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HomeMy WebLinkAboutSouthwest District Plan Tracked Changes Hi-Res 2022-11-07 SOUTHWEST DISTRICT PLAN ADOPTED OCTOBER 8, 2002 AMENDED NOVEMBER 30, 2021 AMENDED XXXXXXXX XX, 2022 Department of Planning and Community Development 410 East Washington Street, Iowa City, Iowa 52240 SOUTHWEST DISTRICT PLAN ADOPTED OCTOBER 8, 2002 AMENDED NOVEMBER 30, 2021 AMENDED XXXXXXXX XX, 2022 Department of Planning and Community Development 410 East Washington Street, Iowa City, Iowa 52240 www.icgov.org City Council of Iowa City Ernest W. Lehman, Mayor Dee Vanderhoef, Mayor Pro Tem Connie Champion Steven Kanner Mike O'Donnell Irvin Pfab Ross Wilburn Iowa City Planning and Zoning Commission Ann Bovbjerg, Chair Dean Shannon, Vice Chair Jerry Hansen, Secretary Donald J. Anciaux, Jr. Benjamin Chait Ann Freerks Elizabeth Koppes Department of Planning and Community Development Karin Franklin, Director Jeff Davidson, Assistant Director Robert Miklo, Senior Planner Karen Howard, Associate Planner Shelley McCafferty, Associate Planner John Yapp, Associate Planner John Adam, Associate Planner Kay Irelan, Graphics Tech Erin Welsch, Intern Southwest District Plan 10/08/0210/19/22 1 INTRODUCTION The Iowa City Comprehensive Plan presents a vision for Iowa City, provides a strategy for realizing the vision, and sets policies for the growth and development of specific geographic areas of the city. Since the adoption of the Comprehensive Plan in 1997, and its update in 2013, the City has embarked on a series of District Planning efforts in order to provide vision and guidance for development that is more closely tailored to specific areas of the City. District plans are intended to promote patterns of land use, urban design, infrastructure, and services that encourage and contribute to the livability of Iowa City and its neighborhoods. District plans are advisory documents for directing and managing change over time. They serve as guides to decision-making, public deliberation, and investments. The Southwest District Plan establishes planning principles, goals and objectives that relate specifically to the history and existing conditions of specific areas within Southwest Iowa City. The plan addresses issues of housing, transportation, commercial development, public and neighborhood services, and parks, trails and open space. Since the Southwest Planning District includes older neighborhoods, new subdivisions, and also areas that have yet to be developed, it is difficult to establish specific goals and objectives that would apply to all areas of the district. Therefore, the plan divides the district into four subareas: the Roosevelt Subarea, the Willow Creek Subarea, the Weber Subarea, and the Rohret South Subarea. While there are basic planning principles that apply to the entire Southwest District, the plan highlights specific issues and corresponding goals and objectives for each of the four subareas and illustrates a vision for future land use on plan maps for each subarea. The planning principles, goals, and objectives within this plan are intended to be consistent with community-wide goals and policies that are embodied in the Iowa City Comprehensive Plan. Establishing sound planning principles and a vision for the future will benefit citizens living or working in the Southwest District as well as citizens in Iowa City as a whole. The Plan is divided into two sections: I. The Southwest District: Past and Present, which describes the location, history and existing conditions in the Southwest District; II. The Southwest District: Planning for the Future, which sets forth the planning principles, goals and objectives that will act as a framework on which to base future development decisions. This section includes a discussion of district-wide issues such as transportation and public infrastructure as well as more detailed guidelines for each of the four subareas in the district. Plan maps and concept plans in this section help to illustrate plan goals and objectives. Southwest District Plan 10/08/0211/07/22 2 Planning Process The Southwest District Plan is based on the input of many individuals, neighborhood groups, and other interested organizations. During the summer and fall of 2001, staff from the City's Department of Planning and Community Development collected background information about the area through historical research, interviews, and site visits. To kick off the public process, the City sent over 5,000 individual notices to invite area residents to a planning workshop on November 8, 2001. The workshop was also promoted through area schools, on the City's website and in the local newspaper. Over 200 citizens responded to this outreach effort and requested to be kept informed of the planning process as it unfolded. At the first workshop, participants used the background informat ion gathered by city staff to inform their own knowledge and experience as they worked to formulate a vision for the district. Approximately 100 citizens spent the evening examining issues relating to housing, commercial development, transportation, parks and open space, and discussed ways to make the district more livable over time. On February 5, 2002, citizens met at a second workshop to build on the work accomplished in November. Participants worked in small groups to develop more specific goals and objectives for the plan. It became apparent during the workshop process that more specific direction was needed for different geographical areas in the district. A plan for the development of new neighborhoods was needed for the outlying areas of the district, while existing zoning, traffic, and redevelopment issues are a priority for inner neighborhoods and commercial areas. In addition, specific recommendations were requested by the City Council for the area bounded by Miller Avenue, Benton Street, Harlocke Street, and Highway 1. This area was placed under a development moratorium to allow time to complete a planning study to determine the most appropriate zoning and land uses for the remaining undeveloped land. A Southwest District Plan 10/08/0211/07/22 3 smaller working group of citizens and planning staff was formed to help identify specific concerns and discuss possible scenarios for future development. The planning principles, plan maps, and concept plans contained in this document were developed from the public input gathered throughout the planning process. Citizens generated many of the specific policies and design concepts in the plan. A draft plan was presented to the public in July of 2002. The Planning and Zoning Commission reviewed and discussed the plan with citizens at several public hearings in August and September and forwarded their recommended draft to the City Council for review and adoption. The City Council discussed the Planning and Zoning Commission's recommended draft at a public hearing in September. After consideration of public comments, the City Council adopted the Southwest District Plan on October 8, 2002, making it an integral part of the City's Comprehensive Plan. In winter 2020, the City began a targeted update of the plan focused on background information and the Rohret South Subarea. The goal was to vision what future development may look utilizing form-based zones for greenfield sites in light of the planned wastewater service extension under Highway 218 in 2023. Public input was gained throughout the project timeline, including a public open house on September 1, 2022. The draft plan was posted in October 2022, after which the Planning and Zoning Commission reviewed and recommended XXXXX of the draft update at a public hearing in November. After considering public comments at a public hearing, City Council XXXXXX the Plan Update on XXXXX XXX, 2022. How Will the Southwest District Plan Be Used? The Southwest District Plan is intended to be a guide to development within the district for the next twenty to twenty-five years. As the City reviews subdivision and rezoning requests, the plan will be consulted to help ensure that new development fits into the surrounding neighborhoods. The City will refer to the Plan when setting funding priorities for public projects and services. Property owners, developers and others may also use the plan when making decisions regarding investment in the Southwest District. Continued citizen input will be important during the implementation of the plan. Private investment and neighborhood initiatives to enhance or improve housing and commercial areas and to protect valuable environmental and historic resources will be essential to the implementation of the Southwest District Plan. Southwest District Plan 10/08/0211/07/22 4 Southwest District Plan 10/08/0211/07/22 5 The Southwest District Past and Present  Location  History & Existing Conditions Southwest District Plan 10/08/0211/07/22 6 LOCATION The Southwest Planning District extends from the Iowa River west to the City’s western growth area limit. It is bounded on the north by Melrose Avenue and Grand Avenue and on the south by Iowa Highway 1. In the mid-1990's the City’s growth area limit was expanded westward to the future alignment of Highway 965, which will eventually skirt the eastern edge of the Iowa City Landfill. Southwest District Plan 10/08/0211/07/22 6 LOCATION The Southwest Planning District extends from the Iowa River west to the City’s western growth area limit. It is bounded on the north by Melrose Avenue and Grand Avenue and on the south by Iowa Highway 1. In the mid-1990's the City’s growth area limit was expanded westward to the future alignment of Highway 965, which will eventually skirt the eastern edge of the Iowa City Landfill. The growth area limit was further expanded in 2021 to account for new anticipated growth, which added just over 712 acres of land in the western and southern portions of the Southwest Planning District. Southwest District Plan 10/08/0211/07/22 7 (insert Current Land Use Map Here) Southwest District Plan 10/08/0211/07/22 7 Southwest District Plan 10/08/0211/07/22 8 Southwest District Plan 11/07/2210/08/02 9 HISTORY AND EXISTING CONDITIONS The Southwest District consists primarily of residential development, although it also contains important commercial areas along Riverside Drive, Highway 1 and Mormon Trek Boulevard. The residential neighborhoods and commercial areas are linked to the rest of Iowa City by a network of arterial streets and regional trails, including Melrose Avenue, Benton Street, Rohret Road, Mormon Trek Boulevard, Riverside Drive, the Willow Creek Trail, and the Iowa River Corridor Trail. Along Melrose Avenue the District abuts University Heights, which is incorporated as a separate city. The land use map on the previous page is provided as a reference. It indicates the various land uses in existence at the time this plan was updated in August 2022. Land uses remain similar to when the plan was originally drafted in June 2002developed. Housing The map on the following page illustrates the existing development pattern in the Southwest District. As one can see from this map, the residential uses in the District range from low-density single-family homes to high-density apartments in areas along the north side of Benton Street and along Mormon Trek Boulevard. While the area located east of Highway 218 is nearly completely developed, the area west of the highway contains low-density single-family subdivisions bordering large areas of agricultural land. While much of the land south of Rohret Road and west of Highway 218 is still used as farmland, vestiges of early country living still remain in the eastern part of the district along Melrose Avenue and Benton Street. The earliest-known house of record is at 817 Melrose Avenue. Two blocks east is the Billingsley-Hills-Widness house at 629 Melrose Avenue, which was originally a 34-acre country estate. Constructed in 1870, this Italianate structure is one of three former estates on Melrose Avenue listed on the National Register of Historic Places. The other two houses are the Cannon-Gay and Pratt-Soper houses at 320 and 503 Melrose Avenue, respectively. Pratt –Soper House A Mix of Housing Southwest District Plan 11/07/2210/08/02 10 There are also a number of historic houses on Benton Street, including the Williams- Unash house located just east of Roosevelt School at 602 W. Benton Street, and the Cyrus S. Ranck house at 747 W. Benton Street, which was recently designated an Iowa City Landmark. Built at the turn of the century, the house was originally surrounded by a 22-acre orchard. The current owners continue to maintain a large part of this property as natural woodland. The vacant property across from the school was once occupied by another historic brick structure, the William Butterbaugh house, which was built in 1884 on a 160 -acre farm. Behind the house were several barns and other farm structures. In 1925 Charles W. Ruppert, Sr. purchased the property and rented it to William Sanger who operated a dairy farm at this location. The Rupperts still own portions of the original farm, however the house was abandoned and eventually demolished. It is now developed and includes the Prairie Hill Co-Housing project and a new public parkThe Ruppert property is one of the few large, undeveloped tracts remaining in the eastern part of the District. The earliest subdivisions within the Southwest District were developed between 1921 and 1924 in the area south of Melrose Avenue and north of the former Rock Island Railroad and Myrtle Avenue. These included Melrose Place, Circle and Court, as well as Brookland Place, Brookland Park, and Triangle Place. This neighborhood has narrow streets, and a wooded, rugged character that makes it intimate and distinct. Another early subdivision occurred along Miller and Hudson Avenues south of Benton Street. Many of the homes along these streets were built as a part of the Baily and Beck Addition, which was platted in 1927. Much of the area along Benton and Orchard Streets was platted in the late 1940s. A World War II aviation manufacturer constructed the small ran ch-style homes along Douglas Street and Douglas Court, which was platted in 1954. Further development in the 1950s took place between Myrtle Avenue and the Iowa Interstate Railway (formerly the Rock Island Railway). Others areas south of Melrose Avenue and north of Highway 1 continued to develop through the 1970s in a rather ad hoc manner. Another factor in the development of Southwest Iowa City was an increasing need to house university students. The University expanded its west side dormitory space with the construction of Rienow Hall and Slater Hall in the late 1960s. In addition, a number of apartment blocks were developed among the small subdivisions. The Seville, Carriage Hill and Benton Manor apartment complexes were constructed at the top of the Benton Street Hill. Apartment complexes were constructed around “University Lake” between University Heights to the north and Douglas Court Southwest District Plan 11/07/2210/08/02 11 1960s-era single-family neighborhoods to the south. Additional apartment blocks were built along Oakcrest Street. Larger subdivisions in the Southwest District were not platted until after the 1960s. From the late 60s through the 70s, most of the area south of Benton Street and east of Willow Creek Park was platted and built. The subdivisions west of Willow Creek Park were all platted in the last two decades of the twentieth century. In the western portion of the Southwest District, development is occurring primarily in the area north of Rohret Road. The Galway Hills subdivision continues to was developed north of near the intersection of Highway 218 and Melrose Avenue. A new retirement community was recently constructed in this vicinity, directly adjacent to West High School. West of Highway 218, Wild Prairie Estates and Country Club Estates continue their build-out near Weber Elementary School. Urban development is not likeslowly to expanded very quickly south of Rohret Road due to the difficulty in providing sanitary sewer service. Many of theSome homes in this area are located outside the city limits in Johnson County. These residences have private wells and their own septic systems. Since this plan was original adopted in 2002, the Southwest District experienced additional development. Almost all land east of Highway 218 is now built out, and areas near the Iowa River and University have seen significant redevelopment following adoption of the Riverfront Crossings Form-Based Code in 2013. West of Highway 218 and north of Rohret Road, Country Club Estates and Wild Prairie Estates continued to grow, and additional development is expected in the Rohret South Subarea following the planned extension of sewer service under Highway 218 in 2023. Public Institutions The Southwest District is home to a number of public institutions that serve the community. These institutions are markers of the district’s individuality. Not only do they serve the citizens of the Southwest District, but they also bring people from other areas of the city to the district. The University of Iowa has a significant presence in the northeast part of the district, including the Boyd Law Building overlooking the Iowa River, several parking lots, and scattered properties along Melrose Avenue used as rental property and child daycare. In addition, the University influences development in the Southwest District because it owns much of the property directly north of the District, including the University of Iowa Hospitals and Clinics, the Colleges of Medicine, Pharmacy, Dentistry, and Nursing, the university's athletic facilities, and several dormitories. The Iowa City Community School District has a number of schools in southwest Iowa City. Both Roosevelt and Horn elementary school is are located along Benton Street. Southwest District Plan 11/07/2210/08/02 12 Roosevelt elementary school was also on Benton Street until 2012, after which it was converted into an education center and was subsequently decommissioned in 2019. West High School has a large campus along Melrose Avenue and Weber Elementary School is located in the western part of the district along Rohret Road. These schools serve both educational and community purposes and are often a gathering place for people in the surrounding neighborhoods. One of the Southwest District’s largest undeveloped properties is owned by Johnson County and was formerly the site of an important public institution. Located on Melrose Avenue near Slothower Road, the Johnson County Historic Poor Farm provided care to those who were unable to care for themselves, including both the indigent and the mentally disabled, from the 1850s until the 1960s. The intent was for the farm to be partially self- supporting. From its earliest days, farming was an important part of its operations. Residents of the historic poor farm were expected to do what farm chores they could manage in order to compensate the county for their care. In 1964, a newer facility was built on the site. Chatham Oaks, a privately run institution for persons wit h mental illness, is currently housed in this building. Johnson County continues to own and maintain the property and leases the remaining farmland to a local farmer. In 1977, the remaining wing of the original 1859 asylum building was listed on the National Register of Historic Places. This structure was restored by the County and opened to the public in 1990. In addition to the historic asylum building, a number of early farm buildings and the Historic Poor Farm cemetery are notable features of the site. Since a master planning effort in 2016, the County has hosted the Land Access Program which leases plots for small farming operations and has also leased space to various nonprofits including GROW: Johnson County, which grows and donates foods to local pantries, and the Iowa Global Food Project, which provides garden spaces for immigrant communities to grow their native foods. Weber Elementary Johnson County Historic Poor Farm Southwest District Plan 11/07/2210/08/02 13 Transportation Melrose Avenue, Benton Street, Highway 1, Riverside Drive, Mormon Trek Boulevard and Rohret Road form the backbone of the transportation network in the Southwest District. These arterial streets serve two important functions, to provide travel routes for vehicles, bicyclists and pedestrians through and to different parts of the community, and to provide access to adjacent properties via collector and local streets. Highway 218, which cuts diagonally through the district, also provides access to the southwest portion of Iowa City, although its primary function is to serve motorists travelling through the metropolitan area. Many of these streets were also important in the early development of the district. Melrose Avenue was once called Snooks Grove Road and known popularly as the Poor Farm Road. Snooks Grove was a settlement located on Bear Creek in Poweshiek County. The residents of Snooks Grove Road eventually rebelled and it was renamed Melrose Avenue. This name became the basis for the naming of Melrose Place, Melrose Circle and Melrose Court. However, the origin of “Melrose” is not known. The topography in certain areas along Benton Street is quite steep. For years, what is now referred to as the Benton Street Hill was called Ranck Hill. The steep hill has always been difficult in the winter months. Irving Weber notes accounts of Roosevelt schoolteachers having to “gun” their engines and push their vehicles to reach the school. To the children living in the area, however, the hill was a popular location for sledding until 1952, when the City paved it. Rohret Road was named for Bavarian immigrant Wolfgang Rohret. He, his wife Katrina, and four sons had staked out a claim along Old Man’s Creek in 1840. Wolfgang and his sons traveled the early road daily to and from Iowa City and their employment as construction workers on the new state capitol building. The Rohret sons were later hired by Lyman Dillon to plow the 100-mile-long Dillon’s Furrow between Iowa City and Dubuque. In 1856, Iowa City was the westernmost stop for the railroad. During that year, five parties of Mormon converts from England, Scotland, Wales, Norway, and Denmark passed through Iowa City on their trek to Salt Lake City, Utah, which they believed to be the promised land. The first party arrived in May and they spent four weeks at a camp along Clear Creek. While encamped, they built handcarts for hauling their belongings on the continuation of their journey. By the end of July, the last party left The sledding hill on Benton Street Southwest District Plan 11/07/2210/08/02 14 Iowa City for Utah with their handcarts in tow. Because of the late start, however, they encountered severe winter weather, and between 135 and 150 died en route. Legend has it that five Mormon graves are located near their Iowa City camp, but none have yet been discovered. The Mormon Handcart Park and Trail commemorate this camp and Mormon Trek Boulevard was named in honor of their journey. The decision in the late 1970s to construct Highway 218 as a diagonally-routed, limited-access highway through southwestern Iowa City has had, and will continue to have, a major influence on development in this part of the city. Highway 218 forms part of what will eventually be the “Avenue of the Saints,” an expressway between Saint Paul, Minnesota and Saint Louis, Missouri. While providing an important transportation route, Highway 218 is a substantial barrier separating the neighborhoods southwest of it from the rest of Iowa City. Melrose Avenue, Rohret Road, and Highway 1 are the only streets that bridge across the highway. Integrating and connecting the neighborhoods west of Highway 218 to the rest of the community will remain a challenge as the City develops westward. Trail connections under the roadbed may help to integrate new neighborhoods into the community and provide connections to important destinations, such as West High School, on the east side of the highway. Additional north-south street connections between Melrose Avenue, Rohret Road and Highway 1 will improve traffic circulation within the area and will help to connect these westernmost neighborhoods with neighborhoods east of the highway. Improvements to Melrose Avenue, Mormon Trek Boulevard, and Rohret Road in the past decade have improved the capacity of the arterial street system in western Io wa City. While there is some congestion on portions of Benton Street and Mormon Trek Boulevard near the University of Iowa campus during peak hours, level of service is generally adequate. However, there are still opportunities to better control access to improve safetyinsufficient capacity and poor access control along streets such as Benton east of Sunset Street and along portions of Riverside Drive contribute to congestion, delay, and accidents. As development continues west of Mormon Trek Boulevard and along Highway 1, the demands on the arterial street system will increase. High vehicle speeds have been reported along long curvilinear streets near West High and in Southwest Estates, especially on streets like Lakeshore Drive and Duck Creek Drive. As a result, plans to connect Edingale Drive to Highway 1 have been met with some concern. As the property at 1160 Highway 1 West redevelops, attention must be Mormon Trek Boulevard Southwest District Plan 11/07/2210/08/02 15 given to traffic calming and connectivity to Horn Elementary, West High, and the University. Commercial Development The Southwest District contains extensive commercial development along Highway 1 and on Riverside Drive. Much of this development is in the form of commercial strips. Larger businesses line the Highway 1 corridor and provide goods and services to the greater Iowa City area. South Riverside Drive is composed of smaller commercial lots with many individual access drives off of the roadway, making it seem busier and more congested. The Riverside Drive commercial area has a long history and is in many ways the very model of post- World War II commercial strip development. The area was annexed in the 1920s and remained mostly residential for the next couple of decades. Following the war, households began moving out and businesses began moving in, finally outnumbering homes by 1959 and reaching saturation around 1970. Contributing to this was Riverside’s changing transportation role over the years. It served as the converged route of State Highway 1 and U.S. Highways 6 and 218 and as the southern entryway into Iowa City. This made it an attractive place to locate filling stations and other auto-service uses and auto-oriented uses, such as fast-food restaurants. The growth of residential neighborhoods in areas to the west, the expansion of commercial uses along Highway 1 West and Highway 6 East, and the reorientation of Highway 218 far to the west in the 1980s effectively displaced Riverside Drive from its former entryway role. Since the adoption of the Riverfront Crossings Master Plan in 2013, several redevelopment projects have occurred on Riverside Drive which have improved the appearance and functionality of the street, provided additional commercial amenities, and new added residents along the corridor. Riverside Drive Southwest District Plan 11/07/2210/08/02 16 The Southwest District also contains a smaller neighborhood commercial area called Walden Square. This compact shopping center is located on Mormon Trek Boulevard near its intersection with Benton Street. Walden Square includes a neighborhood grocery store, several retail shops and restaurants, and a credit union. Unlike commercial development along Highway 1 and Riverside Drive, which relies primarily on attracting drive-by customers from the entire Iowa City area, the primary focus at Walden Square is to provide for the everyday shopping needs of the surrounding neighborhoods. While parking spaces are prevalent at Walden Square, neighborhood residents can also ride their bikes or walk to these shops via the Willow Creek Trail, which runs adjacent to this development. In addition, the Southwest District has seen significant commercial development at the intersection of Highway 1 and Highway 218. These developments, which are primarily large commercial uses including car lots and home and garden stores, were driven by the extension of Mormon Trek Boulevard from Highway 1 to South Riverside Drive. Parks and Open Space The Southwest District contains a number of regional and neighborhood parks. Willow Creek Park and Kiwanis Park together provide a large regional park facility that not only serves the surrounding neighborhoods on the west side of the City, but also attracts users from other parts of town. The Iowa River Corridor Trail skirts the eastern boundary of the district. The newly developed Ned Ashton Park, located at the corner of Benton Street and Riverside Drive, provides a neighborhood access point and resting area for the Iowa River Corridor Trail. Brookland Park, at the intersection of Greenwood Drive and the Iowa Interstate Railway, provides both active and passive recreational opportunities for the surrounding Melrose and Miller - Orchard neighborhoods. The City has recently acquired property along Benton Street Hill Park across from the former Roosevelt Elementary to was developed into a small park with play equipment and a shelter. Discussions continue as to how this park might best be developed to serve the surrounding residents. Tower Court Park is a small pocket park that is enjoyed by residents living along Tower Court and Oakcrest Street. Similarly, Harlocke Hill Park, acquired in 2004, is a small park serving its Iowa River Corridor Trail Walden Square Southwest District Plan 11/07/2210/08/02 17 neighborhood at the junction of Harlocke Place and Harlocke Street. Villa Park, located west of University Heights, contains both active and passive areas and also doubles as a stormwater detention facility. Hunters Run Park serves the westernmost neighborhoods of the district. It is located west of Highway 218 along Duck Creek Drive. While this park consists largely of natural areas with trails, improvements have recently been made to provide more active park space. Southwest District Plan 11/07/2210/08/02 18 The Southwest District Planning for the Future  Planning Principles  Transportation  Public Services and Facilities  Southwest District Subareas • Roosevelt Subarea • Willow Creek Subarea • Weber Subarea • Rohret South Subarea Southwest District Plan 11/07/2210/08/02 19 PLANNING PRINCIPLES During the planning process, citizens discussed what was most valued in the Southwest District and those aspects that could use improvement. They also discussed principles that should be followed as new neighborhoods are developed in the future. Many of the specific ideas, concepts, and goals generated at the citizen planning workshops are included in the remaining sections of the plan. These principles also mirror those in the IC2030 Comprehensive Plan. The following citizen-generated principles provide the underlying framework for the plan: • Citizens stressed the importance of providing a diversity of housing in the District, including homes for first time buyers, mid-sized homes, estate-style homes, townhouses, condominiums and apartments. The appropriate design and mix of housing types is important to the creation of livable neighborhoods. • Citizens emphasized the importance of preserving and stabilizing close-in, diverse neighborhoods. Citizens expressed a desire for better enforcement of existing zoning and nuisance laws and a re-examination of existing zoning patterns in the older parts of the District. There is also concern about the encroachment of university uses into the neighborhoods south of Melrose Avenue. • Design issues are important to citizens. There was a desire expressed to establish design standards for higher density uses so that these uses would be well integrated into existing and future neighborhoods. Variety in building design is a desirable goal. Monotonous repetition of the same building along a street frontage or in a neighborhood should be discouraged. Citizens emphasized that buildings should be designed to be sensitive to the environment, the topography, and the surrounding development. • Citizens feel it is important to design new neighborhoods around a focal point such as a neighborhood commercial district, community center or park. The Carson Lake concept planFuture Land Use Map was developed with this principle in mind. • Citizens want to prevent sprawl and preserve the rural character of the far western and southern portions of the district. Although these areas are not likely to remain permanently in farm use, the plan encourages orderly growth. Urban densities should not occur until public facilities are in place and until areas adjacent to existing urban development are built out. • A safe, efficient network of streets is important to neighborhood residents. Emphasis should be placed on designing street networks that prevent cut-through traffic on local streets and provide safe travel routes for bicyclists and pedestrians. • Citizens emphasized the importance of providing good access to public transit. Expansion of transit service should be considered in areas where higher densities develop. • Trails, wide sidewalks, and bicycle lanes are viewed as important transportation links to neighborhood destinations. • With regard to parks, open space and trails, there is overwhelming support for creating an interconnected system of neighborhood and regional parks throughout the district. • Citizens expressed support for attractive, well-designed commercial areas that serve the daily needs of the surrounding residents. Design, accessibility, and types of commercial uses were important topics discussed at the workshops. Southwest District Plan 11/07/2210/08/02 20 TRANSPORTATION The transportation system in the Southwest District includes arterial streets, trails and wide sidewalks, and public transit. More detailed information about neighborhood transportation issues is included in the subarea sections below. Arterial Streets The only new arterial street corridor planned for within the Southwest District is the future extension of Highway 965 from Highway 6 to Melrose Avenue, and eventually to Highway 1. North of Melrose Avenue, the Highway 965 corridor will be located along the Hurt Road alignment and along the east side of the Iowa City Landfill south of Melrose Avenue. Highway 965 will not only provide an additional north -south link between Iowa City and Coralville, it will create an additional link in the regional arterial street system by connecting Highway 1 in Iowa City to Highway 6 in Coralville and beyond to North Liberty. While it’s identified as a project in the most recent Long Range Transportation Plan, tThe extension of Highway 965 through the district is not expected to receive funding through at least 2045identified as a long-range project, 20 to 25 years in the future. Other planned arterial street extensions that will affected traffic patterns in the Southwest District included the extension of Mormon Trek Boulevard from Highway 1 through the South Central Planning District to Riverside Drive, and Camp Cardinal Road Boulevard from Melrose Avenue north to Highway 6 in Coralville. The extension of Mormon Trek Boulevard to Riverside Drive in 2008 will created an additional east-west arterial street link, and traffic forecasts have shown it will likely result in a reduction in traffic on Benton Street. The extension of Camp Cardinal Road Boulevard between Melrose Avenue and Highway 6 in 2007 will created an additional north-south link between Iowa City and Coralville and will help reduce dependence on Mormon Trek Boulevard and Highway 218 for north-south traffic. The construction and improvements to these roads facilitated additional growth in the area. The City has also recently converted some 4 -lane roads into 3-lane roads, including much of Mormon Trek Boulevard. New traffic counts are not yet available to show the impact of these changes due to the onset of the COVID-19 pandemic which substantially reduced traffic from 2020 to 2021. For existing arterial streets, segments of Benton Street, Highways 1 and 6, and Riverside Drive have been identified as needing improvement. Sidewalk gaps and Sidewalk gaps along Riverside Drive Southwest District Plan 11/07/2210/08/02 21 inadequate bicycle facilities make the area less safe for pedestrians and bicyclists. In addition, poor access control can be improved,contributes to the higher-than-average collision rates especially along these streetsBenton Street and Riverside Drive. As opportunities arise through redevelopment projects, a concerted effort should be made to fill in the sidewalk gaps, consolidate driveways and/or shift the location of driveways to safer locations. In the case of Highways 1 West/6 East, significant pedestrian improvements are needed near the intersection of Riverside Drive and on the bridge over the Iowa River. While the addition of vehicle travel lanes is not currently being contemplated, both Benton Street and Riverside Drive will periodically be evaluated for improved turning lanes, bicycle facilities, and traffic control. Traffic control devices, such as traffic signals or signs, may be warranted if they improve safety and/or traffic flow without having a negative impact on other neighborhood streets. Because traffic control devices have the potential to increase the collision rate and/or increase traffic on surrounding streets, a traffic engineering study needs to be completed before additional traffic control is added to an intersection. Public Transit As a result of the City’s major transit study and overhaul of the bus lines in 2021, tThe Southwest District is now served by a number of Iowa City transit routes, including the 8 – Oakcrest, Westwinds, Plaen View, Westport, and 10 – West Side Loop Iowa City, and 12 – Highway 1 routes. The University of Iowa’s CAMBUS provides service to the Hawkeye Park commuter lot and the University of Iowa Campus. The 8 – Oakcrest route serves Melrose Avenue, Sunset Street, and the residential areas along Oakcrest and Benton Streets with headways of 15 minutes during peak hours, 30 minutes during off-peak hours, and 60 minutes on Saturday. The 10 – West Iowa Cityport Route focuses directly serves residential, commercial, and institutional areas along Melrose Avenue, Mormon Trek Boulevard, and Rohret Road with headways of 30 minutes on weekdays and 60 minutes on Saturday. The 12 – Highway 1 serves Riverside Drive/Highway 6, the Highway 1 commercial area, Sunset Boulevard, Benton Street, and on the commercial/employment corridors along Riverside Drive and Highway 1 Westareas . The other routes provide general coverage to the predominately residential areas of the Southwest District, including the commercial nodes along on Mormon Trek Boulevard north of Benton Street with headways of 30 minutes during peak hours and Saturdays, and 60 minutes during off-peak hoursand the University of Iowa’s Health Sciences Campus. Each of these routes terminates at the Downtown Transit Interchange in Iowa City., and tTransfers between routes can be made wherever routes overlap. As growth occurs in the Southwest District Plan 11/07/2210/08/02 22 Southwest District west of Highway 218 and south of Rohret Road, additional changes to transit service may occur. Most of the transit routes operate on a standard schedule, with buses every half hour during the three-hour morning and afternoon peak periods, and every hour the remainder of the day. The Westside Loop route is unique in that it operates only when public schools are open, and provides service to West High School and downtown Iowa City with one route in the morning and one route in the a fternoon to serve high school students. Currently there are no plans to alter any of these routes, as they are designed to give general coverage to the area where there is sufficient existing demand for transit service. The extension of transit service will be evaluated as the population increases west of Highway 218. Bicycle and Pedestrian Facilities Pedestrian trails within the city are used both for recreation and as transportation routes. Three two regional major trails in serve the Southwest District: include the Iowa River Corridor (IRC) Trail, the Highway 1 Trail, and the Willow Creek Trail. The IRC Trail, Iowa City’s longest at six is part of a regional trail system that extends more than 12 miles, currently extends from Terry Trueblood Recreation Area to Benton Street on the west side of the Iowa River, where it crosses to the east side and continues south to Napoleon Parkthe Macbride Nature Area. Future plans include will extending the IRC Trail along the west side of the river from Benton Street south to Sturgis Ferry ParkMcCollister Boulevard. The Highway 1 Trail runs from Orchard Street to Mormon Trek Boulevard, where it connects with a side path that extends north to Coralville. A short on-street connection from the Highway 1 Trail links to tThe Willow Creek Trail, continues on through Kiwanis Park, Willow Creek Park, Walden Square shopping area, and on currently provides access to West High School, Walden Square commercial area, Willow Creek Park and Kiwanis Park, and the neighborhoods west of Sunset Street . Future plans include extending the Willow Creek Trail under Highway 218 to Hunters Run Park and the County Historic Poor Farm property, and eventually to Melrose Avenue. A side path is also provided along Rohret Road. To the south, the Willow Creek Trail is planned to pedestrians can cross under Highway 1 or at a signalized intersection to which connects to the commercial properties on the south side of Highway 1. Ultimately, the Willow Creek Trail is planned to generally follow Willow Creek to the Iowa River where it will connect to the IRC Trail in the vicinity of Napoleon Park. Iowa River Corridor Trail Southwest District Plan 11/07/2210/08/02 23 Bike lanes are provided on Mormon Trek Boulevard and Rohret Road. Iowa City’s Bicycle Master Plan calls for bike lanes and/or sidepaths on the following Streets: Benton and Sunset Streets; west of University Heights on Melrose Avenue; and south of Highway 1 on Mormon Trek Boulevard. Wide sidewalks within arterial street corridors enhance the pedestrian/bicycle network and are used to help connect neighborhoods to the trail system. An important objective of the plan is to continue filling in the existing gaps in the sidewalk network in the district, as well as expanding connectivity throughout the pedestrian and bicycle network. As arterial streets in southwest Iowa City are reconstructed, it will be important to continue adding features such as wide sidewalks, bike lanes or wide travel lanes for bicyclists, and pedestrian-friendly bridges and underpasses. While many gains have been made since 2002 including trails and crossings along Highway 1, the City should continue to Pprioritizes should be given to the following pedestrian facility improvements: • Fill in the gaps and improve the sidewalks along Riverside Drive; • Fill in the gaps and improve in the sidewalk network along Benton Street; • Widen the sidewalks on one side of Benton Street where possible; • As the district continues to develop, evaluate the need fo r new or improved pedestrian crossings; • Construct wide sidewalks or trails along Highway 1 in order to create pedestrian/bicycle access to the Highway 1 commercial properties. • As Provide pedestrian and bicycle routes that improve connectivity, especially in well-travelled areas such as near the University of Iowa campusfacilities are added to the Highway 1 corridor, pedestrian crossings will need to be established. Opportunities for pedestrian crossings exist at the signalized intersections. A pedestrian underpass of Highway 1 can potentially be constructed using a culvert originally built for overflow from Willow Creek. • Provide pedestrian facilities on the Highway 6 bridge across the Iowa River and at the intersection of Highway 1/Highway 6 and Riverside Drive. Rohret Road Pedestrian Overpass Southwest District Plan 11/07/2210/08/02 24 Southwest District Plan 11/07/2210/08/02 25 PUBLIC SERVICES AND FACILITIES Fire Protection The Iowa City Fire Department provides fire protection to the Southwest District. Fire Station No. 2, located at 301 Emerald Street, provides primary response to the District. Secondary response is provided by Fire Station No. 1, located downtown at the Iowa City Civic Center. First response times for the developed properties in the District average between four and eight minutes. However, response times for properties located on the periphery of the Southwest District can exceed eight minutes. As the Southwest District continues to develop westward, it is likely that response times will increase. To help keep response times low, it may will be necessary to secure land to relocate develop a new Fire Station No. 2 farther southwest so that it is nearer to the geographic center of on the far west side of the city. Arterial street continuity and secondary access are important to ensure adequate fire and emergency protection. A location on Rohret Roada primary street with good access to the area would be appropriate. Sanitary Sewer Service Sanitary sewer is essential for development within Iowa City. Without public sewer service, development is limited to one house per acre. In such situations a private septic system is required and is controlled by the Johnson County Health Department. Because it greatly increases the allowable intensity of development, the construction of a sewer line can have as much influence on development as zoning laws. Sanitary sewer service in the Southwest District is provided by a series of major interceptor/trunk sewer lines and the lateral sewer lines which feed into them. Interceptor and trunk sewers are large pipes that provide service to an entire drainage basin and are usually constructed by the City. The City has a standing policy of recouping the cost of trunkline construction by collecting “tap-on” fees from developments that later hook into the sewer. In the Southwest District, the primary sewers are the Westside Trunk, Willow Creek Interceptor, and Southwest Trunk. Lateral sewer lines are smaller sewers that feed into trunk and interceptor sewers. Individual houses and buildings have service lines that hook into the lateral sewer lines. All of the city’s sewer lines flow to one of the City’s two wastewater treatment plants. The North Wastewater Treatment Plant is located adjacent to the Iowa River north of Highway 6. The South Wastewater Treatment Plant is located to the north of Fire Station No. 2 Fire Station #2 Southwest District Plan 11/07/2210/08/02 26 Napoleon Street on the far south side of the city. Thiese two plants treats raw sewage according to Federal and State requirements so that the treated wastewater can be released into the Iowa River. All of the existing developments in the Southwest District are adequately served by the existing sanitary sewer system. There are properties in the southern portion of the Country Club Estates area Rohret Road and west of Highway 218 that cannot be further developed until the Abbey Lane Trunk Sewer is extended to the west side of Highway 218or a lift station is built to pump sewage to the Westside Trunk. Until theise improvements are is made, there will be no further expansion in this part of the subdivisioncity. Development in the area west of Slothower Road can utilize the landfill lift station to pump sewage to the Westside Trunk as a temporary measure until additional trunk lines, a lift station, and the Abbey Lane Trunk sewer are constructed to serve the larger growth area south of Rohret Road. The provision of sewer service to the area south of Rohret Road and west of Highway 218 will require the Abbey Lane Trunk Sewer to be extended under Highway 218 and, for the far westerly portions of the growth area, the construction of a lift station. The Abbey Lane Trunk Sewer is scheduled to be extended in 2023.Due to the high cost of this project, it is not likely to occur in the near future. As the other areas of the Southwest District become more fully developed, the cost of this sewer project may be justified to open additional land for urban growth. Until that time, agricultural uses will continue to predominate in this area. Water Service As development occurs, water lines are extended from adjacent subdivisions to serve areas of new growth. Individual developers are responsible for installing water mains within their subdivisions. Developers are also charged a water main extension fee that is applied to their share of the cost of building the city-wide distribution system. The City installed water main along Slothower Road from Melrose Avenue to the water main in the Country Club Estates Additions. The water main in the Country Club Estates Additions extends to the water main in Rohret Road and creates a looped system that recently constructed a water storage tank in the Slothower Road vicinity to improves the resilience of the water supply system pressure on the far west side of the city. For the same reason, it will be necessary in the near future to loop the existing dead-end mains along Highway 1 and located along Rohret Road and Melrose Avenue. Solid Waste The Iowa City Landfill and Recycling Center abuts the western boundary of the Southwest District and is directly west of the proposed future alignment of Highway 965. The landfill has been in use since 1972, serving all of Johnson County and the communities of Riverside and Kalona in Washington County. The landfill has an estimated site life of 25 to 30 to 35 years. The current cell 200-acre site has about Southwest District Plan 11/07/2210/08/02 27 1300 out of 411 acres buried in refuse mainly on the eastern portion of the property. These 100 acres have Much of this area has been capped and grass has been planted to stabilize the banks. The landfill owns two additional 40-acre properties to on the west of the site and plans are to continue purchasing land surrounding the landfill to the west, north and south in order to add capacity and to created a buffer between the landfill and any future developmentsurrounding properties. Portions of the buffer area could be used for recreation and the landfill itself could be used for recreational purposes in the distant future. Besides landfilling operations, the City manages multiple recycling programs and a commercial compost facility at this site. Southwest District Plan 11/07/2210/08/02 28 SOUTHWEST DISTRICT SUBAREAS The following sections of the plan refer to the four subareas illustrated on the map above. The goals and objectives for each of these areas are highlighted in the text and illustrated on a conceptual plan maps. These plan maps are color-coded to indicate the types of land use or types of development intended for specific areas. In addition, future road extensions and possible new street configurations are illustrated using dashed lines. The red lines on the plan maps indicate existing and future trails and wide sidewalks. Southwest District Plan 10/08/0211/07/22 24 SOUTHWEST DISTRICT SUBAREAS The following sections of the plan refer to the four subareas illustrated on the map above. The goals and objectives for each of these areas are highlighted in the text and illustrated on a conceptual plan maps. These plan maps are color-coded to indicate the types of land use or types of development intended for specific areas. In addition, future road extensions and possible new street configurations are illus trated using dashed lines. The red lines on the plan maps indicate existing and future trails and wide sidewalks. Southwest District Plan 10/08/0211/07/22 51 ROHRET SOUTH SUBAREA The Rohret South Subarea extends west from Highway 218 and south from Rohret Road to the City's growth area limit. The vast majority Most of the land in this subarea is currently outside Iowa City's corporate limits and is used primarily for agriculture. The non-farm uses in the area can be characterized as large -lot semi- rural homes. These homes are located primarily along the south side of Rohret Road, along Kitty Lee Road, and in the Rohret Court and Kessler Road area, and in scattered locations. Topographically, the eastern portion much of the subarea consists of rolling hills with some flatter areas along the hills’ crests. The lLand in the northeast portion of the subarea generally drains into the east and there are Middle Branch Willow Creek which flows east through two primary, semi-wooded drainageways leading to a low area directly west of Highway 218. As In the southeast portion of the subarea, the watershed drains south. West of Maier Avenue, water sheds west and then south to Old Man’s Creek. The topography provides scenic vistas for the area but also creates infrastructure challengesland stretches to the western limits of City's growth area, the hills and drainageways are less pronounced. Public Services and Facilities In order tTo develop at urban densities, city services such as sewer and water will have to be extended to the Rohret South Subarea. Once Tthe Abbey Lane trunk sewer project in 2023 will is extend sewer servicesed west of Highway 218, which will make the northeast portion of this subarea will become suitable for urban development. It is, therefore, important to plan now for the future orderly growth of this part of the Southwest District. Once the northeast portion of the subarea develops, sewer will need to be extended west to the Old Man’s Creek watershed via The Rohret South Subarea Southwest District Plan 11/07/2210/08/02 52 a pressurized sewer main and lift station, according to the 2011 Sewer System Master Plan. To the southeast, sewer can be provided by a pressurized sewer main and lift station south of Highway 1. Both proposed lift stations to the west and south are planned, but not expected to be constructed in the near future. Several of the most significant topographical characteristics of this area are the distinct drainageways and the low-lying area near Highway 218 on land that is currently owned by the Carson family. In 1996, the City conducted a study of this property to determine its suitability for a future regional stormwater management facility.1 Storm water management is also required in Iowa City to offset the detrimental effects of urbanization on downstream land use. The report states that it is feasible to construct a In this subarea, stormwater should be managed at the regional storm water control facility upstream of Highway 218 on the Carson property. Such a regional facility would provide safe and efficient control of drainage from the undeveloped watershed and reduction of flood risk and damage in the downstream, developed areas. Developing a regional stormwater plan for the subarea would allowlevel with fewer, larger detention basins, which would reduce the number of smaller basins needed. This creates several benefits, including provide more efficient use of land resources, lower total maintenance costs, and allow for additional multipurpose uses. For example, the future land use map shows a regional stormwater detention lake in the northeast portion of the subarea which could accommodate recreational uses such as water activities, Amenities such as trails, and other recreation facilities could be developed around the new lake amenities thato serve surrounding residential neighborhoods. It is based on a study In 1996, the City conducted a study of this property to determine which identified this area may be its suitableility for a future regional stormwater management facility.2 In addition to recreational uses, Ssuch a regional facility would provide safe and efficient control of drainage from the undeveloped watershed and would reducetion of flood risk and damage in the downstream, developed areas. Additional study is required for the southeast and west portions of the subarea to evaluate future regional stormwater management options. Form-Based Land Use The future land use map on p. 59 illustrates the potential future uses of property within the Rohret South subarea. It utilizes form-based land use categories to demonstrate characteristics desired in this subarea, including neighborhood centers, a mix of housing types, public parks, pedestrian routes between amenities, an interconnected street network, and adequate public services. There is some flexibility in interpreting and applying the future land use vision to this subarea depending on engineering constraints, environmental factors, and the preferences of individual property owners. However, any development must be consistent with this vision and City regulations. 1 Preliminary Design Report for Carson's Lake, Regional Storm Water Management Plan for Iowa City, Iowa. City of Iowa City, Iowa Public Works Department, October, 1996. 2 Preliminary Design Report for Carson's Lake, Regional Storm Water Management Plan for Iowa City, Iowa. City of Iowa City, Iowa Public Works Department, October, 1996. Southwest District Plan 11/07/2210/08/02 53 Form-based land use represents a paradigm shift from more conventional use -based maps. Traditional land use maps are organized into four major categories: residential, commercial, industrial, and institutional. In other words, they identify areas for houses, for stores and offices, for factories, and for schools and civic buildings respectiv ely. However, this future land use map utilizes form-based categories to determine what may be built where. This means that it focuses on how the built environmental may look and function first, and then the land use secondly. As a result, it reflects the intended physical character of places, such as describing a "main street" area rather than a "commercial" or "mixed use" area. In addition, form-based land uses incorporate other elements of the built environment to create vibrant walkable urbanism, includ ing the interaction of uses, civic spaces, thoroughfares, frontages, and building types. Iowa City’s form-based land use categories are organized by the Natural -to-Urban Transect framework. ‘Transects’ are a hierarchy of physical environments ranging fro m the natural environment (Transect 1 or T1) to the urban core (Transect 6 or T6). The designation of each transect along this hierarchy is determined first by the type of place and intensity of development, and secondly by the mix of uses. This hierarchy replaces traditional use categories as the organizing principle for most of this subarea. Because the subarea is on the edge of Iowa City, it includes only designations from the T3 Suburban and T4 General Urban transects. Any future annexations, rezonings, and subdivisions must be consistent with the vision in this Plan. In 2021, the City developed form-based zones for greenfield sites at Article 14-2H Form-Based Zones and Standards. The Article has zoning districts and regulations that are generally consistent with this Plan and may be used to help in the implementation of its vision. New Neighborhoods Given the current pattern of existing development and infrastructure constraints in the Southwest District, it is likely that new neighborhoods development in the Rohret South Subarea will begin developing first in the vicinity ofnear the intersection of Southwest District Plan 11/07/2210/08/02 54 Rohret Road and Highway 218. This area is in closer proximity to existing services than areas further west or south and development is expected to continue following the Abbey Lane trunk sewer as it extends west. As noted above, this area has may been identified as suitable for a regional stormwater detention facility. This facility and along with its associated amenities which would further encourage new development in the northeast portion remainder of the Rohret South Subarea. The attached Carson Lake Concept Plan future land use map illustrates how a regional stormwater facility can be integrated into the design of a new neighborhood. The following elements should be included to maximize the benefit of this public facility to all area residents and visitors to this part of the City: • A park should be created around the entire lake with appropriate recreational facilities to allow for easy public access, views, and recreational enjoyment. Amenities may include areas for a playground, picnic tables, and restrooms. • A public street and bicycle/pedestrian trail ring the entire lake. The street wshould define the edge of the park, around at least the northern half of the lake. • Appropriate recreational facilities should be located within the park. • Public street and pedestrian while the trail access to the park should also be located on the south side of the lake. • A bicycle/pedestrian trail should ring the entire lake run through the park and tie into the broader trail system that extends which connects to other city neighborhoods. • If a regional stormwater facility is constructed, it may be possible to use the existing culvert that runs under Highway 218 as a tunnel for a pedestrian trail connection to the neighborhoods on the east side of the highway. • Areas for a playground, picnic table and restrooms should be provided within the park. Parking for these recreational facilities should be located on the public street or in smaller parking lots for 10-15 carsOther civic uses such as an indoor recreation center and/or elementary school should be located near the future park to provide mutual benefit to all uses involved. A regional stormwater facility could provide a focal point for new neighborhoods Southwest District Plan 11/07/2210/08/02 55 Given the drainage issues in this area, if a stormwater lake is not constructed, a public park with a smaller water feature and public amenities, including trails, picnic tables, playground and restrooms, should may be considered in lieu of the lake. The recommended concepts for development around the lake design considerations above shwould also apply to the park if it does not include a lake. Regardless, a regional park of some sort is needed in the Southwest Planning District. This Plan also shows neighborhood centers spread throughout the subarea, along with an interconnected street and pedestrian network. Neighborhood centers serve as a focal point for nearby residents and can include a mix of commercial, residential, and institutional uses, such as schools, parks, fire stations, or other civic buildings. Interconnected streets and pedestrian routes diffuse traffic and make it easier to get around the area using multiple modes of transportation. These centers help to promote walkability and address the needs of those living nearby. Care must be given to the design of new neighborhoods to preserve the natural features of the area, including woodland areas, streams, potential wetlands, and steep slopes, and minimize the need for extensive grading. The City's Sensitive Areas Map shows a significant woodland zone in the subarea. The impact of development on these and other wooded areas features should be minimized in compliance with the City’s Sensitive Area’s Ordinance and significant trees preserved. It would may be appropriate to use the semi-wooded ravines for trail corridors and open space which . These trails could also provide connections between future neighborhood parks in the Rohret South Subarea and to other neighborhoods in the Southwest District. In addition, other public parks and private open space areas may be appropriate for recreational use of nearby residents and for stormwater management as the area continues to develop. Southwest District Plan 10/08/0211/07/22 55 Southwest District Plan 10/08/0211/07/22 55 Housing It is likely that a majority much of the housing developed in the Rohret South Subarea will be low-density, single-family homes due to market forces. However, a variety of housing types and styles should be provided for persons of various incomes and family types, including singles, couples, families and retired persons. In addition, development should be compact and orderly to help preserve agricultural uses until such property is developed and to help ensure the efficient provision of public services. As illustrated in the concept plan on the following pagefuture land use map, much of the subarea is proposed to be Transect 3: Suburban (T3). Neighborhood Edge areas - which allow single-family, duplex, and cottage court building types - are located near existing, large lot development. Much of the remainder of the subarea is designated Neighborhood General, which also allows townhouse and small-scale multi-family uses. All T3 development requires a mix of building types, though it must be at a scale that is consistent with typical single-family homes. Other areas are designated Transect 4: General Urban (T4), which allows denser building adjacent to neighborhood centers and major thoroughfares. Neighborhood Small areas provide a transition from T3 areas by allowing house-scale multi-family and cottage court building types. Neighborhood Medium and Main Street areas comprise the core of neighborhood centers and located are along major thoroughfares, especially where a street only has buildings on one side and open space on the other (called “single-loaded” streets). These areas allow block-scale multi-family buildings up to 3.5 stories, which the area north of the proposed lake and south of Rohret Road is most appropriate for a mix of medium- to high-density single- family housing, including condominiums and townhouses, and for low-density multifamily housing. Allowing greater housing densities in specific areas around the lake will provide a greater number of residents easy increases access to this significant public amenities and supports y. In addition, the higher density housing should be located near arterial streets, such as Rohret Road, and with good access to a neighborhood commercial areauses. Main Street areas are also identified near Highway 218 as a noise buffer for residential areas.Given the character of the topography, lower density single-family homes may be more appropriate on the south side of the lake. When sewer service is extended under Highway 218 it will be possible for some of the existing large lot residential properties to connect into the City sewer system upon annexation. When these properties have better access to City services, the existing large lots could be further subdivided in accordance with T3 Neighborhood Edge standards if property owners decide to do so. Southwest District Plan 11/07/2210/08/02 56 Neighborhood CentersCommercial Development A new commercial Neighborhood centers with a mix of commercial, residential, and institutional uses are ideally located throughout the subarea to provide a focal point for nearby residents. Areas designated as “open” would allow but not require a wider variety of uses, including small-scale commercial uses that are compatible with adjacent properties. Areas shown as T4 Main Street are intended for commercial uses on the ground floor. These should be constructed as a more traditional to serve the surrounding neighborhoods would be appropriately located along the entry corridor to the neighborhood, located on the south side of Rohret Road (as illustrated on the concept plan). This new commercial area should be developed using a “main street” model area with in which buildings are constructed at the front lot line and parking is provided on the street or. Additional parking could be located in areas behind the buildings. Ideally, The commercial buildings should be at least two stories high in order to give definition to the street with residential or office uses located above where appropriate space. Attention should be given to pPublic amenities such as benches, garbage receptacles, a bus stop, and bicycle parking should be provided. In all cases, neighborhood centers are shown on the future land use map surrounded by T4 areas to help support Because the viability of commercial development which depends in part on the residential density of the immediate area, apartments or offices should be encouraged in the upper levels of the commercial buildings. Furthermore, low- density, multifamily housing would be appropriate in areas adjacent to the “main street” commercial area. The City's Neighborhood Commercial (CN-1) zoning designation would facilitate the type of commercial development described and illustrated in the plan. Civic and institutional uses can also be an important component of neighborhood centers, which may include places of worship, facilities such as a church, a fire station, or a recreational center would also be appropriate adjacent to or integrated into the commercial area and could be used to provide a buffer between Highway 218 and the new neighborhood. Additional civic facilities could also be located across Mainstreet Commercial Design Storefronts close to the sidewalk invite pedestrians Southwest District Plan 11/07/2210/08/02 57 from Weber Elementary on Rohret Road. If a fire station is sited at a prominent location adjacent to a neighborhood commercial area, the City has the opportunity to establish a positive and influential civic presence through quality design and the inclusion of such simple public amenities as a clock tower. The future land use map shows a recreation center and elementary school near the proposed regional stormwater lake and park. Another civic center is located on the future alignment of Slothower Street/Landon Avenue which proposes space for a park, fire station, an elementary school, and possibly a junior high school. While a fire station is needed in this subarea, it may also be developed sooner in another neighborhood centers if the neighborhood grows quickly. Similarly, an emergency siren will be needed for this area as it continues to develop west and south. Transportation The thoroughfare map is a component of the future land use map included on p. 60. It shows a potential hierarchy of streets that support the goals of this Plan, including a well-connected street network with multiple routes to destinations, pedestrian connections between neighborhood centers and parks, and smaller block sizes and thoroughfare types that support the form-based land use categories. It also includes streets that directly abut major parks and the lakefront to help ensure a highly visible and substantive means of public access and high -quality of public spaces and view corridors. The majority Most of the arterial major street framework in this subarea is established between Rohret Road, Highway 1, and Highway 218. The only new major arterial street planned for is the extension of Highway 965 on through the west side of the subarea, which will provide an additional north-south link for arterial high volumes of traffic. As land is annexed to the City and is developed in the Rohret South Subarea, improvements to the existing arterial major street system will likely be needed. For example, as residential development continues west along Rohret Road must continue to be improved to City standards, the urban cross-section of Rohret Road, including pavement, storm sewers, and sidewalks, will be continued to the west. As traffic patterns develop, turning lanes may be needed at key intersections such as Rohret Road / Mormon Trek Boulevard and Rohret Road / Maier Avenue. A collector street should provide a connection between the proposed stormwater lake and Highway 1. A diagonal orientation that follows the topography of the area would be appropriate. Other important through-Major collector streets in the Rohret South Subarea will must include a new north-south collector street west of Highway 218 and east-west connections to serve the future neighborhood centers and planned commercial, / institutional, uses and recreational areasuses around the proposed stormwater lake. Maier Avenue is an existing north-south link between Rohret Road and Highway 1 that, and will continue to be an important link to allow residents of this area in facilitating access to both between Highway 1 and Rohret Road. As land eventually develops to urban densities in this area and Maier Avenue is paved, it will be subject Southwest District Plan 11/07/2210/08/02 58 to additional traffic pressure. To keep traffic moving at appropriate speeds for a residential area while allowing for traffic circulation between Rohret Road and Highway 1, the future land use map proposes realigning Maier with Wild Prairie Drive to the north and incorporating a neighborhood square, off-set intersection, or and median improvements should be designed into Maier Avenue. These physical changes to the roadway should emphasize help controlling the speed of traffic, while still allowing for circulation between Rohret Road and Highway 1. Additional north- south collector streets along the Slothower Street / Landon Av enue alignment to the west and parallel to Highway 218 to the east will further help distribute traffic which will reduce impacts on all through-streets. East-west connections are shown throughout the subarea for the same reason. In all cases, attention mu st be paid to street design to ensure appropriate speeds. For local streets, traditional neighborhood design with an integrated system of narrow streets and alleys, sidewalks, trails, and street trees should be the model for many of the new Rohret South neighborhoods. The traditional grid street pattern will discourage high traffic speeds and disperse traffic. Whe ren urban residential densities are proposed, alleys in the rear may be used to relocate will allow utilities to be located in the rear, thereby allowing more space for the planting of right-of-way trees along residential streets. Alleys also and reduce the impact of driveways and garages on the streetscape, which de-emphasizes the automobile and creates a more people-friendly neighborhood. However, direct property access from Rohret Road, Highway 1, and the future Highway 965 should not be allowed, so alleys or an alternative point of access will likely be necessary. The use of architectural features such as front porches and other frontage types further contributes to this goal. In addition, pedestrian connections should be provided to promote walkability and linkages between neighborhood centers, school sites, parks, and within longer blocks. Because of the rolling hills and drainageways in throughout the vicinity of the stormwater lakesubarea, an integrated street grid may need to be somewhat modified to respond to the topography, though connectivity must continue to be prioritized in this area. Where Aalleys should be encouraged, but where they are not feasible, the impact of driveways and garages should be minimized to the extent possible, such as by locating garages behind or to the side of the front façade of the house or by utilizing shared driveways. Where the topography is flatter, the curvilinear streets around the lake should transition to possible, a more traditional grid system should be utilized to maximize connectivity, which makes an area easier to navigate, disperses traffic, reduces traffic spaces, and encourages walkability. Southwest District Plan 11/07/2210/08/02 59 The southbound street from Rohret Road to the lake park will be the entry corridor to the lake neighborhood, therefore buildings along this street should be well-designed and built using high-quality materials. These structures should be architecturally designed to reflect a distinctive character for this new neighborhood. Because the topography is flatter directly south of Rohret Road, additional streets in t his vicinity could be designed using a grid system. Care should be given to ensure the accessibility to and quality of public spaces and view corridors. With any new subdivision request, iIt will be important to ensure that a highly visible and substantive means of public access to the lake is provided such as using. Ssingle-loaded streets along the lakefront are strongly encouraged. Because of the rolling hills in this area, care should also be given to the design of the buildings that can be seen from across the lake or other public spaces. Commercial Development A new commercial center to serve the surrounding neighborhoods would be appropriately located along the entry corridor to the neighborhood, located on the south side of Rohret Road (as illustrated on the concept plan). This new commercial area should be developed using a “main street” model in which buildings are constructed at the front lot line and parking is provided on the street. Additional parking could be located in areas behind the buildings. The commercial buildings should be at least two stories high in order to give definition to the street space. Public amenities such as benches, garbage receptacles, a bus stop, and bicycle parking should be provided. Because the viability of commercial development depends in part on the residential density of the immediate area, apartments or offices should be encouraged in the upper levels of the commercial buildings. Furthermore, low-density, multifamily housing would be appropriate in areas adjacent to the “main street” commercial area. The City's Neighborhood Commercial (CN-1) zoning designation would facilitate the type of commercial development described and illustrated in the plan. Mainstreet Commercial Design Storefronts close to the sidewalk invite pedestrians Southwest District Plan 11/07/2210/08/02 60 Civic facilities such as a church, fire station, or recreational center would also be appropriate adjacent to or integrated into the commercial area and could be used to provide a buffer between Highway 218 and the new neighborhood. Additional civic facilities could also be located across from Weber Elementary on Rohret Road. If a fire station is sited at a prominent location adjacent to a neighborhood commercial area, the City has the opportunity to establish a positive and influential civic presence through quality design and the inclusion of such simple public amenities as a clock tower. Future Timing of Development West of Maier Avenue The far western portion of Development in the Rohret South Subarea is not likely to develop in the short term due to the lack of will largely depend on the provision of public services and facilitiesthe demand for new housing. This area is designated "future urban development" on the plan map on the following page. While a small area near the intersection of Highway 218 and Highway 1 could develop currently, much of the rest is dependent on the expansion of the sanitary sewer s ystem, watersheds boundaries, and development interest. Prior to development, land must be serviceable by City infrastructure and must be annexed, zoned, and subdivided. In general, dDevelopment should not proceed into this area until occur in a compact manner with properties adjacent to existing urban development are built out first. When development at urban densities becomes possible and appropriate more detailed plans should be developed for this area. Goals for the Rohret South Subarea • Encourage housing diversity in new neighborhoods. • Preserve natural features and topography. • Build streets that enhance neighborhood quality. • Encourage commercial development that serves local residents. • Reserve space for neighborhood parks and trails that connect to other areas of the City. • Provide adequate street and pedestrian access to recreational facilities and other public amenities. • Establish a public focal point for new neighborhoods, such as a lake or park. • Southwest District Plan 10/08/0211/07/22 51 (insert Rohret South Subarea Plan Map here) SOUTHWEST PLANNING DISTRICT Rohret South Subarea Future Land Use Map October 2022 Kitty Lee Road Maier Avenue SW Landon Avenue SW Slothower Road SOUTHWEST PLANNING DISTRICT Rohret South Subarea Thoroughfare Map October 2022 (20’ ROW) (20’ ROW) (100’ ROW; 0’ Utility Easement Area) (70’ ROW; 10’ Utility Easement Area) (80’ ROW; 0’ Utility Easement Area) (100’ ROW; 15’ Utility Easement Area) (100’ ROW; 15’ Utility Easement Area) (Undetermined ROW; 15’ Utility Easement Area) Kitty Lee Road Maier Avenue SW Landon Avenue SW Slothower Road Appendix A Southwest District Plan Map Designations Large Lot/Rural Residential Suitable for large lot single family development in areas not suited for more intensive development due to natural limitations, i.e. soil, slope, unavailability of sewer and water utilities. Development Density: approximately 1 dwelling unit/acre Single-Family/Duplex Residential Intended primarily for single family and duplex residential development. Lower density zoning designations are suitable for areas with sensitive environmental features, topographical constraints, or limited street access. Higher densities are more appropriate for areas with good access to all city services and facilities. Development Density: 2-12 dwelling units/acre Narrow Lot/Townhouse Residential Suitable for medium to high density single family residential development, including zero lot line development, duplexes, townhouses, and narrow lot detached single family housing. Development Density: 6-12 dwelling units/acre Low-Density Multi-Family Residential Intended for low -density multi-family housing. Suitable for areas with good access to all city services and facilities. Higher density zoning designations may not be suitable for areas with topographical constraints or limited street access. Development Density: 8 -15 dwelling units/acre Medium- to High-Density Multi-Family Residential Intended for medium- to high-density multi-family housing. Suitable for areas with good access to all city services and facilities. Higher density zoning designations may not be suitable for areas with topographical constraints or limited street access. Development Density: 16-44 dwelling units/acre Future Urban Development Areas within the growth limit that are not yet served by City services and may not experience substantial development within the lifetime of this district plan. As development becomes imminent in these areas, the City will develop more detailed land use and street layout concepts to supplement the current plan. Public/Private Open Space Indicates existing open space that is important for the protection of sensitive natural features and/or to provide for recreational opportunities and protect the aesthetic values of the community. An open space designation on private land may indicate that an area is largely unsuitable for development due to environmental or topographical constraints. While these areas are best reserved or acquired for private or public open space, development may occur on privately held land if a proposal meets the underlying zoning requirements and the requirements of the Iowa City Sensitive Areas Ordinance. Vegetative Noise and Sight Buffer Useful public facilities, such as limited-access highways or landfills, can produce undesirable side-effects. In these areas a substantial vegetative buffer should be maintained or established to separate residential development from these uses. Alternatively, where appropriate, nonresidential uses can be used to buffer residential areas from highways, landfills, and other such uses. Public Services/Institutional Areas intended for civic, cultural, or historical institutions; public schools; and places of assembly or worship. Iowa City does not have a zone that designates institutional uses as the primary, preferred land use. However, there are a number of zones where these uses are permitted or provisional uses. Development proposals are subject to the requirements of the underlying zoning designation. Land that is owned by a public entity is typically zoned Public (P). Neighborhood Commercial Areas intended for retail sales and personal service uses that meet the day-to-day needs of a fully developed residential neighborhood. A grocery store or grocery store/drug store combination is preferred as the primary tenant in a Neighborhood Commercial (CN-1) zone. Specific site development standards will apply in these areas to ensure that commercial development is pedestrian-friendly and compatible with surrounding residential development. Office Commercial Areas intended for office uses and compatible businesses. In some cases these areas may serve as a buffer between residential areas and more intensive commercial or industrial uses. General Commercial Areas intended to provide the opportunity for a large variety of commercial uses that serve a major segment of the community. Mixed Use Areas intended for development that combines commercial and residential uses. An area may be primarily commercial in nature or may be primarily residential depending on the location and the surrounding neighborhood. Commercial uses will typically be located on the ground floor with housing above. Development is intended to be pedestrian- oriented with buildings close to and oriented to the sidewalk. Appendix A Southwest District Plan Map Designations Intensive Commercial Areas intended for those sales and service functions and businesses whose operations are typically characterized by outdoor display and storage of merchandise, by repair businesses, quasi-industrial uses, and for sales of large equipment or motor vehicles, or by activities or operations conducted in buildings or structure not completely enclosed. Retail uses are restricted in order to provide opportunities for more land-intensive or quasi- industrial commercial operations and also to prevent conflicts between retail and industrial truck traffic. Special attention must be directed toward buffering the negative aspects of allowed uses from any adjacent lower intensity commercial areas or residential areas. FORM-BASED LAND USE CATEGORIES TRANSECT 3: SUBURBAN Neighborhood Edge A walkable neighborhood environment of detached, low- intensity housing choices, supporting and within short walking distance of neighborhood-serving retail, food and service uses. Building types are house-scale with a small-to-large building footprint, which may include single-family homes, duplexes, and cottage courts. Building height should typically be up to 2.5 stories. Neighborhood General A walkable neighborhood environment of detached, low- intensity housing choices, supporting and within short walking distance of neighborhood-serving retail and services. Building types are house-scale with a small building footprint, which may include single-family homes, duplexes, cottage courts, townhouses, and small multiplexes. Building height should typically be up to 2.5 stories. TRANSECT 4: GENERAL URBAN Neighborhood Small: A walkable neighborhood environment of attached and detached, moderate-intensity housing choices, supporting and within short walking distance of neighborhood-serving retail and services. Building types are primarily house-scale with a small-to-medium-footprint, which may include cottage courts, townhouses, small multiplexes, and larger multi-family buildings with courtyards. Building height should typically be up to 2.5 stories. Neighborhood Medium A walkable neighborhood environment of attached and detached, moderate-intensity housing choices, supporting and within short walking distance of neighborhood-serving retail and services. Building types are primarily house-scale with a small-to-medium-footprint, which may include townhouses and larger multi-family buildings. Building height should typically be up to 3.5 stories. Main Street A walkable, vibrant district of attached, moderate-intensity, mixed-use buildings, supporting neighborhood-serving ground floor retail, food and services, including indoor and outdoor artisanal industrial businesses. Building types are block-scale with a medium-to-large-footprint, which may include townhouses (and stacked townhouses), large multi- family buildings, and main street buildings. Building height should typically be up to 3.5 stories. OTHER DESIGNATIONS Open Subareas: Open subarea designations may be applied to T3 Neighborhood General, T4 Neighborhood Small, or T4 Neighborhood Medium land use designations. The subarea indicates that a wider range of uses should be allowed. However, buildings must maintain the same form and character of the base land use category. As such, open subareas provide additional flexibility that can allow them to function as a neighborhood center of non-residential uses. Public or Private Civic/Park/Open Space Indicates existing or potential civic or open spaces on public or private land that is important for a variety of reasons, which may include the protection of sensitive natural features, the management of stormwater, the provision of private, shared passive or recreational opportunities for adjacent properties, or the protection of the aesthetic values of the community. This designation may indicate that an area is unsuitable for development due to environmental or topographical constraints. Development may occur if a proposal meets the under- lying zoning and subdivision standards..