HomeMy WebLinkAbout2013-09-25-DowntownandRiverfrontCrossings Master plandowntown & riverfront crossings
january 2013
master plan
ADOPTED
table of contents
Executive Summary
Project Background
Analysis
Visioning Process
Market Analysis
Master Plan
Framework Elements
Development Opportunities
Development Standards
Next Steps
Appendix
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13
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27
51
103
115
117
acknowledgements
City Council
Matt Hayek, Mayor
Susan Mims, Mayor Pro Tem
Connie Champion
Terry Dickens
Rick Dobyns
Michelle Payne
Jim Throgmorton
Planning and Zoning Commission
Ann Freerks, Chair
Carolyn Stewart Dyer
Charles Eastham
Phoebe Martin
John Thomas
Paula Swygard
Tim Weitzel
Staff
Tom Markus, City Manager
Geoff Fruin, Assistant to the City Manager
Jeff Davidson, Planning Director
Robert Miklo, Senior Planner
Karen Howard, Associate Planner
Sarah Walz, Associate Planner
Steve Long, Community Development Coordinator
Wendy Ford, Economic Development Coordinator
John Yapp, Transportation Planner
Brad Neumann, Assistant Transportation Planner
Kris Ackerson, Assistant Transportation Planner
Rick Fosse, Public Works Director
Ron Knoche, City Engineer
Mike Moran, Parks and Recreation Director
Chris O’Brien, Transportation Services Director
Project Team
HDR Engineering, Inc.
Douglas Bisson, Project Manager
Troy Henningson, Landscape Architect
Peter Kisicki, Intern
Lindsey Leibold, Land Planner
Eric Pohlmann, Urban Designer
Brian Ray, Traffic Engineer
Steve Schukraft, Urban Designer
S.B. Friedman Development Advisors
Geoff Dickinson
Fran Lefor
A special thanks to all of those who attended the visioning sessions and charrette; called, emailed, or visited with suggestions and ideas; provided insights, thoughts, and guidance; and assisted through the
course of the planning process. If your name has been inadvertently omitted, we apologize and thank you for your contribution.
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executive summary
downtown and riverfront crossings plan2
The Downtown and Riverfront Crossings Master Plan was
developed with significant public input gathered through a series
of workshops and focus group sessions that took place over the
course of several months. The Master Plan will serve as a framework
to guide future public and private investment in a manner that will
benefit citizens living or working in the core of the city as well as
citizens in Iowa City as a whole. The planning process began with a
Master Plan for the Riverfront Crossings District Sub Area that was
developed during 2010/11. This sub area is located at the southwest
corner of the much larger Riverfront Crossings District. In order
to address planning issues within this much larger area, as well
as the adjacent Downtown District, a new planning process was
initiated in the fall of 2011. The Study Area for this plan extends
from Iowa Avenue on the north to U.S. Highway 6 on the south, and
generally from Gilbert Street on the east to South Riverside Drive
on the west. The Study Area, which includes the original Sub Area
plan boundaries, spans both the Iowa River and Ralston Creek, and
includes Downtown Iowa City.
The planning process was guided by a market analysis and a
visioning process. The market analysis examined the mix of uses
within the Study Area and projected market demand for these uses
into the future. This established the future development program
for the entire district, and was referred to throughout the remainder
of the planning process. The visioning process helped to establish
the overall vision for the Study Area. It was developed following
consultations with the local development community, interviews
with key stakeholders, and two visioning workshops, each of which
included a Strengths, Weaknesses, Opportunities, and Threats
(SWOT) Analysis and geographic mapping exercise.
The results of the market analysis and the visioning process were
then merged during a three day design charrette, in which ideas
for the Study Area were developed, tested, and revised – all based
on participant input - over a three day period. The concepts that
advanced through the end of the charrette were then detailed
during the post-charrette refinement period and included in the
final Master Plan.
The Master Plan developed key framework elements that will guide
redevelopment within the entire Study Area. These Framework
Elements address Primary Streets and Required Retail Storefronts,
Mobility Enhancements, Green Space, Public Art, and Student
Housing. Diagrams and text within the plan outline where and how
these elements should be implemented.
As part of the Framework Elements section, the Study Area is
divided into eight Sub-Districts. These include:
›The Downtown District
›The South Downtown District
›The Central Crossings District ›The Gilbert District ›The West Riverfront District ›The University District
›The Park District (included in the original Sub-Area Plan)
›The South Gilbert District (included in the original Sub-Area
Plan)
Each Sub-District has its own chapter, which provides an overview
of the district and key Development Opportunities that were
identified for it. Primary Development Opportunities identified in
the plan include:
›Infill Development that is Contextual in Nature
›Housing Options throughout the Study Area, including
Condos, Townhomes, Apartments, Live-Work Units, Cottage
Homes, Senior Housing and Student Housing ›A New Regional Park on the Site of the North Waste Water
Treatment Plant
›Restoration of Ralston Creek
›Enhancements to the Burlington Street Pedestrian
Environment ›Transforming Clinton Street into a Multi-Modal Promenade
›A New Plaza (Clinton Plaza) along the Clinton Promenade
›Transit Oriented Development adjacent to Transit Stops
›A Plaza (Station Plaza) Connecting the Regional Passenger Rail
Station with a Light Rail Stop ›An Arts District within the Gilbert District ›Transforming Gilbert Street into a “Main Street”
›Redevelopment of Commercial Uses along Riverside Drive
›Improving the Aesthetics and Pedestrian Environment along
Riverside Drive
In addition to discussing Development Opportunities, each chapter
calculates the yield of all proposed development for its respective
district. This includes square footage by use and associated parking
yield, and provides a sense of how much development could occur
over time.
In order to provide a framework for new development within
the Study Area, a brief set of Design Guidelines was developed
for the plan. These guidelines address land use, building
heights, frontages and setbacks, parking and access, and special
requirements, and were included in order to provide design
guidance before the Form Based Code for the district is adopted.
The Plan concludes with a brief section on “next steps,” with
discussion focusing on operational initiatives and implementation
steps that will be necessary to move the Plan from vision to reality.
executive summary
Detail from facade of the former Press Citizen Building at 319 E. Washington Street
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project background
downtown and riverfront crossings plan4
project background
Following the completion of the Riverfront Crossings District
Sub-Area Plan in the spring of 2011, the City of Iowa City
embarked upon a similar planning effort for the remainder of the
Riverfront Crossings District and Downtown Iowa City. This effort
encompasses land on both sides of the Iowa River, and extends
from Iowa Avenue on the north to U.S. Highway 6 on the south.
The Study Area includes the remainder of the Riverfront Crossings
District, West Riverfront, and Downtown Iowa City, in addition to
the previously completed Riverfront Crossings District Sub-Area.
The completed Riverfront Crossings District Sub-Area Plan, which
is incorporated into this new, larger planning effort, is located at
the far south end of the overall Study Area. It is 76 acres in size,
and designed to accommodate up to 900 residential units and up
to 220,000 sq. ft. of ground floor retail/office space. Community
goals leading to the development of the Sub-Area Plan included
the following:
›Develop a new mixed-use, pedestrian-oriented district
›Create a resilient riverfront park system ›Enhance Ralston Creek to become a community asset ›Develop a multi-modal transportation system ›Create a network of green streets throughout the district ›Promote sustainable design practices within the district
Planning efforts for the new, expanded area, incorporate these
same goals, thus ensuring that the Sub-Area Plan and the new plan
for Riverfront Crossings and Downtown Iowa City are compatible
and fit seamlessly together.
Project Location Diagram, showing location of Downtown, Riverfront
Crossings, Riverfront Crossings Sub-Area, and West Riverfront Districts
within Iowa City.
The Riverfront Crossings District Sub-Area Plan, showing the proposed
regional riverfront park and new mixed-use, pedestrian-oriented
development framework.
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analysis
site context
natural features
physical features
redevelopment opportunities
downtown and riverfront crossings plan6
site context
The Riverfront Crossings District and Downtown Iowa City are
located near the center of Iowa City. The Study Area is generally
bounded by Iowa Avenue on the North, U.S. Highway 6 on the
South, Gilbert Street on the East, and South Riverside Drive on the
West. The Iowa River bisects the southern portion of the Study
Area.
Map of the Study Area showing Downtown Iowa City, the Riverfront
Crossings District, and the approved plan for the Riverfront Crossings
District Sub Area.
Right: Walkshed diagram showing the proximity of the Study Area to
Downtown and the University of Iowa campus.
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Pictometry aerial highlighting the study area and its key features.
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Iowa River
Ralston Creek
Johnson County Courthouse
Downtown Iowa City
University of Iowa
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downtown and riverfront crossings plan8
natural features
In June of 2008, the Iowa River crested almost 10 feet above
flood stage, inundating portions of the Study Area. This included
properties north of U.S. Highway 6 and along both sides of the
Iowa River and Ralston Creek. The flood prompted Iowa City to
plan for the relocation of the wastewater treatment plant, which
would free up land in the floodplain for a future regional park.
This green space will be used as an amenity and catalyst for
redevelopment of the entire Study Area. In addition, the park will
help mitigate against future flooding.
Topography Downtown Iowa City and the northern portion of
the Riverfront Crossings District are situated on a small plateau
above the Iowa River. The topography of the Study Area drops
from Capitol Street west to the river and from Dubuque Street
east to Ralston Creek. In addition, the topography drops south
of Wright Street, towards the confluence of the Iowa River and
Ralston Creek. Away from these areas of elevation change, there
is relatively little change in topography, whether on the top of the
plateau or at the bottom along the riverfront.
Diagram identifying the existing topography within the Study Area.Diagram identifying the existing floodway, 100-year floodplain, and 500-
year floodplain.
Diagram identifying the existing Green Space network within the Study
Area.
Floodplain Because if its location adjacent to the Iowa River
and Ralston Creek, a portion of the Study Area is located within
both the 100 year and 500 year floodplain. The plan transitions
development within the 100 year floodplain to open space, while
allowing development within the 500 year floodplain as long as it
meets all pertinent city codes and ordinances.
Green Space Existing green space, with the exception of the
lawn around the courthouse and the pedestrian mall, is limited to
“leftover” open space situated along the banks of the Iowa River
and Ralston Creek. This space is, for the most part, unplanned and
covered with “volunteer” trees and shrubs. The addition of new
green space, including the proposed regional park, is a key goal of
the plan.
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physical features
Transportation There are a number of ways to move around the
Study Area. These include vehicles, transit, bicycle, and walking.
The street network within the Study Area is designed as a grid,
which provides a number of options for traveling in, and through,
the district. Major streets include Burlington Street, Benton
Street, Kirkwood Avenue, U.S. Highway 6, Gilbert Street, and South
Riverside Drive.
Bus routes, including City routes and the University’s Cambus,
also traverse the area. Most locations within the Study Area are
typically no more than 2 or 3 blocks from the nearest route. In
addition, two rail lines bisect the Study Area – the Cedar Rapids
and Iowa City (CRANDIC) Railroad runs north-south through the
district and the Iowa Interstate Railroad runs east-west though
the district. Both rail lines are designated as future transit lines,
with the east-west line becoming the route of a passenger
rail-line connecting Chicago with Omaha, including Iowa City
and Des Moines, and the north-south line being considered as
a light-rail line connecting Riverfront Crossings to important
employment destinations within the Iowa City Metro Area, such
as the University of Iowa main campus, University of Iowa Medical
campus, Veterans Hospital, and Oakdale Research Park. This line
also has the potential to eventually connect to the Eastern Iowa
airport and beyond to Cedar Rapids.
The Iowa River Corridor Trail, which parallels the Iowa River, runs
north-south through the Study Area. This trail is 6 miles in length
and provides access to major points in Iowa City. Several on-street
bike routes, all located north of Burlington Street, provide bicycle
connections to Downtown and the University of Iowa campus.
Built Form Cities contain a number of physical features,
including buildings, streets, and utilities. Combined, these help
define a community’s built form. In order to develop a greater
understanding of the Study Area’s urban fabric, a figure ground
diagram was created for the Study Area. This diagram shades
in all building footprints, and is useful in order to gain a greater
understanding of an area’s built form. The analysis identifies not
only the location and density of the existing development pattern,
but also identifies buildings of historic value. In particular, key
historic buildings, contributing historic buildings, and potential
buildings of historic significance are identified. These buildings
provide character and ambiance to the Study Area, and as such
are important to identify and take measures to actively protect.
This diagram should be utilized to help determine where infill
development should, and should not occur, and identify properties
that could receive density bonuses in return for the protection of
adjacent, or nearby, historic structures.
Diagram identifying the existing built form within the Study Area.Diagram identifying the existing transportation network within the Study
Area.
Close up showing the built form and historic buildings in Downtown.
downtown and riverfront crossings plan10
Parking
The Study Area contains a significant amount of parking located
on-street, on surface parking lots, or in parking structures. This
parking is required as long as the majority of downtown users
arrive by car. Over the course of the planning period, it is desired
that a more even split occur between vehicles, transit, bicycles,
and walking. When this occurs, the significant amount of space
required for parking cars can be transitioned into higher and
better uses. Until then, the City should continue to address
parking needs through a parking district approach. The existing
parking structures identified on this diagram (and those proposed
in the plan) play a significant role towards this end.
Diagram identifying the locations of existing parking structures within
the Study Area.
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development potential
A number of development projects have been recently completed,
or are currently under construction or design, within the Study
Area. As part of the planning effort for Riverfront Crossing and
Downtown Iowa City, a number of one-on-one interviews were
held with City staff, developers, and key stakeholders. The purpose
of these meetings was to gain a greater understanding of the
development potential within the Study Area. Based on these
discussions, a number of preliminary development categories/sites
were identified, including:
›Under Construction ›Proposed ›Planned ›Potential
›Long-term Existing Use ›Jurisdictional Use (State, University, County, etc.)
For purposes of the planning effort, the categories/sites were
then reclassified into short-term redevelopment opportunities
and long-term redevelopment opportunities, and located on a
diagram. This diagram was then used during the design charrette
to identify areas for potential redevelopment. It should be
noted that designation as a potential development site does not
necessarily mean that a property owner will choose to redevelop
their property.
Right: Diagram identifying the development potential of various
properties within the Study Area.
downtown and riverfront crossings plan12
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visioning process
introduction
data analysis/context assessment workshop
specific interviews
visioning workshops
downtown and riverfront crossings plan14
visioning process
Introduction
A key element of the planning process was the establishment of a
consensus-driven vision for the Study Area. Because of previous
efforts that covered a large portion of the Study Area east of the
Iowa River, the visioning process focused on Downtown Iowa
City and the West Riverfront District. The vision, when combined
with the Residential and Office Market Analysis, helped form the
principles necessary to guide the effort and was manifested in
the development program that was followed during the design
charrette. To guide this planning effort, a thorough process for
soliciting public input and establishing a consensus-driven vision
was undertaken, and is highlighted on the following pages.
Data Analysis/Context Assessment Workshop
A day long workshop was held on September 23rd, 2011. This
workshop was attended by City staff and key stakeholders,
including residents, property owners, business owners, and
developers, who provided insight into a number of key elements
pertaining to the planning effort. Four sessions were held during
the course of the day, including:
›Session 1 – Review existing, planned, and potential
development within the Study Area ›Session 2 - Examine Public Realm Conditions: Streets, Rights-
of-Way, and Public Spaces ›Session 3 - Review key infrastructure within the study area
›Session 4 - Discuss local, regional, and national precedents
The results of these sessions provided detailed knowledge and
direction for the consulting team, and led to a new round of data
collection and analysis.
Specific Interviews
A number of one-on-one interviews were held with key
stakeholders over the course of two days (October 11th and
12th, 2011). These interviews provided insight into a number of
issues and opportunities relating to the Study Area. Interviewees
included City staff, County staff, University of Iowa representatives,
local developers, architects, and representatives of the local arts
community.
Visioning Workshops
Following the Specific Interviews, two visioning workshops were
held the evenings of October 11th and 12th, 2011. Property and
business owners, developers, neighborhood associations and
the general public were invited to attend. The first workshop
focused on Downtown Iowa City and the second workshop
focused on the West Riverfront. Participants were provided an
overview of the planning process and then participated in a SWOT
Analysis (Strengths, Weaknesses, Opportunities, and Threats)
and performed a Geographic Mapping Exercise for each of their
respective districts. The SWOT Analysis allowed participants to
identify and vote on their top priorities in each category. The
numbers next to each response on the following pages identify
the top vote receivers based on workshop participants. A summary
of each Visioning Workshop is provided on the following pages:
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downtown visioning workshop
SWOT Analysis
Strengths
›Locally owned shops 9
›Proximity to the University of Iowa 7 ›Lots of activities 4 ›Great civic spaces 3
Weaknesses
›Lack of diverse housing 7
›Perception of “college town” only 5 ›Lack of way-finding signage 4 ›Money/investment loss to Coralville 4
Opportunities
›More non-student housing opportunities 8
›More public/private partnerships 7 ›Arts campus moving to Downtown 7 ›Sharing retail space to combat high rent 4
Threats
›Alleys are underutilized and ugly 10
›Rent is not going down in price 5 ›Encroachment on historic structures 5 ›Drunken bar patrons 4 ›Need more neighborhood-serving
businesses 4
Geographic Mapping Exercise
›There are a number of infill/development sites Downtown
›Extend downtown north and south ›Examine possible demand for childcare & dog care ›Utilize alleys as green space ›Freshen up the pedestrian mall
›Utilize public art throughout Downtown
›Burlington Street is a barrier - address it
X
X X
To Bloomington
X
Potential Development Sites
X
Bike Lane Corridor
Green Enhancements
Potential Public Art
Childcare Sites
Improve Pedestrian Access
Potential Dog Parks
LEGEND
Downtown Mapping Compilation
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1 N. Side Burlington (Mixed use; 12-14 stories; Museum?)
2 Wells Fargo (Retail; 3 levels oce; levels 4-14 Residential
4 Burned Building(Inll)3
5 US Bank (Drive thru area is un-derutilized)
6 City Owned Lot (Entertainment venue with housing above)
Downtown Geographic Mapping Summary Diagram. Photos of Downtown SWOT Analysis and Geographic Mapping
Exercise.
downtown and riverfront crossings plan16
west riverfront visioning workshop
SWOT Analysis
Strengths
›Proximity to the University of Iowa 10
›The Iowa River 8 ›High volume of traffic at low speeds 8 ›State highway makes for easy access 8 ›Walking distance to downtown 5
›Available space for business growth 5
›Variety of community serving
businesses 5
Weaknesses ›No pedestrian access under rail bridge
along Riverside Drive 9
›Lack of green space/landscaping 9 ›Homeless population nearby 8 ›Need to stabilize the riverbank
on both sides 8
›Poor lighting/security and associated
vandalism 7
Opportunities ›Beautify the area 8 ›City financing 8
›Bury utilities/add sidewalks on
both sides 7 ›Gateway opportunity 5 ›Extend riverfront trail to the south 5 ›Enhance pedestrian crossing safety 5
›Local flair - “mom and pop” stores 5
Threats ›Flooding 16 ›City of Coralville - competition 13 ›New low-income housing 12
›Adverse impacts of traffic expansion 9
Geographic Mapping Exercise
›New trail connections
›Green/beautify corridor ›Redevelopment opportunities along entire corridor
›Hotel development
Redevelopment Sites(Overlayed to show areas of reoccuring focus)
Bike/Pedestrian Trail
Green Enhancements
Flood Control
Proposed Bus Stops
LEGEND
West Riverfront Mapping Compilation
Parking Areas
Improve Passage under Railroad
Areas to Clean Up
Widen Corners
Improved Signage
Hotel Location
West Riverfront Geographic Mapping Summary Diagram.
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market analysis
overview
residential market findings
office market findings
priority development areas
incentive and policy goals
downtown and riverfront crossings plan18
overview
A key element of the planning process was a housing and office
market assessment that informed the development of the
conceptual design framework and area plan for Downtown and
Riverfront Crossings. This assessment included an analysis of
demographic, market and historical development factors that
impact the housing and office markets in the two districts, and
included site visits, an analysis of existing data, key stakeholder
interviews, a competitive analysis, public workshops and a design
charrette.
Within the project study area, the City desires to preserve and
enhance the historic buildings and character of Downtown,
while encouraging appropriate infill redevelopment with a mix
of building uses. For the Riverfront Crossings District, the City
desires more substantial redevelopment of underutilized parcels
or blocks throughout the area. Given the ongoing success of the
market in producing rental housing throughout the study area,
primarily oriented to undergraduate students, City staff and key
stakeholders identified a need, and desire, for additional housing
products in the study area.
Another key purpose of the analysis was to assess the office and
residential markets to determine existing supply and expected
demand for new office space and a variety of housing options
– particularly higher quality, higher amenity residential rental
not primarily targeted to undergraduates and attached for-
sale housing. The market findings will aid the City in defining a
development strategy and prioritizing development sites over the
near-term and also inform the vision of Downtown and Riverfront
Crossings development over the longer-term. Key findings
are summarized below and discussed in detail in the detailed
market analysis (Available from the Planning and Community
Development Department).
residential market ndings
Based upon the desires of the City, residents and stakeholders, the
market feasibility of condominiums and higher-quality higher-
amenity rental housing in the Downtown and Riverfront Crossings
District was analyzed. Higher-quality higher-amenity (HQHA)
residential rental product is distinct from the rental product
targeted primarily to undergraduate students based on the
following characteristics:
›Higher-quality design, construction and finishes ›Close access to dedicated parking ›On-site security or staff in larger buildings ›Insulation from concentrations of undergraduate students
›Provision of or proximity to amenities
Existing and Planned Residential Product
Existing HQHA rental product primarily consists of higher-
end loft spaces Downtown; no HQHA rental product was
identified in Riverfront Crossings. HQHA apartments Downtown
achieve premium rents, ranging from $1.75 to $2.15 per foot,
approximately 40% higher than rents for typical Iowa City
apartments.
A limited number of condominium developments have been
brought to market in the study area, with one project each in
Downtown and Riverfront Crossings. These condominiums are at
the higher end of the local housing market, with prices ranging
from $250 to $400 per square foot, or from $250,000 to over
$600,000. Condominium projects have been absorbed slowly, with
only a few units placed on the market at a time.
Approximately 400 units of HQHA rentals and condominiums are
in various stages of planning in the Downtown and Riverfront
Crossings District, primarily in the northern portion of Riverfront
Crossings.
Projected Demand Indicators for Residential Product
Vacancy rates for rental apartments in Iowa City are quite low (3.2
percent) and even lower (1.3 percent) in the Downtown and the
Riverfront Crossings District near the University of Iowa campus,
where undergraduate students prefer to live. Vacancy rates of
5 to 10 percent are considered normal, so it seems demand for
residential rental product could support additional development
in the area.
Furthermore, the number of relatively affluent households in
Iowa City is projected to grow by 2015, with the most growth
in the $50,000 to $75,000 and $100,000 to $149,000 income
brackets, providing a potential market for HQHA rental units and
condominiums. Primarily young professionals and empty-nesters
or recent retirees are likely to provide demand for these types of
products.
Residential Market Potential and Challenges
The construction and absorption of higher-end rental
developments and limited condominium development Downtown
suggests some amount of unmet demand for the HQHA rental
and condominium product Downtown and in the northern half of
Riverfront Crossings. Given the limited number of units that have
been built in recent years and the relatively slow absorption pace,
it is projected that the market in the near term may be capable
of absorbing 30 to 40 unit developments until further demand
can be proven. The redevelopment of the City’s waste water
treatment facility in the southern portion of Riverfront Crossings
is likely to increase the potential for larger market-rate residential
developments and condominiums in the southern end of the study
area. Larger scale garden-style rental developments could also be
feasible and appropriate (especially to the west of the Iowa River).
Despite this market potential, there are likely to be continued
challenges to providing higher-quality higher-amenity rental
developments and condominiums in the study area. Land prices
are relatively high, due to the value of undergraduate student-
oriented rental housing in the area, and the density of existing and
planned rental developments targeted primarily to undergraduate
students may make the area unattractive to professional adults or
retirees. There are relatively few sites available for development,
and assembly of parcels may be difficult. Furthermore, the need
to provide on-site parking in certain areas may make the product
type less profitable for a private developer.
Birds-eye view looking south from Downtown.
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oce market ndings
Limited Class A office space currently exists Downtown, and
speculative office space is rarely constructed in the Iowa City
market. Much of the existing downtown office product is older,
upper-story, Class B or C space, with tenants that tend to require
proximity to Downtown institutions. This downtown office space is
distinct from the more common highway-oriented office product
in the area, which is generally new construction, one- to two-
stories, built-to-suit and offering ample surface parking. Triple
net rents (net of utilities, property taxes and other proportional
building expenses) for Downtown office space range from $16 to
$25 per square foot, while highway-oriented rents in Iowa City and
neighboring Coralville tend to range from $14 to $15 per square
foot.
New office development is planned in the Riverfront Crossings
District, but the majority of space developed is likely to be
leased to already identified anchor tenants. This planned Class A
development does suggest that there is some unmet demand for
higher-quality space in the Downtown and Riverfront Crossings
District. Future demand for additional Class A space is likely to
depend on local business growth, formation of new businesses
and attraction of outside office tenants.
Office Market Potential and Challenges
A proposed co-work business incubator in Riverfront Crossings
could foster the development of new local businesses that
may utilize Downtown or Riverfront Crossings office space.
Furthermore, the attraction and growth of creative businesses,
such as software and game programming companies, could fuel
additional demand for downtown office space, since the generally
younger employees of such companies often wish to work in
close proximity to vibrant downtowns. The density of amenities,
existing businesses and secondary infrastructure in Downtown
and Riverfront Crossings are important for certain industries and
employees. Projected growth in the computer and mathematical
industries and in business and financial operations could also spur
demand for new downtown office space. In addition, the attraction
of regional or national anchor tenants could generate additional
office demand.
As with residential development potential, the lack of available
development sites could challenge the potential for new office
development Downtown or in Riverfront Crossings. The time and
money costs of infill development as opposed to highway-oriented
greenfield office development, including the cost of providing on-
site parking for certain tenants, could make attracting new office
development difficult.
priority development areas
Based upon market research and the sub-district identified in the
plan, there appear to be specific priority areas, redevelopment
of which could help provide momentum for achieving the
new vision outlined for these districts. Furthermore, limited
public resources available for development support will require
prioritization of development projects that are likely to need
some form of financial assistance. Based on the sub-district plans
and market research, four priority development areas that could
lead redevelopment of the Downtown and Riverfront Crossings
District have been identified. These development projects would
leverage existing assets without diluting the core of development
Downtown. Furthermore, there is likely to be synergy among
these priority developments, with each subsequent development
building upon the others and moving the study area closer to the
planned vision.
The priority development areas are described more fully in the
market analysis report and include:
1. Downtown
2. Clinton Street Corridor
3. Wright Street Transit-Oriented Development
4. Park District Sites
incentive and policy goals
The City has used a variety of development incentives and
regulatory mechanisms, including Tax Increment Financing,
parking regulation and zoning, to shape development in the Study
Area. In order to meet its stated goals of diversifying housing
options and expanding the office market in Downtown and the
Riverfront Crossings District, the City may wish to consider the
more expansive use of these tools in the form of:
›Land cost writedown (City elects to sell or lease land to a
developer at a price lower than the market price in order to
achieve public goals) ›Financial support for privately-owned on-site parking
›Site preparation (Land assembly and provision of
infrastructure) ›Business attraction
The expanded use of economic development tools as well as
moderately expanded use of Tax Increment Financing could
better position the Downtown and Riverfront Crossings District to
capture higher-end residential and office product development. In
addition, site-specific feasibility studies and planning for proposed
development could help drive implementation of the City’s
development vision for the Downtown and Riverfront Crossings
District.
Rendering of new mixed use building with 3 floors of office space. Birds-eye view looking north from Downtown.
downtown and riverfront crossings plan20
21
master plan
design charrette
plan
downtown and riverfront crossings plan22
design charrette
The focal point of the Downtown and Riverfront Crossings District
planning process was the Design Charrette held from November
29th – December 1st, 2011 at City Hall. The Charrette merged
the results of the Visioning Process with the Market Analysis
developed by S. B. Friedman Development Advisors.
The Charrette was staffed by professionals in a variety of fields,
including urban planning and design, landscape architecture,
architecture, and market and real estate advisors. Held over three
days and attended by well over 100 participants, the iterative
process continually tested ideas and concepts and made revisions
based on input from the participants. Ideas were continually
refined, so that by the end of the final day, general consensus
on the key elements and development concepts to be included
in the master plan had been achieved. The results of the Design
Charrette are included on the following pages.
Day 1- November 29, 2011
Evening pin-up session on Day One.General Framework Concepts developed during the first day of the design charrette. The left image identifies preliminary sub-districts and key features.
The right image identifies primary streets and pedestrian walk-shed.
23
Day 2- November 30, 2011
Final pin-up session on Day Two.
Day 3- December 1, 2011
Final concepts developed during the third day of the design charrette. The left image portrays potential redevelopment at the intersection of Benton St.
and S. Riverside Drive, while the image on the right shows infill redevelopment along South Gilbert Street.
Refined concepts developed during the second day of the design charrette. The left image identifies potential open space sites and acquisitions along
Ralston Creek. The image on the right examines potential development at the intersection of Benton Street and S. Riverside Drive.
Evening pin-up session on Day Three.
downtown and riverfront crossings plan24
the plan
The Downtown and Riverfront Crossings District plan was driven
by several key project goals that were based on City, Stakeholder,
and community input obtained during the previously discussed
Visioning Process.
Maintain Downtown Iowa City as the focal point of the region ›Provide opportunities for strategic and contextual infill and
redevelopment within Downtown ›Encourage a variety of uses and activities within the downtown
core ›Preserve and enhance the historical integrity of the district
Encourage pedestrian-oriented, mixed-use redevelopment
Maintain and enhance the pedestrian-oriented urban fabric of the
district ›Encourage a mix of housing, office, retail, and civic infill
development within the Study Area ›Ensure that new development and infrastructure investments
are contextual with the goals of the plan
Create a resilient riverfront park system ›Create a community park and open space system along the
Iowa River that balances both active and natural open spaces ›Use flood mitigation measures and stormwater best
management practices to protect against future flooding ›Allow views of the Iowa River from public open space, right-of-
way, and private development
Enhance Ralston Creek to become a community asset ›Protect Ralston Creek and restore it as a naturally functioning
waterway ›Utilize the restoration of the creek as a catalyst for the
redevelopment of adjacent properties ›Provide access to the creek by developing a multi-use trail
adjacent to, and along it
Develop a multi-modal transportation network ›Reduce the dependence on the automobile by providing
access to a variety of transportation options
›Create a framework that accommodates transit, bicycles, and
pedestrians, in addition to personal vehicles ›Develop a transit-oriented development node at the
intersection of the proposed light rail line and Regional
Passenger commuter rail line
Create a network of green streets in the district
›Activate and improve streetscapes by providing enhanced
pedestrian amenities ›Provide ecological benefit, pedestrian comfort, and aesthetic
interest along sidewalks by incorporating landscaping and
street trees along key corridors
›Complete the street grid by reconstructing segments that have
been removed and by reverting one-way streets back to two-
way
Incorporate art throughout the district ›Develop a framework for locating public art at key locations
throughout the study area ›Consider incorporating art into infrastructure and other
functional systems, such as streets furnishings, bridges, power
substations, etc. ›Develop an arts district where artists can live, create, and sell
their work and act as a creative stimulus to the local economy
Promote sustainable design practices throughout the district ›Encourage low-impact development (LID) approaches to
design and development ›Create a system of stormwater best management practices
(BMP’s) to control and cleanse runoff
›Encourage the reuse and preservation of historic structures
and the development of a walkable development within the
study area
Examples of pedestrian friendly environments.
25
2
1
3
4 5
7 8 9
18
19
21
11
12
10
13
22
14 15
16
17
20
1
2
3
4
5
Downtown Infill Development
Burlington Street Pedestrian Enhancements
New Student Housing
Clinton Plaza
Clinton Street Promenade
Ralston Creek Reconstruction
Rock Island Train Depot/Potential Passenger Rail Station
Transit Oriented Development and Station Civic Plaza
Central Crossings Light Rail Stop
Cottage Homes
Artist Courts
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Park District Mixed-Use Development
River Outlook
Potential Arts Center
Regional Park
Gilbert Street Mixed-Use District
South Gilbert Light Rail Stop
Riverview Townhomes
Riverfront Residential Tower
Riverside Drive Commercial Redevelopment
Riverside Drive Pedestrian Enhancements
Entrance Monuments
RALSTON CREEK
IOWA RIVE
R
6
11 22
downtown and riverfront crossings plan26
27
framework elements
sub-districts
primary streets and required retail storefronts
mobility
green space
public art
student housing
downtown and riverfront crossings plan28
sub-districts
During the course of the planning process, several prominent
features were discussed on a recurring basis. Due to either their
prominent role in the plan or their relevance and impact on other
elements, these features became to be known as Framework
Elements. Framework Elements consist of Sub-Districts, Primary
Streets and Required Retail Storefronts, Mobility, Green Space,
Public Art, and Student Housing. These Framework Elements will
be discussed in further detail on the following pages.
The Downtown and Riverfront Crossings Master Plan Study Area
is very large in size and contains a number of neighborhoods and
settings, each with their own identity. Instead of combining them
into one homogeneous district, it was determined that it would be
more useful, and appropriate, to break the Study Area into sub-
districts. These sub-districts would be identified based on their
location, primary use, scale, and other identifying features. In all,
eight districts were identified:
›Downtown ›South Downtown
›Central Crossings ›Gilbert ›West Riverfront ›University ›Park
›South Gilbert
Many of these sub-districts existed in a geographic sense, but
were unnamed and given “formal” names as part of the planning
process. Other times, the sub-districts were known by their
formal names, but did not have defined geographic boundaries.
Each sub-district will be described in more detail in the following
chapter.
Right: Sub-District Diagram
29
primary streets and required retail storefronts
Every great city has great streets. Great streets are not streets
that just move vehicular traffic. Instead, they are known for their
pedestrian activity, retail vitality, connectivity, and desirability as
a sought-after address. In other words, they become destinations
in their own right. The downtown blocks of Iowa Avenue,
Washington Street, College Street, Clinton Street, and Dubuque
Street best fit this definition.
As the plan for Downtown and Riverfront Crossings comes to
fruition, additional street corridors will be added to this list.
Outside of downtown, future primary streets should include key
east-west streets such as Burlington and Court, and north-south
streets such as Gilbert, Linn, Dubuque, Clinton, Capitol, and
Riverside Drive.
Over time, these streets will transform into special “places”.
Streetscape enhancements will improve pedestrian comfort,
buildings – many with active street-level uses – will address the
street, and sidewalks will teem with life. In order to encourage
the amount of street-level activity desired by participants in
the planning process, retail storefronts will be required at key
locations. These storefronts will have minimum floor to ceiling
height requirements, as well as opacity requirements. Initially,
these storefronts can be utilized for residential uses. As more
“rooftops” are added, this market will transition and residential
uses will migrate to retail uses. These storefronts, and the stores
they represent, will draw activity to key nodes within the Study
Area (Clinton Plaza, Rock Island Train Depot TOD, etc.). Care has
been taken to minimize the amount and location of required retail
storefront so as to not negatively impact the existing Downtown
retail market.
Right: Primary Streets and Required Retail Storefronts Diagram
downtown and riverfront crossings plan30
mobility
Many people within the District arrive by car. In order to be
successful in creating the vibrant, pedestrian-oriented, mixed-
use environment that is desired, the area’s modal split will need
to change. Surface parking lots will need to be transformed into
buildings, traffic will need to be calmed, transit options should
be enhanced, commuting by bicycle will need to be encouraged,
and the pedestrian experience will need to be enhanced. The
following Mobility Elements are a part of a complete package of
enhancements that will alter the way people move within, and
through, the District, resulting in increased accessibility and an
improved quality of life for all.
Pedestrian Existing pedestrian routes within the district will be
enhanced in order to create the walkable, pedestrian-oriented
environment that is envisioned for the District. Currently, sidewalk
connectivity is limited in many locations, which creates an
uninviting place for pedestrians. The design of the public realm,
including streets and the placement of buildings, will greatly affect
the quality of place for pedestrians.
Pedestrian comfort and safety should be placed at a premium
during design phases. Per city requirement, sidewalks are required
on both sides of the street. They should be a minimum of 6’ wide
where possible, and trails and significant pedestrian routes, should
be a minimum of 8’ wide, and in the highest volume pedestrian
areas, such as Downtown and South Downtown Districts, 10’ –
12’ wide. The circulation pattern should continue the gridded
network of streets already in place, while connecting to the larger
trail network along the Iowa River and Ralston Creek. Enhanced
connections over the Iowa River should be considered, including
a new pedestrian bridge and new side paths along street bridges
when they are reconstructed.
The Clinton Street corridor should be turned into a pedestrian
promenade, connecting Downtown Iowa City with the new
regional riverfront park. Enhanced pedestrian amenities, including
street trees, furniture, and landscaping, should be added to
the auto-oriented Gilbert Street, Burlington Street, and South
Riverside Drive corridors.
Right: Pedestrian Network Diagram
31
Bicycle Bicycle facilities should be integrated into the design
of the District in order to promote a variety of mobility options.
The facilities shown here are conceptual in nature, and will be
designed and installed over time as the City and MPO implement
the Metro Area Bicycle Plan. Currently, the bicycle network within
the District includes the off-street Iowa River Corridor Trail that
parallels portions of the Iowa River, but few on-street bicycle
facilities.
Over time, multiple north-south options connecting Highway 6
and Downtown Iowa City may be provided. On-street facilities
include sharrows on Gilbert Street, a bike boulevard on Maiden
Lane, and bike lanes on Madison Street, Capitol Street, and
Clinton Street. Off-street north-south options include the future
Ralston Creek Trail and an extended Iowa River Corridor Trail. This
redundancy in north-south routes allows cyclists multiple options,
and takes into consideration their destinations and skill/comfort
level.
East-west options within the District include the Highway 6 trail,
bike lanes on Court Street and sharrows on Washington Street
and Benton Street. Because connectivity across the Iowa River is
limited, future bridge replacement (Highway 6 and Benton Street)
should incorporate enhanced bicycle facilities. In conjunction
with future improvements to the Highway 6 bridge, a new
trail along the north side of Highway 6 should be considered.
Additionally, bike/ped crossing enhancements should be made at
the intersections of Benton Street and Gilbert Street, and Highway
6 and Gilbert Street, in order to make it safer and easier for
pedestrians and bicyclists.
The provision of both on-street and off-street bicycle facilities
throughout the district will provide multiple options for bike
riding and commuting. Bike parking, lockers, and other amenities
should also be provided.
Right: Bicycle Network Diagram
downtown and riverfront crossings plan32
Transit In the future, the District will be served by regional
passenger rail and light rail service. The prospect of this service
allowed for the creation of a transit-oriented development (TOD)
framework for the district. The focal point will be a transit hub
located between Wright Street and Lafayette Street. The proposed
regional passenger rail station, to be housed in the former Rock
Island Station, will be located on the north side of the transit hub
and will serve the entire city. The south side of the transit hub
will house a light rail stop, which will provide access to the central
portion of the district. Two additional light rail stops are proposed
– one to the north of Burlington Street, which will provide service
to Downtown and the University of Iowa, and a southern stop,
located along 1st Street, which will provide access to the Gilbert
Street corridor and adjacent riverfront park.
In addition, bus service will be expanded within the district in
order to provide an additional layer of access for residents and
visitors. Bus stops are proposed for key locations, and will be
integrated with rail stops in order to provide enhanced coverage.
Existing bus lines will be revised to accommodate modifications
in the street grid, and a new route is proposed for the Clinton
Street Promenade, which will be the primary connection between
Downtown and the new regional park.
Right: Transit Network Diagram
33
Streets The Riverfront Crossings District Sub-Area Plan identified
several recommended modifications to the street network,
including the Capitol/Kirkwood Connector, south Gilbert Street,
and south Clinton Street. The plan for the remainder of the District
recommends several additional modifications, including the
following:
Burlington Street
The pedestrian safety / appeal of this heavily travelled corridor
should be enhanced over time by securing 10’ of additional
setback on all new buildings, making modifications to the existing
roadway, providing additional sidewalk width, and enhancing the
streetscape (details are addressed in the street section on page 35
and in the Development Opportunities chapter on page 56).
Court Street
A pedestrian and bicycle alternative to Burlington Street will be
provided by enhancing this key east-west corridor with bike lanes,
on-street parking, and an enhanced streetscape, including 8’
sidewalks.
Riverside Drive (North of Benton Street)
The pedestrian environment north of Benton Street is fairly hostile
to pedestrians. The sidewalk is narrow, often directly adjacent
to traffic lanes, and rarely has a buffer (landscaping and/or street
trees) between pedestrians and traffic. As redevelopment occurs,
additional right-of-way, or alternatively, a greater building setback,
could be provided in order to improve the pedestrian environment
with enhanced landscaping and street trees, a wider sidewalk,
pedestrian-scaled lighting, and safe passage through the railroad
abutment.
Riverside Drive (South of Benton Street)
Similar to Riverside Drive North, this segment currently offers little
in the way of pedestrian comfort or aesthetics. As redevelopment
occurs over time, additional right-of-way or, alternatively, a
greater building setback, could be provided. This will allow for a
continuous center turn lane, an enhanced landscape strip on the
west side, and a slip lane /drive aisle on each side to serve adjacent
new commercial development. An enhanced connection under
the railroad bridge should be considered in order to connect north
and south segments of Riverside Drive.
Right: Street Network Diagram
downtown and riverfront crossings plan34
A
A’B
B’
D
D’
I
I’
C C’
K K’
H H’
J J’
E E’
F F’
G G’
Street Section Locator
Capitol Street
When the superblock bordered by Burlington Street, Court Street,
Madison Street, and Clinton Street redevelops, Capitol Street
should be extended through the site in order to reconnect the
grid. This new street segment will increase connectivity between
Downtown and the remainder of the district, and re-establish the
view corridor north to the Old Capitol.
Clinton Street
The plan designates Clinton Street as the primary link between
Downtown and the new regional park. This multi-modal corridor,
to be designed to function as a civic promenade, will be the
central spine of the district. In addition to travel lanes in each
direction, it will have bike lanes, on-street parking, 8’ sidewalks,
and a 12’ landscaped parkway strip on each side. In addition, it
may be one of the north-south bus routes within the district.
Compared to the auto-oriented character of the current streets
in the district that contain sidewalks, but few dedicated bicycle
amenities, the proposed street network will create urban
street sections that provide safe and convenient movement for
pedestrians, bicycles, transit, and automobiles. The illustrative
street sections / plans for General Residential (80’ ROW) Streets
and General Commercial (80’ ROW) Streets detail the preferred
configuration of these streets. Existing barriers include the
railroad, creek, and Burlington Street. While most existing streets
have sidewalks, some improvements are needed to overcome
barriers, and an additional traffic study will be needed to finalize
the roadway design recommendations, as achieving the intended
street character must balance the transportation goals for
pedestrians, bicycles, transit, and automobiles.
35
*Note: Careful tree well design and species selection
will be necessary for trees on Burlington Street.
Burlington Street (A-A)’
downtown and riverfront crossings plan36
Court Street (B-B’)
37
Clinton Street South (C-C’)
downtown and riverfront crossings plan38
General Residential (D-D’)General Commercial (E-E’)
39
Riverside Drive North (F-F’)
downtown and riverfront crossings plan40
Riverside Drive South (G-G’)
41
Capitol/Kirkwood Connector
P P
128’ Proposed Right-of-Way
Median/Turn Lane
Travel Lane
14'
12'SidewalkSidewalk Landscape/
Furnishings
Median
8’10’8'7'
Slip Lane
12'
Parking
8'Landscape/Furnishings
7’
Private
Setback
6-10’
6’ min.
Travel Lane
12'
Median
10'
Slip Lane
12'
Parking
8'
Upper Level
Stepback
Capitol/Kirkwood Connector (H-H’)
downtown and riverfront crossings plan42
1st Street
18'18'
90’ Proposed Right-of-Way
Parking ParkingTravel Lane Travel Lane
12'12'SidewalkSidewalk Landscape/Furnishings Landscape/Furnishings
8’7’8'7'P P
60’ Existing Right-of-Way
1st Street section (I-I’)
43
Gilbert Street
P P
8'8'
Median
114’ Proposed Right-of-Way
SharrowParking ParkingTravel Lane Travel Lane Sharrow
14'12'12'14'SidewalkSidewalk Landscape/Furnishings Landscape/Furnishings
8’7’16'8'7'
60’ Existing Right-of-Way
Gilbert Street section (J-J’)
downtown and riverfront crossings plan44
Clinton Street North (K-K’)
45
green space
The Riverfront Crossings District Sub-Area Plan identified several
recommended green space enhancements, including the new
regional park, enhancements to Ralston Creek, and integrated
stormwater BMP’s, such as pervious pavement, stormwater
planters, and bioswales, located throughout the sub-district.
The plan for the remainder of the District recommends several
additional opportunities, including the following:
1: Iowa River
Utilize environmentally sensitive methods to modify the
Burlington Street Dam and stabilize and enhance the banks of the
Iowa River. Done correctly, these enhancements will improve the
health of the river system, provide access to the river, recreational
opportunities, such as a white water course and serve as a
catalyst for adjacent redevelopment projects. Along with these
improvements, the riverfront trail should be extended north along
the east bank of the river, and a new trail connection should be
constructed along the west bank of the river south of Benton
Street to Hwy 6.
2: Ralston Creek
Full fledged restoration of Ralston Creek should be undertaken
from its mouth at the Iowa River north and east to the limits of
the Study Area. Years of urbanization and stormwater runoff
have degraded the creek and significantly eroded its banks.
An important aspect of the new riverfront park should be the
implementation of bank stabilization and restoration of Ralston
Creek. Rather than structural solutions for the creek, “soft”
methods should be used, including channel shaping and restored
riparian corridor vegetation. This vegetative buffer will help to
filter and treat runoff prior to entering the creek, enhancing the
water quality and function of the stream, while also providing
wildlife habitat. This will help Ralston Creek become a multi-
functional community asset for Iowa City.
In order to accomplish this, it will be necessary for the City to
purchase strategic property along the creek. The City should
explore mechanisms for open space fees to create a fund for open
space improvements, such as park development, land purchases,
etc. Developers, who abide by open space requirements, could
donate land or fees in lieu of these requirements. The fees from
this could be utilized to help fund land purchases along the creek.
This would allow for construction of a parallel trail along the west
side of the creek and a consistent setback of 30’ from the top of
the bank. Doing so would vastly improve the health of the creek,
turn it into an amenity instead of a liability, and encourage new
development along its banks.Public Realm Diagram
2221
2222
2223
2224
2225
2226
2227
2228
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downtown and riverfront crossings plan46
3: Clinton Street Promenade
The Clinton Street Promenade is the primary link between
Downtown and the new regional park. It is designed to
accommodate vehicular, transit, bicycle, and pedestrian mobility
options. In addition to its travel lanes, bike lanes, on-street
parking, and wide sidewalks, it will have 12’ wide landscaped
parkway strips on each side of the street. The wide swath of
landscaping will provide a place for street furnishings, art, and,
most importantly, will symbolically pull the park northward into
Downtown.
4: Clinton Plaza As Clinton Street transforms into a grand
multi-modal promenade linking Downtown Iowa City with
the new regional park to the south, a ceremonial plaza should
be constructed along it between Court Street and Harrison
Street. This plaza will incorporate land on each side of the street
(including a portion of the courthouse’s east lawn), and will
function as a focal point and “outdoor room” for key community
events. The South Downtown section will describe this in more
detail.
5: Station Plaza The block bounded by Wright Street,
Lafayette Street, Dubuque Street, and Clinton Street has
strategic importance. The train station for the passenger rail line
connecting Chicago and Omaha will be located on the north side
of this block. In addition, a stop for the proposed light rail line
connecting Iowa City with Cedar Rapids will be located on the
south side of this block. Connecting these two key transit nodes
will be a grand civic plaza that will be fronted by new mixed-use
buildings and street level retail bays. The plaza will be designed
to encourage interaction among, and between, these facilities and
adjacent uses.
6: Riverside Drive Enhancements A number of
improvements are proposed for the Riverside Drive corridor. These
enhancements will be catalysts that will encourage redevelopment
and help it transform from its current auto-oriented condition to
one that is more pedestrian friendly. Improvements consist of
enhanced streetscaping along the corridor, entrance monuments
at the U.S. Highway 6 intersection, a small “attached square” at the
northwest corner of Riverside Drive and Benton Street, and two
“greens” designed to allow views of the river from the street.
Ralston Creek Restoration
20' min.10' min.
Creek Bank Greenway PrivateSetbackZone 1
6-10’30'
Zone 2
20’10'
Trail30'
Creek
Zone 3
25’
Trail
10’
PrivateSidewalk
6’
Creek Restoration to return Ralston Creek to an amenity for the area.Ralston Creek restoration showing channel shaping and restored riparian
corridor vegetation .
Proposed section showing Ralston Creek Restoration.
47
7: Maiden Lane Mews A series of green mews should be
developed on the east side of Maiden Lane between Kirkwood
Avenue and Lafayette Street. These mews will be a defining
feature of the artist neighborhood, and will act as a canvass upon
which artists can display their work. Details will be discussed in
the Development Opportunities chapter.
8: Pedestrian Mall Enhancements Several participants
of the Visioning Process mentioned that the Pedestrian Mall
was beginning to look dated. Because of its iconic nature, the
community should begin a dialogue to determine what, if any,
improvements should be made in order to “freshen” it up.
9: Regional Park The public parks and open space plan consists
of different types of green space that will respond to both
community and environmental needs. The riverfront park will
contain both passive and active green space. The plan illustrates
a spatial layout that provides opportunities for a variety of park
amenities, such as public plazas, outdoor gathering spaces,
trails, community gardens, river overlooks, access ramps to the
Iowa River, and areas used for stormwater management. A large
constructed wetland is proposed on the southern end of the
new riverfront park. A boardwalk provides close encounters with
the diverse vegetation and habitat. This wetland will provide
a full range of ecological services for polluted runoff, including
retention, infiltration, and treatment as well as educational and
aesthetic benefits for surrounding communities. Constructed
wetlands are man-made but are designed to replicate the natural
system. They enhance water quality and provide flood storage.
Depending on the size of catchment, constructed wetlands are
typically large in scale to provide enough area for water storage,
vegetative cover, and wildlife habitat. Vegetation should consist of
a variety of native species well-suited for wet soil conditions.
Additionally, passive recreation areas with sidewalks, trails,
informal green space, and natural areas will be located in flood-
prone areas along the Iowa River and Ralston Creek. The large
green space at the center of the park is an appropriate location
for more active uses, such as a playground, amphitheater, and
community gardens. A parking area for visitors is located in this
central, higher activity area. The plan illustrates how the east-west
connections to the park from the Gilbert Street corridor extend
all the way to the river providing easy access for boating and to
overlooks for bird watching, fishing and views up and down the
Iowa River.
Streetscape enhancements to create an inviting public realm.Rendering of the proposed reconstructed wetland.
A pedestrian bridge across the headwaters of the Mississippi River in
Itasca State Park, MN provides access and views of creek habitat.
Boardwalk in Woodinville, WA that is sensitive to the adjacent
wetland habitat.
downtown and riverfront crossings plan48
public art
Artists have pioneered the redevelopment of neighborhoods
across the country. Whether activating an area by occupying
marginal buildings or vacant storefronts, enhancing the perception
of an area by publicly displaying art and holding gallery nights/
walks, or building a “creative class” that helps stimulate the local
economy, art is a key element in any progressive community, and
will be a key element in the Downtown and Riverfront Crossings
District. Many opportunities exist for incorporating art into the
District, including:
Art Incubator Program Develop an incubator program to
place artists (both studio and gallery space) into vacant buildings
on a temporary basis in order to fill empty storefronts and provide
low-cost opportunities for starting artists.
Public Art Place art in public spaces, such as the new regional
park, the pedestrian mall, Clinton Plaza, Station Plaza, Riverside
Drive entrance monuments, riverview greens, and along the
Clinton Street Promenade.
Community Arts Center Explore the possibility of developing
a Community Arts Center in the administration building at the
former wastewater treatment plant or other suitable location
within the Riverfront Crossings District or Downtown.
Functional Art Establish a policy to integrate art/design into
functional infrastructure, such as street furniture, streetlights,
bridges, power substation fencing, etc.
Gilbert Street Arts District Create an Arts District within the
Gilbert Street District. This district would be low-scale and organic
in nature, and be incorporated into the existing building stock,
keeping artist live/work/sell space functional and affordable. As
the district matures, the Maiden Lane Mews could be developed,
and lined with live-work studios and galleries.
Right: Public Art Location Diagram
49
student housing
As the home of the University of Iowa, student housing is an
issue of key importance to the community and to the health of
Downtown and the Riverfront Crossings District. The Visioning
Process undertaken as part of the planning process identified a
number of questions relating to student housing, including:
›Who should provide student housing? ›What is the right amount that should be provided?
›Where should it be located, and where should it not be
located? ›What form should it take?
To date, a considerable amount of private, off-campus housing
has been produced in and near the Downtown. However, this
has led to challenges and conflicts within downtown and the
adjacent neighborhoods, where students compete with longer-
term residents for housing. Lifestyle differences and the transiency
of the student population have caused stability problems for the
residential neighborhoods north and east of downtown and the
University campus. Some have called for the University to play a
more active role in providing for or guaranteeing, through public-
private partnerships, healthier living environments for students
that do not compromise neighborhood stability.
In response to these issues, and in order to address them in a
proactive manner, the Plan encourages the University to consider
possibilities for new on-campus dormitories within the University
subdistrict. In addition, the Plan encourages a housing option that
has been successful in a number of campus towns nationwide –
dormitories or student apartments that are university-sponsored,
but privately developed, owned and operated. These “private
dormitories” are typically delivered at an urban density and
designed with amenities and recreational spaces in tune with
student needs but in a manner that is sensitive and in context with
adjacent development.
New privately-owned student housing should meet the following
locational considerations: ›Locations within the University, South Downtown, or the north
portion of the West Riverfront Districts;
›Location should not adversely impact adjacent residential
neighborhoods; ›Directly adjacent to or within a 5 to 10-minute walk to campus; ›Easy access to the trail network, usable open space, and
recreational amenities; including the University Recreation
Center; ›Proximity to existing and proposed transit lines.
Development of private dormitories will require an ongoing
relationship with the University, an enforceable plan for on-site
management, provision for off-site parking and full amenities.
Equally as important will be the provision of usable open space for
students, of which there is a serious lack in many of the existing
student housing areas in Iowa City. In an urban setting, this space
can take the form of interior courtyards or forecourts, attractively
designed and maintained to create a safe and inviting space for
students, as demonstrated by the photos of student housing,
below.
Student Housing Prototypes found at University of Nebraska-Lincoln, Creighton
University, and University of Michigan
downtown and riverfront crossings plan50
51
development opportunities
introduction
downtown district
south downtown district
central crossings district
gilbert district
west riverfront district
university district
park district
south gilbert district
downtown and riverfront crossings plan52
introduction
A key element of the Downtown and Riverfront Crossings
District Master Plan is the identification of future development
opportunities. These opportunities emerged from the Visioning
Process, were tested during the Design Charrette, and further
refined and vetted during the refinement period following the
Charrette. They are grounded in the Market Analysis prepared for
this plan, and have been developed to the level of detail possible
in a long-range plan. It bears emphasizing – the Development
Opportunities identified on the following pages are conceptual in
nature. Like their predecessors in previous planning efforts, their
value is to identify visions and ideas for specific areas. Successful
visions will endure, but details will change and evolve as projects
are implemented. The plan is simply a vision, highlighting certain
areas. The decision to redevelop is ultimately up to the property
owner. Likewise, any areas not shown as redeveloped, could have
ideas implemented. The Development Opportunities are listed
by their respective Districts, with brief descriptions of each major
project or intervention.
Following the discussion of development opportunities for each
district, a brief yield analysis is provided. This yield analysis
summarizes the development opportunities identified in each
district. This includes conceptual buildings, building types,
footprints, stories, square footage, parking demand, and parking
provided. The yield analysis is provided in order to offer a sense of
the development potential, and its impact, in each district. In many
districts, parking demand surpasses provided parking stall counts.
As the study area urbanizes, centralized parking facilities will be
required, and the City will need to plan for, and construct, these
facilities. Construction of centralized parking facilities should be
tempered by the increased walkability, and enhanced accessibility,
produced by future transit improvement.
53
downtown district
downtown district
Downtown Iowa City is the heart of the region. The City’s
most dense area is home to businesses, civic venues, condos,
apartments, and the University of Iowa. Historic buildings can be
found next to new buildings, and streets are active throughout the
day and into the night. The focal point of the district is the iconic
and popular City Plaza, which is often referred to as the pedestrian
or ped mall. The area has experienced a significant amount of
development in recent years, including the Plaza Towers and
Vogel House mixed use buildings, and the Iowa City Public Library.
Even with all of this new development activity, including several
projects that are currently in the development pipeline, there are
many opportunities to strategically enhance the area.
Downtown District Summary
Master Plan Objectives: ›Protect historic character and key historic buildings
›Promote quality infill and redevelopment ›Build on existing strengths (locally owned shops, proximity
to the University of Iowa, farmer’s market, adjacent
neighborhoods, etc.) ›Maintain balance of uses and activities
›Improve competitive position of downtown ›Improve connectivity to surrounding districts
Development Character: ›Regional destination for arts, culture, and entertainment ›Most dense urban district
›High quality streets, public spaces, and architecture
Development Program: ›Residential Options – new construction and rehab ›Retail infill and redevelopment (national retailers; incubator
space; entertainment - bowling, movie, theater; childcare)
›Office ›Hospitality
downtown and riverfront crossings plan54
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DT – 1: Historic Preservation – Downtown Iowa City contains
a number of buildings of historic value. In the Analysis section
of this document, these buildings were identified as key historic
buildings, contributing historic buildings, and potential buildings
of historic significance. The high concentration of these buildings
within the District provides character and ambiance, and gives
Downtown Iowa City its own unique sense of place. In order to
maintain this, the City should take measures to preserve and
actively protect these buildings. The aforementioned diagram
should be utilized to help determine where infill development
should, and should not occur. In addition, it should be utilized
to help identify properties that could receive density bonuses
in return for the protection and renovation of these historic
structures. In order to facilitate preservation of historic structures,
density bonuses, waiver of parking requirements, and other
entitlements will be considered. Another option to be considered
would be the formalized protection of these resources by
designating them as local landmarks or including them within a
local historic district.
DT – 2: Façade Enhancement Program – As mentioned in the
previous section, protection and preservation of Downtown’s
historic building stock should be a key priority. One way to
accomplish this is through the implementation of a façade
enhancement program and programs to encourage the use of
upper floors. The City is exploring incentives to make these
buildings more usable and therefore make existing buildings
more economically viable and less likely to be torn down. These
programs typically offer grants and/or loans for the historically
correct restoration of a building’s exterior façade. Implemented
over time, a program such as this can make a significant impact on
the appearance of Downtown.
DT – 3: Strategic Infill – In order to reinforce the existing fabric
that currently exists in Downtown Iowa City, new development
should be mixed-use and pedestrian-oriented in nature. In
addition, it should follow a list of very basic rules that are
consistent with the existing character of Downtown. The following
guidelines were developed following a thorough analysis of the
patterns and framework that make Downtown special. These
include:
›New development should be located on sites that do not
contain historic buildings.
›Active uses, such as ground floor retail (and not blank walls),
should front onto the street frontages and the City Plaza.
Aerial view of the Downtown District
DT-3: Strategic Infill on Linn Street DT-4: Washington Street Parking Garage
downtown and riverfront crossings plan56
›Upper floors should contain office, commercial, and residential
uses. ›Buildings should be built to the property line. ›Corner locations should be reserved for taller buildings,
creating a block structure with taller buildings on the corners
and lower scale, historic buildings between them. ›The taller buildings on the corners should have a lower base
consistent with adjacent historic buildings to make them ‘feel’
contextual with the rest of downtown, while also limiting the
perceived height of towers.
›Parking should be located both on-street and behind
storefronts in parking structures.
The buildings shown in the master plan embody these rules.
Departure from these guidelines will erode the special qualities
that make Downtown so unique. Ultimately, the City should
pursue the creation of a form-based Code to regulate all new
development Downtown.
DT – 4: Washington Street Parking Garage – Construct a new
parking structure on the south side of Washington Street between
Dubuque Street and Clinton Street. This structure would cause
the removal of two or three contributing historic buildings. Any
loss of historic structures should not be taken lightly. However, in
this case, it may be necessary in order to encourage the adaptive
reuse and thus, the long term preservation of two more significant
historic buildings - the Jefferson Building and the MidWest One
Bank Building. The Jefferson Building could be restored for such
uses as a hotel or housing with adjacent parking. The parking
structure would also support reuse of the MidWest One Bank
building to the west.
A key element of this project would be to require a retail liner
building between Washington Street and the parking structure.
This liner building, designed to look like a series of retail bays,
would mask the parking structure from the street and sidewalk,
and help keep the existing rhythm and scale of the street. Curb
cuts would not be allowed from Washington Street. Access would
be required from the alley to the south.
DT – 5: Burlington Street – Burlington Street acts as a barrier for
pedestrian traffic between Downtown and the South Downtown
District. This is due to multiple traffic lanes and heavy traffic,
both of which combine to make crossing the street difficult, and
limited right-of-way, which results in extremely narrow sidewalks
and limited streetscape enhancements. In order to remedy this,
two things need to occur. The first is to redevelop the adjacent
properties on both sides of the street utilizing the infill guidelines
mentioned previously. This would not only help “bridge” the gap
by providing active storefronts and human-scale architecture on
both sides of the street, it would also provide an opportunity to
implement a 10’building setback along each side of the street,
thereby allowing room for future streetscape enhancements.
Once this occurs, the second round of improvements could
occur. This would consist of implementing new streetscape
enhancements, allowing Burlington Street to become a safe,
pedestrian route to and from campus. Ideally, the new pedestrian
section would consist of a 15’ sidewalk and 5’ furnishing zone,
which would contain pedestrian scale lighting, bollards and chain
to reduce mid-block crossings, and landscaping, such as columnar
trees and taller grasses, to create a vertical living buffer. Where
redevelopment of adjacent parcels does not occur, the streetscape
enhancements could still occur, with the sidewalk zone reduced
from 15’ to 5’.
DT – 6: The City Plaza (Ped Mall) –The Visioning Process revealed
that several key stakeholders felt that the pedestrian mall was
beginning to look dated. Because of its iconic nature, the City
should begin an inclusive community process to determine
what, if any, improvements should be made. The outcome of this
process would determine if the mall should be “freshened up,” or
not.
DT – 7: Parking District – In order to achieve the desired level
of development within Downtown, the City currently addresses
parking demand through a parking district approach. Instead of
addressing parking on a project-by-project or site-by-site basis,
which diminishes the urban nature of a particular area, parking
is provided on a district-wide basis. This means utilizing district
serving parking structures, on-street parking, and demand pricing
to address parking demand.
DT-5: Burlington Streetscape Concept
57
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downtown and riverfront crossings plan58
DOWNTOWN DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
DT-1 Mixed Use 6,045 5 30,225 - -6,045 24,180 - - -16 -46 3 - 3 -
DT-2 Mixed Use 6,500 5 32,500 - -6,500 26,000 - - -16 -48 3 - 3 -
DT-3 Mixed Use 11,390 5 56,950 - -11,390 45,560 - - -32 -90 34 28 6 -
DT-4 Mixed Use 11,320 8 90,560 -79,240 11,320 - - - - - -305 0 - - -
DT-5 Mixed/Pkg Gar 2,525 5 2,525 - -2,525 - - - - - - 9 250 - -250 Retail Liner Building; 53/floor
DT-6 Mixed Use 1,830 12 21,960 - -1,830 20,130 - - -22 -40 0 - - -
DT-7 Mixed Use 3,090 5 15,450 - -3,090 12,360 - - - 8 -23 0 - - -
DT-8 Mixed Use 2,720 4 10,880 - -2,720 8,160 - - - 6 -19 0 - - -
DT-9 Mixed Use 12,935 9 116,415 - -12,935 103,480 - - -64 -143 0 - - -
DT-10 Mixed Use 8,715 9 78,435 - -8,715 69,720 - - -48 -104 0 - - -
DT-11 Mixed Use 7,800 4 31,200 - -7,800 23,400 - - -15 -51 0 - -
DT-12 Mixed Use 8,475 8 67,800 - -8,475 59,325 - - -42 -94 12 12 - -
DT-13 Mixed Use 6,835 5 34,175 - -6,835 27,340 - - -20 -55 27 9 18 -
DT-14 Mixed Use 7,235 5 36,175 - -7,235 28,940 - - -20 -56 9 9 - -
DOWNTOWN DISTRICT TOTALS 625,250 0 79,240 97,415 448,595 0 0 0 309 0 1,083 338 58 30 250
south downtown district
59
south downtown district
The South Downtown District is the most urban district outside
of Downtown Iowa City. As an extension of Downtown, the area
is currently in transition, with several new mixed-use buildings
recently completed, and several new ones on the drawing board.
As development continues, it should retain and enhance its urban
form. Residential and office uses should predominate, with retail
uses kept to a minimum and located only at strategic locations. As
Burlington Street redevelops it will take on more of a pedestrian
feel, while bicycle traffic will transition south to Court Street.
Clinton Street will become the focal point of the district with its
Promenade, which will run north – south through a grand civic
plaza on the east side of the Courthouse. On the east side of the
district, a meadow created in a bend in Ralston Creek will act as a
catalyst for adjacent residential development and be an amenity for
local residents.
South Downtown District Summary
Master Plan Objectives: ›Extension of Downtown to the south ›Bridge the Burlington Street divide
›Provide a mix of residential, office, retail, and civic, uses ›Leverage the Clinton Street mobility spine ›Create new civic spaces as focal points – Clinton Plaza and
Ralston Creek Meadow
Development Character:
›Similar intensity to downtown ›Improved Clinton and Court Street streetscapes ›Build on the on-going efforts to improve quality residential
design
Development Program:
›Multiple housing option typologies ›Student housing in areas with good access to campus ›Office ›Convenience retail limited to key corners and Transit Oriented
Development (TOD) area
›Potential entertainment uses
downtown and riverfront crossings plan60
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SD - 1: Clinton Street Gateway – The visual gateway to the
South Downtown District is the intersection of Clinton Street and
Burlington Street. Two new buildings will be constructed at this
location - the University’s new Music School will be constructed
on the west side of Clinton Street and the mixed-use Hieronymus
Square project will be constructed on the east side of the street.
Together, these new projects will form a grand gateway to the
Clinton Street Promenade, which will link Downtown with the new
regional park.
SD - 2: Clinton Street Promenade – As mentioned above,
Clinton Street will be the primary route between Downtown
Iowa City and the new regional park to the south. As such, it will
be designed to accommodate pedestrian, bicycle, and vehicular
traffic, including transit. The street will be well adorned, with bike
lanes, on-street parking, 12’ landscaped parkway strips, and an 8’
sidewalk on each side. It is anticipated that this grand promenade
will feature pedestrian lighting, grand street trees, and public art.
The parkway strips are wide enough to gracefully accommodate
stormwater BMP’s, such as pervious pavement and stormwater
planters, if desired.
SD - 3: Clinton Plaza – The focal point of the South Downtown
District is Clinton Plaza. This grand ceremonial plaza will flank
both sides of Clinton Street between Court Street and Harrison
Street, and will incorporate property on each side of the street
(including the Courthouse’s east lawn). It will function as a focal
point for the District and act as an outdoor area for community
events. Buildings surrounding the plaza will be designed to
address the plaza and help “enclose” the space. Mid-rise towers
with ground floor retail would be appropriate for future building
sites on the southeast and southwest corners of the intersection of
Clinton Street and Harrison Street.
Some day in the future it may make sense, from an operational
perspective, to relocate the post office to another, better suited
location. If this happens, the site occupied by the post office
should be redeveloped to take advantage of its prime location
and plaza frontage. Potential uses might include a movie theatre
complex or other commercial recreational uses, ground floor
retail and restaurants could front the plaza with residential units
on upper floors. These uses could mask a new parking structure
situated in the middle of the block. This potential parking structure
SD-1: Clinton Street Gateway
SD-2: Clinton Street Promenade
SD-4: Capitol Street Student Housing
could accommodate district-wide parking needs. Apartments
and/or multi-level townhouses could line the north and east sides
of the garage, so that adjacent uses would not front on to this
structure.
SD - 4: Capitol Street Student Housing – As the superblock
bounded by Burlington Street, Court Street, Clinton Street, and
Madison Street redevelops, Capitol Street should be extended to
connect Burlington Street and Court Street. This would reconnect
the original street grid in this location, and make two development
blocks with prime street frontage. Due to its close proximity to
campus and the student recreation center, this site would be ideal
for student housing. In particular, university-sponsored, off-
campus, privately developed (owned and operated) efficiency or
suite style apartments would be appropriate on this site. Situated
internally, this site could accommodate up to 6 buildings (urban
frontage surrounding internal courtyards), and yield well over 700
rooms. Additional building height and density may be possible if
parking demand is accommodated underground or off-site.
SD - 5: Court Street Corridor – With Burlington Street taking
on a greater role as an east – west pedestrian route, Court Street
will assume the role as the primary east – west bicycle corridor,
connecting Gilbert Street and the Ralston Creek trail with points to
the west. The corridor will be enhanced with bike lanes, on-street
parking, 8’ sidewalks, and an enhanced streetscape.
SD - 6: City Mixed-Use Parking Facility – The City is considering
a mixed-use parking facility to be located on the west side of Linn
Street between Court Street and Madison Street. This facility
will contain a mix of uses, including retail, office, residential and
parking. The parking structure will be sized to accommodate
district parking needs. The City should continue taking steps to
implement this project.
downtown and riverfront crossings plan62
SD - 7: Parking District - In order to achieve the desired level of
development within the South Downtown District, the City must
address parking demand through a parking district approach.
Instead of addressing parking on a project-by-project or site-by-
site basis, which diminishes the urban nature of a particular area,
parking must be provided on a district-wide basis. This means
utilizing district serving parking structures, shared parking, and
demand pricing to address the demand. Two parking structures
are shown in the South Downtown Plan, and would help address
the high demand in the district.
SD-3: Before and After Renderings Showing Clinton Plaza and the Clinton Street Promenade
SD-5: Court Street Corridor
SD-6: City Mixed-Used Parking Facility
63
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downtown and riverfront crossings plan64
CENTRAL CROSSINGS DISTRICTBuilding Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking ParkingBuilding ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar NotesCC‐1 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐240 ‐‐240 120/fl, serves CC‐2CC‐2 Mixed Use 18,500 5 74,475 ‐‐7,855 66,620 ‐‐‐44 ‐95 0 ‐‐‐CC‐3 Residential 8,070 4 32,280 ‐‐‐32,280 ‐‐‐20 ‐30 26 ‐26 ‐CC‐4 Residential 8,220 4 32,880 ‐‐‐32,880 ‐‐‐20 ‐30 26 ‐26 ‐CC‐5 Residential 8,650 4 34,600 ‐‐‐34,600 ‐‐‐24 ‐36 0 ‐‐‐CC‐6 Residential 8,640 4 34,560 ‐‐‐34,560 ‐‐‐24 ‐36 0 ‐‐‐CC‐7 Mixed Use 4,790 4 19,160 ‐‐4,790 14,370 ‐‐‐9 ‐31 0 ‐‐‐CC‐8 Mixed Use 10,640 5 53,200 ‐‐10,640 42,560 ‐‐‐28 ‐81 0 ‐‐‐CC‐9 Mixed Use 10,120 5 43,855 ‐‐3,375 40,480 ‐‐‐28 ‐54 43 15 28 ‐parking on partial ground levelCC‐10 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐232 ‐‐232 116/level, serves CC‐5,6,7,8 and SD‐9CC‐11 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐CC‐12 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐CC‐13 Mixed Use 3,050 2 5,065 ‐‐2,015 3,050 ‐‐‐2 ‐10 5 ‐5 ‐CC‐14 Residential 5,650 3 11,300 ‐‐‐11,300 ‐‐‐8 ‐12 15 15 ‐‐parking on ground levelCC‐15 Mixed Use 8,020 3 19,580 ‐‐3,540 16,040 ‐‐‐10 ‐28 21 9 12 ‐parking on partial ground levelCC‐16 Residential 8,275 4 25,430 ‐‐‐25,430 ‐‐‐20 ‐30 26 ‐26 ‐CC‐17 Mixed Use 2,700 4 10,800 ‐‐2,700 8,100 ‐‐‐6 ‐19 19 ‐19 ‐CC‐18 Residential 6,500 8 35,900 ‐‐‐35,900 ‐‐‐22 ‐33 41 ‐‐41CC‐19 Residential 9,090 4 27,885 ‐‐‐27,885 ‐‐‐18 ‐27 25 25 ‐‐parking on ground levelCC‐20 Mixed Use 2,790 6 13,950 ‐‐2,790 11,160 ‐‐‐8 ‐23 28 7 21 ‐Height bonus for saving three cottages, pkg ground levelCC‐21 Mixed Use 1,065 6 5,325 ‐‐1,065 4,260 ‐‐‐4 ‐10 14 4 10 ‐Pkg under bldg (2 deep), other spaces down the alleyCC‐22 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐CC‐23 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐CC‐24 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐CC‐25 Mixed Use 11,520 4 41,015 ‐‐11,520 29,495 ‐‐‐20 ‐72 84 36 48 ‐parking on ground levelCC‐26 Mixed Use 5,675 3 17,025 ‐‐5,675 11,350 ‐‐‐8 ‐33 29 29 ‐‐Height bonus for saving Tate ArmsCC‐27 Townhomes 3,600 3 8,640 ‐‐‐8,640 ‐‐‐3 ‐666‐‐CC‐28 Townhomes 3,600 3 8,640 ‐‐‐8,640 ‐‐‐3 ‐666‐‐CC‐29 Townhomes 4,400 3 10,560 ‐‐‐10,560 ‐‐‐4 ‐888‐‐CC‐30 Residential 4,200 3 9,720 ‐‐‐9,720 ‐‐‐6 ‐9 12 12 ‐‐CC‐31 Residential 4,200 3 9,720 ‐‐‐9,720 ‐‐‐6 ‐9 12 12 ‐‐CC‐32 Residential 12,050 4 36,150 ‐‐‐36,150 ‐‐‐24 ‐36 61 37 24 ‐parking on ground levelCC‐33 Residential 8,300 4 24,900 ‐‐‐24,900 ‐‐‐18 ‐27 39 22 17 ‐parking on ground levelCC‐34 Residential 10,025 4 40,100 ‐‐‐40,100 ‐‐‐28 ‐42 0 ‐‐‐CC‐35 Residential 10,345 4 41,380 ‐‐‐41,380 ‐‐‐28 ‐42 0 ‐‐‐CC‐36 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐250 ‐‐250 125/floor; serves CC‐34,35,37,38 and future transitCC‐37 Residential 10,025 4 40,100 ‐‐‐40,100 ‐‐‐28 ‐42 0 ‐‐‐CC‐38 Residential 10,345 4 41,380 ‐‐‐41,380 ‐‐‐28 ‐42 0 ‐‐‐CENTRAL CROSSINGS DISTRICT TOTALS 833,350 0 0 55,965 777,385 0 0 0 513 0 981 1,296 271 262 763DOWNTOWN DISTRICT Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking ParkingBuilding ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar NotesDT‐1 Mixed Use 6,045 5 30,225 ‐‐6,045 24,180 ‐‐‐16 ‐46 3 ‐3 ‐DT‐2 Mixed Use 6,500 5 32,500 ‐‐6,500 26,000 ‐‐‐16 ‐48 3 ‐3 ‐DT‐3 Mixed Use 11,390 5 56,950 ‐‐11,390 45,560 ‐‐‐32 ‐90 34 28 6 ‐DT‐4 Mixed Use 11,320 8 90,560 ‐79,240 11,320 ‐ ‐‐‐ ‐‐305 0 ‐‐‐DT‐5 Mixed/Pkg Gar 2,525 5 2,525 ‐‐2,525 ‐ ‐‐‐ ‐‐9 250 ‐‐250 Retail Liner Building; 53/floorDT‐6 Mixed Use 1,830 12 21,960 ‐‐1,830 20,130 ‐‐‐22 ‐40 0 ‐‐‐DT‐7 Mixed Use 3,090 5 15,450 ‐‐3,090 12,360 ‐‐‐8 ‐23 0 ‐‐‐DT‐8 Mixed Use 2,720 4 10,880 ‐‐2,720 8,160 ‐‐‐6 ‐19 0 ‐‐‐DT‐9 Mixed Use 12,935 9 116,415 ‐‐12,935 103,480 ‐‐‐64 ‐143 0 ‐‐‐DT‐10 Mixed Use 8,715 9 78,435 ‐‐8,715 69,720 ‐‐‐48 ‐104 0 ‐‐‐DT‐11 Mixed Use 7,800 4 31,200 ‐‐7,800 23,400 ‐‐‐15 ‐51 0 ‐‐DT‐12 Mixed Use 8,475 8 67,800 ‐‐8,475 59,325 ‐‐‐42 ‐94 12 12 ‐‐DT‐13 Mixed Use 6,835 5 34,175 ‐‐6,835 27,340 ‐‐‐20 ‐55 27 9 18 ‐DT‐14 Mixed Use 7,235 5 36,175 ‐‐7,235 28,940 ‐‐‐20 ‐56 9 9 ‐‐DOWNTOWN DISTRICT TOTALS 625,250 0 79,240 97,415 448,595 0 0 0 309 0 1,083 338 58 30 250GILBERT DISTRICT Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking ParkingBuilding ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar NotesGD‐1 Mixed Use 5,830 2 11,660 ‐‐5,830 5,830 ‐‐‐4 ‐27 26 ‐26 ‐GD‐2 Mixed Use 7,740 3 16,055 ‐‐575 15,480 ‐‐‐10 ‐17 24 24 ‐‐parking on ground levelGD‐3 Townhomes 4,805 3 9,610 ‐‐‐9,610 ‐‐‐5 ‐10 10 10 ‐‐GD‐4 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐GD‐5 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐GD‐6 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐GD‐7 Commercial 4,100 1 4,100 4,100 ‐‐ ‐ ‐‐‐ ‐‐16 12 ‐12 ‐GD‐8 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐GD‐9 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐GD‐10 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐GD‐11 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐GD‐12 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐GD‐13 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐GD‐14 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐GD‐15 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐GD‐16 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐GD‐17 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐GD‐18 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐GD‐19 Residential 11,100 4 33,300 ‐‐‐33,300 ‐‐‐21 ‐32 0 ‐‐‐parking on ground levelGD‐20 Commercial 4,550 2 9,100 9,100 ‐‐ ‐ ‐‐‐ ‐‐36 18 ‐18 ‐GD‐21 Residential 7,530 4 22,590 ‐‐‐22,590 ‐‐‐15 ‐23 35 19 16 ‐parking on ground levelGILBERT DISTRICT TOTALS 194,090 13,200 0 6,405 174,485 0 0 0 92 0 235 199 127 72 0PARK DISTRICT Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking ParkingBuilding ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar NotesPD‐1 Mixed Use 33,635 10 207,990 ‐‐8,600 199,390 ‐‐‐131 ‐228 25 25 ‐‐parking on partial ground floorPD‐2 Mixed Use 19,685 10 156,270 ‐‐10,290 145,980 ‐‐‐91 ‐174 0 ‐‐‐PD‐3 Residential 9,735 4 38,940 ‐‐‐38,940 ‐‐‐24 ‐36 0 ‐‐‐
PD‐4 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐600 ‐‐600 Serves PD‐1,2,3,10; 200/fl
PD‐5 Mixed Use 10,370 10 103,700 ‐‐10,370 93,330 ‐‐‐63 ‐132 0 ‐‐‐
PD‐6 Residential 16,260 6 89,380 ‐‐‐89,380 ‐‐‐60 ‐90 0 ‐‐‐
PD‐7 Civic 9,405 3 28,215 ‐28,215 ‐ ‐ ‐‐‐ ‐‐94 7 ‐7 ‐Johnson County Ambulance
PD‐8 Residential 4,080 4 16,320 ‐‐‐16,320 ‐‐‐12 ‐18 0 ‐‐‐
PD‐9 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐285 ‐‐285 95/fl
PD‐10 Residential 8,160 4 32,640 ‐‐‐32,640 32,640 ‐‐24 ‐36 0 ‐‐‐
PD‐11 Transit 720 1 720 ‐‐‐ ‐ ‐720 ‐ ‐‐00‐‐‐Future Light Rail Stop
PARK DISTRICT TOTALS 674,175 0 28,215 29,260 615,980 32,640 720 0 405 0 808 917 25 7 885
SOUTH DOWNTOWN DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
SD‐1 Residential 12,360 4 37,080 ‐‐‐37,080 ‐‐24 ‐‐77 42 42 ‐‐parking on ground floor
SD‐2 Residential 12,390 4 37,170 ‐‐‐37,170 ‐‐24 ‐‐77 42 42 ‐‐parking on ground floor
SD‐3 Residential 15,940 7 46,240 ‐‐‐46,240 ‐‐36 ‐‐115 58 58 ‐‐parking on ground floor
SD‐4 Residential 15,920 4 63,680 ‐‐‐63,680 ‐‐30 ‐‐96 58 58 ‐‐parking on ground floor
SD‐5 Government 34,600 2 34,600 ‐‐‐ ‐ ‐34,600 ‐ ‐‐115 28 28 ‐‐Johnson County Justice Center
SD‐6 Residential 13,720 4 54,880 ‐‐‐54,880 ‐‐27 ‐‐86 60 47 13 ‐parking on ground floor
SD‐7 Residential 12,520 7 39,440 ‐‐‐39,440 ‐‐30 ‐‐96 47 41 6 ‐parking on ground floor
SD‐8 University 41,620 4 166,480 ‐‐‐ ‐ ‐166,480 ‐‐166 0 ‐‐‐Music school
SD‐9 Mixed Use 8,155 6 48,930 ‐40,775 8,155 ‐ ‐‐‐ ‐‐166 0 ‐‐‐
SD‐10 Mixed Use 6,570 6 39,420 ‐‐6,570 32,850 ‐‐‐25 ‐61 0 ‐‐‐
SD‐11 Mixed Use 6,050 4 20,290 ‐‐2,140 18,150 ‐‐‐12 ‐26 24 10 14 ‐
SD‐12 Mixed Use 15,890 15 229,135 8,696 96,040 ‐95,340 ‐‐‐83 ‐479 28 21 7 ‐Hieronymus Square
SD‐13 Mixed Use 5,450 4 21,800 ‐‐5,450 16,350 ‐‐‐12 ‐38 0 ‐‐‐
SD‐14 Mixed Use 4,225 8 33,800 ‐‐4,225 29,575 ‐‐‐28 ‐57 0 ‐‐‐
SD‐15 Mixed Use 18,440 8 133,975 ‐‐4,895 129,080 ‐‐‐84 ‐144 58 41 17 ‐
SD‐16 Mixed Use 20,450 8 132,500 ‐‐20,450 112,050 ‐‐‐71 ‐181 0 ‐‐‐Center portion is 8 stories, rest is 6 stories
SD‐17 Mixed Use 6,575 4 26,300 ‐‐6,575 19,725 ‐‐‐15 ‐46 0 ‐‐‐
SD‐18 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐315 ‐‐315 105/fl, serves SD‐16,17,18
SD‐19 Residential 10,790 4 43,160 ‐‐‐43,160 ‐‐‐28 ‐42 0 ‐‐‐
SD‐20 Residential 5,405 4 21,620 ‐‐‐21,620 ‐‐‐16 ‐24 0 ‐‐‐
SD‐21 Residential 7,540 4 30,160 ‐‐‐30,160 ‐‐‐20 ‐30 0 ‐‐‐
SD‐22 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐76 ‐‐76 44 bottom floor, 32 above; serves CC‐20,21
SD‐23 Mixed Use 11,400 11 125,400 ‐‐8,000 117,400 ‐‐‐88 ‐161 0 ‐‐‐
SD‐24 Parking Garage ‐6 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐600 ‐‐600 100/fl; serves SD‐23,25
SD‐25 Residential 6,570 4 26,280 ‐‐‐26,280 ‐‐‐24 ‐36 0 ‐‐‐
SD‐26 Residential 16,040 5 58,500 ‐‐‐58,500 ‐‐‐38 ‐57 43 35 8 ‐
SD‐27 Mixed Use 9,135 5 38,065 ‐‐1,525 36,540 ‐‐‐24 ‐42 18 18 ‐‐
SD‐28 Mixed Use 9,995 4 33,885 ‐‐3,900 29,985 ‐‐‐21 ‐46 25 20 5 ‐
SOUTH DOWNTOWN DISTRICT TOTALS 1,542,790 8,696 136,815 71,885 1,095,255 0 201,080 171 589 0 2,466 1,522 461 70 991
central crossings district
65
Located directly south of the South Downtown District, the
Central Crossings District is currently transitioning from a low
to mid-density urban neighborhood to a high-density urban
neighborhood. The district is divided in half by the Iowa Interstate
Railroad and the CRANDIC Line. These two rail lines currently act
as a barrier between the northern half and the southern half of
the district. In the future, these rail lines may support regional
passenger rail and light rail, with stops located one block apart
from each other. The activity created by these stops, along with
the associated development they will generate, should help “link”
the two halves of the district. This will be supported by the Clinton
Street Promenade, which runs north to south through the heart of
the district.
Ralston Creek forms the eastern boundary of the district. This
creek will be restored and turned into a community amenity over
time. The restoration will act as a development catalyst, leading to
new residential infill development. New residential development
should include a variety of typologies, ranging from condo and
apartments to townhouses and small cottages. Infill development
should be contextual in nature, and may include office space and
neighborhood serving retail.
Central Crossings District Summary
Master Plan Objectives: ›Encourage contextual infill ›Leverage future investments in transit - TOD ›Restore and enhance conditions along Ralston creek
›Provide a mix of residential and retail uses ›Promote new housing options ›Leverage the Clinton Street mobility spine ›Create a new Civic space as a focal point – the transit plaza
Development Character:
›Integrate with South Downtown and Park District ›Build on on-going efforts to improve quality residential design ›Enhanced public realm (Clinton Street Promenade, Ralston
Creek, etc.) ›Maintain moderate scale and intensity of use
Development Program: ›Multiple housing option typologies ›Office ›Limited convenience retail in TOD area ›Civic, such as future regional passenger rail station and light
rail stop
downtown and riverfront crossings plan66
central crossings district COURT ST.
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CC – 1: Ralston Creek Restoration – Over time, Ralston Creek has
been degraded to the point that it is no longer a healthy waterway.
In order to address this, and turn it into an amenity, a full-fledged
restoration of the creek should be undertaken from its mouth at
the Iowa River north and east to the limits of the study area, or
beyond. In order to accomplish this, it will be necessary for the
City to purchase strategic property along the creek. This includes
at least 6 parcels along the west side of the creek, from Benton
Street to Harrison Street, totaling approximately 2.68 acres. These
properties would allow for creek restoration and habitat, a more
gradual creek bank slope, a consistent 30’ development setback
from the top of the creek bank, and the construction of a trail
along the west side of the creek. Restoration would vastly improve
the health of the creek, turn it into an amenity instead of a liability,
encourage new development along its banks, and help with flood
management.
CC – 2: Ralston Creek Meadow – As part of the Ralston Creek
restoration project, a new wet meadow should be constructed
near the intersection of Harrison Street and Linn Street. This
meadow would be designed to accommodate high water during
the heavy rains, yet function as an open space amenity the
remainder of the year. Heavily landscaped and adorned with
public art, this feature would be a catalyst for new residential
development on adjacent parcels and provide much needed open
space for neighborhood residents.
CC – 3: Ralston Creek Redevelopment – Beyond restoring
Ralston Creek to good health, one of the key goals is to turn it
into an asset that will stimulate redevelopment along its banks.
A naturalized creek, along with small park areas, meadows, and a
trail will provide amenity value and much needed neighborhood
open space. This in turn will encourage new residential
development along its banks, catering to a demographic that
desires ownership adjacent to downtown, but with direct access to
nature and recreation.
As existing apartments reach their lifespan, condos and
townhouses will replace them along the creek. Their design will be
more urban in nature, and take advantage of the views of the creek
instead of turning their back on it. In many cases, parking will
be provided on the ground level in order to raise habitable space
above the floodplain and to provide views up and down the creek.
CC-1: Ralston Creek Land Purchase Diagram
CC-1: Ralston Creek Restoration
CC-3: Ralston Creek Redevelopment
CC-4: Clinton Street Promenade
downtown and riverfront crossings plan68
CC – 4: Clinton Street Promenade – Similar to the South
Downtown District, the Clinton Street Promenade will traverse
the Central Crossings District. However, unlike its northern
and southern sections that require diagonal parking in order
to maximize on-street parking for the adjacent higher intensity
mixed-use development, the Central Crossings segment will
incorporate parallel parking. This section is more in line with the
lower scale and intensity residential uses that will line the corridor
within this district. In other words, the Clinton Street Promenade
responds to the different contexts that it traverses.
CC – 5: Sabin School – The master plan recommends that
the Sabin School be preserved and redeveloped for office or
residential uses. The goal is to accommodate new uses within the
historic building. The preferred way to accomplish this is through
the transfer of development rights, which would allow an increase
in density for a new building in a specified receiving area, such as
one of the sites located to the west or south of the school.
CC – 6: Station Plaza – The key focal point of the Central
Crossings District is the Station Plaza located between the
Regional Passenger rail station and the light rail stop. This plaza
would be both ceremonial and functional in nature, and would
physically connect the two transit stops with a large green space.
It would be designed to be programmed for a variety of outdoor
uses, as well as accommodate outdoor dining from adjacent
restaurants. In addition, it would facilitate interaction between the
two modes of rail transit. As noted below parking could be located
under the plaza.
CC – 7: Transit Oriented Development (TOD)– Transit oriented
development will flank both sides of the Station Plaza and be
within easy walking distance of the train station and light rail
stop. These mixed-use buildings will have a limited amount of
retail (restaurants, cafes, neighborhood service, etc.) on their
ground floor, and cater to both transit riders and neighborhood
residents. The upper levels of these buildings may contain offices
or residential units. A 3-bay parking garage will be located under
the plaza, taking advantage of the 20’ change in grade. Parking
will be used by transit riders, residents, and shoppers. Additional
apartments and condos, which take advantage of the transit rich
environment, are shown on adjacent blocks surrounding the plaza.
CC-2: Before and After Renderings Showing the Ralston Creek Meadow and Adjacent Development
69
CC – 8: Cottage Preservation – Three historic brick cottages
are located on the east side of Dubuque Street between Prentiss
Street and the Iowa Interstate Railroad line. Because they are
unique 19th century buildings, preservation of these structures
should be a goal. In order to encourage their preservation,
it is recommended that a density bonus be granted for their
preservation and renovation. The bonus would grant additional
height allowances for the future building, located at the southeast
corner of Prentiss Street and Dubuque Street, as incentive to
preserve the historic cottages. Parking for this building would be
provided off of the alley to the east of the cottages. The cottages
could be used for residential or commercial purposes. The green
space in the back yards would be a nice amenity for public or
private uses. The City would also consider allowing additional
residences to be constructed in the rear yard of the existing
cottages.
CC – 9: Tate Arms – Similar to the three brick cottages above, the
Tate Arms building at 914 S. Dubuque Street is historic and in need
of preservation. The Tate family, one of the few African-American
families living in Iowa City in the 1930s, opened their home as a
boarding house for African-American male students, who were
not allowed to live in the dormitories at that time. To provide for
its preservation, the City would allow a density bonus for a new
building to be located directly to the north. In addition, a parking
waiver would be granted due to Tate Arms small lot size and the
likelihood that a non-residential use would need to utilize the
building.
CC-5: Sabin School
CC-6 and 7: Station Plaza and Transit Oriented Development
CC-8: Cottage Preservation
CC-9: Tate Arms
downtown and riverfront crossings plan70
COURT ST.
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central crossings yield analysis
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CENTRAL CROSSINGS DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
CC‐1 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐240 ‐‐240 120/fl, serves CC‐2
CC‐2 Mixed Use 18,500 5 74,475 ‐‐7,855 66,620 ‐‐‐44 ‐95 0 ‐‐‐
CC‐3 Residential 8,070 4 32,280 ‐‐‐32,280 ‐‐‐20 ‐30 26 ‐26 ‐
CC‐4 Residential 8,220 4 32,880 ‐‐‐32,880 ‐‐‐20 ‐30 26 ‐26 ‐
CC‐5 Residential 8,650 4 34,600 ‐‐‐34,600 ‐‐‐24 ‐36 0 ‐‐‐
CC‐6 Residential 8,640 4 34,560 ‐‐‐34,560 ‐‐‐24 ‐36 0 ‐‐‐
CC‐7 Mixed Use 4,790 4 19,160 ‐‐4,790 14,370 ‐‐‐9 ‐31 0 ‐‐‐
CC‐8 Mixed Use 10,640 5 53,200 ‐‐10,640 42,560 ‐‐‐28 ‐81 0 ‐‐‐
CC‐9 Mixed Use 10,120 5 43,855 ‐‐3,375 40,480 ‐‐‐28 ‐54 43 15 28 ‐parking on partial ground level
CC‐10 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐232 ‐‐232 116/level, serves CC‐5,6,7,8 and SD‐9
CC‐11 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
CC‐12 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
CC‐13 Mixed Use 3,050 2 5,065 ‐‐2,015 3,050 ‐‐‐2 ‐10 5 ‐5 ‐
CC‐14 Residential 5,650 3 11,300 ‐‐‐11,300 ‐‐‐8 ‐12 15 15 ‐‐parking on ground level
CC‐15 Mixed Use 8,020 3 19,580 ‐‐3,540 16,040 ‐‐‐10 ‐28 21 9 12 ‐parking on partial ground level
CC‐16 Residential 8,275 4 25,430 ‐‐‐25,430 ‐‐‐20 ‐30 26 ‐26 ‐
CC‐17 Mixed Use 2,700 4 10,800 ‐‐2,700 8,100 ‐‐‐6 ‐19 19 ‐19 ‐
CC‐18 Residential 6,500 8 35,900 ‐‐‐35,900 ‐‐‐22 ‐33 41 ‐‐41
CC‐19 Residential 9,090 4 27,885 ‐‐‐27,885 ‐‐‐18 ‐27 25 25 ‐‐parking on ground level
CC‐20 Mixed Use 2,790 6 13,950 ‐‐2,790 11,160 ‐‐‐8 ‐23 28 7 21 ‐Height bonus for saving three cottages, pkg ground level
CC‐21 Mixed Use 1,065 6 5,325 ‐‐1,065 4,260 ‐‐‐4 ‐10 14 4 10 ‐Pkg under bldg (2 deep), other spaces down the alley
CC‐22 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐
CC‐23 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐
CC‐24 Residential 2,625 3 6,075 ‐‐‐6,075 ‐‐‐4 ‐688‐‐
CC‐25 Mixed Use 11,520 4 41,015 ‐‐11,520 29,495 ‐‐‐20 ‐72 84 36 48 ‐parking on ground level
CC‐26 Mixed Use 5,675 3 17,025 ‐‐5,675 11,350 ‐‐‐8 ‐33 29 29 ‐‐Height bonus for saving Tate Arms
CC‐27 Townhomes 3,600 3 8,640 ‐‐‐8,640 ‐‐‐3 ‐666‐‐
CC‐28 Townhomes 3,600 3 8,640 ‐‐‐8,640 ‐‐‐3 ‐666‐‐
CC‐29 Townhomes 4,400 3 10,560 ‐‐‐10,560 ‐‐‐4 ‐888‐‐
CC‐30 Residential 4,200 3 9,720 ‐‐‐9,720 ‐‐‐6 ‐9 12 12 ‐‐
CC‐31 Residential 4,200 3 9,720 ‐‐‐9,720 ‐‐‐6 ‐9 12 12 ‐‐
CC‐32 Residential 12,050 4 36,150 ‐‐‐36,150 ‐‐‐24 ‐36 61 37 24 ‐parking on ground level
CC‐33 Residential 8,300 4 24,900 ‐‐‐24,900 ‐‐‐18 ‐27 39 22 17 ‐parking on ground level
CC‐34 Residential 10,025 4 40,100 ‐‐‐40,100 ‐‐‐28 ‐42 0 ‐‐‐
CC‐35 Residential 10,345 4 41,380 ‐‐‐41,380 ‐‐‐28 ‐42 0 ‐‐‐
CC‐36 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐250 ‐‐250 125/floor; serves CC‐34,35,37,38 and future transit
CC‐37 Residential 10,025 4 40,100 ‐‐‐40,100 ‐‐‐28 ‐42 0 ‐‐‐
CC‐38 Residential 10,345 4 41,380 ‐‐‐41,380 ‐‐‐28 ‐42 0 ‐‐‐
CENTRAL CROSSINGS DISTRICT TOTALS 833,350 0 0 55,965 777,385 0 0 0 513 0 981 1,296 271 262 763
DOWNTOWN DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
DT‐1 Mixed Use 6,045 5 30,225 ‐‐6,045 24,180 ‐‐‐16 ‐46 3 ‐3 ‐
DT‐2 Mixed Use 6,500 5 32,500 ‐‐6,500 26,000 ‐‐‐16 ‐48 3 ‐3 ‐
DT‐3 Mixed Use 11,390 5 56,950 ‐‐11,390 45,560 ‐‐‐32 ‐90 34 28 6 ‐
DT‐4 Mixed Use 11,320 8 90,560 ‐79,240 11,320 ‐ ‐‐‐ ‐‐305 0 ‐‐‐
DT‐5 Mixed/Pkg Gar 2,525 5 2,525 ‐‐2,525 ‐ ‐‐‐ ‐‐9 250 ‐‐250 Retail Liner Building; 53/floor
DT‐6 Mixed Use 1,830 12 21,960 ‐‐1,830 20,130 ‐‐‐22 ‐40 0 ‐‐‐
DT‐7 Mixed Use 3,090 5 15,450 ‐‐3,090 12,360 ‐‐‐8 ‐23 0 ‐‐‐
DT‐8 Mixed Use 2,720 4 10,880 ‐‐2,720 8,160 ‐‐‐6 ‐19 0 ‐‐‐
DT‐9 Mixed Use 12,935 9 116,415 ‐‐12,935 103,480 ‐‐‐64 ‐143 0 ‐‐‐
DT‐10 Mixed Use 8,715 9 78,435 ‐‐8,715 69,720 ‐‐‐48 ‐104 0 ‐‐‐
DT‐11 Mixed Use 7,800 4 31,200 ‐‐7,800 23,400 ‐‐‐15 ‐51 0 ‐‐
DT‐12 Mixed Use 8,475 8 67,800 ‐‐8,475 59,325 ‐‐‐42 ‐94 12 12 ‐‐
DT‐13 Mixed Use 6,835 5 34,175 ‐‐6,835 27,340 ‐‐‐20 ‐55 27 9 18 ‐
DT‐14 Mixed Use 7,235 5 36,175 ‐‐7,235 28,940 ‐‐‐20 ‐56 9 9 ‐‐
DOWNTOWN DISTRICT TOTALS 625,250 0 79,240 97,415 448,595 0 0 0 309 0 1,083 338 58 30 250
GILBERT DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
GD‐1 Mixed Use 5,830 2 11,660 ‐‐5,830 5,830 ‐‐‐4 ‐27 26 ‐26 ‐
GD‐2 Mixed Use 7,740 3 16,055 ‐‐575 15,480 ‐‐‐10 ‐17 24 24 ‐‐parking on ground level
GD‐3 Townhomes 4,805 3 9,610 ‐‐‐9,610 ‐‐‐5 ‐10 10 10 ‐‐
GD‐4 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐
GD‐5 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐
GD‐6 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐
GD‐7 Commercial 4,100 1 4,100 4,100 ‐‐ ‐ ‐‐‐ ‐‐16 12 ‐12 ‐
GD‐8 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐
GD‐9 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐
GD‐10 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐
GD‐11 Townhomes 3,780 2.5 9,450 ‐‐‐9,450 ‐‐‐3 ‐666‐‐
GD‐12 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐
GD‐13 Townhomes 3,600 3 7,200 ‐‐‐7,200 ‐‐‐4 ‐888‐‐
GD‐14 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
GD‐15 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
GD‐16 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
GD‐17 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
GD‐18 SF Detach 1,110 2.5 2,775 ‐‐‐2,775 ‐‐‐1 ‐222‐‐
GD‐19 Residential 11,100 4 33,300 ‐‐‐33,300 ‐‐‐21 ‐32 0 ‐‐‐parking on ground level
GD‐20 Commercial 4,550 2 9,100 9,100 ‐‐ ‐ ‐‐‐ ‐‐36 18 ‐18 ‐
GD‐21 Residential 7,530 4 22,590 ‐‐‐22,590 ‐‐‐15 ‐23 35 19 16 ‐parking on ground level
GILBERT DISTRICT TOTALS 194,090 13,200 0 6,405 174,485 0 0 0 92 0 235 199 127 72 0
PARK DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
PD‐1 Mixed Use 33,635 10 207,990 ‐‐8,600 199,390 ‐‐‐131 ‐228 25 25 ‐‐parking on partial ground floor
PD‐2 Mixed Use 19,685 10 156,270 ‐‐10,290 145,980 ‐‐‐91 ‐174 0 ‐‐‐
PD‐3 Residential 9,735 4 38,940 ‐‐‐38,940 ‐‐‐24 ‐36 0 ‐‐‐
PD‐4 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐600 ‐‐600 Serves PD‐1,2,3,10; 200/fl
PD‐5 Mixed Use 10,370 10 103,700 ‐‐10,370 93,330 ‐‐‐63 ‐132 0 ‐‐‐
PD‐6 Residential 16,260 6 89,380 ‐‐‐89,380 ‐‐‐60 ‐90 0 ‐‐‐
PD‐7 Civic 9,405 3 28,215 ‐28,215 ‐ ‐ ‐‐‐ ‐‐94 7 ‐7 ‐Johnson County Ambulance
PD‐8 Residential 4,080 4 16,320 ‐‐‐16,320 ‐‐‐12 ‐18 0 ‐‐‐
PD‐9 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐285 ‐‐285 95/fl
PD‐10 Residential 8,160 4 32,640 ‐‐‐32,640 32,640 ‐‐24 ‐36 0 ‐‐‐
PD‐11 Transit 720 1 720 ‐‐‐ ‐ ‐720 ‐ ‐‐00‐‐‐Future Light Rail Stop
PARK DISTRICT TOTALS 674,175 0 28,215 29,260 615,980 32,640 720 0 405 0 808 917 25 7 885
SOUTH DOWNTOWN DISTRICT
Building Building Square Comm. Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
SD‐1 Residential 12,360 4 37,080 ‐‐‐37,080 ‐‐24 ‐‐77 42 42 ‐‐parking on ground floor
SD‐2 Residential 12,390 4 37,170 ‐‐‐37,170 ‐‐24 ‐‐77 42 42 ‐‐parking on ground floor
SD‐3 Residential 15,940 7 46,240 ‐‐‐46,240 ‐‐36 ‐‐115 58 58 ‐‐parking on ground floor
SD‐4 Residential 15,920 4 63,680 ‐‐‐63,680 ‐‐30 ‐‐96 58 58 ‐‐parking on ground floor
SD‐5 Government 34,600 2 34,600 ‐‐‐ ‐ ‐34,600 ‐ ‐‐115 28 28 ‐‐Johnson County Justice Center
SD‐6 Residential 13,720 4 54,880 ‐‐‐54,880 ‐‐27 ‐‐86 60 47 13 ‐parking on ground floor
SD‐7 Residential 12,520 7 39,440 ‐‐‐39,440 ‐‐30 ‐‐96 47 41 6 ‐parking on ground floor
SD‐8 University 41,620 4 166,480 ‐‐‐ ‐ ‐166,480 ‐‐166 0 ‐‐‐Music school
SD‐9 Mixed Use 8,155 6 48,930 ‐40,775 8,155 ‐ ‐‐‐ ‐‐166 0 ‐‐‐
SD‐10 Mixed Use 6,570 6 39,420 ‐‐6,570 32,850 ‐‐‐25 ‐61 0 ‐‐‐
SD‐11 Mixed Use 6,050 4 20,290 ‐‐2,140 18,150 ‐‐‐12 ‐26 24 10 14 ‐
SD‐12 Mixed Use 15,890 15 229,135 8,696 96,040 ‐95,340 ‐‐‐83 ‐479 28 21 7 ‐Hieronymus Square
SD‐13 Mixed Use 5,450 4 21,800 ‐‐5,450 16,350 ‐‐‐12 ‐38 0 ‐‐‐
SD‐14 Mixed Use 4,225 8 33,800 ‐‐4,225 29,575 ‐‐‐28 ‐57 0 ‐‐‐
SD‐15 Mixed Use 18,440 8 133,975 ‐‐4,895 129,080 ‐‐‐84 ‐144 58 41 17 ‐
SD‐16 Mixed Use 20,450 8 132,500 ‐‐20,450 112,050 ‐‐‐71 ‐181 0 ‐‐‐Center portion is 8 stories, rest is 6 stories
SD‐17 Mixed Use 6,575 4 26,300 ‐‐6,575 19,725 ‐‐‐15 ‐46 0 ‐‐‐
SD‐18 Parking Garage ‐3 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐315 ‐‐315 105/fl, serves SD‐16,17,18
SD‐19 Residential 10,790 4 43,160 ‐‐‐43,160 ‐‐‐28 ‐42 0 ‐‐‐
SD‐20 Residential 5,405 4 21,620 ‐‐‐21,620 ‐‐‐16 ‐24 0 ‐‐‐
SD‐21 Residential 7,540 4 30,160 ‐‐‐30,160 ‐‐‐20 ‐30 0 ‐‐‐
SD‐22 Parking Garage ‐2 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐76 ‐‐76 44 bottom floor, 32 above; serves CC‐20,21
SD‐23 Mixed Use 11,400 11 125,400 ‐‐8,000 117,400 ‐‐‐88 ‐161 0 ‐‐‐
SD‐24 Parking Garage ‐6 ‐ ‐‐‐ ‐ ‐‐‐ ‐‐ ‐600 ‐‐600 100/fl; serves SD‐23,25
SD‐25 Residential 6,570 4 26,280 ‐‐‐26,280 ‐‐‐24 ‐36 0 ‐‐‐
SD‐26 Residential 16,040 5 58,500 ‐‐‐58,500 ‐‐‐38 ‐57 43 35 8 ‐
SD‐27 Mixed Use 9,135 5 38,065 ‐‐1,525 36,540 ‐‐‐24 ‐42 18 18 ‐‐
SD‐28 Mixed Use 9,995 4 33,885 ‐‐3,900 29,985 ‐‐‐21 ‐46 25 20 5 ‐
SOUTH DOWNTOWN DISTRICT TOTALS 1,542,790 8,696 136,815 71,885 1,095,255 0 201,080 171 589 0 2,466 1,522 461 70 991
downtown and riverfront crossings plan72
gilbert district
73
downtown and riverfront crossings plan74
gilbert district
The northern portion of the Gilbert District (north of the railroad)
contains a number of recently constructed mixed use and high
density apartment buildings. It is unlikely to experience significant
redevelopment. The souther portion of the Gilbert District is
comprised primarily of lower scale and intensity residential and
commercial uses. Its defining feature is the Gilbert Street corridor,
and to a lesser extent Ralston Creek. For the most part, this district
is built out, especially the northern portion of it. As a result, the
district will experience gradual infill development, as opposed
to major transformation. The plan seeks to build on the district’s
informal and eclectic character. Commercial redevelopment
will be more urban in nature, and residential infill development
will consist of a variety of typologies, including apartments,
townhouses, live-work units, and small cottages. The intent of the
district is to attract artists and creative types by offering a variety
of affordable and flexible live, work, and sell spaces.
Gilbert District Summary
Master Plan Objectives: ›Manage Infill ›Restore and Enhance Conditions along Ralston Creek
›Improve pedestrian and bicycle connectivity ›Maintain informal, eclectic character of neighborhood ›Promote artistic and creative class uses ›Retrofit suburban development form
Development Character:
›Character shaped by recent development ›District largely built out, no major transformation north of the
railroad ›Maintain smaller-scale and lower intensity of use south of the
railroad
›Live-work emphasis ›Promote variety and diversity of form and materials ›Creative and adaptive use of existing structures
Development Program: ›New residential options, including small cottage homes, live-
work units, townhouses, and apartments ›Limited convenience retail, transition to urban typology ›Arts-oriented affordable housing, studio, and/or gallery space
BURLINGTON ST.
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GD1
GD2
GD3
GD4
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GD – 1: Commercial Redevelopment – The Gilbert Street
corridor is characterized by its conventional development pattern,
with buildings. As sites along Gilbert Street are redeveloped,
they will be required to be more urban in nature, with buildings
fronting the street and parking located to the side or rear of the
building. Over time, this development pattern will allow the
district to transition into a more walkable, pedestrian-oriented
neighborhood.
GD – 2: Gilbert Street – Sharrows (shared bicycle and vehicle
lanes) will be extended north on Gilbert Street to Downtown Iowa
City. These will provide more experienced riders with a north
– south route connecting the Highway 6 corridor to Downtown
and campus. For those less experienced riders, the Ralston Creek
trail, Clinton Street Promenade, or the Maiden Mews will provide
alternative routes for commuting north and south through the
study area.
GD – 3: Maiden Lane Mews - A series of green mews (small
central green spaces) are envisioned along the east side of
Maiden Lane, between Kirkwood Avenue and Lafayette Street.
Townhouses and live-work units will front onto these mews,
helping to activate the space and encourage interaction among
the residents and artists. The mews will act as a canvas upon
which the artists can display their art for the public. Inexpensive
pre-engineered metal buildings (with enhanced fronts) will
terminate the mews and provide affordable collaborative studio
and gallery space for the resident artists. The mews are designed
to be a defining feature of this creative neighborhood.
GD – 4: Gilbert Court Redevelopment – The east side of Gilbert
Court between Kirkwood Avenue and the Iowa Interstate Rail
line is suitable for redevelopment. In keeping with the proposed
lower scale and intensity character of the district, a number of
small cottage homes and a small apartment building could be
contextually built around three historic houses that are located at
the intersection of Gilbert Court and Benton Street.
GD 1: Commercial Redevelopment
GD 3: Maiden Lane Mews
GD 4: Gilbert Court Redevelopment
downtown and riverfront crossings plan76
Madien Lane Mews at the Artists (Workhouse) Court
Plan Perspective
Large workshop built from
inexpensive materials for
artists
Parking for visitors and customers
located around the workshop
Property Line
Entrance for retail area for sale of
items
Display garden showcasing
sculptures and crafts
Tuck-under townhomes use a
small footprint and house each artist
using the workshop
GD-3:Maiden Lane Mews at the Artist’s (Workhouse) Court
77
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gilbert yield analysis
downtown and riverfront crossings plan78
GILBERT DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
GD-1 Mixed Use 5,830 2 11,660 - -5,830 5,830 - - - 4 -27 26 -26 -
GD-2 Mixed Use 7,740 3 16,055 - -575 15,480 - - -10 -17 24 24 - -parking on ground level
GD-3 Townhomes 4,805 3 9,610 - - -9,610 - - - 5 -10 10 10 - -
GD-4 Townhomes 3,600 3 7,200 - - -7,200 - - - 4 - 8 8 8 - -
GD-5 Townhomes 3,600 3 7,200 - - -7,200 - - - 4 - 8 8 8 - -
GD-6 Townhomes 3,600 3 7,200 - - -7,200 - - - 4 - 8 8 8 - -
GD-7 Commercial 4,100 1 4,100 4,100 - - - - - - - -16 12 -12 -
GD-8 Townhomes 3,780 2.5 9,450 - - -9,450 - - - 3 - 6 6 6 - -
GD-9 Townhomes 3,780 2.5 9,450 - - -9,450 - - - 3 - 6 6 6 - -
GD-10 Townhomes 3,780 2.5 9,450 - - -9,450 - - - 3 - 6 6 6 - -
GD-11 Townhomes 3,780 2.5 9,450 - - -9,450 - - - 3 - 6 6 6 - -
GD-12 Townhomes 3,600 3 7,200 - - -7,200 - - - 4 - 8 8 8 - -
GD-13 Townhomes 3,600 3 7,200 - - -7,200 - - - 4 - 8 8 8 - -
GD-14 SF Detach 1,110 2.5 2,775 - - -2,775 - - - 1 - 2 2 2 - -
GD-15 SF Detach 1,110 2.5 2,775 - - -2,775 - - - 1 - 2 2 2 - -
GD-16 SF Detach 1,110 2.5 2,775 - - -2,775 - - - 1 - 2 2 2 - -
GD-17 SF Detach 1,110 2.5 2,775 - - -2,775 - - - 1 - 2 2 2 - -
GD-18 SF Detach 1,110 2.5 2,775 - - -2,775 - - - 1 - 2 2 2 - -
GD-19 Residential 11,100 4 33,300 - - -33,300 - - -21 -32 0 - - -parking on ground level
GD-20 Commercial 4,550 2 9,100 9,100 - - - - - - - -36 18 -18 -
GD-21 Residential 7,530 4 22,590 - - -22,590 - - -15 -23 35 19 16 -parking on ground level
GILBERT DISTRICT TOTALS 194,090 13,200 0 6,405 174,485 0 0 0 92 0 235 199 127 72 0
west riverfront district
79
The West Riverfront District is a high-traffic, auto-oriented corridor
situated on the west side of the Iowa River. South Riverside
Drive bisects the district and connects U.S. Highway 6 with the
University of Iowa campus. It is lined by commercial uses set
back behind surface parking lots. Pedestrians are typically an
afterthought. Unlike the rest of the study area, this district plays by
different rules in terms of achieving an urban, pedestrian friendly
environment.
As redevelopment of the district occurs, new development
should capitalize on the Iowa River and its close proximity to the
campus. In addition, it should take advantage of the access and
visibility provided by Highway 6. It is envisioned that over time,
the commercial development on the west side of South Riverside
Drive will take on a more pedestrian-friendly framework, or it will
transition to urban apartments and mixed-use development. In
the development of gas stations and drive thru businesses, the
building should be anchored at the corner, with vehicular access
and amenities moved to the back to create a pedestrian oriented
street frontage (See Appendix A). Redevelopment on the east side
of the district will take advantage of river views, and will consist
of either pedestrian-friendly commercial uses or niche residential,
including higher end townhouses or mid-rise condo towers.
West Riverfront District Summary
Master Plan Objectives: ›Capitalize on Highway 6 access and visibility ›Improve pedestrian and bicycle circulation ›Capitalize on the Iowa River
›Extend the riverfront trail ›Capture the football crowd
Development Character: ›Temper auto orientation ›Open views and access to river
›Enhance the streetscape and overall aesthetics
Development Program: ›Multiple housing typologies, including condo towers,
apartments and townhouses ›Destination river view restaurants
›Commercial , possible small to midsize box ›Hospitality
downtown and riverfront crossings plan80
west riverfront district
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WR1
WR2
WR3
WR4
WR6
WR5
WR – 1: Riverfront Enhancements – In order to help encourage
development within the district, a program to enhance the west
bank of the Iowa River should be undertaken. This would include
utilitarian elements, such as stabilizing the riverbank to prevent
further erosion, functional elements, such as extending the
riverfront trail to the north and south, and aesthetic elements,
such as providing additional landscaping. Included in this would
be interpretative stations along the river to provide educational
opportunities relating to the river and its plant and wildlife,
including the many Bald Eagles that frequent this stretch.
WR – 2: Riverside Drive Enhancements – Riverside Drive is very
auto-oriented, with few pedestrian amenities and unappealing
aesthetics. As the district transitions into a more urban setting,
the right-of-way will need to be redesigned in order to provide
enhanced aesthetics and a more walkable environment for
pedestrians.
Enhancements to the pedestrian environment should include the
following: ›Reduce the number of curb cuts along the street
›Provide a wider sidewalk that is set back from the curb a
minimum of six feet and preferably more ›Provide enhanced pedestrian crossings across Riverside Drive
and its cross streets ›Provide a safe pedestrian connection on the west side of
Riverside Drive under the Iowa Interstate Railroad bridge.
Aesthetic enhancements should include the following: ›Gateway signage and landscaping at the intersection of U.S.
Highway 6 ›Buried utilities
›Streetscape enhancements, including street trees and other
forms of landscaping
WR – 3: Westside Redevelopment – Located along the west side
of Riverside Drive and north of Benton Street, the car dealership
site provides a large and strategic site for redevelopment. As
shown in the plan, the northwest corner of the intersection is
reserved for an attached green, which would double the amount of
available frontage for neighborhood retail or restaurant uses. This
landscaped green could provide outdoor seating for restaurants
or cafes, and is the “identity” of the site. The remaining buildings
on the site would be pedestrian oriented, with street frontage
and parking in the rear. They are designed to accommodate retail
uses on their first floors, and apartments on the upper floors. This,
as well as the area north of the railroad, could be an appropriate
location for dormitory style housing as discussed earlier. There is
the possibility for a higher room count if housing developed with
a private dorm, provided there is an agreement with the University
to provide car storage offsite.
WR – 4: Riverside Commercial Redevelopment – The commercial
property on the west side of Riverside Drive and south of Benton
Street will take on a more pedestrian friendly format. In order for
this to occur, a slip lane will need to be constructed. This lane will
provide access to the retail uses, as well as “on-street” parking.
In addition, it will be the organizing feature of the site, and help
provide a common “build-to” line for new development to address.
New commercial buildings will be adorned with enhanced facades
and improved landscaping, and overflow parking will be provided
to the rear of the buildings.
WR – 5: Sturgis Corner Redevelopment – The commercial uses on
the Sturgis Corner site were developed in a conventional manner,
with multiple architectural styles, buildings set back behind large
surface parking lots, and limited pedestrian amenities. As this
area begins to redevelop, development guidelines will establish a
new development framework, one that is much more pedestrian
friendly. New commercial buildings will front onto Sturgis
Corner Drive, sidewalks will connect buildings, and parking will
be provided on-street and to the rear of buildings. In addition,
a new building site has been proposed for a new condo tower
overlooking the river and future regional park.
81
WR 3: Westside Redevelopment
WR 4: Riverside Commercial Development
WR 5: Sturgis Corner Redevelopment
WR – 6: Riverview – A new neighborhood is designated for
the north side of Benton Street. This neighborhood, which will
overlook the Iowa River and riverfront trail, will contain a new
mid-rise condo tower and townhouses that front onto greens
that provide access and view corridors to the river. All buildings
will be designed with parking on the ground floor in order to
raise habitable space above the floodplain. This design also
allows residents to get a more commanding view of the river. A
restaurant or retail site is located at the intersection of Benton
Street and Riverside Drive. This restaurant would have trail access
and is designed with a large patio with views of the river.
downtown and riverfront crossings plan82
WR 6: Before and After Renderings Showing the New Riverview Neighborhood Development in the West Riverfront District
83
PRENTISS ST.
WRIGHT ST.
LAFAYETTE ST.
BENTON ST.
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10 11
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west riverfront yield analysis
downtown and riverfront crossings plan84
WEST RIVERFRONT DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
WR-1 Commercial 3,900 1 3,900 3,900 - - - - - - - -16 18 -18 -
WR-2 Commercial 5,000 1 5,000 5,000 - - - - - - - -20 26 -26 -
WR-3 Commercial 16,805 1 16,805 16,805 - - - - - - - -67 45 -45 -
WR-4 Commercial 23,365 1 23,365 23,365 - - - - - - - -93 68 -68 -
WR-5 Commercial 10,350 1 10,350 10,350 - - - - - - - -41 42 -42 -
WR-6 Commercial 1,400 1 1,400 1,400 - - - - - - - - 6 5 - 5 -
WR-7 Commercial 1,400 1 1,400 1,400 - - - - - - - - 6 5 - 5 -
WR-8 Commercial 1,400 1 1,400 1,400 - - - - - - - - 6 5 - 5 -
WR-9 Commercial 1,400 1 1,400 1,400 - - - - - - - - 6 5 - 5 -
WR-10 Commercial 4,200 2 8,400 8,400 - - - - - - 3 -38 26 -26 -
WR-11 Mixed Use 2,555 2 5,110 - -2,555 2,555 - - - 2 -12 10 -10 -
WR-12 Mixed Use 11,255 4 45,020 - -11,255 33,765 - - -21 -73 45 -45 -
WR-13 Mixed Use 13,835 4 55,340 - -13,835 41,505 - - -27 -91 56 -56 -
WR-14 Residential 11,640 4 46,560 - - -46,560 - - -32 -48 61 -61 -
WR-15 Residential 11,250 4 45,000 - - -45,000 - - -28 -42 53 -53 -
WR-16 Townhomes 2,885 3 6,675 - - -6,675 - - - 3 - 6 8 6 2 -
WR-17 Townhomes 5,330 3 12,460 - - -12,460 - - - 5 -10 13 10 3 -
WR-18 Townhomes 4,080 3 9,560 - - -9,560 - - - 4 - 8 12 8 4 -
WR-19 Townhomes 6,080 3 14,070 - - -14,070 - - - 6 -12 14 12 2 -
WR-20 Townhomes 6,080 3 14,070 - - -14,070 -- - 6 -12 13 12 1 -
WR-21 Residential 20,315 8 68,875 - - -68,875 - - -40 -63 40 30 10 -parking on ground level
WR-22 Commercial 5,185 1 5,185 5,185 - - - - - - - -21 14 -14 -
WR-23 Mixed Use 10,355 5 45,085 - -3,665 41,420 - - -28 -55 34 17 17 -
WR-24 Commercial 8,835 1 8,835 8,835 - - - - - - - -35 44 -44 -
WR-25 Commercial 7,195 1 7,195 7,195 - - - - - - - -29 36 -36 -
WR-26 Commercial 6,575 1 6,575 6,575 - - - - - - - -26 20 -20 -
WR-27 Commercial 5,000 1 5,000 5,000 - - - - - - - -20 25 -25 -
WR-28 Residential 14,520 7 68,940 - - -68,940 - - -38 -57 57 37 20 -parking on ground level
WR-29 Hotel 13,620 4 54,480 - - - -54,480 - - -108 108 90 -90 -
WEST RIVERFRONT DISTRICT TOTALS 597,455 106,210 0 31,310 405,455 54,480 0 0 243 108 1,026 890 132 758 0
university district
85
The University District is located south of Burlington Street
between Capitol Street and the Iowa River. The district contains
the University Power Plant, the new Student Recreation Center, a
number of back office and University facility-related buildings, and
several parking lots. Because the property in the district is owned
by the University, it is anticipated that new buildings in the district
will be institutional in nature. The on-going collaboration between
the City and the University should continue, with a continued goal
of enhancing the public realm (i.e. landscaping and streetscape),
continuing the promotion of high quality design, (such as the
Student Recreation Center), and ensuring that the design of blocks
within the district are in character with the adjacent districts.
The planned Burlington Street Dam modification project is an
opportunity to improve riverfront access and recreation in this
area. The University District may be an appropriate location
for dormitory style housing developed by the University or in
cooperation with a private developer on University owned land.
Senior housing marketed to alumni would also be appropriate in
this district.
University District Summary
Master Plan Objectives:
›Continue collaboration with the University ›Partner to extend the riverfront trail ›Explore TOD potential north of Burlington Street ›Implement plans to mitigate the Burlington Street Dam
Development Character:
›Continue to promote high quality design ›Enhance the public realm
Development Program: ›Institutional uses (University driven) ›University related housing
downtown and riverfront crossings plan86
university district COLLEGE ST.
BURLINGTON ST.
COURT ST.
HARRISON ST.
PRENTISS ST.
WRIGHT ST.
LAFAYETTE ST.
BENTON ST.
BENTON
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UD1
UD2
UD3
UD – 1: Riverfront Trail – The City and University should partner
to extend the riverfront trail to the north. This long-term project
would provide a key link in the regional trail system, and would
help connect the University with the new regional park. Because
of the presence of the power plant and CRANDIC rail line, trail
extension in this area will be very difficult. Options include
squeezing it in on available land on the riverbank, shifting it
further “inland,” or placing it on a floating boardwalk.
UD – 2: Light Rail Stop – The future light rail line will run down
the west side of the University District. It is projected that there
will be a future stop adjacent to Burlington Street. This stop will
serve both the University and Downtown Iowa City. Because of the
importance of this stop, the City and the University should partner
in determining the best location for this stop.
UD - 3: Iowa City was recently awarded funding from the
Environmental Protection Agency Urban Waters Program, to
conduct a feasibility study and preliminary design of dam
modification and stream bank improvements downstream from
the Burlington Street Dam. The project entails maintaining the
existing 9-foot dam and placing fill below the dam. This approach
will maintain the upstream pool that is used by the University. The
riverfront park, which may include a whitewater component, will
be a major recreational draw for citizens of the community and
visitors alike, and provide additional opportunities for outdoor
classes at the University of Iowa.
The objectives of this project include 1) modifying the Burlington
Street Dam to enhance water quality, improve fish habitat, flood
mitigation, public safety, and public access to the Iowa River; 2)
coordinating the dam modification project with other community
plans to build a resilient riverfront park system that will store,
absorb and a filter polluted urban run-off and floodwaters; and 3)
developing educational components to enhance understanding of
the environmental benefits of this initiative.
87
UD -1: Riverfront Trail in Atlanta, Georgia
UD -1: Riverfront Trail in Omaha, Nebraska
UD -2: Light Rail Stop in Plano, Texas
A senior housing development Merrill Gardens is located in Seattle
near the University of Washington campus. The community consists
of 123 independent retirement and assisted living apartments with a
combination of studios, one bedroom and two bedroom apartments.
downtown and riverfront crossings plan88
COLLEGE ST.
BURLINGTON ST.
COURT ST.
HARRISON ST.
PRENTISS ST.
WRIGHT ST.
LAFAYETTE ST.
BENTON ST.
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university yield analysis
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UNIVERSITY DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar
UNIVERSITY DISTRICT TOTALS - - - - - - - - - - - - - - -
Note - All future buildings in the University District are anticipated to be institutional in nature, and will occur on an as-needed bases. As a result, no new buildings are shown and the yield
analysis does not apply.
downtown and riverfront crossings plan90
park district
91
The Park District is located south of the Iowa Interstate Railroad
on the east bank of the Iowa River. The district contains the City’s
wastewater treatment plant, and is predominantly industrial in
nature. This will change when a new regional park replaces the
treatment plant. This regional park will contain active and passive
use areas, and will be designed to accommodate large crowds
for programmed events. The amenity value of the park will be
a catalyst for redevelopment of the adjacent Park Blocks. These
blocks will develop with mixed-use buildings and structured
parking. Uses in these buildings will consist of a small amount of
street level retail, new housing options, and office space.
Park District Summary
Master Plan Objectives: ›Complete park design and construction ›Leverage amenity value of park
›Promote new housing options ›TOD adjacent to depot and light rail stop ›Improved circulation and enhanced mobility ›Flood mitigation and stormwater quality improvements
Development Character:
›Enhanced public realm (park and streetscapes) ›Greatest height and intensity along park edge
Development Program: ›Multiple housing typologies, including condo towers,
apartments, and townhouses
›Office ›Retail
downtown and riverfront crossings plan92
park district WRIGHT ST.
LAFAYETTE ST.
BENTON ST.
BENTO
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KIRKWOOD AVE.
HIGHLAND AVE.
HIGHWAY 6
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PD3
PD2
PD1
PD – 1: Block 2 Redevelopment - The mixed use redevelopment
on this block includes residential, civic, mixed use, and a parking
structure. The residential tower at the corner of Benton and
Capitol Streets will “hold” the corner with a larger residential
building fronting onto Capitol Street. The Ambulance Center
should also be designed to “hold” the corner at Benton and Clinton
Streets. The apparatus bays should be set back from Clinton
Street. The parking garage will be three levels in height, lined by
buildings along Capitol and Clinton Streets. An access drive to the
garage will be located long Benton Street.
PD – 2: Block 3 Redevelopment - Large residential buildings will
front onto the Capitol/Kirkwood connector street with two towers
rising from the base. These buildings would act as a gateway to
the area and provide extensive views of the river corridor and park.
Smaller residential buildings will front onto Clinton and Benton
Streets. A three level parking garage will be located mid-block and
provide parking for the entire development block. Access drives
will be sited along Clinton Street and Benton Street to create a
continuous street wall on the Capitol Street/Kirkwood Avenue
connector street.
PD - 3: Regional Park – As discussed previously, the riverfront
park will contain both active and passive green space that
responds to the community and environment. The riverfront park,
as well as Ralston Creek provide an opportunity for the City to
address water quality and quantity issues at a regional scale, as
well as flood control during larger storm events. The area becomes
a focal point and catalyst for redevelopment in the park district,
creating an amenity for neighborhood residents and a destination
for the community and visitors.
PD -1 Block 2 Redevelopment Massing
PD-2 Block 3 Redevelopment Massing
PD -3: Rendering showing riverfront park.Capit
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Rendering showing proposed development and riverfront park system
along the Iowa River.
93
downtown and riverfront crossings plan94
WRIGHT ST.
LAFAYETTE ST.
BENTON ST.
BENTO
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KIRKWOOD AVE.
HIGHLAND AVE.
HIGHWAY 6
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park district yield analysis
11
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PARK DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
PD-1 Mixed Use 33,635 10 207,990 - -8,600 199,390 - - -131 -228 25 25 - -parking on partial ground floor
PD-2 Mixed Use 19,685 10 156,270 - -10,290 145,980 - - -91 -174 0 - - -
PD-3 Residential 9,735 4 38,940 - - -38,940 - - -24 -36 0 - - -
PD-4 Parking Garage -3 - - - - - - - - - - -600 - -600 Serves PD-1,2,3,10; 200/fl
PD-5 Mixed Use 10,370 10 103,700 - -10,370 93,330 - - -63 -132 0 - - -
PD-6 Residential 16,260 6 89,380 - - -89,380 - - -60 -90 0 - - -
PD-7 Civic 9,405 3 28,215 -28,215 - - - - - - -94 7 - 7 -Johnson County Ambulance
PD-8 Residential 4,080 4 16,320 - - -16,320 - - -12 -18 0 - - -
PD-9 Parking Garage -3 - - - - - - - - - - -285 - -285 95/fl
PD-10 Residential 8,160 4 32,640 - - -32,640 32,640 - -24 -36 0 - - -
PD-11 Transit 720 1 720 - - - - -720 - - - 0 0 - - -Future Light Rail Stop
PARK DISTRICT TOTALS 674,175 0 28,215 29,260 615,980 32,640 720 0 405 0 808 917 25 7 885
south gilbert district
downtown and riverfront crossings plan96
The South Gilbert District is located between Benton Street and
U.S. Highway 6 on the east side of Ralston Creek. The district
contains an eclectic mix of industrial and commercial uses. Similar
to the Park District, this district will utilize the future regional park
as a development catalyst. In addition, it will also benefit from
the future light rail stop that will be located on the east side of
the district. Gilbert Street will redevelop as a “main street,” with
mixed use buildings fronting on the street and structured parking
located to the rear. Retail will be located on the first floors of
these buildings, and residential and office uses will be located
above. Smaller residential courtyards will be located along these
east/west connections and provide green “fingers” into the Gilbert
Street corridor. In addition, upper end condos will overlook
the regional park and Ralston Creek, which will be restored and
enhanced.
South Gilbert District Summary
Master Plan Objectives: ›Capitalize on Highway 6 access and visibility ›Leverage future transit orientation
›Leverage amenity value of the proposed park ›Improve pedestrian and bicycle connectivity ›Restore and enhance conditions along Ralston Creek
Development Character: ›Urban frontage conditions
›Building heights comply with FAA regulations ›Emphasize connections to proposed regional park
Development Program: ›Multiple housing typologies, including condo towers,
apartments, and townhouses
›Limited office ›Possible small to mid-sized box ›Convenience retail
97
south gilbert district LAFAYETTE ST.
BENTON ST.
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HIGHLAND AVE.
HIGH
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SG3
SG5
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PD6
SG – 1: Block 4 Redevelopment - A larger residential building will
front onto Ralston Creek and provide wide views of the riverfront
park. Smaller townhouses should front onto the 1st Street
courtyard. Gilbert Street should be defined by lower rise mixed-
use buildings. Architectural treatments can help define prominent
corners along Kirkwood Avenue and Gilbert Street. A three level
parking garage is attached to buildings fronting Ralston Creek
and the 1st Street residential courtyard, accessed by an alley that
connects 1st Street with Kirkwood Avenue. This alley will also
provide surface parking spaces for visitors.
SG – 2: Block 5 Redevelopment - Low-rise mixed-use buildings
should define Gilbert Street, 1st Street, and Kirkwood Avenue.
Enhanced architectural treatment should occur at the corners of
Gilbert Street and 1st Avenue and Kirkwood Avenue. A surface
parking lot is concealed by buildings from Gilbert Street and
Kirkwood Avenue will provide parking for the block. A potential
light rail stop would provide access to South Gilbert and adjacent
districts.
SG - 3: Block 6 Redevelopment - Similar to the block to the north,
a larger residential building will front onto Ralston Creek to give
wide views of the riverfront park, and smaller townhouses should
front onto the northern and southern courtyards. A four level
parking garage located mid-block will provide parking, which
should be hidden on all sides by buildings and accessed by an
alley running north/south.
SG -1 Block 4 Redevelopment Massing
SG-2 Block 5 Redevelopment Massing
Gilbert
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downtown and riverfront crossings plan98
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SG - 4: Block 7 Redevelopment - The development of this block
follows the same concepts as the block directly to the north,
utilizing low-rise mixed-use buildings to conceal a surface parking
lot, and utilizing enhanced architectural treatments to define the
corner of Gilbert Street and 1st Street.
SG - 5: Block 8 Redevelopment - Low-rise, mixed-use buildings
should define Gilbert Street, the residential courtyard and Ralston
Creek. Enhanced architectural treatment can help define the
corners of U.S. Highway 6 and the new street off of Gilbert Street.
The U.S. Highway 6 intersection should include an entry feature
into the new district from the south. A large surface parking lot
located mid-block should be concealed from Gilbert Street by
liner buildings and accessed by drives located off of Gilbert Street
and the new east/west street located to the north of the block.
Townhouses fronting onto the courtyard will have tuck-under
garage spaces accessed by an alley to the rear of the buildings.
SG - 6: Block 9 Redevelopment - Liner buildings should be used
to establish an active frontage along Gilbert Street. Enhanced
architectural treatment should be provided on the southwest
corner of the small box store. The small box retail store should
be enhanced to give a more pedestrian scale and character that
would correspond with the rest of the development. A surface
parking lot will be located at the corner of Highland Avenue and
Gilbert Street. This parking lot should be well concealed from
Gilbert Street using landscape and architectural treatments.
SG-5: Block 8 Redevelopment Massing
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Rendering of residential courtyard with riverfront park access.
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SG-6: Block 9 Redevelopment Massing
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downtown and riverfront crossings plan100
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south gilbert yield analysis
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SOUTH GILBERT DISTRICT
Building Building Square Comm.Office Mixed Resid Hotel Misc Suite Residential Hotel Parking Parking
Building ID Type Footprint Stories Footage SF SF SF SF SF SF Units Units Rooms Demand Provided Private Pkg Lot Pkg Gar Notes
SG-1 Residential 10,980 2 21,960 - - -21,960 - - -14 -21 21 -21 -
SG-2 Residential 11,790 3 35,370 - - -35,370 - - -24 -36 36 -36 -
SG-3 Townhomes 4,200 3 8,400 - - -8,400 - - - 4 - 8 8 8 - -
SG-4 Mixed Use 10,435 2 20,870 - -10,435 10,435 - - - 7 -49 49 -49 -
SG-5 Mixed Use 11,500 2 23,000 - -11,500 11,500 - - - 8 -54 54 -54 -
SG-6 Mixed/Comm 42,900 1 42,900 36,600 -6,300 - - - - - -169 153 -153 -Big box retail with liner
SG-7 Mixed Use 11,970 3 28,860 - -11,970 16,890 - - -11 -60 12 -12 -
SG-8 Townhomes 4,200 3 12,600 - - -12,600 - - - 4 - 8 0 - - -
SG-9 Residential 16,330 4 65,320 - - -65,320 - - -44 -66 0 - - -
SG-10 Residential 13,645 5 58,020 - - -58,020 - - -38 -57 0 - - -
SG-11 Townhomes 2,700 3 8,100 - - -8,100 - - - 3 - 6 0 - - -
SG-12 Parking Garage -3 - - - - - - - - - - -345 - -345 115/fl; serves SG-7,8,9,10,11,13
SG-13 Mixed Use 11,970 3 28,860 - -11,970 16,890 - - -11 -60 12 -12 -
SG-14 Mixed Use 11,850 2 23,700 - -11,850 11,850 - - - 8 -55 66 -66 -
SG-15 Mixed Use 15,965 3 40,570 - -15,965 24,605 - - -16 -82 98 -98 -
SG-16 Townhomes 2,700 3 8,100 - - -8,100 - - - 3 - 6 0 - - -
SG-17 Residential 15,875 5 53,115 - - -53,115 - - -41 -62 0 - - -
SG-18 Parking Garage -3 - - - - - - - - - - -172 - -172 serves SG-16,17,19,20
SG-19 Mixed Use 8,630 3 25,890 - -8,630 17,260 - - -12 -49 6 - 6 -
SG-20 Mixed Use 9,995 3 29,985 --9,995 19,990 - - -14 -57 6 - 6 -
SG-21 Mixed Use 12,450 3 37,350 - -12,450 24,900 - - -16 -69 60 -60 -
SG-22 Mixed Use 10,120 3 30,360 - -10,120 20,240 - - -14 -58 51 -51 -
SG-23 Mixed Use 6,455 2 12,910 - -6,455 6,455 - - - 4 -30 18 -18 -
SG-24 Commercial 2,105 1 2,105 2,105 - - - - - - - - 8 0 - - -
SG-25 Mixed Use 4,830 1 4,830 - -4,830 - - - - - -18 22 -22 -
SG-26 Mixed Use 7,575 3 12,235 - -4,660 7,575 - - -10 -32 25 11 14 -parking on partial ground level
SG-27 Townhomes 3,600 3 10,800 - - -10,800 - - - 4 - 8 8 8 - -
SG-28 Commercial 3,880 1 3,880 3,880 - - - - - - - -16 12 -12 -
SG-29 Civic 880 1 880 - - - - -880 - - - - 0 - - -Future light rail stop
SOUTH GILBERT DISTRICT TOTALS 650,970 42,585 0 137,130 470,375 0 880 0 310 0 1,145 1,234 27 690 517
downtown and riverfront crossings plan102
district-wide yield analysis
103
development standards
land use
heights
frontages and setbacks
parking and access
special requirements
Land Use The land uses within Downtown Iowa City and
Riverfront Crossings range from residential, office, and commercial
to governmental, civic, and university-related. In many cases,
multiple uses occur within the same building, most often with
commercial uses on the ground level and residential uses on
the upper floors of the buildings. Commercial uses help create a
pedestrian friendly environment, while the residential uses above
provide new opportunities for people to live within walking
distance of jobs, schools, shopping, recreation, and cultural
amenities within downtown and adjacent areas. The variety, size,
and design of residential units should further the goal of creating
a neighborhood with a stable population of long-term residents of
all incomes and ages, rather than solely focusing on the market for
university student housing.
Each sub district within the plan has a different look and feel as far
as the particular uses that are envisioned within its boundaries.
Within the Downtown District, most of the buildings are designated
as mixed-use buildings to provide the widest variety of potential
uses to be located there. Parking is thought about on a district basis
and not at the level of the individual building. Proposed parking
structures will provide an ample amount of parking to serve the
district, while only being a few blocks away from destinations.
Further south, in the South Downtown District, many of the uses
are compatible with the adjacent sub districts. Supplemental
parking for downtown uses is provided, and University sponsored
off-campus student housing is located along Burlington Street for
an easy bike or walk to the campus. In addition, local and county
government uses are supported with the Johnson County Justice
Center. Further to the south, the Central Crossings district contains
a fair amount of residential space, while also providing parking
that will support future transit opportunities related to the future
addition of regional passenger rail and light rail.
Examples of Land Use appropriate for study area is (from left to right): Cottage Homes in St. Charles, Missouri , Townhomes in Southlake, Texas, and Apartments in Portland, Oregon.
The area on the east side of Ralston Creek, within the Gilbert
District, has a more residential character and lower density, with
townhomes and artist studios, as well as single family residential
along Gilbert Court. This contrasts with the higher density uses in
the adjacent South Gilbert district, where the uses are envisioned
to be a little more intense, with Gilbert Street designed as a main
street with frontages and ground floor building spaces that are
attractive to retailers, restaurants, and other desired commercial
uses.
The high traffic volumes at the intersection of U.S. Highway 6 and
Gilbert Street will be important for retail to function properly.
There is the potential that the high volume and visibility of this
intersection may support a small box retail store, which would
provide goods and services to the adjacent neighborhoods. A
considerable amount of residential is also encouraged within this
district in order to maximize the economic potential of the area,
create the threshold of consumer demand necessary to attract
neighborhood-serving businesses, and to realize the desired return
on investment in additional transit service, park amenities, and
street infrastructure.
downtown and riverfront crossings plan104
Main Street Retail in Southlake, Texas
The Park District is appropriate for mid rise residential towers along
the new Kirkwood Avenue/Capitol Street connection. The height
provided by these towers allows views into the park as well as the
Iowa River. West of the river, in the West Riverfront district, the
uses begin to transition to a higher concentration of commercial
buildings. With a new hotel locating on Sturgis Corner Drive, this
area would be suitable for retail uses and restaurants. Immediately
adjacent to the river, there is the potential to develop residential
towers to take advantage of the river views and of the downtown
skyline on the opposite side of the river.
105
Heights The building heights in the plan are based on the desired
urban form of each district, market analysis of the residential
and commercial demand, FAA airport height restrictions, and the
desire to protect views towards the Old Capitol Building. In the
Downtown district, buildings are compatible with the surrounding
uses, with several locations identified for taller structures.
There are several height categories that have been identified
within the plan. These indicate minimum and maximum building
heights for proposed buildings in order to create an attractive
urban form. Buildings shown to be in the one-level category are
typically commercial uses, and are mainly concentrated in the West
Riverfront district as well as along Ralston Creek and Gilbert Street.
The 2-3 level category is intended for areas that are desired to have
a more residential character, and are appropriate for townhomes
and single family detached structures. The Gilbert District, in
particular, is one location where this category applies, as the
buildings decrease in height as they transition into lower density
units in the Oak Grove residential neighborhood south of the
railroad. The 2-3 level category is also appropriate in the downtown
area, where new pedestal buildings would fit within the context of
the many historic structures that currently exist there.
Many of the proposed buildings within the plan are shown in the
4-6 level category, which is appropriate along Burlington Street,
and especially concentrated in the Central Crossings and South
Downtown districts. These buildings have a mixture of uses at the
ground level, with apartments or condos on the upper floors. These
buildings are well situated in the center of the plan and would
reinforce its pedestrian friendly intent.
The South Gilbert district is located within the flight path and
transition zone of the Iowa City Municipal Airport. These areas are
regulated by the FAA and provide vertical height limits. In response,
building heights will transition from 1-3 levels on the southern
end to 4-6 levels on the northern end of the Gilbert Street blocks.
Developers will need to work with the City to ensure that proposed
building heights meet FAA airport height regulations. The Park
District, which is north of the flight path and transition zone, can
support buildings in the range of 7-15 levels. These would rise from
lower rise residential pedestal buildings. These residential towers
would take full advantage of the riverfront park and views of the
Iowa River.
downtown and riverfront crossings plan106
1 2 3
4 5 6 7
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1. A two level mixed-use building on the corner with
ground floor commercial located in Longmont, CO2. A setback above 4 levels is located on this mixed-use
building in Portland, OR
3. Three level townhouses located in Denver, CO4. Traditional townhouses in Pasco, FL.5. A residential tower in Portland, OR.6. Smaller three level townhouse units are designed at the
base of a larger residential tower in Portland, OR
7. A three level mixed use building with ground floor
commercial and upper residential in Omaha, NE
8. Three and four level residential units front onto a
large parkway in St. Paul, MN9. A small box retail store with 2 levels on the corner in
Mashpee, MA
10. A residential tower with adjacent three level
townhouses in Omaha, NE
107
Frontages and Setbacks Guidelines for building setbacks
help to ensure the proper engagement between buildings and the
public realm. This will help to ensure that the interface between
buildings and the sidewalk is detailed appropriately and has the
proper feeling of enclosure and privacy. There are generally three
setback categories identified: 2-8’, 10-16’, and 10-20’. A 50’+
setback is proposed on South Riverside Drive to accomplish a slip
lane with parking.
Block frontages that are in the 2-8 foot category are meant to be
very urban, and are intended for an active street level. The range
within the category will allow for desired architectural articulation
of building façades, recessed doorways, outdoor plaza or cafe
spaces, public art features, or other pedestrian amenities. This
category will ensure that ground floor commercial spaces will
be properly designed to activate the street. Shopfronts should
be designed with a high percentage of glazing and prominent
pedestrian entrances at or near grade. Storefront windows should
be clear glass to allow views into building interiors.
Awnings or canopies are encouraged and should be allowed to
encroach into the public ROW a minimum distance to provide
pedestrians with shade and shelter from inclement weather, to
protect window displays from sun damage, and prevent excessive
glare that may obscure views to or from shop interiors.
Residential units will be designed with a 10-16 foot setback. This
setback will allow for landscaping and architectural treatments to
help give privacy to the ground floor unit. Stoop, porch, and terrace
encroachments will be allowed within the setback zone to allow for
an interface with the sidewalk. Lower density residential areas and
one story commercial areas are intended to fall within the 10-20
foot setback category.
Along Gilbert Street in the South Gilbert district, all frontages
should be built with shopfront features to encourage commercial
uses on the ground floor. However, as illustrated on the diagram,
the mid-block locations may also be suitable for live-work units
where a 10-16 foot residential setback would allow for additional
landscaping, outdoor seating, and/or other amenities attractive to
both residents and businesses located on the ground level.
downtown and riverfront crossings plan108
1 2 3
4 5 6 7
8 9 10
1. This canopy in Omaha, NE protects the entrance to the
ground-floor commercial use. 2. Formal, fenced-in outdoor seating helps to create a
vibrant sidewalk in Washington D.C.3. Townhouses with extended setback in Omaha, NE.4. Outdoor seating along this sidewalk provides interaction
with pedestrians in St. Louis, MO5. Mixed-use with variable setback in Keller, TX.
6. Townhouses setback from the sidewalk allow for a
stoop frontage in Atlanta, GA
7. In Seattle, WA residential units are setback to allow
for a privacy wall and small stoop frontage along the
sidewalk. 8. Larger setbacks for these residential units allow for
stoop frontage and landscaping in Southlake, TX9. Ground floor residential units share stoop entrances
and front onto a green space in Addison, TX
10. Storefronts with canopies protect window shoppers in
Seattle, WA
109
Parking and Access The type of parking and how it is accessed
should be addressed for proper development of the Riverfront
Crossings and Downtown districts. Entries to parking areas and
drive though lanes should be minimized from the street to ensure
a comfortable, pedestrian-oriented environment. Typically, the
more entries, the more unsafe and inconvenient an area becomes
for pedestrians. Parking should generally be located to the rear of
buildings on the interior of the lots and accessed through alleys.
Notable exceptions to this occur in the West Riverfront District and
the small box building along Gilbert Street.
The access to, and location of, utilities, loading docks, and
dumpsters should be located to the rear of buildings so as not to
detract from the pedestrian experience. On-street parking should
be provided where possible to activate the street and provide a
buffer for pedestrians. The general intent of the plan is to provide
enough parking within each district to accommodate its adjoining
uses.
On-street parking spaces are not included in the yield analysis,
but will supplement the parking spaces provided for each block.
Ultimately, the number of parking spaces will be determined by
the density of development, with higher density blocks requiring
structured and district parking solutions. Within the Downtown
district, existing structures are intended to be utilized in order to
satisfy the parking needs within the district.
downtown and riverfront crossings plan110
1. Parallel on-street parking is delineated by permeable
pavers in Washington D.C.2. Parking structure tucked behind liner buildings in
Southlake, TX.
3. In Madison, WI, the garage entry is accessed by an alley
located to the rear of residential buildings4. Parking for these townhouses in Kansas City, MO is
located to the rear of the buildings in attached garages
which are accessed via an alley
5. Mixed-use buildings in Falcon Heights, MN surround the
parking lot to conceal it from the street
1 2 3
4 5 6
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6. Surface parking lot accessed through a small break in
the street wall in Dubuque, IA7. Parking Garage with Retail Liner in Iowa City, IA.8. Parallel on-street parking helps to provide safety
for pedestrians and direct access to neighborhood
businesses in Portland, OR9. Angled parking in Sarasota, FL provides more on-street
spaces than parallel parking10. Surface parking lots should be designed with extensive
landscaping, as shown in Southlake, TX
111
Special Requirements The plan is designed to create a well
connected environment. Axial relationships help to reinforce the
public realm network and to provide areas of civic importance.
Vertical elements, such as buildings, statues, fountains, gateways,
or other public art should be designed to be located within
these areas. Individual buildings should be designed to respond
to key functional and aesthetic cues. Important corners should
receive special architectural features to respond to the increased
visibility. These features include façade enhancements, turrets,
and/or entrance embellishments. All buildings facing the street
must utilize quality materials and have a high level of detailing.
Buildings fronting onto key streets, corners, parks, plazas, and
other special spaces will have even higher standards than those in
other locations.
Terminated vistas with axial views to take advantage of include
the Old State Capitol Building in the Downtown district, an 1870’s
era mansion at Prentiss and Gilbert, the County Courthouse in
the South Downtown district, the Artist’s Mews within the Gilbert
district, and the historic Chicago, Rock Island and Pacific Railroad
Passenger Station within the Central Crossings District.
downtown and riverfront crossings plan112
1. An iconic sculpture is strategically placed within
greenspace in Kansas City, MO2. Special treatment is given to this mixed-use corner in
Austin, TX3. In Frisco, TX, the articulation of building mass helps to
give definition and visual interest to pedestrians
4. This fountain in Celebration, FL terminates the main
retail street5. Different materials and an articulated facade
emphasize this building in Portland, OR
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6. This corner is defined by taller building height and
variation of window size in Belmar, CO
7. Sidewalk vegetation frames the view corridor to the
Gateway Arch in St. Louis, MO8. This allée of trees help define the sidewalk and provide
shaded areas of seating in this park in Celebration, FL9. This parking garage in Cheyenne, WY uses façade
enhancements to replicate neighboring buildings and
define the public realm10. A corner retail store in Southlake, TX terminates a
main view and articulates the corner with enhanced
architecture.
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downtown and riverfront crossings plan114
115
next steps
Form Based Code Concurrently with the planning process, a
new form based code for the Riverfront Crossings District is being
drafted. This code will guide the transition of the study area into
the mixed-use, pedestrian-oriented district that is envisioned.
The code will be graphic in nature, and will prescribe standards
for building form, use, frontages and setbacks, and parking
placement. Its adoption should occur as soon as possible, and the
City should consider drafting a second form based code for the
Downtown District.
Detailed Traffic Study This study would conduct existing
traffic counts and assess future traffic growth, pass-by trips,
internal trip reduction, and transit usage. The study intersections
would be considered as part of a network of intersections in order
to assess traffic signal cycle lengths and coordination. Micro-
simulation analysis, in addition to Synchro, would help determine
design recommendations such as storage bay lengths. In order to
assess safety, crash analysis and bicycle/pedestrian traffic should
also be a part of any additional study.
Integrated Stormwater Master Plan This master plan
would incorporate ecological and engineering principles to
simultaneously address both water quantity and water quality,
with an emphasis on the consideration of the full water cycle;
infiltration-based techniques; multi-use landscape features;
including recreation and wildlife; and education and outreach
opportunities.
River/Creek Habitat Restoration Plan This plan should
examine both the Iowa River and Ralston Creek. It should focus
on the soft stabilization of river/stream banks, protecting water
quality, and restoring the riparian corridors with native species.
This plan should be integrated with the Integrated Stormwater
Master Plan.
Park Master Plan As the North Wastewater Treatment Plant
is relocated, a Park Master Plan should be created in order
to formalize the ideas created during the Sub-Area planning
process. This Park Master Plan would establish a more in-depth
development plan for the new regional park, creating construction
documents within a specified budget. All effort should be made to
incorporate the Integrated Stormwater Master Plan and the River/
Creek Habitat Restoration Plan with this new Park Master Plan.
Existing Business Placement As the Study Area transitions
from its current conditions to a more refined mixed-use,
pedestrian-oriented neighborhood, tools and strategies should be
developed to help existing businesses remain in the area or assist
them in finding new locations that better meet their business
goals.
Historic Preservation The Study Area has a number of historic
structures that are in need of preservation. As plans for the area
move forward, development incentives (such as density bonuses)
and policy options that encourage preservation, should be
implemented.
Parking Facilities Parking within the Study Area should be
based on a district approach. Shared parking, demand pricing,
and district parking structures can play a key role. As development
within the area begins to occur, key policy decisions relating
to parking management ad the provision of strategic parking
facilities will need to be addressed.
Streetscape Plan A streetscape plan will provide guidelines
for the creation of an inviting public realm that is consistent
throughout the entire Riverfront Crossings District. The use of
light fixtures, public seating, and landscaping are just a few of the
elements that will contribute to the Streetscape Plan for Riverfront
Crossings. The City invested extensively in Downtown streetscape
improvements approximately 15 years ago. Now is a good time to
review those improvements for updating.
Creation of an Urban Renewal District An Urban Renewal
District will allow the City the opportunity to utilize TIF and other
funding to use for public improvements and to support the
desired development throughout the district.
downtown and riverfront crossings plan116
117
appendix
downtown and riverfront crossings plan118
appendix a: auto-oriented uses
In Milwaukee, WI, this mixed-use gas station locates the convenience store on the ground oor with oce above.
On the periphery of pedestrian-oriented, mixed-use districts, it may be possible to have utilitarian type
uses. Where these auto-oriented uses, such as gas stations, drive-thru restaurants, pharmacies, and
banks are proposed, they will need to be designed in a pedestrian-oriented nature. Principal buildings
should meet setback and build-to requirements and have prominent street-side pedestrian entrances
with vehicular use areas properly designed and located behind buildings or along secondary
frontages. These types of enhancements maintain the desired aesthetic and pedestrian-orientation
of the area. In particular, these types of uses should not be located along frontages designated as
warranting enhanced façades or detract from important pedestrian routes or residential frontages.
Because access is important, they are often sited on corner lots.
The plan and photo here show examples of how gas stations can be contextually designed to front
onto the street and activate the corner. One potential location for a gas station in the Sub-Area is the
small box store site at the northeast corner of the intersection of Gilbert Street and Highland Avenue.
This site is highly visible and provides easy vehicular access. The ‘gas backwards’ concept shown
positions the pumps behind the convenience store, which fronts onto Gilbert Street and Highland
Avenue. Pedestrian access to the store is provided from both the street and the pumps. The concept
to the right shows a smaller retail box footprint with additional parking located to the east of the
building.
Pumps
Customer Entrances
Convenience
Store
Canopy
Google Maps