HomeMy WebLinkAbout02-20-2014 Planning and Zoning CommissionIowa City Planning & Zoning Commission
Thursday, February 20, 2014
Emma Harvat Hall — City Hall
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Informal Meeting
5:30 PM
Formal Meeting
7:00 PM
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Department of Planning &
Community Development
CITY OF IOWA CITY
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PLANNING AND ZONING COMMISSION
Thursday, February 20, 2014 — 5:30 PM
(Inforn7al Meeting)
Iowa City City Hall
Helling Conference Room
410 E. Washington Street
AGENDA:
A. Call to Order
B. Roll Call
Thursday, February 20, 2014 - 7:00 PM
(Formal Meeting)
Iowa City City Hall
Emma J. Harvat Hall
410 E. Washington Street
C. Public Discussion of Any Item Not on the Agenda
D. Code Items
1. Discussion of Riverfront Crossings District Form -Based Zoning Code and related zoning code
amendments. (The form -based code is available for review at hftp://www.icgov.org/riverfrontcrossings)
2. Discussion of proposed changes to parking requirements and alternatives to parking minimums in the
Zoning Code that would apply in Downtown and the Riverfront Crossings District and elimination of the
Near Southside Parking Facility District and associated parking impact fee.
3. Discussion of an amendment to Title 14: Zoning,. changing the definition of "enlargementlexpansion" so
that for a nonconforming drinking establishment, an alteration or addition to a commercial kitchen that does
not result in an increase in the allowable occupancy load will not be considered an enlargementlexpansion
of the use.
E. Consideration of Meeting Minutes: January 13 and February 3 & 6, 2014
F. Other
Discussion of revaluating the South District Plan, especially that area along Sycamore Street near the
proposed school site.
G. Other
H. Adjournment
Upcoming Planning & Zoning Commission Meetings
Formal: March 6 / March 20 / April 3
Informal: Scheduled as needed.
CITY OF IOWA CITY
_410,0111
.. a%N MEMOK"ANDUM
Date: February 14, 2014
To: Planning and Zoning Commission
From: Karen Howard, Associate Planner
Re: Decision matrix for Riverfront Crossings Code and related zoning code
amendments
Included in your packet is the portion of the decision matrix that addresses proposed
amendments to the Riverfront Crossings Form -based Code for which you deferred action at
your meeting on February 6. At your meetings next week we would like to get final direction
from the Commission regarding these issues. Once you have made your decisions, staff will
work with the consultant to incorporate them into a revised draft that will be sent to City Council
for their consideration.
In addition to the matrix, we would like you to make a decision on other associated amendments
to the Zoning Code that were sent to you at your last meeting. While these amendments were
discussed at your February 6 meeting, you did not vote on them (see February 6 meeting
packet for draft code language). These changes include:
Amendments to the 14-3C, Design Review, to establish Riverfront Crossings as a
design review district as specified in the form -based code on p.2.
Amendments to the Group Living use category description and standards to include
.1 student dormitories" as an example of independent group living and establish special
exception approval criteria. Both independent group living and fraternal group living are
listed as uses allowed by special exception in the South Downtown and University
subdistricts of Riverfront Crossings. When the City Council adopted the changes to the
multi -family density formulas to help stabilize older residential neighborhoods, the
Council directed staff to explore the option of allowing student dormitories and other
high density student living opportunities in Riverfront Crossings in areas close to
campus but away from lower density neighborhoods.
When the Council recently made the amendments to density standards for fraternal
group living, they instructed staff to re -visit the density standard in the RM-44 and PRM
Zones, the highest density zones generally located closest to campus. Staff
recommends that applications for new fraternal group living uses continue to be
reviewed and approved by the Board of Adjustment, but that we return to the density
allowed previously (1 roomer per 300 square feet).
Revisions to language in the maximum parking section to cross reference Riverfront
Crossings and changes to the minimum parking requirements and alternatives to
minimum parking options. We have made further revisions based on discussions at
your last meeting and have also included clarifying language in the standards for
structured parking.
An amendment to the language regarding the ceiling height of underground parking for
multi -family uses to clarify the distinction between what constitutes "underground
parking" versus "ground -level" parking. The current language does not address
properties that are naturally sloping, which is causing an increase in the number of
requests for minor modifications. This change will correct the problem.
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CITY OF IOWA CITY
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11/1 E 1\4 0 R 'A" N D U` I V1
Date: February 14, 2014
To: Planning and Zoning Commission
From: Karen Howard, Associate Planner
Re: Parking Amendments for Downtown and the Riverfront Crossings District
As mentioned at your previous meeting, there have been a number of changes to parking
policies in and around downtown Iowa City over the last decade. While these changes have
helped to further specific goals, the result over time is a patchwork of standards that sometimes
work at cross purposes. In January, staff forwarded a set of draft changes to the minimum and
maximum parking requirements to the Commission for discussion. As mentioned at your last
meeting, staff has continued to refine the proposed changes. The attached amendments include
the following:
• A new table that establishes minimum parking requirements for properties located in a
Riverfront Crossings Zone;
• Revised minimum parking requirements for the Central Business Zones and the PRM
Zone to create a more consistent set of standards that will help to achieve the density
and type of development desired for these areas while ensuring that adequate parking is
provided;
• New alternatives to minimum parking requirements for development that helps to
achieve public goals;
• Clean-up and clarification of the language in Section 14-5A-4, Minimum Parking
Requirements;
Deletion of the Near Southside Parking Impact Fee District provisions;
Deletion of the allowance to satisfy parking requirements within public parking facilities
without compensation to the City;
Standards to address parking for uses within a Liner Building, which is a building that is
constructed around or in front of a mid -block parking structure such that it masks the
parking structure from view;
• Allowance to convert up to 10% of the' required parking spaces into parking for
motorized scooters and motorcycles due to the increased use of these types of vehicles;
• Deletion of the maximum parking standard in the CB-5 Zone. This is an obsolete
standard that may prevent neighborhood -serving commercial uses, which rely on certain
amount of on -site parking, from locating in this zone. Due to the high cost of land in
central Iowa City, parking does not tend to be oversupplied such that a maximum
parking standard is needed;
• Minor amendments to the standards for structured parking to address the Riverfront
Crossings District standards and to clarify how underground parking is distinguished
from ground level parking. This clarification will be particularly helpful for sloping sites.
Following is a table that shows the proposed changes to parking requirements for multi -family
uses and the relationship between the parking requirements in these areas. Our
recommendation is to continue to encourage smaller apartments downtown (CB-10 and CB-5
Zones) by lowering the parking requirement for 1 -bedroom units in the CB-5 Zone to match the
0.5 space required per 1-bedroom unit in the CB-10 Zone. We also recommend lowering the
parking requirement for 3-bedroom units in these zones from 3 spaces to 2.5.
For the CB-2 and PRM Zones, which are typically located on the periphery of the downtown, the
standards would be set a bit higher, but would also create an incentive for smaller units. It
February 14, 2014
Page 2
should be noted that in PRM-zoned areas within the University Impact Area the standard of 1
space per bedroom would still apply. There is one area on the west side of the river zoned
PIRM. This area is not included in the University Impact Area because it is not adjacent to any
sensitive lower density neighborhoods. It is located directly adjacent to the health sciences
campus where housing is needed for medical, dental, nursing, and pharmacy students. The
lower parking requirement for 1 and 2-bedroorn apartments will encourage development of new
housing for these populations as well as for employees of the Ul hospital and clinics and others
desiring to live close to the University's westside campus.
In the Riverfront Crossings District, in the South Downtown and University Subdistricts the
standards would mirror the standards in the CB-10 Zone, except that for 3-bedroom units the
parking requirement would be 2 spaces instead of 2.5 to reflect that these areas are appropriate
locations for larger apartments. Similar to the central business zones where a considerable
amount of short term parking is available on -street and in public parking ramps, private off-street
parking will not be required for non-residential uses in the South Downtown and University
Subdistricts of Riverfront Crossings. In the remainder of Riverfront Crossings the proposal is to
establish a minimum parking ratio of I space per 500 square feet of floor area for all non-
residential uses. This standard is lower than the requirements in other commercial zones
reflecting the central city location of the Riverfront Crossings District.
Comparison of Existing and Proposed Parking Requirements for Multi -Family Uses
RFC
CB-10
CB-5
CB-2
PIRM Zone
South
RFC
Zone
Zone
Zone
Downtown,
all other
University
subdistricts
Outside
Inside
su str cis
UIA
UIA
Existing
1-bed
o.5
I
I
1
1
Requirements
2-bed
1
1
2
2
3-bed
3
.3
3
2
Proposed
1-bed
o.6
0.5
.75
0.75
1
0.5
0.75
Requirements
1
1
1.5
1.6
2
1
1.5
3-bed
2.5
2.5
2.5
2.5
3
2
2.5
Staff recommends deleting the Near Southside Parking Facility District and its associated
parking impact fee. The Riverfront Crossings District Master Plan has replaced the Near
Southside Plan as the comprehensive plan for the area immediately south of downtown Iowa
City, so this article of the zoning code is obsolete and is creating some market distortions. By
requiring parking impact fees in lieu of 75% of the parking required for residential uses
constructed in this area, money was generated that could be used for purchase of land and for
capital costs associated with constructing municipal parking facilities in the area. However, the
parking impact fee was set at about 1/3 the cost of constructing a structured parking space, so it
encouraged a considerably higher residential density with insufficient on -site parking to meet the
parking demand for residents yet did not generate enough funds for the City to construct
municipal parking facilities to meet that demand in a timely fashion. We now believe that
requiring parking on -site that is closer to the actual amount of parking demanded by residents in
these downtown locations will ensure that adequate parking is available and also help level the
playing field between student apartments and housing constructed for more permanent
residents.
Keeping in mind the goal to encourage quality high density housing in Downtown Iowa City and
in the portions of Riverfront Crossings immediately south of downtown where public parking
February 14, 2014
Page 3
facilities are or will be provided, staff is recommending a new parking alternative to facilitate
projects that have been granted bonus height, bonus FAR or other financial assistance from the
City for including uses, elements or features that further housing, economic development or
other goals of the Comprehensive Plan. While qualifying properties would be allowed to reduce
their parking requirement according to these provisions, the developer would have to pay a fee
in lieu of providing the required parking to help offset the cost to the City of providing
strategically located public parking facilities to satisfy the increased demand. The fee would be
set at a level closer to the actual cost of a structured parking space. In 2013 dollars the
estimated cost of a structured parking space is $24,000. For example, the fee for up to a 50%
reduction in parking is 75% of the cost of a structured parking space or $18,000 per space. The
fee is adjusted every year based on a published cost inflation factor.
Given the increased cost of the fee, staff is anticipating that developers would only choose to
pay the fee if there is practical difficulty providing the parking on -site. For very constrained sites
that would otherwise remain undeveloped, there is an option to pay a fee in lieu of up to 100%
of the required parking, but the fee would be even higher for reductions beyond 50%. This new
alternative to minimum parking requirements will also replace the confusing policy for off -site
parking in a municipal parking facility where developers could request to satisfy parking
requirements within a nearby parking facility at no cost. This amounted to the City giving away
public parking for free. This policy created a confusing and frustrating approval process for the
Board of Adjustment, for applicants, and for the City's parking manager.
Attached are the proposed amendments to the Zoning Code related to the issues described in
this memo. The draft language forwarded to you at previous meetings is superseded by the
attachedlanguage.
0 Amend Section 14-5A-4, Minimum Parking Requirements as follows:
61112AC612MIM01triffrMI:
A. Purpose
The minimum parking requirements are intended to ensure that enough off-street parking
is provided to accommodate most of the demand for parking generated by the range of
uses that might locate at a site over time, particularly in areas where sufficient on -street
parking in not available. The minimum parking requirements are also intended to ensure
that enough parking is provided on a site to prevent parking for non-residential uses from
encroaching into adjacent residential neighborhoods.
B. Minimum Requirements
1. Table 5A-2 lists the minimum parking requirements and minimum bicycle parking
requirements for the land use or uses on properties in all zones except the CB-5, and
C13-10, and RiverFront Crossings Zones. For some land uses, the minimum parkiing
requirements differ based on the zone in which the property is located.
2. In the C13-5 and CB-10 Zones, parking is not required for any land use, except for
Household Living Uses, as specified in Table 5A-1, below.
3. Table 5A-3 lists the minimum parking requirements and minimum bicycle parking
requirement for properties zoned Riverfront Crossincis.
4. In the CB-10 Zone, off-street parking must meet the standards specified in 14-5A-3D.
C. Parking for Persons with Disabilities
Where a use is required to provide accessibility for persons with disabilities, the number
and design of such parking spaces must be in accordance with State of Iowa
Administrative Code, 661 IAC 18, Parking for Persons With Disabilities, as amended.
D. Rules for Computing Minimum Parking Requirements
1. Where a fractional space results, the number of parking and stacking spaces required
is the closest whole number. A half space will be rounded down.
2. Any use that is nonconforming with regard to the number of required parking spaces
is subject to the applicable provisions of Article 14-4E, Nonconforming Situations.
3. In the case of mixed uses, the number of parking and stacking spaces required is
equal to the sum of the requirements for the various uses computed separately,
except for shopping centers, as specified in Table SA-2, and for reductions allowed
under the subsection entitled "Alternatives to Minimum Parking Requirements,"
below.
4. When the parking requirement is based on the number of residents or occupants, the
number of residents or occupants shall be determined based on the maximum
occupancy of the use as determined by the CU.
E. Rules for Computing Bicycle Parking Requirements
In Tables 5A-1 and 5A-2, the minimum bicycle parking requirements are expressed
as a certain number of spaces per dwelling unit or as a percentage of the required
number of vehicle parking spaces. In Table 5A-3, the minimum bipygle parking
requirements are expressed as a certain number of spaces per bedroom or resident
or in the case of non-residential uses as a ratio based on the floor area of the
proposed use. When expressed as a number of spaces per resident, the number of
residents shall be determined based on the maximum occur)angy of the use as
determined by the City.
2. In all cases where bicycle parking is required, a minimum of 4 spaces shall be
provided.
3. After the first 50 bicycle parking spaces are provided, additional spaces are required
at 50 percent of the number required by this Section.
4. Where the expected need for bicycle parking for a particular use is uncertain due to
unknown or unusual operating characteristics of the use or due to a location that is
difficult to access by bicycle, the Building Official may authorize that the construction
of up to 50 percent of the required bicycle parking spaces be deferred. The land area
required for the deferred bicycle parking spaces must be maintained in reserve, If an
enforcement official of the City determines at some point in the future that the
additional parking spaces are needed, the property owner will be required to install
the parking in the reserved area. The owner of the property on which the bicycle
parking area is reserved must properly execute, sign, and record a written agreement
that is binding upon their successors and assigns as a covenant running with the land
that assures the installation of bicycle parking within the reserved area by the owner
if so ordered by an enforcement official of the City.
Table SA-1: Knitnum Parl Req@_ramenis in the C84 and CO-10 Zones
USE
ISUBGROUPS Parking Requirement
Bicycle
I
CATEGORIES
Parking
7=dentlaf uses;
Household Living
Multi-famfy
CB,5
Efficiency, 1-becroorr un!tS7 0 5 soace per dwelling unit
Uses
Dwellings
2-bedroorn. units: 1 space per dwelling unit.
11.0 per
3-bedroorn units: 3 2,5 spaces per dwelling unit
d.u.
Un',ts with more than 3 bedrooms: 3 spaces per dwelling unit
Elde,, Apartments: 1 space for every 2 dwelling units.
CB-10
For buildings built on or before December 31, 2008:
1.0 per
Zone
Bedrooms 1-10: no parking required
d. u.
All additional bedrooms: 0.5 spaces per bedroom
(For purposes of this standard an efficiency apartment will be
counted as one bedroom)
For buildings bul't or. or after January 1, 2009:
Efficiency and 1 -bedroom units: 0.5 space per dwelling unit
2-bedroom unit: 1 space per dwelling unit
3-bed.-oom unit: 3 R_� spaces Per dwelling unit
Elder Anartmentsi 1 space for every 2 dwelling units
Table SA-2: Minimum Parlding RecliArements for all zones, Wxcept -the C13-5 and C8- 10 Zones
USE CATEGORIES
SUBGROUPS
ParWng Requimment
I =dentlal Usm
Household LIVIng
Single Family Uses
1 space Der dwelling.1-lowever. for a SIF use that
contains a household with more than 2 unrelated
person,, I a1d',!iona!pa(KIng space I, required for each
additional unrelated person in exces '! 'o -0
orstv.
None
required
example. I' a Single Family Use =�sz -irrellated
persons, then 3 parking spaces must be provided.
Two Family Uses
11 space per dwelling unit. For a Two Family dweiling
unit that contains a household with more than 2
unrelated persons, 1 additional parking space is
required for each additional unrelated person in excess
None
required
Of two.
Group Households
3 spaces
None
required
IVIuIti-
All zones, except PRIVI
Efficiency & 1-bedroom units: 1 space per dwelling unit
0.5 per d.u.
family
Dwellings
& GB-2
2-bedroorn units: 2 spaces per dwelling unit
3-lbedroom units: 2 spaces per dwelling unit
1.0 per d.u.
1.5 per d.u.
4-bedroom units: 3 spaces per dwelling unit
1.5 per d.u.
5-bedroorn units: 4 spaces per dwelling unit
1.5 per d.u.
In the University Impact Area: 1 space per bedroom
(see Map 213. 1 in Article 14-213),
PIRM Zone
Efficiency & 1-lbedroom units: 4 0 75 space p
1.0 per d,u.
cloellino un
2- bedroom units: � 15 spaces per dwelling unit
3-bedroom units: 2 ' 2 5 spaces per dwelling unit
Units with more than 3 bedrooms: 3 spaces per
dwelling unit
In the University Impact Area: I space per bedroom
(see Map 2B.1 in Article 14-2B).
CB-2 Zone
Efficiency & 1-bedroom units 0.75 space per unit
1,0 per d.u.
2-bedroom unit 15 spaces per und
3-bedroorn unit 2 5 soaces per unit.
Elder Apartments
1 space per dwelling unit for independent living units
and 1 space for every 2 dwelling units for assisted living
units, except in the PRM and C13-2 Zones.
5%
In the FIRM and CB-2 Zones, 1 space for every 2
dwelling units.
Group Living
Assisted Group Living
I space for every 3 beds plus I space for each staff
None
member determined by the maximum number of staff
required
present at any one time.
Independent Group Living
1 space
per 300 sq. ft. of Poor area or 0,75 spaces per
resident
whichever is less.
I
25%
Fraternal Group Living
I space
resident,
per 300 sq. ft. of floor area or 0.75 spaces per
whichever is Less. i
25%
(Keep the remaining portions of Table 5A-2 the same.)
0 Insert a new Table 5A-3 to address parking requirements in the Riverfront Crossings District
Table SA-3: Mini jim ParkipS &guirements in the Ri Qnt Crossings bist&A
USE
CATEGQRIE
SUBDISTRICTS
I MINIMUM PARKING REQUIREMEN
WICYCLE
PARKIM
Huusehu!d Living
South Downtown, University
Efidiency. i -bedmorn: 0.5 soace Per dwelling unit.
2-bedroog: 1 spaoes Pe, dwelling unit
3-bedroorn: 2 soaces per dwelling unit
Elder Aoartments: 1 space for every 2 dwelling units.
For Multi -Family Dwelilngs granted bonus height for student housing
1 ver d.u,
Units Othin the
follow'ing Buflding
DM
• Apartment
Building
• Multi -Dwelling
guilding
Mixed -Use
—PA, —South
located within the University Subdistrict or on vrooerly directly abg[n
or across the street from the Ul carnous as illustrated on th
Regulating Plan, FlQ.2G-1. the Parking requirement is 0.25 De
bedroom.
9-ULbg
Gilbert, Central
Efficiency, 1-bedrom 0.75 space per dwelling unit,
2-bedroorn: 1.5 spaces per dwelling unit
3-bedroorn: 2.5 soaces per dwelling unit.
Elder Apartments: 1 space for every 2 dwelling units.
1 Per d.u.
Crossings, Gilbert. Wes
Riverfront
Household Living
All subdistricts where said
1 space per dwelling unit. However, for a dwellinq unit that contains a
None
Required
Units within the
following Building
Building Types are allowed.
household with more than 2 unrelated oersons. I additional parking
space is required for each additional unrelated person in excess of
ixPeK
0 Cottage Home
Rowhouse
9 Townhouse
Live -Work
Townhouse
two.
Household Living
All subdistricts
Parking shall be Provided within the associated oarking structure using
1 per d,u.
Units within Liner
the following ratim
Efficiency.1-becroom 0.5 spaoe per dwelling unit.
2-bedroorn: 1 soaces Per dwelling unit
3-bedroom: 2 spaces per dwelling unit
Elder Apartments: I space for evev 2 dwelling units.
SDeciric Parking spaces within the associated varking structure may o
Buildings
may not be reserved for use by residents within the lingLbuilding.
Assisted GrouD
L"Ving
All subdistricts where said
1 soace for every 3 rooming units
None
uses are allowed.
Fraternal Group
Liyim
All subdistric!s where said
0,50 space ver resideit.
If the use is located within the University Subdistrict or on proverty
0.50 spaces
oer resident
uses are al!owed.
directly abutting or across the street from the main U I campus as
illustrated on the Regulating Plan. Fl-q,2G-1, the Parking requirement is
026 per resident
P.-dependent Grou
All subdistricts where said
0,50 space per res�dent.
If the use is located with.b. the University Subdistrict or or, voperty
0.50
spaces per
residen
imm
uses are allowed.
directly abutting or across the street frorn the main Ul campus as
illustrated on the Regulating Plan, Fig.2G-1. the parkingreguirement is
Uiaglrl�
Non-Resident,al
Uses
South Downtown, University
None Reaulred
1/1500
souare feet
of floor area
Park, South Gllbe�.. Central
I space Per 500 square feet of floor area. On-stree' , parking o, ovided
1/1500
square feet
of floor area
Crossings, Gilbert, Wes
Riverfront
I
along the frontage of a vro;)er!y may count toward this varking
requirement, Buildings with less than 1200 square fee. of non-
residefltial floor area are E
F. Alternatives to Minimum Parking Requirements
1. Off -Site Parking on Private Prope
Off-street parking may be located on a separate lot from the use served according to
the following rules. When the proposed off -site parking is located in a Residential
Zone or in the CB-10 Zone or intended for a use located in the CB-10 Zone, the Board
of Adjustment may grant a special exception for the proposed parking, provided the
conditions contained in subparagraphs a. through g. are met. When the proposed off -
site parking is located in an Industrial Zone, Research Zone, or Commercial Zone,
except the CB-10 Zone, the Director of Planning and Community Development may
approve the proposed parking, provided the conditions contained in subparagraphs a.
through g. are met.
a. Special Location Plan
A special location plan must be submitted with the application for off -site
parking. The location plan must include a map indicating the proposed location
of the off -site parking, the location of the use or uses served by the parking,
and the distance and proposed walking route between the parking and the
use(s) served. The map must be drawn to scale and include property
boundaries, including boundaries of any intervening properties. In addition,
documentation must be submitted providing evidence deemed necessary to
comply with the requirements herein.
b. Location of Off -site Parking ,
(1) In Residential, and -Commercial Zones, and Riverfront Crossings Zone , no
off -site parking space may be located more than 300 feet from an entrance
of the use served, emept as allewed on subpaFagi;aph e, belew, feF pai4dFHJ
N n a muniEmpally owned parking faeflity.
(2) In Industrial and Research Zones, no off -site parking space may be located
more than 600 feet from an entrance of the use served.
Zoning
Off -site parking spaces must be located in the same zone as the principal use(s)
served, or alternatively, off-street parking may be provided on a separate lot
within the parameters of the following pairings:
(1) Parking in a Multi -Family Zone serving a use located in a different Multi -
Family Zone or in the MU Zone or vice versa.
(2) Parking in a Commercial Zone serving a use located in a different
Commercial zone.
(3) Parking in an Industrial Zone serving a use located in a different Industrial
Zone.
(4) Parking in a Commercial Zone serving a use located in an Industrial Zone
or vice versa.
(5) Parking in a Riverfront Crossincis Zone serving a use located in a different
Riverfront Crossings Zone or Commercial Zone or vice versa.
d. Shared Use of Off -Site Parking
Where two or more uses will jointly use the proposed off -site parking, the
number of parking spaces shall equal the sum total of off-street parking spaces
required, as indicated in Tables 5A-1 and 5A-2, except for reductions approved
under the provisions of paragraph 2, below, Allowed Reductions for Shared
Parking.
e. Gff Site Owned PaFking Faemlift-F
where a use is within 699 feet ef a Gity ewned paFkifig aFea, up te
59 pereent ef the FequiFed numbeF ef paFkft spaees FRay be pFeyided iR-the
paFl(ifig fae"ity. When a use abuts a City ewned parking aFea, Lip to !go pereen
ef the Fecluired nufnbeF ef painking spaees may be pFevided in the paitking
faeolity. in the GB 10 Zene, up te 100 peFeent ef the required numbeF ef parking
spaees Fnay be pFeyided in a Gity ewned paFl(ing fae"ity regard'ess ef the
Approval Criteria
In assessing a special location plan for off -site parking, the Board of Adjustment
or Director of Planning and Community Development, as applicable, will consider
the desirability of the location of off-street parking and stacking spaces on a lot
separate from the use served in terms of pedestrian and vehicular traffic safety;
any detrimental effects on adjacent property; the appearance of the streetscape
as a consequence of the off-street'parl(ing; and in the case of non -required
parking, the need for additional off-street parking.
g. Covenant for Off -Site Parking
A written agreement between the owners of the parking and the owners of the
property for which the parking will serve must be submitted with the application
for off -site parking. The agreement must assure the retention of the parking and
stacking spaces, aisles and drives and be properly executed, binding upon their
successors and assigns, and must be recorded as a covenant running with the
land. The agreement must provide that it cannot be released, and its terms and
conditions cannot be modified in any manner whatsoever, without prior written
consent and approval from the City. The written agreement must be reviewed
and approved by the City Attorney.
2. Allowed Reductions for Shared Parking
The Building Official in consultation with the Director of Planning and Community
Development may approve a minor modification as specified in Section 14-4B-1 to
reduce the total number of parking spaces required by up to 50 percent, if the uses
sharing the parking are not normally open, used, or operated during the same hours.
However, this reduction is not allowed for Residential Uses. To qualify for a
reduction under this provision, a parkingdemand analysis must be submitted that
provides evidence that the amount of parking proposed for the shared parking area
will be sufficient to meet the parking demand.
3. Landbanked Parking in the CN-1 Zone
The Director of Planning and Community Development may reduce the minimum
parking requirements in the CN-1 Zone as fellews if it is determined that the
proposed reduction will further the intent of the CN-1 zone. In such a case, to
accommodate future changes in land use, changes in ownership, and shifts in shared
parking demand, up to 30 percent of the land area that would otherwise be needed
to provide the required amount of parking ff�ay shall be landbanked or set aside on
the site to provide for the future construction of a parking area. If an enforcement
official of the City determines at some point in the future that additional parking
spaces are needed, the property owner will be required to construct parking on the
landbanked area. A written agreement between the property owner and the City
must be properly executed and recorded as a covenant running with the land and
binding upon all successors and assigns, assuring the installation of parking within
the landbanked area by the owner if so ordered by the enforcement official.
4. Parking Exemption in the GO 5 Zene and GB 10 3 ne- he Central Business
Zones and the Riverfront Crossings District
In the CB-5 Zone, of CB-10 Zone, or propeU zoned Riverfront Crossings. a minor
modification may be granted as specified in Section 14-413-1 exempting up to 30
percent of the total number of dwelling units contained in a building from the
minimum parking requirements, provided that those dwelling units are committed to
the City's assisted housing program or any other affordable housing program
approved by the City.
S. Downtown and Riverfront Crossings Parkinci District
For qualifying development as set forth below, the number of required on -site
parking spaces may be reduced in order to facilitate said development according to
the provisions of this subsection.
a. Qualifying DevellORment
To qualifv for a Parking reduction under this subsection, the proposed
develowent:
(1) Must be located in the Downtown and Riverfront Crossings Parking District;
and
(2) Must not result in the demolition of a properly that is designated as an
(3) Must gualify for bonus height, bonus floor area, or other develoDment
assistance or financia! incentive from the City for includ�nq uses, elements
or features that further housing, economic deveippment, or other goals of
the Comprehensive Plan, including the Downtown and MverFront Crossings
Master Plan.
b. Parking District Boundaries
Prol?erties described below shall be considered oart of the Downtown and
Rive&ont Crossings gaoWw Disttict
(1)
(2)
Properties located within the area bounded by Burlington Street on the
south, Van Buren Street on the east, Iowa Avenue on !,he north, and
Capitol Street on the wesL For Purposes of this subsection, this area shali
be referred to as the Central Business District; and
C. Reduction of the on -site Rarking Le-guiremen
(1) For gualifying develorment, the off-street park
of i3arking spaces that would otherwise have to be orovided.
(2) For qualifying deve!opment where it is infeasible to provide at least 50% of
the required garking on -site due to si)ecific gualifying site constraints as
noted below, a developer may request a special exception to reduce the
parking requirement by up to 100%, movided a fee is paid in lieu of each
according to the following approval criteria:
(a) Convincing evidence has been presented that it is not feasible to
provide at least 50% of the required residential parking on -site due to
meet storefront depth Lequirements of the zone, or other unique
circumstance; and
(b) The proposed project will. be designed in a manner that is sensitive
individually eligible for the National Register of Histoft Places; and
envisioned in the Downtown and Riverfront Crossings Master
d. Payment of fee in lieu of required Rarking
(1) Where the Cl�,L has aRowed up to a 50% reduction in the Parking
requirement the deve!o;3er sholl pav a fee for each space otherwise
required in the amount of 75% of the estimated cost of constructing a
structured Darking space.
(2) Where a special exception has been granted reducing the parking
requirement by more than 50%, the developer shall pay a fee in lieu of the
provision of each space otherwise required in the amount of 90% of the
estimated cost of constructing a structured parking space.
(3) The estimated cost of a structured parking space is $24,000 in 2013
doNars. TNs fee shall be adiusted annualiv based on the nat�ona! hMorical
cost indexes contained ir, the most recent edition of Enoineeling Ne
Record, as amended. In the event the national historical cost index is
negative in any edition, the fee shall remain at the amount previously set
under this paragragh.
(4) The City shall calculate and assess the entire fee upon issuance of a
building permit. The fee Dayor may pay the entire fee at the issuance of
the building Permit. F, the fee pavor elects to pay the fee in 3 annual
instaftents, the fee payor sha!I execute an agreement with the City before
the City issues a building permit, which agreement sets forth the tming
and amounts of the remaining installments to be paid and also sets forth
that, upon confirmation by the Iowa City Firiance Department that the fee
payor has defauted on an installment payment, the Ci!y Clerk shall certi
'he outstanding fee balance to the Johnson Counly Assessor as a Ilen upon
the premises for which the building permit was issued. Said lien will no
preclude the City from pursuing recovery of the fee by other lecial or
equitable remedies.
(5) All fees paid shall be deoosited in the Downtown and Riverfront Crossings
Parking District Restricted Fund, as set forth in this subsection. Monies held
in the Restricted Fund including any accrued interest, shall be used for the
2"r ose of agAuiring :.;nd for and constructing public Parking facilitle
located in the Downtown and Riverfront Crossings Parking District;
(6) In the event that bonds or similar debt instruments are issued for the
acauisition or construction of the aforementioned property, infrastructure
or facilities within the parking district, monies held in the Restricted Fund
may be used to pay debt service on such bonds or similar debt
instruments.
6. Parking Reduction for Other Unique Circumstances
Where it can be demonstrated that a specific use has unique characteristics such that
the number of parking or stacking spaces required is excessive or will reduce the
ability to use or occupy a historic property in a manner that will preserve or protect
its historic, aesthetic, or cultural attributes, the Board of Adjustment may grant a
special exception to reduce the number of required parking or stacking spaces by up
to 50 percent (up to 100 percent for properties designated as a local historic
landmark, listed on the National Register of Historic Places, or listed as key o
contributing structures in a historic district or conservation district overlay zone).
7. Parking Reduction for Liner Buildings
For Liner Buildings constructed to mask a municipal r)arking facility, the private off-
street park�no requirement may be reduced by up to 100% if parking for uses located
ho;ders, at the discretion of the City. Compensation for construction of said parking
shall be made to the City with the amount and terms of said compensation
determined through an a(3reement Wth the City, which shall be executed prior to
issuance of an occupancy permit for the subject liner building.
S. Allowance for Scooter or Motorcycle Parking
Up to 10% of the required parking spaces for a use may be reconfigured to
accommodate motorized scooters or motorcycles, with 3 scooter/motoMde space
reauired to ensure adeguate access and vehicular movement. Design of the
Change the label of Table 5A-3 within Section 14-5A-6, Off-street Loading Requirements, to
Table 5A-4 and change any cross references within Title 14 to the Off-street Loading
Requirements Table to ensure the proper citation.
Delete all portions of Article 14- 7B, Development Fees, except those portions legally
necessary to ensure that monies currently within the Parking Facility Impact Fee Restricted
Fund for the Near Southside Parking Facility District are property accounted for and used for
the purposes enumerated within this Article,
0 Delete subsection 14-5A-3C:
...........
0 Amend 14-5A-3D-4 as follows:
4. Household Living Uses must provide parking according to the specified requirement in
Table 5A-1. The parking must meet the standards specified in subparagraphs 5b.
through e., below. If It ean be demenstFated tha there is practical difficulty providing
the required parking for Household Living Uses on site, off -site parking for Household
Living Uses may be approved by speeial emeeptieFt according to the provisions of 14-
5A-4F, Alternatives to Minimum Parking Requirements.
6 Delete subsection 14-5A-3E, Near Southside Parking Facility District
Amend 14-5A-5F, as follows:
F. Standards for Structured Parking in Multi -Family,. and Commercial Zones, and
the Riverfront Crossings District
The following standards apply to structured parking in all Multi -Family Zones, and -all
Commercial Zones, except the CB-10 Zone, and on prope[ty zoned Riverfront Crossing
On properties zoned Riverfront Crossings, these standards apply to mid -block structures,
lined structures, intearated structures, and underground structures, as described in Article
14-2G. ndards for structured parking in the CB-10 Zone are specified in Subsection 14-
5A-3D, above.
1. In Multi -Family Zones and in the CN-1, CB-2, CB-5, and the MU Zones the ground -
level floor of a building is reserved primarily for principal uses allowed in the zone.
Therefore, any parking located with the exterior walls of the building must meet the
following standards:
a. In the CN-1, CB-2, CB-5, and MU Zones, structured parking is not permitted on
the ground -level floor of the building for the first 30 feet of lot depth as
measured from the minimum setback line. In the CN-1 Zone it is measured from
the "build -to" line.
b. In Multi -Family Zones, structured parking is not permitted on the ground -level
floor of the building for the first 15 feet of building depth as measured from the
street -facing building wall. On lots with more than one street frontage this
parking setback must be met along each street frontage, unless reduced or
waived by minor modification. When considering a minor modification request,
the City will consider factors such as street classification, building orientation,
location of primary entrance(s) to the building, and unique site constraints such
as locations where the residential building space must be elevated above the
floodplain.
C. In the CN-1, CB-2, CB-5, and MU Zones, the ceiling height of any underground
parking may extend no more than 1 foot above the level of the adjacent
sidewalk. On sloping building sites and for existing buildings, the City may
adjust this requirement by minor modification. However, on sloping sites at least
a portion of the ground -level floor height of any new building must be located
no more than one foot above the level of the abutting sidewalk or pedestrian
plaza; and the floor height of the ground -level floor of the building must be no
more than 4 feet above the level of the abutting public sidewalk or pedestrian
plaza at any point along a street -facing building fagade.
d. In Multi -Family Zones, the ceiling height of any undeTround parking may
extend no more than 3 feet above grade. For purposes of this subparagraph,
grade shall be defined as the average point of elevation of the finished surface
of the ground, paviing, or sidewalk within the area between the building and the
streetside prcpeM line(s) or when the streetside propeM line is more than 5
feet from the building, beween the building and ;ine 5 feet from the building.
be subject W the setback stated in subparagraph b., Lbove. #eer-��
ding ent-anee Figust net emeeed 3 feet abeve the ieve' ef t1;.e_
street feeing bdil�,
abutting publie sidewalk. Any undeFgreund paicking may net e4end abeve gFade
in a manneic that prevents stFeet faeiR@ building eAtFamees ffem Fneeting tNs-
standard, e*Eept as aliewed by fniner FnedifieaNen due te unique site
ehafaeteristies, sueh as lecatiens wheFe the residential building spaee must -be
elevated abeye a fleedplaim.
2. On property zoned Riverfront Crossings structured parking shall be R!aced oil a lot in
accordance with the provisions set forth in Article 14-2G, Riverfront Crossings Form -
Based Development Standards.
3. Except for garage openings, the parking area must be enclosed within the exterior
walls of the building, In no case shall a building have the appearance from the street
or from abutting properties of being elevated above a parking level or "on stilts."
(See Figure 5A.1)
FIgure 5A. 1 - Structured Parking
C13M
LMM
LiQ
Acwptable Una�ptable Una�ptable
4. Any exterior walls of a parking facility that are visible from a public or private street
or from an abutting property must appear to be a component of the fagade of the
building through the use of building materials, window openings and fagade detailing
that is similar or complementary to the design of the building and must comply with
the other standards of this Section. (See Figure 5A.1)
5. Parking spaces within the structure must be perpendicular to parking aisles. However,
angled parking or parallel parking configurations may be allowed if parking aisles are
one-way.
6. In addition to windew epeRings the fagade detailing noted above, the City may
require landscaping as a means to soften the visual effect of any garage walls located
at the street level. Shrubs, small berms, and planters may be used to form a
landscaped screen generally ranging between 2 and 4 feet in height. Trees may also
be incorporated into the landscaped area if sufficient area is available for tree
growth.
7. Garage Entrances/Exits.
a. Vehicular access to parking within buildings should be located and designed to
minimize traffic congestion and hazards to pedestrians and to preserve street
frontages for active building uses.
b. Garage entrances/exits should be located along a building wall that does not
face a public street and accessed from a private drive, private rear lane or public
alley. In CB-2, CB-5, and MU zones, and Riverfront Crossings Zones, alley or
rear lane access is preferred. If the Building Official in consultation with the
Director of Planning and Community Development and the Form -Based Code
Committee determines that such access is not feasible due to lack of alley
.access topographical limitations or other unique circumstances, or if allowing
direct access from a street will better meet the objectives as stated in
subparagraph a., above, garage openings may face a street, but must be
designed in a manner that will best meet the objectives listed in subparagraph
a, above, and must meet the standards listed in sub -subparagraphs (1), (2),
and (3), below.
(1) If the structured parking is intended for residents or tenants of a building
and not the general public, there may be no more than one double -wide or
two single -wide garage openings per building. Double -wide openings may
not exceed -1-8 20 feet in width; single -wide openings may not exceed 9 10
feet in width. For existing buildings where it is not possible to meet this
standard due to structural constraints of the building, the Building Official
may adjust this provision to allow one additional garage entrance/exit that
faces a street, provided that the minor modification approval criteria are
met and the garage opening is designed to minimize its effect on the
streetscape and minimize hazards to pedestrians.
(2) For structured parking intended for use by the general public, garage
openings should be limited in width and number to only what is necessary
to provide adequate access for the types and numbers of vehicles using
the parking facility.
(3) Except in the CN-1, CB-2, MU and CB-5 Zones, the opening(s) must occupy
no more than 50% of the length of the street -facing building wall. On
corner lots, only one street -facing garage wall must meet this standard. In
Riverfront Crossincis Zones and in the CN-1, CB-2, MU and CB-5 Zones,
garage opening(s) along the primary street frontage are not permitted if
access is feasible from another local or collector street or from a rear alley,
private street or private rear lane. If there is no feasible alternative,
garage opening(s) may be allowed along the primary street frontage,
provided that they occupy no more than 35 percent of the length of the
primary street frontage of the lot and provided that all provisions of Article
14-5C, Access Management are met.
Delete paragraph 14-2B-6D-7.-
CITY OF IOWA CITY
U M
AN/1' E M 0' R` A N U
Date: February 14, 2014
To: Planning and Zoning Commission
From: Karen Howard, Associate Planner
Re: Amending zoning code definition of enlargement/expansion
The City recently received a request from the Clinton Street Social Club for a minor expansion
of their commercial kitchen. The Clinton Street Social Club is located on the second floor of a
downtown storefront building. It is categorized for zoning purposes as a "drinking establishment"
because the establishment has a liquor license and is open after midnight on a regular basis.
However, they also operate as a full -service restaurant.
Since the use is considered a nonconforming drinking establishment because it is within 500
feet of other drinking establishments, it cannot be expanded. Under the definition in the zoning
code, any increase in the volume of a building or area of a building occupied by a use is
considered an enlargement or expansion.
In this particular case, the proposed expansion of the commercial kitchen would not increase
the allowed occupancy of use, but would increase their ability to improve the food service within
the establishment. The owner has stated in his request to the City that "the size and location of
the kitchen really has become a very serious issue in my ability to retain quality kitchen staff,
The walk-in is on the ground floor, outside, down three flights of exterior fire escape and it is
becoming obvious that I can't expect anyone with any real skills to be willing to deal with that for
any length of time."
Staff finds that since the proposed addition to the commercial kitchen would not increase the
allowed occupancy of the drinking establishment it would not be counter to the intent of the new
rules establishing spacing requirements for drinking establishments. The expansion of the
kitchen would also make the space more attractive for a conforming eating establishment if the
use were ever to change in the future. Therefore, staff recommends amending the definition in
the zoning code accordingly. We have also included a new sentence in the definition about
sidewalk cafes to acknowledge the exemption that already exists in the nonconforming use
section of the code for sidewalk cafes.
Staff recommends amending the definition of Enlargement/Expansion in Article 14-9A, as
follows:
ENLARGEMENT/ EXPANSION: An increase in the volume of a building, an increase in
the area of land or building occupied by a use, an increase in the number of
bedrooms within a dwelling unit or an increase in the number of dwelling units. For
non-residential buildings an increase in the occupancy load of a building is considered
an enlargement/expansion. For Alcohol Sales -Oriented Retail Uses, any change in the
type of liquor license that would increase the types of alcohol or alcoholic beverages
that can be sold is considered an enlargement/expansion of the use. For Group
Living Uses, any alteration that allows an increase in the number of residents is
considered an enlargement/expansion of the use. For nonconforming drinking
establishments. neither sidewalk cafes nor any alteration or addition to a commercial
kitchen that does not result in an increase in the allowable occul)ancy load shall b
considered an enlargement/expansion of the use.
City of Iowa City
MEMORANDUM
Date: February 20, 2014
To: Planning and Zoning Commission
From: Sarah Walz, Associate Planner
RE: Development of new neighborhoods in 'the South District
At its December 19 meeting the Planning and Zoning Commission decided to add to its
2014 agenda a discussion of future neighborhood development in the South Planning
District.
It is anticipated that the planned new elementary school to be constructed along South
Sycamore Street will attract new residential development to the surrounding area. The
Commission expressed a desire to ensure that new neighborhoods develop in a
sustainable manner, including a diversity of housing and land uses that will foster a sense
of place and connection to the school.
BACKGROUND:
As noted in the Iowa City 2030 Comprehensive Plan: Most of the vacant land within Iowa
City Limits is located in the South and Northeast Planning Districts. These are areas that
can readily be served by the extension of water, sewer, and roads.
The first of Iowa City's eight adopted district plans, the South District Plan was adopted in
1997 and covers the entire section of Iowa City east of the river and south of Highway 6.
The South Area New Neighborhoods section of the plan (attached) anticipated the new
school location and provides a general vision for the future street system, housing, and
park and trails that would develop in this part of our community.
While, the goals and objectives of the plan are in concert with the IC2030 "principles for
creating and sustaining healthy neighborhoods" (attached), The South District lacks the
more detailed vision for future development included in more recent plans, such as the
Southeast District Plan's eastside growth area concept or the Southwest Districts Plan's
concept for the Carson Lake neighborhood.
EXISTING DEVELOPMENT:
Recent development in the South District is characterized by small to medium -size
single-family lots. Multi -family zones are located close to Highway 6 near Pepperwood
Plaza (RM-12 and RM44) and along Taylor Drive and Heinz Road. Other medium -
density development is associated with manufactured housing along in Bel Aire and
Saddlebrook to northeast. Neighborhoods west of Whispering Meadows Park and south
of Sandusky Drive are single-family, mostly zoned RS-5.
In reviewing the layout of existing neighborhoods, one area that falls short is street
connectivity. The Comprehensive Plan calls for an interconnected street system, noting
that grid streets help to reduce congestion by dispersing traffic and, by providing multiple
routes, allow for more direct connections for walking, biking, and motor vehicles. The
February 14, 2014
Page 2
Plan also calls for streets that serve pedestrians by including trees and other amenities
such as lighting. It is worth noting that in some areas of the district, especially areas east
of Sycamore, a system of wetlands creates an obstacle for some street connections.
FUTURE DEVELOPMENT:
The future land use map shows additional density, including apartments and townhomes,
to be located along South Gilbert Street and South Sycamore Street, the north -south
arterials that serve the area. A small commercial area is also shown at the future
intersection of McCollister Boulevard and South Sycamore. The south district currently
relies on Highway 6 for most east -west travel as there is no east -west through -street
across the district. The extension of McCollister Boulevard and Langenberg Avenue are
essential to creating east -west travel routes and the viability of future neighborhood
commercial areas south of Highway 6.
As vacant properties are purchased for development they must go through annexation,
subdivision, and rezoning processes. These are opportunities for staff as well as the
Planning and Zoning Commission, City Council, and to ensure that neighborhoods are
development in compliance with the Comprehensive Plan.
ATTACHEMENTS:
New Southside Neighborhood section of the South District Plan
Future Land Use Map from South District Plan
Principles for creating healthy neighborhoods from the IC2030 Plan
1 5 South Area New Neighborhoods
The new neighborhoods will be extensions of existing residential development to the
north, including the Grant Wood and Pepperwood neighborhoods as well as the Bon Aiie
and Hilltop mobile horne courts. Planning for these new neighborhoods takes into ac-
count existing residential uses, including four rural subdivisions, a few farmhouses, some
riverfront cottages and three apartment buildings that are located in the largely undevel-
oped area of the district. It also recognizes the manufactured housing parks and medium
density single-family residential development planned for the Sycamore Farms area in the
southeast.portion of the district. Environmental constraints and opportunities, sand
mining operations and their eventual reclamation, and existing and potential recreational
and passive open space are also considered.
South District Environmental Features. In accord with the Beyond 2000 principles, plan-
ning for new neighborhoods in the South District will respect environmentally sensitive
areas by protecting "the urban forest, the Iowa River and its environs, open space and
wildlife habitat," by securing "a balance between natural areas and development," and
supporting "acquisition and ecological management of watersheds, floodplains, wet-
lands and greenways." Wooded wetlands and floodplains within the Iowa River Corridor
and the Snyder Creek Bottoms are significant environmental features in the South Dis-
trict. The area also contains upland woodlands, large areas of hydric soils, sand mining
operations, several watershed/drainage areas, archaeological sites, and potentially, a POPu7
Ifition of terrestrial box turtles, which are on the State threatened species list. (See
Exhibit E, South District Sensitive Areas Map). The environmental features considered in
the planning for the South District are discussed in detail in Appendix A.
5
South District Plannina Gulde#naslNew NA94g-h-borhoods Scenario. The planning guide-
lines embodied in the South District Plan are based on the Beyond 2000 policy state-
ments that relate to new neighborhood planning. These statements focus on creating a
sense of community by ensuring that neighborhoods are designed to be accessible,
compact, and pedestrian -oriented, and contain an appropriate mix of housing types, land
uses, connecting streets and open space.
The Beyond 2000 neighborhood policy statements were further defined and tailored to
the needs and attributes of the South District in a series of public participation efforts.
(See Appendix B) Based on the policy statements of Beyond 2000 and the consensus
arrived at through meetings and citizen workshops, planning guidelines were developed
to address future development in three subareas of the South District: the River Corridor
Area, Sycamore West Area and Sycamore East Area. Although the Sioux Avenue Area
was not included in the citizen workshops, the general planning guidelines developed for
the other subareas of the South District can be applied to its future development.
In addition, a general land use scenario (Exhibit F, South District Land Use Scenario) was
developed that illustrates how these planning guidelines may be applied to development
in the South District. When annexations, rezonings, planned developments and subdivi-
sions are proposed within the South Planning District, these planning/land use guidelines
will assist the City Council and the Planning and Zoning Commission in evaluating devel-
opment applications. They should also serve as a guide for developers and their engi-
neering/architectural consulting firms as they design developments.
The land use scenario is intended to be general guide; an indication of how development
may occur in the South District. It is possible that specific land uses shown on the land
use scenario may not develop in the exact locations depicted, but decisions regarding
developments in the South District should adhere generally to the [arid use guidelines set
forth in this plan. The land use scenario illustrates.a neighborhood commercial center
(red), a mix of housing types (single-family/yellow, duplex-townhouse/gold, apartments/
brown), open space (parks/green, trails/purple band), and two alternatives for a potential
elementary school sites (purple).
The new neighborhoods planning guidelines apply primarily to the Sycamore East and
Sycamore West areas. Given the environmentally sensitive nature of the River Corridor
Area, it may be advisable to limit development in this subarea to the three parcels of land
located near Napoleon Park and adjacent to Gilbert Street that contain few environmen-
tally sensitive features and have soils that are suitable for structural development. Con-
sideration will be given to establishing parks, greenways, trails and open space for the
larger part of the River Corridor Area. The following sections describe the commercial,
housing, parks and school elements of the plan.' Streets and a fire station location are
also addressed.
Atelchborhood CommerciaL Located along Sycamore Street, south of the South Pointe
subdivision, the neighborhood commercial center should be centered within the neigh-
borhood to provide convenient shopping opportunities and activities for residents of the
surrounding area. An accessible mix of commercial, residential, institutional and public
uses should be clustered around a main street "marketplace" to provide an active focal
point for neighborhood residents. The design of the neighborhood center should incor-
porate pedestrian and bicycle accessibility for neighborhood residents and include a
town square or plaza area to create an active, all -seasons neighborhood gathering place.
In addition, a smaller commercial area with a convenience center/gas station may be
located a ' t the edge of the neighborhoods on an arterial street, such as Gilbert Street/
Sand Road. Guidelines to address these neighborhood commercial goals are listed be-
low:
entrally locate the neighborhood commercial center along the north -south segment of
Sycamore Street, or at the northwest corner of Sycamore Street/Sycamore L intersec-
tion. Design direct access to the uses within the center from aside or frontage street,
not an arterial street.
Concept of a "main street" design for a neighborhood commercial center..
L3 Use a "main street" design with a pedestrian orientation that incorporates fea-
tures, such as on -street parking; parking lots behind or between, buildings; mini-
mal or no building setback from the sidewalk adjacent to the street; upper floor
residential use of commercial buildings; townhouses and small scale apartment
buildings located in close proximity to the commercial areas; public spaces, and
trails that connect the commercial center to the surrounding neighborhood. (Zon-
ing Chapter text amendments will be required.)
Because of the proximity of this area to the Highway 6 commercial area, develop
the neighborhood center at a smaller scale on a site that is seven to ten acres in
size, and include a mix of small businesses as well as residential and institutional
uses to serve the day to day needs of the new neighborhoods area. Encourage
small, commercial and institutional uses either in or near the commercial center,
including light retail businesses, a pharmacy, a transit stop, a branch bank, small
restaurants, outpatient medical/dental clinics, adult and child daycare centers, a
postal substation, a convenience store, a neighborhood center, a recreation cen-
ter, a small grocery store, and a religious institution.
EI Incorporate a "town square," green space or plaza into the neighborhood center
.design to buffer the commercial area and to provide opportunities for neighbor-
hood gatherings and recreation.
Create residential uses in and near the neighborhood center by locating apart-
ments on the upper floors of commercial buildings, and by clustering small apart-
ment buildings and townhouses around the center.
Connect the neighborhood center to the loop trail system and open spaces in the
South District through the use of bicycle/pedestrian trails.
In addition to the neighborhood commercial center, locate a small convenience
commercial area of approximately one-half acre, containing a gas station/conve-
nience store, at the edge of the neighborhoods, such as at the corner of Sand
Road (Gilbert Street) and the Sycamore L. Provide adequate separation from the
neighborhood commercial center (one-half mile minimum) and direct access to an
arterial street. To assure compatibility with adjacent residences, provide adequate
buffering and minimize paving forthe convenience commercial area.
Housing The predominant land use in the South District new neighborhoods will be detached,
single-family residential. However, the neighborhood will also contain areas where low to
medium density multi -family, townhouse and duplex style housing will mix compatibly with
single-family housing. The medium density housing options should be carefully designed
and located to take advantage of major intrastructure investments, such as arterial streets,
and goods and services, which are provided in the neighborhood commercial center.
Medium density housing should be compatible in scale and density to blend with single-
family neighborhoods. As housing density increases and lot sizes are reduced, attention
will need to be paid to design issues, such as garage and driveway locations, to assure
that the new neighborhoods are attractive and livable. Guidelines designed to help achieve
the housing goals are as follows:
0 Ensure that all housing types are accessible for persons with disabilities.
LJ Detached, single-family housing Will be the predominant land use in the South
District. Locate this type of housing primarily in the central portions of the neigh-
borhood away from arterial streets.
LJ Use small lot, single-family housing and duplex development to serve as a gradual,
density progression between single-family homes located more centrally in the
neighborhood and the multi -family or townhouse buildings located near the com-
mercial center or along arterial streets.
Q Locate low to medium density multi -family housing in the form of townhouses
and small apartment buildings at the edges of the neighborhood along arterial
streets, and near the neighborhood commercial center, trails, major open space
areas, and institutional uses, such as a school or religious institutions. Limit the
size of individual parcels zoned for such development, so that the scale of build-
ings is compatible with surrounding uses and the traffic generated from such
developments is adequately accommodated.
L] Provide landscaped front yards and parking in the rear for townhouse and modest -
sized apartment buildings that face arterial streets. This will provide a boulevard
or parklike buffer along the street, and create a more attractive appearance than
expanses of paved, parking lots or walls of back yard fences lining Puch streets.
El Design medium density housing to be similar in height and appearance to large,
single-family housing. Use design guidelines, such as requirements for the place-
ment of parking behind buildings, and provisions for attractive visible entryways
on multi -family buildings, to help assure that such buildings are compatible in
design with nearby lower density housing.
El Ensure a variety of housing stock and provide controls on scale and density by
providing small multi -family lots of approximately 12,000 to 16,000 square feet
for low density multi -family housing at the intersections of collector and arterial
streets. Lots of this size will assure that the resulting apartment buildings will be
no more than four to six units per building so that there are no more than 24 units
at any one intersection.
U Encourage inclusion of accessible apartments in the neighborhood commercial
center.
El Improve the appearance of stieetscapes by using alleys for access to garages. This
is especially important for residential developments with narrow lots.
El Revise the front yard setback requirements of the Zoning Chapter to allow houses
with front porches to be built closer to the sidewalk.
ParkslOpen Sloace In the South District, neighborhood parks three to seven acres in size should
be provided as focal points for informal gatherings and recreation withi ' n easy walking distance
from residences in the neighborhood. Neighborhood parks should be centrally located within the
Sycamore East and Sycamore West neighborhoods, and be designed as an integral part of an
interconnected system of open space. Wherever possible, parks should be connected by
accessible trails, and located near schools, waterways and wooded areas.
In addition, two larger, neighborhood parks should be developed in association with the
reclamation of the pond (sandpit) east of Gilbert Street and -as an enlargement of the
new, regional stormwater and greenspace corridor east of Sycamore Street. A regional or
community park is envisioned around the pond (sandpit) located west of Gilbert Street.
A conservation area that provides protection for a threatened species of turtle, perched
wetlands on a sandy knoll, archeological and prairie relicts should be considered.on the
McCollister property. The wooded wetlands along the Iowa River should be reserved as
natural open space and a floodplain reservoir. Open space should be incorporated into
the design of developments in the South District to assure green buffers between me-
dium and low density housing, between commercial and residential uses, and along
Sycamore Street. Guidelines for parks and open space development are listed below:
Ll Create neighborhood parks, three to seven acres in size, that are centrally located,
interconnected and accessible in terms of trails, parking areas, play equipment and
picnic shelters.
Ensure that neighborhood parks have benches and rest areas accessible for elderly
persons and people with disabilities. Accessible basketball courts, play equip-
ment, shelters with picnic areas, cooking areas, running water and restrooms
should be standard features of the new neighborhood parks prid be incorporated
into the existing 24 acre Wetherby Park. Accessible, raised gardens should continue to
be provided in Wetherby Park.
Create access, a parking area and neighborhood park features in the south part of
Wetherby Park. There should be no north -south through street bisecting Wetherby
Park.
Ll Design parks in association with trails, schools, waterways and wooded areas,
including larger Parks designed in conjunction with the development of the re-
gional stormwater basin and the reclamation of the two ponds (sandpits). The
parks located adjacent to ponds may feature boating (small, non�motorized craft),
fishing and other water -related activities.
El Preserve sensitive features, including the environmentally sensitive areas on -the
McCollister tract, and waterways and wetlands throughout the South District,
particularly the wooded wetlands along the Iowa River and the contributing
drainageways and wetlands associated with the Snyder Creek Bottoms.
L3 Incorporate green space to assure landscaped buffers between different land uses,
to create a landscaped, green buffer along Sycamore Street, and to provide a
green square within the neighborhood commercial area.
Trails. Pedestrian/bicycle trails help support pedestrian oriented neighborhood design by
providing off -road connections betweenkey neighborhood destinations. A trail system
throughout the South District will connect parks, schools, commercial areas, and neigh-
borhoods. These trails will be designed for a variety of users and purposes, including
pedestrians, people with disabilities, bicyclists, joggers and roller skaters, and for trans-
portation as well as recreation. The trails, as well as the parks, schools, and commercial
areas they connect, should be accessible. An off -road loop trail through the South
District should be constructed as the area develops, taking advantage of utility ease-
ments and drainageways within the new neighborhoods. (Exhibit G, South District
Potential Trail System)
The main loop of the trail system will connect with the south extension of the Iowa River
Corridor Trail at Napoleon Park. From Napoleon Park, the trail will run southeast along the South
River Corridor Interceptor Sewer easement to the south soccer fields. It will then turn northeast
along the Snyder Creek Bottoms, and then north through the regional stormwater detention
area to be established on the Gatens tract. The trail will also connect with the trail
proposed to run south from the Whispering Meadows Wetlands Park through the
Saddlebrook development. The main loop will be linked at the north by a trail to be
constructed along the south right-of-way line of Highway 6. Another connecting trail
from Napoleon Park to Wetherby Park to Grant Wood School to Whispering Meadows
Wetlands Park is also proposed, and will serve as a central loop connection trail through
the middle of the South District. Guidelines for establishing trails in the South District
are listed below:
El Plan off -road, accessible trails for a variety of users. Design these trails as best as
is practical for pedestrians, bicyclists, joggers and other non -motorized means of
transportation.
LJ Use the trails to connect sig-
nificant traffic generators,
such as schools and com-
mercial areas. The trails
should be an integral part of
the city's transportation net-
work as well as being sce-
nic and used for recreational
purposes.
El As subdivisions develop, tie
trails into the main loop
wherever possible through
the use of branch trails or
wide sidewalks (generally
eight feet wide). Also tie
key neighborhood destina-
tions, such as a commercial
area, parks, or a school, into
the trail system to provide pedestrian -scale access.
Potential River Corridor Trail area near Sand Lake.
Elementary Schoo . As the South District develops, the population will increase to a
level that will support the construction of an elementary school. The school should be
centrally located and near an arterial street to allow easy access for bus and other school -
related traffic. Two potential elementary school sites have been identified. One is near
the northwest corner of the Sycamore Street L, and the other is just north of the south
soccer fields. The Sycamore Street L site is more centrally located in the developing area,
and will be within closer walking distance of more households. It will also be more
accessible in the street system of the developing neighborhoods. A school campus just
north of the south soccer fields could be integrated with the soccer fields, and share
parking facilities as well. Guidelines for locating and developing an elementary school
site are listed below:
El Connect the school to the trail system and locate it adjacent to a park or natural
area.
El Ensure that the school has access from the arterial street system, but allow inter-
vening land uses, such as townhouses or open space to buffer the school from the
arterial street. Locate outdoor play areas back from the arterial street.
Locate the school site in combination with or close to other recreational and
institutional uses, such as parks, team sports facilities, adult and child daycare,
and encourage the school to function as a neighborhood meeting place.
U Design safe crossings for pedestrians near the school, especially arterial street
crossings.
10
StreetslRoads. Gilbert Street (Sand Road), Sycamore Street and Highway 6 are the
principle streets that currently serve the South District. These arterial streets serve as
neighborhood edges, and provide the framework for development in the Pouth District.
Segments of these streets need to be upgraded to city design standards, and an east -
west arterial street or parkway should be constructed between Gilbert Street and Scott
Boulevard in the general location shown on the Future Land Use Scenario updated in
February of 2002. Long-range plans show this arterial street extending to the west and
crossing the Iowa River to Mesquakie Park and connecting to Mormon Trek Boulevard as
it is extended across the South Central District. A modified grid of collector and local
streets are envisioned to complete the necessary street work.
The location and design of the street network will have a major effect, not only on the
transportation patterns of the planning district, but will also effect the quality of life of
the new neighborhoods. Careful consideration should be given to the design of these
streets so that they become pleasant elements of the surrounding neighborhoods rather
than undesirable intrusions into the neighborhood. Guidelines for streets in the South
District are listed below:
Use arterial streets, including Gilbert Street/Sand Road, Sycamore Street, and the
new east west parkway to form the boundaries of the new neighborhoods in the
South District.
Q Use landscaped medians and wide landscaped areas at the sides of arterials, such
as Sycamore Street, to create a pleasant streetscape for passersby and make the
streets compatible with the surrounding residential development. Landscaped
arterials will create an environment more conducive to orienting the front of hous-
ing instead of fenced rear lots toward arterial streets.
LJ Align collector streets across arterial streets to provide for the safe crossing of
neighborhood boundary streets, particularly for pedestrians and cyclists.
L3 Within the neighborhood, design collector streets so they are not continuous
through streets, but are arranged in an offset grid pattern.
El Arrange local residential streets in a modified grid pattern. Enhance the local
neighborhood streets and encourage pedestrian activity by narrowing the pave-
ment, -providing trees, benches and attractive lighting along the streets, and en-
courage alternatives, such as alleys or narrow drives at the side of the house to
access a recessed or rear yard garage, and to minimize extensive curb cuts and
paved front yards.
L3 Provide safe, attractive and accessible street crossings at key locations, such as
the entrances to the neighborhood commercial center, parks and school sites, and
where designated trails cross arterial streets.
El Design the east -west arterial street in a manner that avoids to the extent possible
sensitive environmental features of the land and important archeological sites.
These are described more fully in Appendix A.
Fire Protection. The South District is in the "first response area" for Fire Station No. 3,
located at 2001 Lower Muscatine Road, just north of Highway 6. The engine company
from this station is responsible for being the first to respond to a call from the South
District. According to a 1991 Fire Station Location Study produced by the Johnson
County Council of Governments, the area south of Highway 6 is adequately protected by
the existing fire station locations. The average time for the area east of Sycamore Street
was under 3 minutes, considered optimal. The average response time modeled for the
area west of Sycamore Street was between 3 and 6 minutes, and is considered adequate,
although not optimal.
The distance of the fire station from the scene of the emergency, and the continuity of
the arterial street network both have an effect of travel time. An interconnected, modi-
fied grid street system will serve to increase the number of access points, and will
11
potentially reduce the response time. The emergency vehicie response time for firefighting
apparatus to respond to the South District is considered adequate to the current city
limits, and no additional fire department facilities are planned at the current time. Urban
growth and the extension of the south city limits will prompt the need for an additional
fire protection facility and emergency response apparatus to serve the growing popula-
tion within this area.
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Revised April 16,2002
Single Fmu*
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lostitudoned
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Ifidorle Properties
Con"Plual WWAI S&ML.Upenemb
:)EPAP.r*ffM 6F PLANNING AND
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