

S30

THS

T

9TH AVE S


RIV

ER

VIE

WD

R

BUELL AVE

WS

TOC

KWEL

LLN

16TH AVE N

23RDPL

S8T

HS

T

VALLEY OAKS DR

13TH AVE S

20TH AVE N

S7TH

ST

3RD AVE NN13TH

ST

N6T

HST

S1S

TS

T

S40

THS

T

N BLUFF BLVD

S12TH

ST S

10TH

ST

S16TH

ST

N10TH

ST

7TH AVE N

MYR

AP

L

S3R

DST

36TH AVE N

9TH

STN

W

19THPL

S9TH

ST

PROSPECT AVE

BAR

KER

STBEAVER CHANNEL PKWY


N7T

HST

12TH AVE N

MC

KIN

LEY

ST

18THPL

16TH AVE S

17TH AVE S

9TH AVE N

11TH AVE N

8TH AVE N

DU

NN

RD

RAN

DY

DR

29TH AVE N

19TH AVE S

5TH AVE N

18TH AVE S

28TH AVE N

BRAN

DEN

HIL

LSD

R

TOWER RD

14TH AVE S

31ST AVE N

10TH AVE N

GR

ANT

ST8THST

NW

4TH AVE N

FAIRWAY DR

BRANDY LN

17THPL

WOODLAWN AVE

GLENDALE RD

S25TH

ST

11THST

NW

14TH AVE N

N14

THS

T

SKYLINEDR

16THPL

N9T

HST

S17TH

ST

35TH AVE N

SAR

AH

LN


CR

ESTL

INE

DR

S BLUFF ST

PARK DRS

WILLAN

YD

R

7THST

NW

CAMERON DR

MILL

RID

GE

RD

VALLEY VIEW CT

MELR

OS

EC

T

34TH AVE N

22ND AVE S

S15

THS

TO

RC

HA

RD

L N

HO

NEY

LN

32ND AVE N

WORTH CT

LAWN

DALE

DR

HANOVER AVE

15TH AVE N


12TH AVE S

S14

THS

T

N11

THST

LIBERTY AVE

N5T

HST

14TH AVE S

11TH AVE N

8TH AVE S

S9T

HS

T

3RD AVE S

15TH AVE S

12TH AVE N

N10

THS

T

S3R

DST

5TH AVE N

N18TH

ST

13TH AVE S

S18

THS

T

S8TH

ST

9TH AVE N


LIBERTY AV

E

200 ST

8TH AVE N

11TH AVE S

N5T

HST

1ST AVE

IOWA 136

12TH AVE S

28TH AVE N

8TH AVE S

N13

THS

T

Legend13th Ave North Line

Branch Line

Hill Line

Lincolnway Shuttle

Main Ave N/Camanche Ave Line

Main Ave W/Camanche Ave - South Clinton Line

¯


Map 6.1 - Clinton MTA Service


US 30

210 ST

230 ST

220 ST

200 ST

2ND AVE S

13TH AVE N

N3R

DST

N2N

DST

HARTS MILL RD

MAIN AVE

MIL

LC

REE

KPK

WY

420AVE

IOWA 13641

0AV

E

N4T

HST

7TH AVE S

PER

SHIN

GBL

VD

LINCOLN WAY

S4TH

ST

11TH AVE S

S14

THS

T

5TH AVE S

425

AVE

4TH AVE S S2N

DST6TH AVE S

S19

THS

T

HARRISON

DR

LIBERTY AVE

442

AVE

S5TH

ST

16THST

NW

1ST AVE

CAMANCHE AVE

S32

ND

ST

RO

OSE

VELT

ST

GAR

FIEL

DST

25TH AVE N

S6TH

ST

N11

THST

S BLUFF BLVD

N5T

HST

S21

STST

3RD AVE S

N12

THS

TN18TH

ST

8TH AVE S

MANUFACTU

RING

DR

SPRIN

GD

ALED

R

23RD AVE N

21ST PL

6TH AVE N

S18

THST

22NDPL

10TH AVE S

33RD AVE N

27TH AVE S

22ND AVE N

30TH AVE N

S30

THS

T

9TH AVE S


RIV

ER

VIE

WD

R

BUELL AVE

WS

TOC

KWEL

LLN

16TH AVE N

23RDPL

S8T

HS

T

VALLEY OAKS DR

13TH AVE S

20TH AVE N

S7TH

ST

3RD AVE NN13TH

ST

N6T

HST

S1S

TS

T

S40

THS

T

N BLUFF BLVD

S12TH

ST S

10TH

ST

S16TH

ST

N10TH

ST

7TH AVE N

MYR

AP

L

S3R

DST

36TH AVE N

9TH

STN

W

19THPL

S9TH

ST

PROSPECT AVE

BAR

KER

STBEAVER CHANNEL PKWY


N7T

HST

12TH AVE N

MC

KIN

LEY

ST

18THPL

16TH AVE S

17TH AVE S

9TH AVE N

11TH AVE N

8TH AVE N

DU

NN

RD

RAN

DY

DR

29TH AVE N

19TH AVE S

5TH AVE N

18TH AVE S

28TH AVE N

BRAN

DEN

HIL

LSD

R

TOWER RD

14TH AVE S

31ST AVE N

10TH AVE N

GR

ANT

ST8THST

NW

4TH AVE N

FAIRWAY DR

BRANDY LN

17THPL

WOODLAWN AVE

GLENDALE RD

S25TH

ST

11THST

NW

14TH AVE N

N14

THS

T

SKYLINEDR

16THPL

N9T

HST

S17TH

ST

35TH AVE N

SAR

AH

LN


CR

ESTL

INE

DR

S BLUFF ST

PARK DRS

WILLAN

YD

R

7THST

NW

CAMERON DR

MILL

RID

GE

RD

VALLEY VIEW CT

MELR

OS

EC

T

34TH AVE N

22ND AVE S

S15

THS

TO

RC

HA

RD

L N

HO

NEY

LN

32ND AVE N

WORTH CT

LAWN

DALE

DR

HANOVER AVE

15TH AVE N


12TH AVE S

S14

THS

T

N11

THST

LIBERTY AVE

N5T

HST

14TH AVE S

11TH AVE N

8TH AVE S

S9T

HS

T

3RD AVE S

15TH AVE S

12TH AVE N

N10

THS

T

S3R

DST

5TH AVE N

N18TH

ST

13TH AVE S

S18

THS

T

S8TH

ST

9TH AVE N


LIBERTY AV

E

200 ST

8TH AVE N

11TH AVE S

N5T

HST

1ST AVE

IOWA 136

12TH AVE S

28TH AVE N

8TH AVE S

N13

THS

T



$20,000 - 27,000

$27,001 - 34,000

$34,001 - 41,000

$41,001 - 48,000

$48,001 - 55,000


¯


Map 6.3 - Clinton MTA Service with Median Household Income


US 30

210 ST

230 ST

220 ST

200 ST

2ND AVE S

13TH AVE N

N3R

DST

N2N

DST

HARTS MILL RD

MAIN AVE

MIL

LC

REE

KPK

WY

420AVE

IOWA 136

410

AVE

N4T

HST

7TH AVE S

PER

SHIN

GBL

VD

LINCOLN WAY

S4TH

ST

11TH AVE S

S14

THS

T

5TH AVE S

425

AVE

4TH AVE S S2N

DST6TH AVE S

S19

THS

T

HARRISON

DR

LIBERTY AVE

442

AVE

S5TH

ST

16THST

NW

1ST AVE

CAMANCHE AVE

S32

ND

ST

RO

OSE

VELT

ST

GAR

FIEL

DST

25TH AVE N

S6TH

ST

N11

THST

S BLUFF BLVD

N5T

HST

S21

STST

3RD AVE S

N12

THS

TN18TH

ST

8TH AVE S

MANUFACTU

RING

DR

SPRIN

GD

ALED

R

23RD AVE N

21ST PL

6TH AVE N

S18

THST

22NDPL

10TH AVE S

33RD AVE N

27TH AVE S

22ND AVE N

30TH AVE N

S30

THS

T

9TH AVE S


RIV

ER

VIE

WD

R

BUELL AVE

WS

TOC

KWEL

LLN

16TH AVE N

23RDPL

S8T

HS

T

VALLEY OAKS DR

13TH AVE S

20TH AVE N

S7TH

ST

3RD AVE NN13TH

ST

N6T

HST

S1S

TS

T

S40

THS

T

N BLUFF BLVD

S12TH

ST S

10TH

ST

S16TH

ST

N10TH

ST

7TH AVE N

MYR

AP

L

S3R

DST

36TH AVE N

9TH

STN

W

19THPL

S9TH

ST

PROSPECT AVE

BAR

KER

ST

BEAVER CHANNEL PKWY


N7T

HST

12TH AVE N

MC

KIN

LEY

ST

18THPL

16TH AVE S

17TH AVE S

9TH AVE N

11TH AVE N

8TH AVE N

DU

NN

RD

RAN

DY

DR

29TH AVE N

19TH AVE S

5TH AVE N

18TH AVE S

28TH AVE N

BRAN

DEN

HIL

LSD

R

TOWER RD

14TH AVE S

31ST AVE N

10TH AVE N

GR

ANT

ST8THST

NW

4TH AVE N

FAIRWAY DR

BRANDY LN

17THPL

WOODLAWN AVE

GLENDALE RD

S25TH

ST

11THST

NW

14TH AVE N

N14

THS

T

SKYLINEDR

16THPL

N9T

HST

S17TH

ST

35TH AVE N

SAR

AH

LN


CR

ESTL

INE

DR

S BLUFF ST

PARK DRSW

ILLANY

DR

7THST

NW

CAMERON DR

MILL

RID

GE

RD

VALLEY VIEW CT

MELR

OS

EC

T

34TH AVE N

22ND AVE S

S15

THS

TO

RC

HA

RD

L N

HO

NEY

LN

32ND AVE N

WORTH CT

LAWN

DALE

DR

HANOVER AVE

15TH AVE N


12TH AVE S

S14

THS

T

N11

THST

LIBERTY AVE

N5T

HST

14TH AVE S

11TH AVE N

8TH AVE S

S9T

HS

T

3RD AVE S

15TH AVE S

12TH AVE N

N10

THS

T

S3R

DST

5TH AVE N

N18TH

ST

13TH AVE S

S18

THS

T

S8TH

ST

9TH AVE N


LIBERTY AV

E

200 ST

8TH AVE N

11TH AVE S

N5T

HST

1ST AVE

IOWA 136

12TH AVE S

28TH AVE N

8TH AVE S

N13

THS

T


Census TractsPercent Minority Population

0 - 1%

1 - 1.5%

1.5 - 2%

2 - 4.5%

4.5 - 14.5%


¯


Map 6.4 - Clinton MTA Service with Percent Minority Population


The Region 8 Regional Transit Authority (RTA) was formed to improve, consolidate, and coordinate transportation services, and provide accessible transportation to the underserved cities and rural areas of the State of Iowa Planning Area 8 including Delaware, Dubuque, and Jackson Counties. RTA provides many cities with daily service within their city as well as commut-ing to other cities, while other communities have service several times per week.

Region 8 Regional Transit Authority (RTA 8)

6:00am 10:00 pmNoon8:00am 10:00am 2:00pm 4:00pm 6:00pm 8:00pm

Monday

Tuesday

Wednesday

Thursday

Friday

RTA Routes

Bellevue to Dubuque (2nd & 4th Thursday)

Bellevue to Maquoketa (days vary)

Cascade to Dubuque (1st Mon., 3rd,Thurs.)

Colesburg/Greeley/Edgewood to Manchester (1st & 3rd Thursday)

Dubuque to Iowa City - Times vary (1st Thurs., 2nd Wed., last Tues.)

Dyersville to Dubuque (4th Thursday)

Manchester to Cedar Rapids (Last Wednesday)

Manchester to Dubuque (1st, 2nd & 3rd Wednesday)

Maquoketa to Davenport (By Request)

Maquoketa to Dubuque (2nd & 4th Thurs.)

Peosta to Dubuque

In-Town MaquoketaIn-Town DubuqueIn-Town Manchester

RTA 8 Annual Ridership and Revenue

-

50

100

150

200

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Tota

l Rid

es (T

hous

ands

)

Total Ridership

-

50

100

150

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Tota

l Rev

enue

(Tho

usan

ds) Total Passenger Revenue

-

100

200

300

400

500

600

FY 2006 FY2007 FY 2008 FY 2009 FY 2010Reve

nue

Mile

s (Th

ousa

nds)

Total Revenue Miles

RTA 8 Routes


Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

CascadeBernard

Zwingle La Motte

St. Donatus

Delhi

Earlville

Delaware

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

AndrewSpringbrook

Spragueville

Preston Miles

SabulaMonmouth

Baldwin


JACKSON CO.

!(13

Rickardsville

!(38

!(3

!(62

(/20

(/20

(/52

(/61

(/61

(/151

Maquoketa

Manchester Dyersville

Dubuque

Bellevue


Map 6.5 - Regional Transit Authority 8 Routes

¯

Map prepared January 2008 by ECIA

County Boundary

!( Cities with In-Town Service

LegendRTA Routes

Bellevue to Dubuque

Bellevue to Maquoketa

Cascade to Dubuque

Colesburg/Greeley/Edgewood to Manchester

Dubuque to Iowa City

Dyersville to Dubuque

Manchester to Cedar Rapids

Manchester to Dubuque

Maquoketa to Davenport

Maquoketa to Dubuque

Peosta to Dubuque

Incorporated Places


River Bend TransitRiver Bend Transit provides door to door transportation within Clinton County. River Bend Transit is on a priority call system, first serving disabled and elderly, then the general public on a first come, first served basis, when space as available. Service operates in different portions of the county each day of the week. For that reason, riders must plan their trips for that one day of the week when the vehicle comes to their area. The service day is the same day each week, however pick-up times may vary. River Bend Transit also provides rides to University of Iowa Hospitals and Clinics as well as other Iowa City destinations.

River Bend Transit Annual Ridership and Revenue

-

1,000

2,000

3,000

4,000

5,000

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Tota

l Rid

es

Total Ridership

$-

$2,000

$4,000

$6,000

$8,000

$10,000

$12,000

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Total Passenger Revenue

-5

10 15 20 25 30 35 40

FY 2006 FY2007 FY 2008 FY 2009 FY 2010

Reve

nue

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s (Th

ousa

nds) Total Revenue Miles

Chart data represents services provided by River Bend Transit in Clinton County.


Current Service Needs (This is a general assessment and not limited to projects currently being proposed by one of the providers.)

Determining Need: Public InputPublic input meetings were held in 2009 for all four counties (Dubuque, Delaware, Jackson, and Clinton). These meetings were presented as an opportunity for the public to discuss the current transit system in their area and provide feedback on how to make the system smooth for consumers. The public was very vocal with their concerns and needs, past and present. The meetings for this year were held as followed: 1. Tuesday October 13th, 2009 at Scenic Valley Agency on Aging in Jackson County 2. Tuesday October 13th2009 at the Erickson Center in Clinton County 3. Tuesday October 20th, 2009 at the Manchester Public Library in Delaware County 4. Tuesday October 20th, 2009 at the Carnegie Stout Public Library in Dubuque County

Meetings were held in each county to reach as many consumers, human service providers, and any other interested members of the community as possible. Refreshments were offered to increase participation, and a PowerPoint slide show was presented to introduce participants to the PTP process. In an effort to create publicity, staff posted fliers in each community, aired radio commercials, did a newscast with KCRG Channel 9, and raffled off an iPod shuffle.

Transit Action Group (TAG)The TAG Group dissolved in 2007 due to lack of interest. However, the public input meetings were aggressively marketed to gain as much public feedback as possible. Based on input from the meetings, the need for the TAG was eident. This group reformed in December, and initiated a new focus and new members. With a new focus, and clear direction, it is hoped that TAG will become a valuable resource for transit consumers, human service providers, transit providers, and the annual Passenger Transportation Plan document.

PTP SurveysPassenger Transportation Plan surveys were sent by mail and electronically to over 500 agencies and consumers in the four counties. Ninety two (92) surveys were completed and returned for the PTP process. Those that completed the surveys included; human service providers, consumers, grocery stores, two colleges, one medical clinic, and two Central Point Coordinators


Meeting the Need: Dubuque, Delaware and Jackson Counties (RTA):• Expanded hours & days of service including; later afternoon service, evening service, weekend service, and holiday service

Many times, transit dependant riders have to turn down job offers because they cannot work the hours requested, due to limited bus hours. If the Regional Transit Authority provided service on evenings, weekends, and on holiday’s residents would be able to search for employment through any employer at any shift. This service will also help employers by allowing them to search for qualified applicants throughout all shifts.

Jackson County: • Offer same day service or demand response – Developing Alternative Choices, and Crestridge requested this service. Both

agencies expressed the need for immediate service as there are times when a consumer needs immediate medical attention. A service such as this could help consumers reach their basic medical needs.

• Add additional routes to Iowa City – Jackson County consumers requested additional routes to and from Iowa City so that there is flexibility in scheduling doctors’ appointments. With increased routes, riders can schedule their necessary medical appointments around their doctor’s schedule and their own schedule.

• Expand services within Jackson County- residents of Jackson County, particularly residents 65 and older requested this service. Jackson County does not have a taxi provider or an additional transit provider available. With expanded services, residents could get increase access to services and amenities.

Delaware County: • Fixed route to Dundee – Unlimited Services in Manchester suggested this as they see individuals who live in Dundee, but

cannot access employment in Manchester because of the lack of transportation. With a regular fixed route to and from Dundee and Manchester, residents could apply for more jobs and have access to additional services.

• Iowa City route on Fridays- Scenic Valley of Manchester requested an additional route to Iowa City so residents could have some flexibility when scheduling their medical appointments. With increased routes, riders can schedule their necessary medical appointments around their doctor’s schedule and their own schedule.

• Add additional routes from Dyersville to Dubuque – residents of Dubuque and Delaware County requested additional routes

from Dyersville to Dubuque to increase their access to medical services and employment opportunities.


• Expand services within Delaware county- residents of Delaware County, particularly residents 65 and older requested this service. Delaware County does not have a taxi provider or an additional transit provider available. With expanded services, residents could get increase access to services and amenities.

Dubuque County:• Fixed route to West end neighborhoods – consumers of Keyline and the RTA asked for increase routes from the West End

neighborhoods. The West End is a rapidly expanding commercial and residential area. Increased routes would provide access to residents living in the West End area, and also provide access to residents living in the city of Dubuque to the West End area.

• Expand Services within Dubuque – residents of Dubuque and many human service providers requested this service as it would add to and compliment Keyline transit. The service could Provide an option to residents who are not able to ride Keyline.

RTA’s strategies are concepts, not specifically designed projects. The concepts need to be developed through ongoing discus-sions with the human service organizations.


Data Source: U.S. Census 2000Map prepared March 2009 by ECIA

Ryan

Masonville

Dundee

Edgewood

Greeley

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Hopkinton

Worthington

CascadeBernard

Zwingle La Motte

St. Donatus

Delhi

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AndrewSpringbrook

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Preston Miles

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Manchester Dyersville

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Map prepared March 2009 by ECIA

RTA - Gap Analysis

Passenger Transportation Development PlanDubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation

County Boundary

Cities with In-Town Service

LegendRTA Routes

Bellevue to Dubuque

Bellevue to Maquoketa

Cascade to Dubuque

Colesburg/Greeley/Edgewood to Manchester

Dubuque to Iowa City

Dyersville to Dubuque

Manchester to Cedar Rapids

Manchester to Dubuque

Maquoketa to Davenport

Maquoketa to Dubuque

Peosta to Dubuque

Incorporated Places

Increase Capacity ofIn-Town Service

- Increase 1st Shift Contract Service- Increase Evening Service- Add Route to Asbury and Key West

Continue Service toEleanor Roosevelt Middle School

Expand Regional Route Serviceto Northern Dubuque County

Add Regional RouteService to Dundeeand Edgewood

Add In-TownEvening Service

- Expand Service in all Three Counties- Increased Trips per Month- Increased Frequency of Intercity Routes- More User-Friendly Route and Schedule Info- Continue Peosta to Dubuque Service FY2010

Add Additional Routeto Iowa City


Meeting the Need: The City of Clinton (Clinton MTA):• Expanded hours & days of service including; later afternoon service, evening service, weekend service, and holiday service

Many times, transit dependant riders have to turn down job offers because they cannot work the hours requested, due to limited bus hours. If Clinton MTA provided service on evenings, weekends, and on holiday’s residents would be able to search for employment through any employer at any shift. This service will also help employers by allowing them to search for qualified applicants throughout all shifts.

• Re-route branch line to avoid unimproved roads – One resident expressed concern that he bus was driving on these roads and creating more damage. She suggested making some changes to the route that would avoid these roads and also create more ridership, by traveling on roads that have higher traffic.

• Extend South Clinton Line for New Choices residents – Lutheran Social Services of Clinton suggested extending the South Clinton Line because the bus stop does not reach the New Choices facility. New Choices is a facility that provides services to children and adults with developmental and physical disabilities. Clinton MTA does not stop in front of their facility; therefore consumers walk from the bus stop to the front door which is approximately 4,000 feet. This can be dangerous for consumers and caregivers when walking in icy or stormy conditions.

• Add a route to and from Ashford University Campus – Clinton residents have been recently made aware that Ashford University plans to add another location to their campus in 2010. Residents may want access to all buildings on the Ashford Campus; therefore Iowa at Work and Lutheran Social Services of Iowa suggested preparing for this addition by adding an extra route. Advertising this as the building is under construction would help students who are enrolling or scheduling their classes.

Clinton County (River Bend):• Add a route from Clinton to Camanche – Lutheran Social Services suggested this route as she has consumers who frequently

travel from Camanche to Clinton and vice versa. Camanche residents rely on Clinton for many needs including health care, grocery stores, banking, etc. This route would help residents access these valuable resources on a daily basis.

• Add a route from Clinton to DeWitt – Iowa at Work recommended this route as some of their clients would like to search for employment outside of the city of Clinton. With regular bus routes to and from Clinton to DeWitt, residents can increase their employment options.


Extend serviceto Fulton, IL

Extend serviceto Camanche, IA

Expand service to Ashford Universityand new subdivisions

Extend South Clinton Line

Extend serviceto DeWitt, IA

Reroute Branch Lineto avoid unimproved roads

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MTA - Gap Analysis

Passenger Transportation Development PlanDubuque Metropolitan Area Transportation Study | Region 8 Planning Affiliation

(/30

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¯

Legend13th Ave North Line

Branch Line

Hill Line

Lincolnway Shuttle

Main Ave N/Camanche Ave Line

Main Ave W/Camanche Ave - South Clinton Line


Project/Service High Priority Medium Priority Low PriorityRegional Transit Authority

Expand hours and days of service 88% 9% 3%Maintain a consistent schedule 74% 26% 0%Expand services within Dubuque 59% 30% 11%Expand services to West end 57% 35% 8%Add an extra Iowa City route 56% 22% 22%Offer same day service or demand response in Jackson County 55% 30% 15%Offer more affordable services 49% 39% 12%Educate community about route information and widely market services 48% 43% 9%Offer additional routes from Dyersville to Dubuque 48% 40% 12%Coordinate services with Manchester health clinic’s schedule 48% 43% 9%Offer same day service or demand response in Dubuque County 45% 55% 0%Expand Services in Delaware County 39% 43% 18%Market employer incentives for mass transit 39% 39% 22%Post announcements on RTA website 36% 42% 22%Expand routes within Jackson County 35% 30% 35%Add an extra bus for ARC services in Dubuque 33% 37% 30%Add more wheelchair accessible buses 27% 40% 33%Provide additional training to drivers on wheelchair tie downs 21% 52% 27%Add a fixed route from the city of Manchester to Dundee 4% 38% 59%

Transportation PrioritiesThe public was asked to place these projects in a ranking of priority through an online survey. The projects were ranked as “high”, “medium,” and “low”. Projects ranked as a high priority were listed first and the lowest priorities last.


Project/Service High Priority Medium Priority Low PriorityClinton Municipal Transit Administration

Expand service hours and days 50% 20% 30%Provide defensive driver training 50% 10% 40%Offer hand sanitizer to keep buses clean and sanitized 50% 20% 30%Re-route Branch Line, Hill Line, and Camanche Avenue 40% 20% 40%Offer a Clinton to Camanche Route 40% 30% 30%Add an Ashford University Campus route 40% 10% 50%Offer a Clinton to Fulton Route 20% 30% 50%Extend South Clinton Line 10% 50% 40%

River Bend Add a Clinton to DeWitt route 30% 40% 30%Offer hand sanitizer to keep buses clean and sanitized 20% 30% 50%


Recommended Projects for Existing and Unmet Service NeedsRecommended Projects for Existing and Unmet Service Needs

# Provider Project Description Type Estimated Cost

Pote

ntia

l So

urce

Amou

nt ($

)

Prio

rity

FY 2

010

FY20

11

FY20

12

FY 2

013

FY

2014

1 RTA Expand hours and days of service O $85,0005311, STA, JARC, New Freedoms, Medicaid $43/hr H $43 $45 $47 $49 $51

2 RTA Maintain a consistent schedule O $0 $0 H $0 $0 $0 $0 $0

3 RTA Expand services within Dubuque O $134,000

5311, STA, JARC, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue $43/hr M $43 $45 $47 $49 $51

4 RTA Expand services to West end O $43/hr


5 RTA Add an extra Iowa City route O, P $4,100

5311, STA, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue $43/hr M $43 $45 $47 $49 $51

6 RTAOffer same day service or demand response in Jackson County O $10,000

5311, STA, JARC, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue $43/hr M

7 RTA Offer more affordable services (No fare) O $140,000

5311, STA, JARC, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue $140,000 M $140,000 $140,000 $140,000 $140,000 $140,000

8 RTAEducate community about route information and widely market services P $40/hr

Mobility Coordinator Position, Special Projects $40/hr M $40/hr $40/hr $40/hr $40/hr $40/hr

9 RTA Offer additional routes from Dyersville to Dubuque O $4,100


10 RTACoordinate services with Manchester health clinic's schedule O $40/hr

Mobility Coordinator Position $40/hr M $40/hr $41/hr $42/hr $43/hr $44/hr


Recommended Projects for Existing and Unmet Service Needs

11 RTAOffer same day service or demand response in Dubuque County O $43/hr

5311, STA, JARC, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue M $43 $45 $47 $49 $51

12 RTA Expand services in Delaware County O $10,000


13 RTA Market employer incentives for mass transit O, P $40/hrMobility Coordinator Position $40/hr M $40/hr $40/hr $40/hr $40/hr $40/hr

14 RTA Post announcements on RTA website P $40/hrMobility Coordinator Position $40/hr M $40/hr $41/hr $42/hr $43/hr $44/hr

15 RTA Expand routes within Jackson County O $4,200


16 RTAProvide additional training to drivers on cheelchair tie downs P $30/hr

5311, RTAP, STA, Property Tax $30/hr L $30 $32 $34 $36 $38

17 RTA Add a fixed route from the city of Manchester to Dundee O $44,720

5311, STA, JARC, New Freedoms, Medicaid, Property Tax, Agency/Contract Revenue $43/hr L $43 $45 $47 $49 $51

18 RTA Continuation Funding of JARC $100,000 $100,000 $100,000 $100,000 $100,000 $100,00019 RTA Continuation Funding of New Freedoms $25,000 $25,000 $25,000 $25,000

20 MTA Expand service hours and days O $118,600 local H 118,60021 MTA Provide defensive driver training P $30/hr local H 1,00022 MTA Offer hand sanitizer to keep buses clean and sanitized O $300 local H 30023 MTA Re-route Branch Line, Hill Line, and Camanche Avenue O $25,000 local H 2500024 MTA Offer a Clinton to Camanche Route O $140,000 local-28E M 14000025 MTA Add an Ashford University Campus route O $110,000 local-28E L 11000026 MTA Offer a Clinton to Fulton Route O $115,000 local-28E M 11500027 MTA Extend South Clinton Line O $0 local L28 River Bend Add a Clinton to DeWitt route O M29 River Bend Offer hand sanitizer to keep buses clean and sanitized O $300 L

Type of Improvement: REP= Replace, REHAB= Rehabilitate

Product Code: O= Operations, C= Capital, P= PlanningEquipment Code: L= Wheelchair Lift, R= Wheelchair Ramp, MR= Mobile Radio, F= Farebox, MDT= Mobile Data Terminal/Computer, SC= Security Camera

Recommended Projects for Existing and Unmet Service Needs


Recommendations • Expand hours and days of service• Maintain a consistent schedule• Expand services within Dubuque• Expand services to West end• Add an extra Iowa City route• Offer same day service or demand response in Jackson

County• Offer more affordable services (No fare)• Educate community about route information and widely

market services• Offer additional routes from Dyersville to Dubuque• Coordinate services with Manchester health clinic’s schedule• Offer same day service or demand response in Dubuque

County• Expand services in Delaware County• Market employer incentives for mass transit• Post announcements on RTA website

• Expand routes within Jackson County• Provide additional training to drivers on wheel chair tie

downs• Add a fixed route from the city of Manchester to Dundee• Continuation Funding of JARC • Continuation Funding of New Freedoms• Expand service hours and days• Provide defensive driver training• Offer hand sanitizer to keep buses clean and sanitized• Re-route Branch Line, Hill Line, and Camanche Avenue• Offer a Clinton to Camanche Route• Add an Ashford University Campus route• Offer a Clinton to Fulton Route• Extend South Clinton Line• Add a Clinton to DeWitt route

Conclusion

Transit provides RPA residents with access to employment, education, medical care, and recreation. Transit helps its riders achieve continued self-improvement, independence, and quality of life. Over the next twenty years, RPA 8 will continue to improve and expand the transit system, with the goal of providing the best service possible to it’s riders.

Chapter 7 - Freight [87]

Chapter 7 7. Freight

Introduction:

The efficient movement of goods is one of the keys to effective competition in a world market system. As a result, policy makers, industry specialists, and transportation planners have recognized that providing efficient systems for moving goods will help to create a competitive advantage in the global market. This chapter focuses on four different freight modes, three of which are active in the RPA 8 area: truck, rail, water-borne, and air freight. Although each of the freight shipping options are described separately, the different modes are often used in combination, which is referred to as intermodal freight transport.

RPA 8 is located on the Mississippi river, the second longest river in the United States, with a length of 2,340 miles from its source in Lake Itasca in Minnesota to its mouth in the Gulf of Mexico. The river serves as a valuable asset to the RPA 8 region, providing direct connectivity to 10 states and numerous cities on its journey to the gulf. The river is currently being used for incoming and outgoing freight. The region is also located on US Hwy 20, US Hwy 51/161, and US Hwy 52. These highways provide a ground connection to the rest of the state of Iowa and the nation. The rail system that passes through the region is another valuable resource as Iowa and RPA 8 move into greater ethanol and biodiesel production which will require rail transport. Air transport is currently not used by the RPA 8 region for goods movement. Cedar Rapids, IA and Rockford, IL are located within reasonable driving distance. Both airports serve as major air freight hubs for the surrounding area.

This element of the RPA 8 plan will focus on the current and predicted freight movement patterns as well as existing air, barge, and rail facilities in the region.

[88] Chapter 7 - Freight

Total Freight MovementOriginiating Tons: 22.1 Million Terminating Tons: 21.5 MillionOriginating Value: $11.7 Billion Terminating Value: $10.4 Billion

Regionally, the two largest recipients of freight from the RPA region, via truck and rail, are Illinois and Minnesota. Similarly, by water, Wisconsin is the largest recipient.

Regionally, the two largest deliverers of freight to the RPA region, via truck, are Wisconsin and Illinois. By rail, the largest deliverers are Illinois and Wisconsin. Similarly, by water, Illinois, MInnesota, and Missouri are the largest deliverers.

Freight Movement - State, Region, Nation

Freight moving out of the RPA 8 region 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 RPA is expected to increase to all surrounding states and national regions with exception of the North Prairie region. Freight moving into the RPA 8 region, 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 RPA is also expected to increase from all states and national regions with the exception of North Dakota.

Freight moving out of the RPA 8 region to the state of Iowa consists mainly of products in the following categories: ordinance or accessories, food or kindred products, and chemicals or allied products. Freight originating in RPA is expected to increase by 15% in 2011. Freight moving into the RPA 8 region 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 in RPA is also expected to increase by 18% in 2011.


Nationally, the two largest deliverers of freight to the RPA region, via truck, are the Midwest and the South. By both rail and water, the largest deliverer is the Southwest.

Nationally, the largest recipient of freight from the RPA region, via truck, water and rail, is the Southwest.


In 2001, truck was the most common mode for freight movement in the region, representing 67.97% of incoming tonnage and 70.26% of outgoing tonnage. By 2011, incoming tonnage moved by truck is predicted to increase to 68.17% while outgoing tonnage moved by truck is predicted to decrease to 69.42%.

Rail was the second most common mode for freight movement in 2001, representing 18.08% of incoming tonnage and 19.08% of outgoing tonnage. By 2011, incoming tonnage moved by rail is predicted to decrease to 16.64%, while outgoing tonnage moved by rail is predicted to increase by a fraction of a percentage to 19.42%.

Though the region is located on the river, the share of freight moved by water is small when compared with freight moved by truck. Incoming freight moved by barge accounted for 13.96% of total tonnage in 2001 but is predicted to show a small increase to 15.17% in 2011. Outgoing freight moved by barge in 2001 made up 10.66% of total value of goods moved and a slight increase u is predicted which estimates barge freight at 11.16%.


Airports:

Clinton Municipal Airport: Enhanced ServiceThere were 33 aircraft, not including ultralights, based at the airport in 2003. The number of based aircraft, excluding

Development Item 2004-2009Land Acquisition - RPZ (Runway 21) $184,000Rehabilitate Hangar “A” Apron $40,000Taxiway/taxilane rehabilitation $150,000Aircraft storage - 6,400 SF $264,000Rehabilitate (Runway 14/32) $1,261,815Total $1,899,815

gliders, ultralights and others is forecast to increase to no fewer than 39 in 2022.

There were an estimated 16,071 total annual operations conducted in 2003. The total number of operations is expected to increase to 21,135 in 2022.

Projects:


Dubuque Regional Airport: Commercial

Based aircraft at the airport totaled 79 aircraft in 2003. The number of based aircraft is forecast to increase to no fewer than 91 in 2022.

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. The total number of operations is expected increase to 73,038 in 2022.

Projects: Development Item 2004-2009Snow removal trucks $500,000Ground level boarding bridge $500,000T-Hangar replacement $205,000Apron for T-Hangar $12,000Runway sensor update $36,500Rehabilitate mtc/generator building $5,000Entrance road lights $50,000Quonset/corporate ramp areas $14,000Passenger terminal land acquisition $1,000,000Rehabilitate vault/windsock Taxiway A $800,000T-hangar replacement, phase II $60,000Rehabilitation terminal building frontage road $45,000Terminal building sidewalk replacement $10,000Rehabilitate parking lot $80,000Entrance road beautification $48,000Paint Quonset/corporate hangars $6,000Slurry seal terminal apron $8,400Radar display system $450,000Chlorine system update $22,000

Field drain replacement $80,000Roof replacement $35,000Structural repair Quonset/corporate $70,000Apron repair corporate $7,200New passenger terminal design $1,000,000Construct water tower $300,000Runway 18-36 painting $20,000Extend GA apron $50,000Rehabilitate mtc/generator building $45,000Rehabilitate corporate hangar $30,000Rehabilitate administrative office area $30,000New passenger terminal, phase I $7,615,000Rehabilitate steel T-hangar $72,000Utility improvements $450,000Total $13,656,100


Maquoketa: General ServiceThere were nine aircraft based at the airport in 2003. The number of based aircraft is forecast to increase to no fewer than ten in 2022.


Projects: Development Item 2004-2009Runway 15/33 rehabilitation $864,516Total $864,516

Manchester: Basic ServiceThere were four aircraft based at the airport in 2003. All were single engine. The number of based aircraft is forecast to increase to five in 2022.


Projects: No Projects


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Map 7.1 - Region 8 Airports

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places


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Manchester Muncipal

Freedom Field Hoff

Klies

Maquoketa Muncipal

Clinton Muncipal

Samaritan HospitalAirports®q Private

®q Public


Barge Facilities:The ports, terminals and fleeting areas in Iowa provide jobs and income for their communities and support Iowa industries dependent on the river for transportation. River transportation, including our harbors and terminals, are an engine for contin-ued economic growth. The following is a list of barge terminals in the RPA 8 Region:1. Mississippi Belle II, Clinton Showboat Landing: -Mooring casino boat; boarding passengers2. City of Clinton, Clinton Municipal Unloading Dock: -Receipt of grain; receipt of miscellaneous dry bulk materials including fertilizer -Two surface tracks with total capacity for 90 cars-Serves loading spout and terminal in rear-Connects with Union Pacific Railroad and I,C&E Railroad3. Artco Fleeting Services, Service, Dock: -Mooring barges for fleeting4. ADM/Growmark, Clinton River Terminal Dock: -Mooring barges for cleaning, maintenance, and repair-Mooring barges for fleeting5. ADM Corn Processing, Clinton Plant, Liquid-Handling Dock: -Shipment of grain-Plant trackage in rear connects with Burlington Northern Santa Fe Railway, Union Pacific Railroad and I,C&E Railroad6. ADM Corn Processing, Clinton Plant, Corn- Pellet-Loading Dock: -Receipt of caustic soda, receipt and shipment of industrial and beverage alcohol, ethanol, and crude and refined vegetable oil-Plant trackage in rear connects with Burlington Northern Santa Fe Railway, Union Pacific Railroad, and I,C&E Railroad7. Alliant Energy, IP&L Co., M. L. Kapp Plant Wharf: -Shipment of corn pellets

8. Vertex Chemical Corp., Camanche Plant, Dock: -Receipt of coal for plant consumption-Plant trackage in rear connects with Burlington Northern Santa Fe Railway, Union Pacific Railroad and Iowa, Chicago & Eastern Railroad9. Artco Fleeting Services, Camanche Fleet Moorings: -Receipt of caustic soda10. Determann Industries Dock: -Mooring barges for fleeting, maintenance and repair; mooring floating drydock11. City of Clinton, Clinton Municipal Loading Dock: -Receipt of coal; receipt and shipment of steel products and miscellaneous bulk materials-Shipment of grain-One surface track serving undertrack pit on apron and two serving warehouses in rear, connect with Burlington Northern Santa Fe Railway, Union Pacific Railroad, and I,C&E Railroad.


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Manchester

De Witt

Balltown

Bellevue

Sabula


JACKSON CO.

CLINTON CO.

!(13

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Maquoketa

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Map 7.2 - Region 8 Barge Terminals

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Incorporated Places

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Clinton

D M A T S


Rail Facilities:The RPA 8 area is served by 4 rail carriers. The following describes the 4 carriers in general terms.

Burlington Northern Santa Fe: The Burlington Northern and Santa Fe Railway (BNSF) is among the largest railroad in the United States 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, Jo Daviess County and the City of East Dubuque in Illinois.

Iowa, Chicago, Eastern (IC&E): The Iowa, Chicago, and Eastern Rail Link (I C& E) is a regional railroad which is owned and operated by the Dakota, Minnesota, and Eastern Railroad. The IC & E recently purchased the I & M Rail Link, which was formed in 1997 and operated through the DMATS area. Between the two branches (DM&E and IC&E) the railroad operates in Iowa, Illinois, Minnesota, Missouri, Nebraska, Wyoming, Wisconsin, and South Dakota. The IC& E primarily 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 and south to Muscatine. The I C& E also operates an east-west line that begins in Marquette and extends west through Northern Iowa to Sheldon.

Canadian National (CN): Canadian National (CN) is a leader in the North American rail industry. Following its acquisition of Illinois Central in 1999, WC in 2001, and GLT in 2004, as well as its partnership agreement with BC Rail in 2004, CN provides shippers with more options and greater reach in the rapidly expanding market for north-south trade. 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.

Union Pacific: Union Pacific Railroad is an operating subsidiary of Union Pacific Corporation. It is the largest railroad in North America, operating in the western two-thirds of the United States. The railroad serves 23 states, linking every major West Coast and Gulf Coast port, and provides service to the east through its four major gateways in Chicago, St. Louis, Memphis and New Orleans. Additionally, Union Pacific operates key north/south corridors and is the only railroad to serve all six major gateways to Mexico. UP also interchanges traffic with the Canadian rail systems.


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De WittClinton

Ryan

Masonville Earlville

Delaware

Dyersville

Farley Epworth

Balltown

Bellevue

Sabula

Wheatland

Calamus Grand MoundCamanche


JACKSON CO.

CLINTON CO.

!(13

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!(38

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Maquoketa

D M A T S


Map 7.3 - Region 8 Freight Rail

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Incorporated Places

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Cities (population over 5,000)

Cities (population under 5,000)OWNER

Canadian National

Iowa, Chicago, Eastern

Union Pacific:

TON MILES0 - 1

1 - 15

15 - 30

30 - 164


PipelinesThere are several pipelines that pass through the RPA-8 region shipping multiple commodities. Anhydrous ammonia, crude oil, and natural gas are all transported to cities in the RPA-8 from outside of the region.

All pipelines in service in the RPA-8 region are privately owned. As such, any deficiencies associated with the pipeline system will be identified and rectified by the individual owner.

The RPA-8 will work to coordinate construction projects to maintain the integrity of the service offered by the pipelines. The RPA-8 will also work with the pipeline vendors to provide multi-modal transfer of their respective services.

The Lincolnway Railport is a multi-modal freight project to be constructed west of Clinton. The project includes the construction of a 500 acre industrial park, and a rail spur with direct access to Union Pacific main line. The railport will be located on US 30 south of the Clinton Municipal Airport.

The Lincolnway Railport project is the result of a partnership consisting of the Clin-ton Regional Development Corporation (CRDC), Union Pacific Railroad (UP), and the Iowa Department of Transportation (IDOT).

According to CRDC forecasts, within five yeas of its completion, the railport is ex-pected to generate 1,000 jobs, increase wages by $25 million, increase local spending by $23.5 million, and encourage 180 million in new capital investment.

CRDC received approval from UP on December 13, 2007 to begin construction on the first phases of the project. In phases I and II, which broke ground in 2010, crews will construct 14,000 feet of track adjacent to existing UP right of way. The Railport is on UP’s most congested mainline. To limit further impediments to traffic on the main line, UP required the construction of enough track to accommodate trains of over a mile in length

Total cost for both phases is estimated at $14 million (Phase 1 = $10.8 & Phase II = $3.2). Last year CRDC was awarded a $2 million American Recovery and Reinvest-ment Act (ARRA) Grant from IDOT which will be applied to Phase I construction. The CRDC expects the completion of Phases I and II within the next five years.

Lincolnway Railport Project

Estimated Total Development Costs ON-SITE PARK IMPROVEMENTS $ 48,075,000

Land Acquisition $22,072,500 Roadway Improvements & Grading $17,470,500 Water $ 1,976,000 Sanitary Sewer $ 2,767,000 Storm Sewer $ 3,789,000

OFF-SITE PARK IMPROVEMENTS $ 8,425,000

Turn Lane Improvements $ 425,000 Water extension to site $ 3,000,000 Roadway improvements $ 5,000,000

Total Development Cost: $ 56,500,000

Following the completion of the rail infrastructure, the next phases of construction will focus on the infrastructure in and around the industrial park. In total, the CRDC will need to raise over $50 million to complete the project. See chart for total estimated costs.


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Manchester

De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

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Low Moor(/30

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Maquoketa

D M A T S


Map 7.4 - Region 8 Pipe Lines

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places



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Pipe LinesAnhydrous Ammonia

CrudeOil Petroleum

NaturalGas


Recommendations

ConclusionFreight movement is key to economic growth and prosperity in the region. It is important that policy makers, industry specialists and transportation planners continue to acknowledge the importance of providing efficient systems for moving goods, helping to create a competitive advantage in this global market.

• Implement an Intermodal Management System

• Continue to expand the highway system to provide improved access and circulation around major transportation corridors

• Coordinate needed improvements to meet the advancements of the RPA 8 Freight hubs

• Closely coordinate area roadway planning with freight objectives, including access and mobility in the context of other community planning objectives

Chapter 8 - Environmental [103]

8. Environmental

Transportation often generates negative externalities affecting safety, human health, and the natural environment. For this reason, the environment is one of the eight planning factors included within SAFETEA-LU. Negative externalities are caused by the construction and maintenance of infrastructure, and by the operation of motor vehicles. Infrastructure externalities include effects on water systems (dewatering, runoff, sediment loadings, and erosion), soil processes (material related pollution), and eco-systems (habitat destruction, degradation, and fragmentation).

Transportation infrastructure improvements typically make land more attractive for commercial and residential development. The pressure for land development is not as high in RPA 8 as it is in other jurisdictions. Yet, future development still represents a significant concern with regard to natural as well as other resources. In this context, transportation infrastructure projects in RPA 8 region warrant the consideration of potential ecological and environmental effects. Various environmental regulations and mitigation measures that aim to minimize the impact of road projects are proposed in this chapter.

Introduction

Chapter 8

[104] Chapter 8 - Environmental

Table 8.0 National Environmental Policy Act Environmental ReviewDocument Description

Environmental Assessment (EA) Provides evidence/analysis for determining whether a transportation project will cause significant impacts. a

Environmental Impact Statement (EIS) Describes the purpose and need for the pro-posed action, the proposed alternatives, the affected environment, and the environmen-tal consequences of the alternatives. b

a National Environmental Policy Act explains in detail the concept of “significance” based on two criteria: context and intensity.b Air quality is covered in the environmental review process

As RPA 8 region has experienced relatively little growth over the last several decades, the pressure for land development has not been as substantial as in many jurisdictions. The region’s topography and historical economy have fixed agriculture as the re-gion’s primary land use. Therefore, agricultural land protection through a zoning code is the most prominent form of environmen-tal regulation in the region.

Conservation, water, and air quality regulations are the most applicable environmental safeguards for transportation projects. Projects advanced by the Iowa DOT must comply with a number of environmental requirements. The National Environmental Policy Act (NEPA) requires an environmental review process when Federal funds are applied to transportation projects. Table 8.0 presents the two generic documents prepared for environmental reviews under NEPA.

Environmental Safeguards


Right-of-way – Right-of-way impacts were addressed qualitatively. Two considerations were addressed in the right-of-way anal-ysis. The first was whether the project would require additional right of way. In some cases transportation improvements can be completed without additional right-of-way. In other cases, the project will require new right-of-way or additional right-of-way. The second consideration was the proportion of the land, designated for acquisition, that is already developed. Acquiring developed land will increase impacts on property owners, and project costs. The analysis of right-of-way impacts is based on general project concepts and a brief review of the project location. Final environmental analysis will be required for every project to fully identify right-of-way impacts. There is no right-of-way map designed for RPA 8 region as most of the projects are maintenance.

The information that follows is designed to provide general information to the public and to decision-makers as they consider transportation priorities in this long range transportation plan. The information has been provided on a project basis to allow easy review of the information by the public and decision-makers. Nine environmental issues were considered for all projects:

Environmental Impact Analysis


Environmental Justice – 2000 Census Data is used for iden-tifying low income or minority communities. Census tract data has been used to identify instances when proposed projects could impact low income or minority communities.

Manchester

De WittClinton

DELAWARE CO.

DUBUQUE CO.

JACKSON CO.

CLINTON CO.

!(13

!(13

!(38

!(38

!(136

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Maquoketa

D M A T S


Map 8.0 - Median Household Income

¯

Data Source: U.S. Census 2000Map prepared November 2008 by ECIA

LegendDMATS MPO


$20,000 - 27,000

$27,001 - 34,000

$34,001 - 41,000

$41,001 - 48,000

$48,001 - 55,000

Manchester

De WittClinton

DELAWARE CO.

DUBUQUE CO.

JACKSON CO.

CLINTON CO.

!(13

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Maquoketa

D M A T S


Map 8.1 - Minority Population

¯


LegendCensus TractsPercent Minority Population

0 - 1%

1 - 1.5%

1.5 - 2%

2 - 4.5%

4.5 - 14.5%

DMATS MPO

Census tracts are generally too large to allow for a detailed analysis. Staff will execute a more detailed analysis during project development. The data contained herein is simply an indication that there is the potential for an impact. Maps 8.0 and 8.1 show the locations of minority and low income popula-tions in the region.


Cemetery – Cemetery impacts are identified if the proposed project will pass next to or encroach on an existing public or private cemetery. At this point, projects are in a conceptual stage and it is not possible to know if there will be an impact on the identi-fied cemetery. All that can be known from this analysis is that there is a potential for such an impact. Map 8.2 shows locations of cemeteries in the region.

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De WittClinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

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!(136

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Low Moor(/30

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Maquoketa

D M A T S


Map 8.2 - Cemeteries and Public recreational places

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places



¯


!( Cemetery

Public Recreational Places

Public recreational places – Park or recreational use impacts are identified if the proposed project is adjacent to a known, existing public or private park or other recreational use. At this point, projects are in a conceptual stage and it is not possible to know if there will be an impact on the identified park or recreational use. All that can be known from this analysis is that there is a potential for such an impact. Map 8.2 shows locations of public recreational places in the region.


Floodplain – The floodplain assessment was conducted using FEMA data, which is available for Dubuque county and major river locations for rest of the region. Projects are identified as no impact if they are completely outside identified flood plains. Projects within an identified flood plain were identified for fur-ther analysis. Map 8.3 shows flood plains in the region.

Wetland – Wetland impacts were identified using the National Wetland Inventory. This environmental analysis does not in-clude specific drainage or water quality assessments The pur-pose of this analysis was to identify known wetlands that could be impacted by the proposed transportation improvements. Map 8.4 shows wetlands in the region.

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Manchester

De Witt Clinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

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Maquoketa

D M A T S


Map 8.3 - Floodplains

LegendHighways

US Highways

County Boundary

Incorporated Places



¯


State Highways

100 Years Flood Zone

500 Years Flood Zone

Major Rivers

Manchester

De WittClinton

DELAWARE CO.

DUBUQUE CO.

JACKSON CO.

CLINTON CO.

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Maquoketa

D M A T S


Map 8.4 - Wetlands Classification

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LegendDMATS MPO

Wetlands ClassificationAquatic Bed

Emergent

Forested

Streambed

Scrub Shrub

Unconsolidated Bottom

Unconsolidated Shore


LUST Sites and Municipal Landfills - Leaking underground storage tank (LUST) sites and Municipal Land fills are loca-tions that contain contamination from petroleum products or other substances classified as hazardous by the Comprehen-sive Environmental Response, Compensation, and Liability Act (CERCLA). A more detailed analysis is required if a project encroaches on one of these sites. Map 8.5 shows UST and Mu-nicipal land fills in the region.

Historical/Archeological – Known historical or archeological sites that are within 500 feet of a proposed project are identified by this analysis. This analysis was based on the National Historic Register for Historic Places and on the location of archeologi-cal sites identified in other studies. The analysis only states that there is the potential for impact on known sites. More specific surveys will be necessary for each project to determine if there will actually be impacts and also to identify any historical or ar-cheological sites which have not previously been identified.

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Manchester

De Witt Clinton

Ryan

Masonville

Dundee

Edgewood

Greeley

Colesburg

Hopkinton

Worthington

Cascade


St. Donatus

Delhi

Earlville

Delaware

Dyersville

New Vienna


Bankston

Farley Epworth

Graf

Sherrill

Balltown

Bellevue

AndrewSpringbrook

Spragueville

PrestonMiles

SabulaMonmouth

Baldwin

Lost Nation

Toronto

Wheatland

Calamus Grand Mound

Welton

Delmar

Camanche

AndoverGoose Lake

Charlotte


JACKSON CO.

CLINTON CO.

!(13

Rickardsville!(13

!(38

!(38

!(136

!(136

!(136

!(136

!(3

!(3

!(62

!(64 !(64

(/20 (/20

(/20

(/52

(/52

(/52

(/52

(/67

(/67

(/30(/30

Low Moor(/30

(/61

(/61

(/61

(/151

Maquoketa

D M A T S


Map 8.5 - UST & Muncipal land fill sites

LegendHighways

US Highways

State Highways

County Boundary

Incorporated Places



¯


!( UST Sites

!( Muncipal_landfills

Farmland – A potential farmland impact has been identified in cases where a project will require additional right-of-way that will be taken from a farm.

There are several types of analysis which are typically included in an environmental assessment which have not been addressed here. These include noise, stormwater, water quality, air quality, and geotechnical/seismic. In each case, these types of analysis were sufficiently specialized that neither RPA 8 staff nor RPA 8 Technical Advisory Committee members were qualified to conduct a cursory analysis of the potential impacts.

Conclusion

Chapter 9 - Safety & Security [111]

Chapter 9 9. Safety & Security

Introduction

The safety and security of the traveling public are top priorities for RPA 8, the Iowa Department of Transportation (IADOT), the Federal Highway Administration (FHWA), the Federal Transit Administration (FTA), and the cities and counties in the planning area. This chapter addresses these issues and recommends actions for improving traveler safety and security.

The Safety portion of the LRTP will focus on traffic accidents and methods to establish a process to reduce the occurrence and severity of these accidents. In addition, since September 11, 2001, the need for public security has gained importance. Tech-nologies are available to improve the security of the region’s transportation system. This aspect will be addressed in the Secu-rity section of this chapter.

Safety

There are two common methods of addressing accidents that occur on the region’s roadways. The first identifies locations where the number of accidents at a spot location (such as an intersection) is higher than would normally be expected. The other method is a system-wide approach that focuses on the predominant types of accidents along a longer section of roadway or road network. Both meth-ods are used to find the locations that are creating major safety issues in the region.

The crash data from Iowa Department of Transporta-tion has been used to analyze the high accident locations and the severity of accidents that occurred in the region between 2001 and 2006. The high accident locations are identified through the use of a GIS database. The types of accidents are represented in graph to the right.

[112] Chapter 9 - Safety & Security

Between 2001 and 2006 there were 115 fatalities and 512 major injuries in the region. Most of these accidents occurred due to human behavior. Reducing the number of fatalities and major injuries is a point of emphasis for the long range planning process. One way this emphasis is reflected is in linkages to the Iowa Comprehensive Highway Safety Plan (ICHSP). As proj-ects are developed, the following elements from the ICHSP will be incorporated.

Top Five Safety Policy Strategies (Legislative)1. Young drivers - Strengthen minor school license (MSL) and graduated driver’s license (GDL) laws with stronger

provisions that are proven to reduce specific risks and save lives.2. Occupant protection - Require occupant restraints in all automotive vehicle seating positions.3. Motorcycle safety - Restore a motorcycle helmet law.4. Traffic safety enforcement - Support traffic safety enforcement and adjudication with adequate resources.5. Traffic Safety Improvement Program – Increase Iowa Traffic Safety Improvement Program funding from .5 per-

cent to a full 1 percent of Iowa’s Road Use Tax Fund.

Top Eight Safety Program Strategies (Administrative)1. Lane departure - Enhance lane departure related design standards and policies (e.g., paved shoulders, rumble

strips and median barriers).2. Safety corridors - Identify safety corridors and use multidisciplinary strategies to mitigate specific crash causes

such as impairment, speeding, driver inattention, and other factors.3. Intersections - Promote innovative intersection designs, such as roundabouts and other configurations.4. Local roads - Create local multidisciplinary safety teams to identify and resolve local crash causes.5. State traffic records - Enhance data availability and use by all stakeholders.6. Senior mobility - Develop a single point of contact to help older persons and their caregivers navigate existing

programs regarding changing mobility needs.7. Safety training and education - Provide state and local multidisciplinary traffic safety education programs for

professionals and the driving public.8. Unpaved rural roads - Promote public awareness of the risks of driving on unpaved rural roads.


De WittGrandMound

CalamusWheatland

Lost Nation

Toronto

Delmar

CharlotteGooseLake

Andover

(/61

(/61

(/30 (/30

(/67

(/67!(136

!(136

!(136

Welton

Clinton

Low MoorSEE CAMANCHE

INSET

US 30

US61

US

61

US 30US 30

US

67

IOWA 136

IOWA 136

190 ST

220 ST 380

AVE

185

AVE

140 ST

290

AVE

170

AVE

292 ST

230

AVE

270 ST

120

AVE

362AVE

250

AVE

400AVE

130

AVE

230 ST

180 ST

432AVE

115 ST

140

AVE

442

AVE

190

AVE

210

AVE

390

AVE

215 ST

202 ST

252

AVE

302

AVE10

0AV

E

285T

HAV

E

182 ST

110 ST

EAS

TS

T

170 ST

150AVE

160 ST

118

AVE

410AVE

308AVE

380

AVE

130

AVE

230

AVE

432

AVE

150 ST

330AVE

270 ST

290AVE

190 ST

170 ST

350

AVE

145 ST

215 ST

210 ST

400

AVE

245 ST

262 ST

220

AVE

260

AVE

110 ST115 ST

210

AVE

105

AVE

125 ST

475

AVE

320AVE

200

AVE

220 ST

235 ST

212 ST

218 ST

257 ST

250 ST

100

AVE

158

AVE

165

AVE

110AVE

105 ST

308

AVE

175

AVE

280 ST

120 ST

140 ST

112

AVE

460AVE

180 ST

163 ST

160

AVE

335AVE

172 ST

370AVE

120 ST

320

AVE

190 ST

170 ST

190 ST

170 ST

235 ST

125 ST

210 ST

400

AVE

110 ST

115 ST

235 ST

110

AVE

270 ST 270 ST

¯


High Crash Areas - Rural Clinton County

0 5 Miles

1

23

4

5High Crash Locations

1. US 30 at 130th Ave (Wheatland, IA) 2. US 61 1/2 mile north of 165th St 3. US 61 at 190th St (Welton, IA) 4. US 61 at 212th St 5. US 61 south of 270th St 6. US 30 3/4 mile east of DeWitt 7. US 30 at 330th Ave 8. 44th Ave S at rail crossing (Clinton, IA) 9. IA 136 at Main St (Goose Lake, IA)10. IA 136 at 410th Ave11. US 67 at 180th St12. US 67 at 37th Ave (Camanche, IA)13. US 30 at Camanche/Anamosa Rd14. US 30 1/4 mile east of S 40th St

76

9

10 11

8

(/67

(/67

(/30

Camanche

0 0.5 1 Miles̄

CAMANCHE INSET

13 14 15

12

1918 16

17

Crash data source: Iowa DOT

LegendCrash Clusters 2001 - 2006

6 or more crashes!

15. US 30 at Mill Creek Parkway16. Washington Blvd at 21st St (Camanche, IA)17. US 67 & Washington Blvd (Camanche, IA)18. US 67 at 7th Ave (Camanche, IA)19. US 67 at 9th Ave (Camanche, IA)


US 30

210 ST

230 ST

220 ST

200 ST

2ND AVE S

13TH AVE N

N3R

DST

N2N

DST

HARTS MILL RD

MAIN AVE

MIL

LC

REE

KPK

WY

420AVE

IOWA 136

N4T

HST

7TH AVE S

PER

SHIN

GBL

VD

410

AVE

LINCOLN WAY

S4TH

ST

11TH AVE S

S14

THS

T

5TH AVE S

425

AVE

4TH AVE S S2N

DST6TH AVE S

S19

THS

T

HARRISON

DR

LIBERTY AVE

S5TH

ST

16THST

NW

1ST AVE

CAMANCHE AVE

S32

ND

ST

442

AVE

RO

OSE

VELT

ST

GAR

FIEL

DST

25TH AVE N

S6TH

ST

N11

THST

S BLUFF BLVD

N5T

HST

S21

STS

T

3RD AVE S

N12

THS

TN18TH

ST

8TH AVE S

MANUFACTU

RING

DR

SPRIN

GD

ALED

R

23RD AVE N

21ST PL

6TH AVE N

S18

THST

22NDPL

10TH AVE S

33RD AVE N

27TH AVE S

22ND AVE N

30TH AVE N

S30

THST

9TH AVE S


RIV

ER

VIEW

DR

BUELL AVE

16TH AVE N

23RDPL

S8T

HS

T

VALLEY OAKS DR

13TH AVE S

WS

TOC

KWEL

LLN

20TH AVE N

S7TH

ST

3RD AVE NN13TH

ST

N6T

HST

S1S

TS

T

S40

THS

T

N BLUFF BLVD

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ST S

10TH

ST

S16TH

ST

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ST

7TH AVE N

MYR

AP

L

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DS T

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W

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ST

PROSPECT AVE

BAR

KER

ST

BEAVER CHANNEL PKWY

15TH AVE S

DU

NN

RD

12TH AVE S

N7T

HST

12TH AVE N

MC

KIN

LEY

ST

18THPL

16TH AVE S

17TH AVE S

9TH AVE N

11TH AVE N

8TH AVE N

RAN

DY

DR

29TH AVE N

19TH AVE S

5TH AVE N

18TH AVE S

28TH AVE N

BRAN

DEN

HIL

LSD

R

TOWER RD

14TH AVE S

31ST AVE N

10TH AVE N

GR

ANT

ST8THST

NW

4TH AVE N

FAIRWAY DR

BRANDY LN

17THPL

WOODLAWN AVE

GLENDALE RD

S25TH

ST

11THST

NW

14TH AVE N

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T

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16THPL

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HST

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ST

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SAR

AHLN


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22ND AVE S

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RC

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RD

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HO

NEY

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WORTH CT

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DALE

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15TH AVE N


12TH AVE S

S14

THS

T

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THST

LIBERTY AVE

N5T

HST

14TH AVE S

11TH AVE N

8TH AVE S

S9T

HS

T

3RD AVE S

15TH AVE S

12TH AVE N

N10

THS

T

S3R

DST

5TH AVE N

N18TH

ST

13TH AVE S

S18

THS

T

S8TH

ST

9TH AVE N


LIBERTY AV

E

8TH AVE N

11TH AVE S

N5T

HST

1ST AVE

IOWA 136

12TH AVE S

28TH AVE N

8TH AVE S

N13

THS

T

LegendCrash Clusters 2001 - 2006Number of crashes

100

56 - 65

41 - 55

26 - 40

10 - 25

¯



High Crash Areas - City of Clinton


US 30

262 ST

260

AVE

245 ST

235 ST

US

61

300

AVE

225

ST

11TH ST

LAKE ST

290

AVE

8THAV

E

270 ST

270

AVE

252 ST

308

AVE

230 ST

6TH

AVE

285T

HAV

E5T

HAV

E

240 ST

1ST ST

312

AVE

4TH

AVE

7TH ST

6TH ST5TH ST

280T

HAV

E

262

AVE

3RD

AVE

9THAV

E

12TH ST

3RD ST

255

AVE

10TH ST

255 ST

238 ST

11TH

AVE

250 ST

7TH

AVE

RAMP

2ND ST

3RD

AVE

E

S6T

HAV

E

218 ST

14TH ST

267

AVE

275

AVE

WES

TWO

OD

DR

E INDUSTRIAL ST

234 ST

8TH ST

280AVE

13TH ST

4TH ST

E 11TH ST

HU

MES

TON

RD

274AVE

E 4TH ST

E 2ND ST

E 6TH ST

E 8TH ST

BROOKVIEW DR

NORTHRIDGE RD

12TH

AVE

SPRINGBROOK LN

E 10TH ST

14TH

AVE

17TH ST

13TH

AVE

282

AVE

MACKINDR

9TH ST

ELMW

OO

DR

D

15TH ST

17TH

AVE

SCEN

ICR

DG

16TH

AVE

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RAMP

270 ST

15TH ST

RAMP

8TH ST

RAMP

9TH ST

US

30

US

61

6TH

AVE

262 ST

US 30

270 ST

RAM

P

RAMP

RAM

P

RAM

P

4TH ST

RAM

P

RAM

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14TH ST

300

AVE


100

56 - 65

41 - 55

26 - 40

10 - 25¯



High Crash Areas - City of De Witt

0 10.5 Miles


Ryan

Manchester

(/20(/20

!(38

!(38

!(38

!(3

!(3

!(13

!(13

Hopkinton

Delhi

Delaware

Earlville

Greeley

Edgewood

Colesburg

Dundee

Masonville

US 20

IOWA 3

IOW

A13

IOWA 3

IOW

A13

IOW

A38

IOW

A38

IOWA 38

IOW

A38

110T

HAV

E

150TH ST

300T

HAV

E

310T

HAV

E310TH ST

315TH ST

230T

HAV

E

155TH ST

300TH ST

210TH ST

220TH ST

160TH ST

245THAVE

120TH ST

135TH ST

250TH ST

163RD ST

240TH ST

285TH ST

145T

HAV

E140TH ST

160TH ST

120TH ST

210TH ST210TH ST

210TH ST

140T

HAV

E

275TH ST

110T

HAV

E

190T

HAV

E

210T

HAV

E

255TH ST

280T

H A

VE

270T

HAV

E

245TH ST

180T

HAV

E

JET RD

165TH ST

145T

HAV

E

240TH ST

170TH ST

182ND ST

197T

HAV

E

260T

HAV

E

OMEGA R D

180TH ST

330T

HAV

E

RIDG E RD

200T

HAV

E

220T

HAV

E

190TH ST

LAS

ERR

D

THUNDER RD

175TH ST

302ND ST

205THAVE

ROCKVILLE RD

320TH ST

29 5TH S T

315TH ST310TH ST

250TH ST

HO

NEY

CREEK RD

400TH ST

330T

HAV

E

275TH ST

220T

HAV

E

170TH ST

¯


High Crash Areas - Rural Delaware County

0 5 Miles

1 High Crash Locations

1. 150th St at 180th Ave 2. IA 13 at 220th St 3. IA 13 at US 20 interchange 4. US 20 1/2 mile east of IA 13 5. US 20 1/3 mile west of 205th St 6. US 20 1/2 mile east of 205th St 7. US 20 1 mile east of Earlville interchange 8. US 20 at 300th Ave 9. US 20 at 310th Ave



6 or more crashes!

25 6 7 8

9

3 4


US 20

195TH ST

200T

HAV

E

215TH ST

IOW

A13

190T

HAV

E

220TH ST

210TH ST

W MAIN STE MAIN ST

S3R

DST

197TH ST

S5T

HS

T

190TH ST

N4TH

ST

NFR

ANKL

INST

JEFFERSON RD 221ST ST

STILES

ST

162N

DAV

E

NEW

ST

BAILEYD

R

BURRINGTON RD

GRANT ST

N2N

DS

T

224TH ST

SB

REW

ERS

T

E BUTLER ST

E ACERS ST

HONE

YCR

EEK

RD

E UNION ST

N 3R

D S

T

E PROSPECT ST

E FAYETTE ST

E HOWARD ST

LINE ST

STA

MA

ST

FIREFLY RD

DELHI RD

160T

HAV

E

CLARA AVE

W ACERS ST

185T

HAV

E

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THS

T

FAIRVIEW DR

180THAVE

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AST

188TH ST

HANSEL ST

LIBERTY ST

AND

ER

SON

ST

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MAN

AVE

N5T

HST

HARRIS ST

ENTERPRISE AVE

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THS

T

191ST ST

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ST

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223RD ST

NR

IVE

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173RD

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T

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NS

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NM

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US 20221ST ST

195TH ST

210TH ST

N5T

HST

195TH ST

IOW

A13


100

56 - 65

41 - 55

26 - 40

10 - 25¯



High Crash Areas - City of Manchester

0 10.5 Miles


(/52

ZwingleBernard

Cascade

Worthington

Farley Epworth

BankstonGraf

Rickardsville

NewVienna

Luxemburg

Holy Cross

Balltown

Sherrill

(/20

(/20

(/61(/151!(136

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SH

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RD

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EAST WORTHINGTON RD

CIRCLE RIDGE RD

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¯Region 8 Planning Affiliation

2030 Long Range Transportation Plan

High Crash Areas - Rural Dubuque County

0 5 Miles

1

High Crash Locations

1. 1st Ave W at Johnson St (Cascade, IA) 2. 1st Ave E at Adams St (Cascade, IA) 3. US 151 at Sundown Rd 4. US 151 at Skyline Rd 5. US 61 at Washington Mills Rd 6. US 52/IA 3 at Holy Cross Rd 7. 3rd St SW and 3rd Ave SW (Dyersville, IA) 8. 1st Ave E at 2nd St (Dyersville, IA) 9. IA 136/11th St SE at 2nd Ave SE (Dyersville, IA)10. US 20 at Wuchter Rd11. IA 136/9th St SE at 13th Ave SE (Dyersville, IA)12. IA 136/9th St SE at 15th Ave SE (Dyersville, IA)13. US 20 at IA 136 interchange (Dyersville, IA)14. US 20 1/2 mile east of Dyersville



6 or more crashes!

2

(/20US HWY 20

BELTLINE RD

9TH

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230 AVE

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407

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216

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387AVE

362

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550

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MILL CREEK RD

100 ST

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109

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74 ST

475

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208 ST

328

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380 AVE

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154

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166 ST

395

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162 ST

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458

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317

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113

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ROCKDALE RD

86AV

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45 AVE

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145

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385 ST

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182

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489

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199 AVE

232 AVE

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¯


High Crash Areas - Rural Jackson County

0 5 Miles

1

High Crash Locations

1. US 61 at Hurstville Rd2. US 61 at Bellevue-Cascade Rd3. US 52 at High Bridge Rd (St. Donatus, IA)



6 or more crashes!

2

3

4

5

4. IA 62/State St at 2nd St (Bellevue, IA)5. US 67 at IA 64


US

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174

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184

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24ST

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43 ST

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100

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10 - 25¯



High Crash Areas - City of Maquoketa

0 10.5 Miles


RPA 8 has following programs encouraging safety in the region.

Safe Routes to School and Bike & Pedestrian Plans

RPA 8 has developed a plan to address the infrastructure and safety needs of bicyclists and pedestrians through the Tri-State Area Trail plan , City of Clinton Bike and Safety Plan, and the Western Dubuque school system, Jackson County, Delaware County, and Clinton County Safe Routes to School Plans. These plans will analyze the area’s needs and include recommenda-tions and action steps to enhance the safety of Children walking to school, bicyclists and pedestrians.

The outcomes of these plans are to come up with a list of infrastructure and Non infrastructure improvements. Examples of eligible projects are:

• Sidewalk improvements• Traffic calming efforts• Speed reduction initiatives• Pedestrian and bicycle crossing improvements• On street/off street bicycle and pedestrian facilities• Secure bike parking• Traffic diversion programs around schools• Educational programs in and around school systems

Multi Disciplinary Safety Teams

RPA 8 created Multi Disciplinary Safety Teams in Dubuque County and Clinton County. The purpose of these groups is to co-ordinate safety and security efforts in the respective counties in an efficient manner. These groups help in coordinating plan-ning activities with daily needs in the area, and help to coordinate evacuation plans with future developments in the region.

Security

Following September 11, 2001 and more recent events, security of our nation’s transportation system has become an impor-tant issue. The focus of transportation officials has been to determine ways technology can assist in making transportation systems more secure. Although the immediate organizational response to security incidents and disasters will be the respon-sibility of security and public safety agencies, there is an important role that RPA 8 can play in promoting coordinated plan-ning in anticipation of unexpected events or natural disasters. RPA 8 Can play an important role in improving the coordina-tion and communication among the many different operating agencies in the region.


Highway

The Strategic Highway Network system of public highways provides access, continuity, and reliability during emergency conditions. RPA 8 roadways are designated as major routes in the region for use in times of evacuations and other emergency situations. In RPA 8 there are seven major highways that connect to urban and rural areas with in the region,and provide commerce routes into State of Illinois and Wisconsin. The system should be protected from any attacks as this is the life line for the region.

Transit

The Regional Transit Authority (RTA), Clinton Municipal Transit Administration (MTA), and River bend Transit system provide transit services to RPA 8 residents. The following are guidelines for the safe and secure operation of transit services within RPA 8.

1. Review county evacuation plans, transit systems security plans, and transit contractor security plans to ensure compatibility and clarity regarding responsibilities and procedures in the event of an incident.

2. Review security measures against checklists developed by FTA and IPTA. 3. Create an action plan with county sheriffs and city police departments to request random patrols of transit sys-

tems headquarters, the depots, and “hot spots” on Friday and Saturday evenings. 4. Work with Safety teams and County EMS regarding security and emergency preparedness plans, and ensure that

all are familiar with bus basics and are aware of the depot layouts. 5. Establish an ongoing means of communication with fire departmens, police departments, and the county EMS to

ensure sharing of crime and security information.6. Defined transit systems role in non-transit emergencies. 7. Train all personnel in emergency response procedures and protocols, include annual refresher training. 8. Conduct at least one emergency exercise annually.

Other security measures for the transit systems:• Cameras on buses (accident activated)• Newer buses to be equipped with full time cameras• Buses equipped with mobile data terminals should be connected with GPS.• Security cameras installed at transit offices and depots.• Transit offices secured with 24 Hour guards and card swipe locks.


Disaster Preparedness

Each county in RPA 8 has an emergency management office. The county office of emergency management develops and main-tains disaster plans for the area. The office also works to prepare residents, businesses, industries, and governmental agen-cies for all types of hazards and emergencies.

Disaster plans for the area are developed in coordination with transportation, law enforcement, and operational agencies. These plans address issues such as evacuation, containment, and first-responder actions, and are grouped under the heading of the Emergency Management Plan.

Publicity steps are targeted to residents, businesses, and various agencies, and include information about evacuation and preparation. Individuals and families should be prepared for self-sufficiency for at least three days including providing for one’s own shelter, first aid, food, water, and sanitation.

RPA will participate in emergency management planning by providing socio economic projections and long range improve-ment plans for the region. This will help emergency management officials to look to the future when making and implement-ing emergency management plans.


Recommendations

1. Reduce the number of fatalities and decrease the economic impact from highway-related accidents2. Encourage city and county implementation of bicycle and pedestrian improvements, services, and programs.3. Encourage local government participation and continue RPA participation in bicycle and pedestrian safety educa-

tion and outreach activities.4. Continue use of incident management patrols, coordination with law enforcement agencies, and implementation

of safety and mobility projects by the members to respond to safety trends and issues.5. Address roadway operational issues on routes receiving significant freight movement, including roadway geom-

etry, intersection configurations, and capacity.6. Work closely with the IADOT Rail Division on planning studies and project development activities for rail safety

projects, including rail grade separations at targeted locations.7. Encourage transit systems to secure funding for full-time cameras on all buses.8. Encourage transit systems to secure funding for automated vehicle locator system.9. Encourage transit systems to contact the fire department and county emergency management regarding security

and emergency preparedness plans, and ensure that all are familiar with bus basics and are aware of the depot layouts.

10. Suggest that transit systems develop and execute at least one emergency exercise annually.11. Encourage cities and counties to continue to implement bicycle parking and encourage its installation by develop-

ers, business owners, schools, and other institutions.12. Transportation and operational agencies should continue to coordinate with the county emergency and hazard

mitigation plans13. Transportation and operational agencies should continue to work closely with transit systems.

Conclusion

Following September 11, 2001 and more recent events, security of our nation’s transportation system has become an impor-tant issue. The focus of transportation officials has been to determine ways technology can assist in making transportation systems more secure. Although the immediate organizational response to security incidents and disasters will be the respon-sibility of security and public safety agencies, there is an important role that RPA 8 can play in promoting coordinated plan-ning in anticipation of unexpected events or natural disasters. RPA 8 Can play an important role in improving the coordina-tion and communication among the many different operating agencies in the region.

Chapter 10 - Finance [125]

Chapter 10 10. Finance

Introduction: The purpose of the financial element is to balance the transportation projects recommended for implementation with the resources of the community available to build and maintain transportation facilities and services. It is based on an analysis of past funding, expected funding, and projected needs.

[126] Chapter 10 - Finance

Revenue Sources for Roads, Bridges and TrailsSeveral federal, state, and local funding sources provide revenues to fund the transportation system in the RPA 8 region. The funding sources that can be used for the projects within the region are addressed. The funding sources are broken down into funding sources that the RPA 8 members receive every year, and funding sources that are based on application process.

Funding Roads (Intersection Improvements, 3R etc) Bridges Trails (On Road &

off Road) Sources Distribution

Federal Surface Transportation Program (STP) RPA 8 Sub allocation

Bridge Replacement and Rehabilitation Program (BROS) IADOT Sub allocation

Transportation Enhancement Program (TE) RPA 8 ApplicationOthers

Earmarks D.C ApplicationFederal Grants

Federal Enhancement IADOT ApplicationSafe routes to School IADOT Application

National Scenic BywaysAmerican Scenic Byways

Iowa Clean Air Attainment Program IADOT ApplicationStateRoad Use Tax Funds (RUTF) IADOT Sub allocationFarm Market (FM) IADOT Sub allocationOthers

IADOT Funds IADOT ApplicationState Grants

State Scenic Byways IADOT ApplicationTraffic Safety IADOT Application

State Enhancement IADOT Application Urban-State Traffic Engineering Program (U-STEP) Application

County-State Traffic Engineering Program (C-STEP) ApplicationLocalProperty Tax City/CountyLocal Option Sales Tax City/CountyDebt services City/CountyTax Increment Fianance Funding (TIFF) City

Funding sources for RPA 8 members

Chapter 10 - Finance [127]

Maintenance costs include:• Existing road and trail projects that are in need of creak seal

and patching • Existing bridges that need maintenance• Salaries & wages• Snow removal budget

Construction costs include:• Existing road and trail projects that are in need of

resurfacing, reconstruction, or restoration• Adding extra capacity to the existing road system• Adding sidewalks to the existing road system• New bridges• New trails• New roads

Funding ProjectionsRevenues from FY 08 – FY 12 were used to project revenue for twenty years of planning period. Discretionary (or “spike”) funds, legislative earmarks, special appropriations, and similar revenue sources and funding streams are uncertain and unpredictable, and thus were not considered. Funding has been constant for period of twenty years and is used on both maintenance and construction projects

Overall RPA 8 will have $ 1,263,578,000 in form of revenue from different sources of funding.

TIFF1%

Other Sources0%

RUTF38%

FM9%

Others1%

Property Tax14%

Local Option Sales Tax16%

Debt services14%

STP4%

BROS2%

Others1%

STP

BROS

Others

RUTF

FM

Others

Property Tax

Local Option Sales Tax

Debt services

TIFF

Other Sources

Federal

State

$54,313,806

$31,071,600

$8,676,000

$473,502,390

$119,765,070

$12,344,028

Local

$174,287,201

$190,359,595

$174,368,496

$18649,805

$54,313,806

Other

Construction Contract60%

Construction In House3%

Maintenance Contract2%

Maintenance In House35%

Maintenance Contract

Maintenance In House

Construction Contract

Construction In House

$23,160,000

$500,777,274

$854,529,932

$37,305,150

[128] Chapter 10 - Finance

Conclusion:

RPA 8 members will not be able to pay for maintenance of the existing system over the next twenty years. $1.26 billion in projected revenue will fall approximately $4.04 billion short of the projected $5.30 billion in maintenance costs. Identifying resources to maintain the transportation system will be a primary challenge for RPA 8 over the next twenty years.

Cost of maintaining the systemMaintenance costs are estimated based on the miles of road and number of bridges. Maintenance costs were estimated by assigning an average cost per mile of road and an average cost per bridge. The average cost to maintain one lane mile of county road over the road’s 15 year life is $225,000. The average costs to maintain a lane mile of city road is $800,000 over the same period of time. The average cost of city and county bridge replacement is $350,000. To estimate the total maintenance cost for the RPA over the next twenty years, average costs were multiplied by the number of lane miles or the number of bridges, and were inflated using 4% rate. Over all, RPA 8 members will need $5,309,130,037 to maintain the existing system over the next twenty years. A breakdown of maintenance cost by road type is displayed in the chart below.

Federal Function Classification Roads

(FFC)16%

Farm to Market Rds (FM)47%

Local Roads20%

Trails10%

Bridges7%

Federal Function Classification Roads (FFC)

Farm to Market Rds (FM)

Local Roads

Trails

Bridges

987 Miles

730.4 Miles

2440.7 Miles

462 Miles

182.8 Miles

Recommendations1. Continue to monitor transportation funding

needs

2. Identify shortfalls in funding sources and strategies to fill gaps

3. Seek alternatives and innovative ways to fund transportation improvements

4. Support efforts to increase federal and state revenue for transportation projects in the area

5. Continue to support local funding programs sufficient to obtain state and federal full-funding grant for planned projects

6. Continue to aggressively fund trail and bike-way investments

Chapter 11 - Implementation [129]

11. Implementation

This chapter compiles the recommendations of each element of the 2031 RPA 8 LRTP. Implementation of these recommendations will be contingent upon a wide range of exter-nal factors, including but not limited to: actual future funding availability, socio-economic trends, emergent technologies, political decisions, and environmental impacts.

RecommendationsRoadway & Bridges1. Apply context-sensitive design to reduce community impacts2. Promote street connectivity.3. Continue to partner with IA DOT to construct projects identified in the LRTP to

meet current and future travel demand.4. Continue to partner with IA DOT in the early development of environmental docu-

ments for projects identified in the LRTP. Bicycle and Pedestrian1. Add wide paved shoulders existing roads to accommodate bicycles/pedestrians.2. Expand bicycle route system to connect with surrounding counties,3. Cooperate with local partners (counties, cities and surrounding towns) to expand

the use of shared use paths throughout the system.Transit1. Expand hours and days of service.2. Maintain a consistent schedule.3. Expand services within the City of Dubuque.4. Expand services to the West End of Dubuque.5. Add an extra Iowa City route.

[130] Chapter 11 - Implementation

6. Offer same day service or demand response in Jackson County.7. Offer more affordable services (No fare).8. Educate community on routes and market services.9. Offer additional routes from Dyersville to Dubuque.10. Coordinate services with Manchester health clinic’s schedule.11. Offer same day service or demand response in Dubuque County.12. Expand services in Delaware County.13. Market employer incentives for mass transit.14. Post announcements on RTA website.15. Expand routes within Jackson County.16. Provide additional training to drivers on wheelchair tie downs.17. Add a fixed route from the city of Manchester to Dundee.18. Continuation funding of JARC. 19. Continuation funding of New Freedoms.20. Expand service hours and days.21. Provide defensive driver training.22. Offer hand sanitizer to keep buses clean and sanitized.23. Re-route Branch Line, Hill Line, and Camanche Avenue.24. Offer a Clinton to Camanche Route.25. Add an Ashford University Campus route.26. Offer a Clinton to Fulton Route.27. Extend South Clinton Line.28. Add a Clinton to DeWitt route.

Chapter 11 - Implementation [131]

Freight1. Implement an Intermodal Management System.2. Continue to expand the highway system to provide improved access and circulation

around major transportation corridors.3. Coordinate needed improvements to meet the advancements of the RPA 8 Freight

hubs.4. Closely coordinate area roadway planning with freight objectives, including access

and mobility in the context of other community planning objectives.Environmental1. Coordinate with resource agencies throughout the development of transportation

plans and documents.2. Minimize impacts to environmental resources and minority and low-income popula-

tions through systems-level.3. Work with statewide partners to support and develop a statewide data system.Safety and Security1. Reduce the number of fatalities and decrease the economic impact from highway-

related accidents.2. Encourage city and county implementation of bicycle and pedestrian improvements,

services, and programs.3. Encourage local government participation and continue RPA participation in bicycle

and pedestrian safety education and outreach activities.4. Continue use of incident management patrols, coordination with law enforcement

agencies, and implementation of safety and mobility projects by the members to respond to safety trends and issues.

5. Address roadway operational issues on routes receiving significant freight move-ment, including roadway geometry, intersection configurations and capacity.

6. Work closely with the IADOT Rail Division on planning studies and project devel-opment activities for rail safety projects, including rail grade separations at tar-geted locations.

[132] Chapter 11 - Implementation

7. Encourage transit systems to secure funding for full-time cameras on all buses.8. Encourage transit systems to secure funding for automated vehicle locator system.9. Encourage transit systems to contact the Fire Department and County Emergency

Management regarding security and emergency preparedness plans, and ensure that all are familiar with bus basics and are aware of the Depot’s layout.

10. Suggest that transit systems develop and execute at least one emergency exercise annually.

11. Encourage cities and counties to continue to implement bicycle parking and encour-age its installation by developers, business owners, schools, and other institutions.

12. Transportation and operational agencies should continue to coordinate with county emergency and hazard mitigation plans

13. Transportation and operational agencies should continue to work closely with tran-sit systems.

Financial1. Continue to monitor transportation funding needs.2. Identify shortfalls in funding sources and strategies to fill gaps.3. Seek alternatives and innovative ways to fund transportation improvements.4. Support efforts to increase federal and state revenue for transportation projects in

the area.5. Continue to support local funding programs sufficient to obtain state and federal

full-funding grant for planned projects.6. Continue to aggressively fund trail and bikeway investments.

rpa 8 lrtp 2031

Documents

state transportation

rural officials

local government officials

appointed officials

municipal officials

year long range transportation

state consultation

statewide transportation