Freeways. BHE shall have rights to operate, access, repair and maintain the pipeline utility within the established public highway right-of-way. Access to the pipeline utility shall be from outside the right-of-way, direct access from the public highway will not be allowed. CITY OF DUBUQUE - FINAL ACTION APPLICATION APPROVED APPLICATION DENIED PERMIT NUMBER: AUTHORIZED CITY REPRESENTATIVE (PRINT NAME) Xxxxxx Xxxxxxx SIGNATURE Xxxxxx Xxxxxxx DATE 05-07-2020 E-MAIL ADDRESS xxxxxxxx@xxxxxxxxxxxxx.xxx NOTICE OF INTENTION TO START CONSTRUCTION OR MAINTENANCE ACTIVITIES ON THE PUBLIC RIGHT-OF-WAY SHALL BE MADE TO: LOCAL CITY CONTACT PERSON (PRINT NAME) Xxxxxx Xxxxxxx MOBILE PHONE 000-000-0000 E-MAIL ADDRESS xxxxxxxx@xxxxxxxxxxxxx.xxx OFFICE PHONE 000-000-0000 AGREEMENT TERMS AND CONDITIONS The utility company, corporation, applicant, permit holder or licensee, (hereinafter referred to as the Permit Holder) agrees with the City of Dubuque (hereafter referred to as City) that the following stipulations and those special requirements as listed on this page shall govern under this permit.
Freeways. Both urban and rural freeway restricted roadway settings were evaluated across a number of total lanes, ranging in two lane increments from 2 to 22 total lanes. The lane widths were 12 feet. A sensitivity test was conducted for the 22 lane configuration using 11 foot wide lanes to see if differences in lane width substantially altered associated CO concentrations. A 30 foot clear zone from the edge of pavement to the right-of-way line and a 3.3 foot median were assumed. Receptors were evaluated at the center of the defined link to avoid end effects. The total lane length modeled was 5,000 feet. Receptors were positioned on either side of the road, beginning 30 feet from the roadway edge and moving outward. Additional receptors were positioned at 10 foot intervals (40 and 50 feet from the road edge) and then at intervals of 25 feet out to 180 feet from the road edge. Receptors were also placed at an extreme distance of 295 feet in order to ensure model completeness. The right-of-way was selected at this location based on typical safety considerations as recommended by the American Association of State Highway and Transportation Officials (AASHTO)12. Figure 4.1 shows an example 12 lane configuration. Roadway grades of 0, ±2, ±4 and ±7% were evaluated (one direction of traffic was uphill and the opposite direction of traffic was downhill). Maximum traffic volume and speeds were assumed for each lane. Because heavy-duty diesel trucks are much lower emitters of CO than gasoline vehicles, and to enable the PA to extend to a broader number of settings, the heavy-duty diesel truck percentage was set to zero. The heavy-duty diesel vehicles were shifted to gasoline passenger truck types, which have substantially higher CO emission rates. The 2010 Highway Capacity Model (HCM) was used to evaluate the maximum traffic volumes that could occur for a single lane over the course of an hour. The maximum possible traffic volume with the selected vehicle mix is 2,200 vehicles-per-hour-per-lane. The freeway average speed was set to 74 mph because CO emission rates are highest at this speed down to a speed of 19 mph, at which point the CO emission rate would become higher at lower speeds. Thus, the PA covers facility speeds over the range of 19 to 74 mph. Figure 4.1 - Geometric layout of an example 12 lane facility, median width and receptor placement. 12 The recommended clear zone are based on a width of 30-32 feet for flat, level terrain adjacent to a straight section of a h...
