Rockingham Road Feasibility Study - Phase...

Rockingham Road Feasibility Study - Phase 1Davenport, IADRAFT - 12 Jan 2016

Rockingham Road Feasibility Study - Phase I 1

Table of Contents

Table of Contents...........................................................................................1

Introduction and Existing Conditions...................................................2-4

Truck Route Alternatives........................................................................5-13

Complete Streets Opportunities........................................................14-23

Stakeholder Involvement....................................................................24-26

Acknowledgements

City of DavenportMike ClarkeDirector of Public Works

Brian SchadtCity Engineer

Corri SpiegelCEcD

Clay MerrittCIP Management Analysis

Stanley Consultants TeamSteve Ford, PLAGreg Shuger PESagar Sonar PE, PTOEDaniel Tal, PLAJon Altshuld, PLAJustin ClarkKelley Savage, PLA

Rockingham Road Feasibility Study - Phase I2

Introduction and Existing Conditions

PROJECT SCOPEThe Phase I Feasibility Study studied the potential of easing truck traffic along Rockingham Road by exploring options for a new truck route bypass. Traffic impacts and improvements to other roads such as Howell St and Schmidt Road were also evaluated. The study also explored potential design opportunities for the redevelopment of the Rockingham Road corridor to enhance the user experience for vehicles, cyclists and pedestrians. Complete streets and Low Impact Development features were explored for their ability to create sustainable long term solutions for residents, businesses and all modes of transit.

EXISTING CONDITIONS AND CONSTRAINTS

Current Truck Route Congestion and CausesRefer to the attached “Existing Conditions” diagram. Discussion of volume of truck traffic on Rockingham and desire of the City to turn Rockingham Rd into a user friendly “complete streets” corridor. Many commercial and industrial businesses are located in this area and they use Rockingham Rd as a main trucking route to access West River Drive/U.S. 61. Most of the businesses are located south of Rockingham; however, there are some on the north side. Truck turning movements are challenging and should be considered as ... Another major impact to the corridor is the at-grade crossing of Schmidt Rd with the Canadian Pacific (CP) Railroad. This is a major switch yard for CP and trucks are stacked up quite frequently at this crossing, impacting flow of traffic on Rockingham Road.

Right of Way and Land Acquisition Another major constraint is availability of City owned land for construction of an alternate truck route. Alternatives 1 through 4 consider a new truck route along the south side of the businesses between Dittmer Street and Schmidt Road. If this route is approved, it will require Right of Way acquisition of multiple parcels. Further study is needed to determine the full impacts to business owners as well as considerations for maintaining clearances from the CP rail yard.

Utility conflictsWhile a full investigation of utilities will need to be performed in future

phases of the study, some obvious impacts have been identified. There is a overhead transmission power line which runs parallel to Dittmer St and then crosses the CP RR before it turns and parallels US 61. If a truck route is constructed in this vicinity, the cost to relocate part of this power-line could add significant cost to the project. Another improvement that will add considerable cost would be to bury any above ground utilities along Rockingham Rd in order to enhance the visual appearance of the corridor. Reconstructing any side-roads such as Dittmer St and Schmidt Rd could include replacing aging utility infrastructure as well.

Land UseThe land use in the project area is a mix commercial, industrial and residential. The north side of Rockingham Road is older residential uses with intermittent and, in some occasions, conflicting uses including commercial uses. Zoning along Rockingham Road is Residential Corridor directly adjacent to the road right of way with General residential to the north and industrial to the south. The project reflects the need to relocate the heavy truck traffic from the Rockingham Road corridor to an alternate location to restore the character of the neighborhood.

EnvironmentalThe Project Area is an industrial area with a rich history datingback to the post-war economic boom following World War II.There is a potential to find minor contamination in historicallyindustrial areas due to the nature and longevity of the operations on the properties. Various properties throughout the WestDavenport area have been assessed and known contaminationexists on some properties. Further investigation of areas slatedfor new construction is needed.

PROJECT COSTS AND FUNDINGIn order to ensure some degree of accuracy with regard to costs, it is vital that the Project Team first selects a truck alignment alternative that most closely solves circulation needs of this industrial neighborhood. A number of alternatives were produced that all had positive as well as negative effects on the area. Those alternatives were presented to City staff and State Officials with the hope that one particular alignment would be viewed as a clear winner having the most benefit in all categories. Given that a primary alternative was not selected by the team, developing a preliminary opinion of cost at this time is not prudent. In addition

detailed data collection must be done to establish cost.It should be noted that the Project Team assisted the City planning staff in attempting to fund the project through the TIGER Grant program. The submittal included 3-D modeling illustrations showing potential truck routes with overpass bridges used to move truck traffic more easily and efficiently. To assist the City in this endeavor, assumptions were made with regard to property owner buy in, build-ability of the images shown, soils cleanup and land costs. The City submitted the packet in late May of 2015; however, the TIGER Grant funding was not approved. The Project Team will continue to work with City staff to assist in securing funding for this neighborhood. NEXT STEPS: PHASE 2With Completion of Phase One the City of Davenport needs to get active in the following steps:1) Finalize a preliminary “Preferred” Truck Route Alternative that most suits the needs of not only the City but of the neighbors in the corridor as well as those business owners that would be most directly affected by a rerouting of the truck traffic in the area. 2) Schedule and hold several one on one meetings with those business owners with the focus being to gain project consensus and support. At the same time begin discussions about land costs and property acquisitions.3) Revisions to the “Preferred” alternative may need to be discussed while working through the public stakeholder process which may then require another round of alternative evaluations to be developed and presented before a final route can be chosen.4) Continue to talk with the State and Federal agencies about available programs that could help fund the project. It is important to note that the Final Preferred Alternative needs to be presented and approved by the IA-DOT5) Develop a topographic site survey that would describe parcels, elevations, utilities, active and inactive rail locations, street ROW, existing buildings, parking lots and all other pertinent site features.6) Schedule and perform the following:A) Archaeological InvestigationsB) Geo-tech soil boringsC) Hazardous Site InvestigationsD) Wetlands investigations and delineationsE) Acquire appropriate permits7) Preparation of Construction Documents and Specifications8) Bidding and Construction Phase Services

PHASE 3: MASTER PLANNING ROCKINGHAM ROAD NEIGHBORHOOD Streetscape Design, 3-D Modeling and Planning


Existing Conditions - Overview

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former Zenith site. RCRA Metals contamination in soil and groundwater.

Nestle Purina

HyVee

Alter Metal Recycling

Study Area

Overhead Electric

Sanitary

Storm IDOT ROW

City of Davenport ROW

Private property

CP Railroad ROW


Existing Conditions - Photo InventoryExisting Conditions - Photo Inventory

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Source: Esri, DigitalGlobe, GeoEye, i-cubed, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, andthe GIS User Community

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Truck Route Alternatives

Alternatives DevelopmentAlternative routes were considered to provide safe and efficient access to the industrial area. The alternatives were developed in an incremental manner of truck restrictions and complexity of the route. The alternatives were compared based on the extent of truck restrictions, impact on adjacent streets, additional intersections necessary, anticipated cost and environmental impacts. All alternatives include a new at-grade intersection on Schmidt Road and the proposed access road south of the industrial area. The alternatives are discussed below and shown in the exhibits following this section.

Truck Route Alternative 1This alternative involves truck restrictions along Rockingham Road between Dittmer Street and Schmidt Road. An alternate route would be developed between the industrial area and the rail tracks allowing access south of the industrial area. Intersection improvements are also recommended at the River Drive at Schmidt Road intersection.

This alternative maintains truck traffic on Rockingham Road for most of the corridor through the residential areas.

Truck Route Alternative 2This alternative extend the truck restrictions along Rockingham Road from River Drive to the west to Howell Street on the east end. The truck traffic would be diverted to River Drive providing access to the industrial area through the intersection of Schmidt Road. River Drive is under the jurisdiction of Iowa DOT and will require coordination with the DOT.

Truck Route Alternative 3A and 3BThese alternatives extend the truck restrictions along Rockingham Road from River Drive to the west to Howell Street on the east end. The proposed access road south of the industrial area would be extended west to intersect Concord Street. The truck traffic would be diverted to River Drive providing access to the industrial area through the intersection of Concord Street that is signalized under existing conditions.

The alternatives 3A and 3B show different alignments for the southern access road west of the creek. The impacts to the creek will involve important considerations in selecting the best alignment.

Truck Route Alternative 4A and 4BThese alternatives extend the truck restrictions along Rockingham Road from River Drive to the west to Howell Street on the east end. The proposed access road south of the industrial area crosses the railroad with a grade separation and intersects with River Drive at a new intersection. The truck traffic would be diverted to River Drive providing access to the industrial area through the new intersection on River Drive.

The alternatives 4A and 4B show different alignments for the southern access road and location of the intersection with River Drive. These alternatives require major structures over the railroad to provide minimum clearance. The cost of these alternatives is anticipated to be the highest of all the alternatives.

Schmidt Road Intersection OptionAs part of the study of truck route alternatives, various turning movements and intersection angles were explored at Schmidt Road. The figure included herein shows a 60 degree intersection angle. While this accommodates a WB-67 tractor trailer for the southbound to westbound movement, a similar movement from eastbound to southbound would be very difficult as shown. Additional study is needed to determine the optimal intersection angle while keeping impacts to CP RR and private property to a minimum. Realigning Schmidt Road to the east as it crosses CP RR should also be considered.

Howell St intersection OptionThe improvement of the intersection at Howell St and US Rte 61 is desirable to ease truck turning movements. This is a frequently used truck route for the Nestle Purina plant. The figure included herein shows a proposed 90 degree intersection with US Rte 61. If the intersection was moved even further west, impacts to the larger parcel on the east side of Howell St could be avoided. This would however adversely impact the small triangular parcel with the billboard adjacent to US Rte 61.



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ALTERNATIVE SUMMARY

+ ADVANTAGES• No new intersection on River Dr• No additional traffic on River Dr• Lower cost

- DISADVANTAGES• Limited truck restrictions on

Rockingham Rd

TRUCK ROUTE ALTERNATIVE 1

Truck Route - at grade

Truck Route - elevated

LEGEND

Truck Restrictions

New Intersection

Improved Intersection

Existing Stop Sign

Existing Traffic Signal

Average Daily Traffic10,000

S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Conc

ord

St.

Rolff St.

W. Rive

r Dr/H

wy 61

Credit Island Ln.

Mi s

s i ss i p

p i Ri v

e r

Farragut Ave.

Schmidt Rd.

Daisy Ave.

4,50

0

2,500

10,000 (9%)

10,000 (9%)

760

4,10

0

ALTERNATIVE SUMMARY

+ ADVANTAGES• Extended truck restrictions on

Rockingham Rd• No new intersection on River Dr• Lower cost

- DISADVANTAGES• Additional traffic on River Dr

TRUCK ROUTE ALTERNATIVE 2



LEGEND

Truck Restrictions

New Intersection


Existing Stop Sign



S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Conc

ord

St.

Rolff St.

W. Rive

r Dr/H

wy 61

Credit Island Ln.

Mi s

s i ss i p

p i Ri v

e r

Farragut Ave.

Schmidt Rd.

Daisy Ave.

4,50

0

10,000

2,500

10,000 (9%)

10,000 (9%)

760

4,10

0

Rockingham Road Feasibility Study - Phase I 70 1/4 1/2 3/4 1 mile

Rockingham Road Feasibility Study - Phase I8 0 1/4 1/2 3/4 1 mile


0 1/4 1/2 3/4 1 mile0 1/4 1/2 3/4 1 mile

ALTERNATIVE SUMMARY


Rockingham Rd• No new intersection on River Dr

- DISADVANTAGES• Potential impacts to creek• Major structure over creek• ROW impacts• Environmental impacts• Higher cost

TRUCK ROUTE ALTERNATIVE 3A



LEGEND

Truck Restrictions

New Intersection


Existing Stop Sign



S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Conc

ord

St.

Rolff St.

W. Rive

r Dr/H

wy 61

Credit Island Ln.

Mi s

s i ss i p

p i Ri v

e r

Farragut Ave.

Schmidt Rd.

Daisy Ave.

4,50

0

10,000

2,500

10,000 (9%)

10,000 (9%)

760

4,10

0

ALTERNATIVE SUMMARY


Rockingham Rd• No new intersection on River Dr

- DISADVANTAGES• Structure across creek• ROW impacts• Environmental impacts• Additional truck traffic on River Dr• Higher cost

TRUCK ROUTE ALTERNATIVE 3B



LEGEND

Truck Restrictions

New Intersection


Existing Stop Sign



S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Conc

ord

St.

Rolff St.

W. Rive

r Dr/H

wy 61

Credit Island Ln.

Mi s

s i ss i p

p i Ri v

e r

Farragut Ave.

Schmidt Rd.

4,50

0

4,10

0

10,000

2,500

10,000 (9%)

10,000 (9%)

760



Rockingham Road Feasibility Study - Phase I10 0 1/4 1/2 3/4 1 mile


ALTERNATIVE SUMMARY


Rockingham Rd• Truck traffic through dedicated

intersection

- DISADVANTAGES• New intersection on River Dr• Additional traffic on River Dr• ROW impacts• Environmental impacts• High cost

TRUCK ROUTE ALTERNATIVE 4A



LEGEND

Truck Restrictions

New Intersection


Existing Stop Sign



S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Daisy Ave.

Conc

ord

St.

Rolff St.

W. Rive

r Dr/H

wy 61

Credit Island Ln.

Mi s

s i ss i p

p i Ri v

e r

Farragut Ave.

Schmidt Rd.

4,50

0

10,000

2,500

10,000 (9%)

10,000 (9%)

760

4,10

0

ALTERNATIVE SUMMARY


Rockingham Rd• Truck traffic through dedicated

intersection

- DISADVANTAGES• New intersection on River Dr• Additional traffic on River Dr• New railroad bridge• ROW impacts• Environmental impacts• Highest cost

FLY-OVER CONCEPT

TRUCK ROUTE ALTERNATIVE 4B



LEGEND

Truck Restrictions

New Intersection


Existing Stop Sign



S. Division St.

S. How

ell St.

Dittmer St.

Rockingham Rd.

Conc

ord

St.

Rolff St.W. R

iver D

r/Hwy 6

1

Credit Island Ln.

M i s s i s s i p p i Ri v e r

Farragut Ave.

Schmidt Rd.

Daisy Ave.

4,50

0

10,000

2,500

10,000 (9%)

10,000 (9%)

760

4,10

0





0 25 50 75 feet

HOWELL STREET INTERSECTION CONCEPT

Rockingham Road Feasibility Study - Phase I 130 30 60 90 feet


SCHMIDT ROAD INTERSECTION CONCEPT


Complete Streets Opportunities

What are Complete Streets?

Complete Streets enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. Complete Streets make it easy to cross the street, walk to shops, and bicycle to work while still allowing efficient vehicle travel.

There is no singular design prescription for Complete Streets. Each street is unique and responds to its community context. Some features of Complete Streets include: sidewalks, bike lanes (or wide paved shoulders), special bus lanes, comfortable and accessible public transportation stops, parking, frequent and safe crossing opportunities, median islands, accessible pedestrian signals, curb extensions, narrower travel lanes and roundabouts.

Complete Streets are particularly prudent when more communities are tightening their budgets and looking to ensure long-term benefits from investments. An existing transportation budget can incorporate Complete Streets projects with little to no additional funding, accomplished through re-prioritizing projects and allocating funds to projects that improve overall mobility. Many of the ways to create more complete roadways are low cost, fast to implement, and high impact. Building more sidewalks and striping bike lanes has been shown to create more jobs than traditional car-focused transportation projects.

The integration of all modes of transportation results in more productive, economically viable, livable, and environmentally sustainable communities. There are many Complete Streets features that could be implemented on Rockingham Road in support of a truck-bypass route alternative, listed below and illustrated in concept on the page at the end of this section.

MultimodalBus lanesBike lanesModified vehicular travel lanesWidened/enhanced sidewalksShortened/enhanced pedestrian crossings

SmartTransit signal priorityAdaptive traffic signalsPedestrian detectors and signalsUtility corridorsWayfinding

GreenPlanted mediansShade treesNative plant paletteSolar and/or LED lightingLow Impact Development (LID) features



What is Low Impact Development (LID)

LID is an approach to land development (or re-development) that works with nature to manage stormwater as close to its source as possible. LID employs principles such as preserving and recreating natural landscape features, minimizing effective imperviousness to create functional and appealing site drainage that treat stormwater as a resource rather than a waste product.

By implementing LID principles and practices, water can be managed in a way that reduces the impact of built areas and promotes the natural movement of water within an ecosystem or watershed. Applied on a broad scale, LID can maintain or restore a watershed’s hydrologic and ecological functions. LID has been characterized as a sustainable stormwater practice by the Water Environment Research Foundation and others.

LID BenefitsCapturing and filtering pollutants and sediments found in runoff frompavement, roofs, and other urban surfaces.

The design of organic and positve filtration systems to improve waterquality before it drains into streams, lakes and aquifers.

By implementing a holistic LID approach which localizes detention, the number of damaging fl ood events are reduced.

Restores and increases habitats for fish, insects and mammals, contributing to a healthier ecosystem.

Improves groundwater recharge by absorbing more rainfall.

Enhances and improves community health and aesthetics.

Assists in reducing urban heat island eff ect by providing more shade and by cooling paved surfaces.

LID Features There are many practices and features that can be used to facilitate these principles including bioretention facilities, rain gardens, vegetated rooftops, rain barrels, and permeable pavements. Many of these features could be implemeted successfully on Rockingham Road. Examples of how these features could be integrated into a Complete Streets design are illustrated at the end of this section.

Streetside Rain Gardens/Bioswales

Rather than directing stormwater runoff into sewer pipes, water can be captured to irrigate rain gardens. The plant material in these gardens are selected specifi cally for their ability to fi lter toxins and pollutants that are present in runoff from roadways and fertilized lawns.

This process also allows the water to percolate into the substrate, where it can either recharge the water table, or it can be collected into pipes that direct the water into the next stage of LID. Using the holistic LID approache in large projects can create a series of events that improve water quality while localizing detention and minimizing inundation times of drainage systems.

Tiered Bioswale Infiltration

Using a series of tiered bioswales can control inundation times, reducing down stream volumes and providing plant communities their required water to thrive. This also opens the door for specialty plants to be used that have natural biosystems to fi lter toxins. The tiers also play a role in controlling sediment.

These bioswales can contain a wide variety of plants which create micro-natural habitats. Designed correctly, these areas enhance and improve community health by providing better aesthetics and a connection to the natural world in an urban setting. The system shown at right does not collect the water in a pipe to feed other LID elements. Rather, it allows the water to infi ltrate the ground to recharge the water table and aquifers.

Streetside Bioswale w/Collection

Permeable Paver Collection System

Tiered Bioswale Percolation

Porous Paver Systems

Porous paver systems offer a great alternative to traditional concrete or asphalt surfaces. Not only can they add aesthetic value, but they also have LID benefi ts such as better surface water management, and the capture and filtration of pollutants and sediment.

These systems work by fi ltering surface water through a series of aggregate layers. The water can then either be collected and directed to the next stage of the LID design, or it can percolate down into the native soils to recharge the water table and aquifers.

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11

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ROCKINGHAM ROAD COMPLETE STREETS POTENTIAL FEATURES



Pedestrian focused

Multi-Modal Capable




Rockingham Rd.

Purina

HyVee

Concord St.

Elmw

ood Ave.

Pine St.Schm

idt Rd.

A

B

CAT CONCORD STREET VIEW A



Rockingham Rd.

Purina

HyVee

Concord St.

Elmw

ood Ave.

Pine St.Schm

idt Rd.

A

B

C


AT CONCORD STREET VIEW A




Rockingham Rd.

Purina

HyVee

Concord St.

Elmw

ood Ave.

Pine St.Schm

idt Rd.

A

B

CAT ELMWOOD AVENUE VIEW B




Rockingham Rd.

Purina

HyVee

Concord St.

Elmw

ood Ave.

Pine St.Schm

idt Rd.

A

B

C AT SCHMIDT ROAD VIEW C



Rockingham Rd.

Purina

HyVee

Concord St.

Elmw

ood Ave.

Pine St.Schm

idt Rd.

A

B

C


AT SCHMIDT ROAD VIEW C




PURINA WALL POTENTIAL TREATMENT



Stakeholder Involvement

PUBLIC INVOLVEMENT A public involvement meeting was held on September 23, 2015 that included approximately 20 business owners from the corridor as well as City, Iowa DOT, IEDA, and Chamber of Commerce staff. It was expressed that the goal of the overall project was to increase connectivity, ease of movement and safety to all users including trucks, motorists, pedestrians and bicyclists throughout the corridor. The attached alternatives were presented as conceptual options for a new truck and enhancements to the Rockingham Rd streetscape. There were a number of concerns voiced by business owners. Some of the concerns were access being cut off to individual businesses, truck route restrictions, proper truck turn arounds not being provided, and railroad conflicts. Refer to other notes and comment cards for additional concerns. Iowa DOT and IEDA staff then presented a Freight Optimization Study program that is being offered by the DOT to businesses.

JUN• kick off meeting

• issue identification w/staff

site analysis alternatives draft plan assemble & present final document

AUG• Public Meeting #2

• generate alternatives

JULY• begin web outreach

• Red, White + You Outreach

• Public Meeting #1

SEP• continued outreach

• Sept 23rd Mtg.

OCT• Continued

alternative review.

NOV-DEC• Begin to develop

report



Overview of Public Meeting

• 50 people in attendance, including Paul Trombino, Iowa DOT Director; Debbie Durham; Iowa Economic Development Director; Bill Gluba, Mayor of Davenport; Mike Clarke, Davenport Public Works Director; several alderman from this ward and a couple of people from the chamber

• Industries and businesses along Rockingham Road represented:• Nestle Purina • Tolly industrial• HyVee • Quality Warehouses• Ossian • Sears• SJ Smith • Marco• Builders • Murrays• Iowa Precision Forge • Burger King• Allied Insulation • Bevans Steel• CT Products • Werner Trucking• Crescent Laundry• Howard Steel• Harcos Chemicals• Goals - CONNECTIVITY and EASE OF MOVEMENT and SAFETY to ALL (trucks,

pedestrians, bicyclists)

23 September 2015 PresentationMeeting Attendees

Alternatives Evaluation

Meeting Agenda

Project GoalsCONNECTIVITY and EASE OF MOVEMENT and SAFETY to ALL (trucks, pedestrians, bicyclists)

I. Welcome and Introductions

II. Review of Existing Traffic Patterns

III. Potential Traffic Improvements

IV. Alternative Truck route alignments

V. Steps to Completion

VI. Freight Optimization Study

VII. Brownfield Clean-Up

VIII. Additional Discussion Items

Criteria Alternative 1 Alternative 2 Alternative 3 Alternative 4 CommentsTruck Restriction Minimum Maximum Maximum Maximum Minimum – Dittmer St to Schmidt RdMaximum – River Dr to Howell StNew intersection on U.S. Rte 61 No No No Yes Requires permit from IA DOT

New intersection on Schmidt Rd Yes Yes No No Challenging intersection geometry at Schmidt Rd

Traffic changes at U.S. Rte 61 and River Dr Interchange No Yes Yes Yes Requires coordination with IA DOT,

Likely no net changeNew structure No No No Yes Alternative 4 – Railroad bridgeRight-of-Way ImpactsEnvironmental Impacts Low Low Medium Very HighUtility Impacts

Cost Low Low Medium Very High Assumes U.S. Rte 61 and River Dr inter-change improvements not necessary

Note: Capacity impacts are not evaluated at this stage.



23 September 2015 MeetingPublic Q & A Discussion

• Alternative 4B incorporates with the Flood Protection Plan and helps alleviate flooding along that corridor

• Some people misinterpreted the concepts thinking that Rockingham Road would be a 2-lane vs the 3-lanes now – clarify that better in the future

• Concerns about Alternative 3A safety at the Concord intersection with increased truck traffic

• Concerns about lots of left turn lanes and right turn lanes in the concepts that would not be easy for 18-wheel trucks

• Wanted to know what types of messaging would be used to keep trucks off Rockingham Road

• Businesses along Ditmer will have trucks either enter or leave on Rockingham Road that can’t be avoided as there is nowhere for them to turn around – won’t eliminate all truck traffic on Rockingham Road

• Marco Company has 4,500 trucks/year on Ditmer and road will require significant improvements to upgrade its present condition

• GPS programs for over-the-road truck drivers will direct truck traffic down Rockingham Road as it is the most direct route

• Each business has a unique need that needs to be heard and addressed – Mike Clarke and Chamber Director Tom Flaherty will be continuing their discussions with each business – STANLEY to see if we can be included in those discussions

• Concerns with the number of railway crossings if move traffic to Schmidt

• For the Howell Road Geometry Slide might have been nice to see an overlay of the current road geometry and how it will be improved with the new geometry

• Purina has 150 trucks /day – the most truck traffic in this corridor

• Ossian has 2,000 trucks per year and their business is north of Rockingham Road (at Elmwood) – concerned about how trucks will get to their business as none of the concepts connect to them

• Need to look at new markets for products, tax credits, and seasonal truck traffic changes in this corridor

• Alter owns a lot property along this corridor that should be considered

• Concerns that the bioswale concepts would not survive snow piled from the snow plows or salt runoff – Mike Clarke said the City currently has 50 bioswales around the City and all are alive and thriving and doesn’t see that as an issue due to their use of pretreatment chemicals and limited use of salt

• City of Davenport is considering a “docking lot” to consolidate truck traffic in this area

• A lot of the businesses along this corridor are land-lock limiting their ability to grow – many have operations in other states or internationally – Iowa Economic Development and the City wants to keep them here and help address their needs/concerns so they don’t move out of state or out of the country

• Iowa Economic Development Committee and the Iowa DOT initiated a program 2 years ago to “Optimize Freight to Promote Growth” – they are using Demand-based supply chain network logistics (similar to those that businesses use) state-wide to design and optimize the freight system – focus is on the ORIGIN and DESTINATION of products/goods

The Optimization Program is using Quantitative and Qualitative Data to make decision – Qualitative:• Strategic Alignment• Network Resiliency• Tax Incentive / Funding Availability• Service Levels / Transportation Time

• Iowa is considering CROSS DOCK FACILIITES in 4 strategic regional sites around the state – a facility would include 15-acres, 150-doors, 600-trailers, and total 120,000 SF; would support 200 truck pickups /day with an annual savings of $36M to businesses around the state; cost for cross dock fee would be $450

• Iowa is also considering INTERMODAL FACILITIES – focus on high-volume, origin-destination pairs – potential $289M in savings. Currently one in Council Bluffs that does 62,000 lifts

• Bottom line – need to look at this corridor as a whole regional transportation hub to solve the problem – problem may be a combination of road and other improvements

Rockingham Road Feasibility Study - Phase...

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