HomeMy WebLinkAboutSouthwest District Plan Updated 01.2022SSOOUUTTHHWWEESSTT DDIISSTTRRIICCTT PPLLAANN
ADOPTED OCTOBER 8, 2002AMENDED NOVEMBER 30, 2021
Department of Planning and Community Development
410 East Washington Street, Iowa City, Iowa 52240
SSOOUUTTHHWWEESSTT DDIISSTTRRIICCTT PPLLAANN
ADOPTED OCTOBER 8, 2002
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
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, 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
10/8/02 1
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 information 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 smaller working group of citizens and planning
Southwest District Plan
10/8/02 2
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.
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
10/8/02 3
The Southwest District
Past and Present
♦ Location
♦ History & Existing Conditions
Southwest District Plan
10/8/02 4
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.
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10/8/02 5
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 developed.
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.
A Mix of Housing
Pratt –Soper House
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, 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.
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
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10/8/0 2 7
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. The 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.
Douglas Court
Much of the area along Benton and Orchard Streets was platted in the late 1940s. A
World War II aviation manufacturer constructed the small ranch-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
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
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10/8/0 2 8
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 develop
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 likely to expand very quickly south of Rohret Road due to
the difficulty in providing sanitary sewer service. Many of the homes in this area are
located outside the city limits in Johnson County. These residences have private
wells and their own septic systems.
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 schools are
located along Benton Street. 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.
Weber Elementary
Southwest District Plan
10/8/0 2 9
Johnson County Poor Farm
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 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 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 with 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 Poor Farm cemetery are
notable features of the site.
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.
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10/8/02 10
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.
The sledding hill on Benton Street
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.
Mormon Trek Boulevard
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 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.
Southwest District Plan
10/8/02 11
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 Iowa
City. However, insufficient 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.
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.
Riverside Drive
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.
Southwest District Plan
10/8/02 11
Walden Square
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.
Parks and Open Space
Iowa River Corridor Trail
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
across from Roosevelt Elementary to develop into a small park. 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.
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
10/8/02 12
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
10/8/02 13
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. 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 plan 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.
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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. The extension of Highway 965 through the district is
identified as a long-range project, 20 to 25 years in the future.
Other planned arterial street extensions that will affect traffic patterns in the
Southwest District include the extension of Mormon Trek Boulevard from Highway 1
through the South Central Planning District to Riverside Drive, and Camp Cardinal
Road from Melrose Avenue north to Highway 6 in Coralville. The extension of
Mormon Trek Boulevard to Riverside Drive will create 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 between Melrose Avenue
and Highway 6 will create 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.
For existing arterial streets, segments of Benton
Street and Riverside Drive have been identified
as needing improvement. Sidewalk gaps and
inadequate bicycle facilities make the area less
safe for pedestrians and bicyclists. In addition,
poor access control contributes to the higher-
than-average collision rates along these streets.
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. While the addition of travel lanes is not
currently being contemplated, both Benton Street
and Riverside Drive will periodically be evaluated
for improved turning lanes and traffic control.
Traffic control devices, such as traffic signals or
signs, may be warranted if they improve safety
Sidewalk gaps along Riverside Drive
Southwest District Plan
10/8/02 15
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
The Southwest District is served by a number of Iowa City transit routes, including
the Oakcrest, Westwinds, Plaen View, Westport, and West Side Loop routes. The
University of Iowa’s CAMBUS provides service to the Hawkeye Park commuter lot.
The Westport Route focuses on the commercial/employment corridors along
Riverside Drive and Highway 1 West. The other routes provide general coverage to
the predominately residential areas of the Southwest District, including the
commercial nodes along Mormon Trek Boulevard and the University of Iowa’s Health
Sciences Campus. Each of these routes terminates at the Downtown Transit
Interchange in Iowa City, and transfers between routes can be made wherever routes
overlap.
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 afternoon 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
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Pedestrian trails within the city are used both
for recreation and as transportation routes.
The two regional trails in the Southwest
District include the Iowa River Corridor (IRC)
Trail and the Willow Creek Trail. The IRC Trail,
Iowa City’s longest at six miles, currently
extends to Benton Street on the west side of
the Iowa River, where it crosses to the east
side and continues south to Napoleon Park.
Future plans include extending the IRC Trail
along the west side of the river from Benton
Street to Sturgis Ferry Park.
Iowa River Corridor Trail
The Willow Creek Trail 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 Poor Farm
property, and eventually to Melrose Avenue. To the south, the Willow Creek Trail is
planned to cross under Highway 1 or at a signalized intersection to connect 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.
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 fill in
the existing gaps in the sidewalk network
in the district. As arterial streets in
southwest Iowa City are reconstructed, it
will be important to add features such as
wide sidewalks, bike lanes or wide travel
lanes for bicyclists, and pedestrian-friendly
bridges and underpasses. Priorities should
be given to the following pedestrian facility
improvements:
Rohret Road Pedestrian Overpass
• Fill in the gaps and improve the sidewalks along Riverside Drive;
• Fill in the gaps 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 for 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 pedestrian facilities 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.
Southwest District Plan
10/8/0 2 17
PUBLIC SERVICES AND FACILITIES
Fire Protection
Fire Station No. 2
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 be necessary to secure land to relocate Fire Station No. 2 farther
southwest so that it is nearer to the geographic center of the west side of the city.
Arterial street continuity and secondary access are important to ensure adequate fire
and emergency protection. A location on Rohret Road 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
Napoleon Street on the far south side of the city. These two plants treat raw sewage
Southwest District Plan
10/8/0 2 18
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 that cannot be further developed until the Abbey Lane
Trunk Sewer is extended or a lift station is built to pump sewage to the Westside
Trunk. Until these improvements are made, there will be no further expansion in this
part of the subdivision. 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. 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 recently constructed a water storage tank in the Slothower Road vicinity to
improve water 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 located along
Rohret Road and Melrose Avenue.
Solid Waste
The Iowa City Landfill 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 30 to 35
years. The 200-acre site has about 100 acres buried in refuse mainly on the eastern
portion of the property. These 100 acres have been capped and grass has been
planted to stabilize the banks. The landfill owns two additional 40-acre properties to
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 create a buffer between
the landfill and any future development. Portions of the buffer area could be used for
recreation and the landfill itself could be used for recreational purposes in the distant
future.
Southwest District Plan
10/8/0 2 19
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
10/8/02 20
ROOSEVELT SUBAREA
The Roosevelt Subarea extends from the Iowa River west to Sunset Street. It is
bounded on the north by Melrose Avenue and on the south by Highway 1. Benton
Street provides an important east-west arterial street connection through this area.
The Iowa Interstate Railway bisects the subarea, which restricts the number of north-
south roadway and pedestrian connections. The hilly topography and wooded
ravines also limit development and make it difficult to create a truly connected street
system.
Much of the subarea has already been developed, although there are a few notable
undeveloped parcels along Highway 1 and Miller Avenue. The area is largely
residential and contains a variety of housing types, including single-family homes,
apartments, elderly housing, and assisted living facilities. Commercial development
lines Riverside Drive from Myrtle Avenue to the intersection with Highway 1 and also
west along Highway 1.
Housing
For purposes of identifying and describing the various housing issues facing this area
of the City, the plan divides the Roosevelt subarea into three "neighborhoods:"
• Melrose Neighborhood,
which includes all of the
area between Melrose
Avenue and the Iowa
Interstate Railway;
• Miller-Orchard
Neighborhood, which
includes all of the
residential areas between
the railway and Highway 1
as far west as Greenwood
Drive; and
• Benton Hill Neighborhood,
which is bounded by
University Heights, the
railway, Greenwood Drive,
Sunset Street, and
Highway 1.
Southwest District Plan
10/8/02 21
Melrose Neighborhood
Single family homes in the Melrose
Neighborhood
The Melrose Neighborhood is an older single-
family neighborhood located directly adjacent to
the University of Iowa, which has a significant
influence on development in this area. A main
portion of the University's campus is located
north of Melrose Avenue, including the
University's large teaching hospital, its medical
and nursing schools, its athletic facilities, and a
number of student dormitories. In addition, the
University owns a significant amount of property
south of Melrose in the eastern part of this
neighborhood and various lots scattered
throughout.
The University has expressed a need to expand the law school facilities and find a
suitable area for new dormitory space. The University is acquiring property in the
area along Melrose Avenue as it comes up for sale. There is concern on the part of
the residents living in the Melrose neighborhood about the University's long-term
expansion plans. As property is converted to university uses, it will make this area
less viable as a residential neighborhood. In addition, there is a strong community
interest in Iowa City to preserve historic properties and there are a number of
historically significant homes in this area.
It will be difficult to balance the needs of an expanding
university with the needs of the residents over the next
twenty years. The City has little regulatory power over
the University since it is a state institution. However, it
is an important goal of the City to preserve and
stabilize existing residential neighborhoods close to
the University and the downtown. Achieving this goal
will help to prevent urban sprawl along the edges of
the community, reduce commute times, provide a
diverse residential community, preserve historic
resources, and support the vitality of the City's central
business district. Efforts should be made to encourage
the University to work more closely with the City and
the surrounding community as it develops future
expansion plans. In areas such as the Melrose
neighborhood, the City must take a more assertive
role in the zoning and regulation of University
properties if it is to achieve these important goals.
University Law School
Myrtle Avenue is an important collector street in this area. It not only provides the
residents of the single-family homes with direct access to Riverside Drive, it is also
Southwest District Plan
10/8/02 22
the primary access point for a concentration of higher density apartments clustered
behind the commercial area on Riverside. A traffic signal at the intersection of Myrtle
Avenue and Riverside Drive may be warranted in the future.
Miller-Orchard Neighborhood
Miller-Orchard is an older neighborhood of modest single-family homes. The area
also contains a few apartment buildings located near the rail line. The single-family
housing in the neighborhood is nearly equally split between owner-occupied units
and rentals. The City recently purchased a two-acre parcel of land across from
Roosevelt School that will be developed into a park in the near future. The Parks and
Recreation Commission will continue to work with the neighborhood on more specific
plans for the new park. The area also contains approximately nine acres of
undeveloped, residentially zoned land along Miller Avenue.
The Miller-Orchard neighborhood has many assets, but a number of challenges.
Affordability of the housing, the proximity to the University, downtown Iowa City,
Roosevelt School, and the new park, all make this area a potentially attractive
location for a variety of households. However, short-term tenancy, traffic circulation
patterns, an unattractive interface between the commercial and residential areas, and
a lack of pedestrian links both within and between this neighborhood and surrounding
destinations have all contributed to some disinvestment in the area. In April and May
of 2000, the City conducted a survey to assess basic housing conditions in a number
of the City's older neighborhoods. Results from this survey indicate that nearly one-
third of all single-family homes in the Miller-Orchard Neighborhood are in need of
major repairs.
Vehicular and pedestrian circulation in the
neighborhood is less than ideal. Miller Avenue,
Hudson Avenue, and Orchard Street all provide
direct connections between Benton Street and
Highway 1. This factor invites cut-through traffic
onto these local streets. As vacant parcels in the
vicinity are developed, the impact on traffic along
Miller and Hudson may need to be evaluated to
determine if traffic-calming measures should be
implemented. In addition, gaps in the sidewalk
network along Benton Street, Hudson, and Miller
make walking to nearby destinations, such as
Roosevelt School, the University, and the
Riverside Drive commercial area difficult. Most
notable is the missing pedestrian link along the
south side of Benton Street from the top of the hill
to Miller Avenue and the sidewalk gaps along
Riverside Drive. Also absent is a safe travel route
for children between Roosevelt School and the
The embankment problem on
Riverside Drive
Southwest District Plan
10/8/02 23
new park across Benton Street. As roadway and pedestrian improvements are made
along Benton Street, it may be feasible to construct a pedestrian overpass between
the school and the park to address this concern. For pedestrians wishing to travel
from the neighborhood north to downtown or the university, the railroad embankment
presents a frustrating barrier. A tunnel should be constructed through the
embankment where it meets Riverside Drive to improve pedestrian circulation and
safety.
Orchard Street is the dividing line between the single-family neighborhood on its west
side and the Riverside Drive commercial area on its east. There is little connection
and no transition between the businesses and the residential neighborhood. Many of
the businesses provide goods and services to the larger community and therefore
rely primarily on drive-by traffic from Riverside Drive and Highway 1. While these
businesses provide an important function in the wider community, the nearby
residents feel the effects of increased congestion and unsightly parking and work
areas. To provide a more attractive transition between the commercial and residential
areas, the City should encourage redevelopment along this street that might include
mixed-use buildings, with commercial on the first floor and dwelling units above, and
encourage site redevelopment plans that provide creative solutions for customer
parking and service areas.
Concept Plan for a Planned Housing
Development (PDH) along Miller Avenue
Future development of the
vacant land along Miller
Avenue should be carefully
considered with regard to
efforts to stabilize and revitalize
the Miller-Orchard
neighborhood. The concept
plan to the left illustrates how
this area can be developed in a
manner that is compatible with
the surrounding neighborhood.1
A combination of single-family
houses and townhouses at a
density of approximately eight
units per acre is possible on
this parcel. In order to integrate
new housing into the existing
neighborhood, vehicular access
to Miller Avenue is important.
The concept plan shows
housing units facing a central
green space with garages to
the rear off of a private street.
Southwest District Plan
10/8/02 24
1 See Appendix C for a more detailed description of this property and recommendations for future
development.
When this parcel is developed it will be important to establish a pedestrian trail that
links the Miller Orchard Park to the dedicated open space in the Benton Hill
Neighborhood and to the adjacent commercial area.
To provide safer access to Miller-Orchard Park, it will be necessary to acquire
additional parkland at the corner of Miller Avenue and Benton Street. This land could
be dedicated as open space as a part of a subdivision or planned development
(PDH) of the larger parcel or could be acquired by the City. While it would be
desirable for the entire two-acre corner property to be developed as parkland, one
acre would be sufficient to provide a safe and attractive entrance to the park. When
the adjacent residential land is developed it will be important to provide an attractive
interface between the park and the housing units. The concept plan on the previous
page shows one method of achieving this goal. Housing units could be constructed
to face the park with the garages to the rear off of a private street.
In order to stabilize and revitalize the Miller-Orchard neighborhood, the City should
assist in and encourage private reinvestment in the area. Following are a number of
objectives to achieve this goal:
• Provide financial assistance to area residents for housing maintenance and
repair through the City's Targeted Area Rehabilitation Program.
• Target Community Development Block Grant funds for housing rehabilitation
and public infrastructure improvements in the neighborhood.
• Provide down payment assistance to low- and moderate-income individuals
and families to encourage home ownership in the area.
• Use neighborhood PIN grants to fund efforts to improve the aesthetics and
livability of the neighborhood.
• Encourage mixed-use redevelopment along Orchard Street to transition
between residential and commercial.
• Invest in parkland improvements and streetscape work along Benton Street.
• Improve enforcement of existing zoning and nuisance laws.
Benton Hill Neighborhood
The single-family neighborhoods in the Benton Hill area are located primarily west of
Harlocke and George Streets and along Tower Court and Woodside Drive. North of
Benton Street there is a large concentration of apartment buildings between
Greenwood Drive and Oaknoll Drive and along Oakcrest Street. The area directly
south of Benton is also zoned for and developed as high-density apartments.
While it is a policy of the City to locate multifamily housing along arterial street
corridors in areas with good access to city services, the amount of land zoned high-
density multifamily is excessive for this location. Steep topography and poor site
Southwest District Plan
10/8/02 25
design has limited street connections that serve the multifamily areas. This is
particularly problematic for the area zoned RM-44 south of Benton Street. While most
of these apartment buildings have direct access to Benton Street, the apartments
along Harlocke Street do not. The residents of the apartment buildings in this area
must travel through the single-family neighborhood along Harlocke and Weeber
Streets to get to Benton Street and destinations beyond. With the recent
development of three twelve-plexes along Harlocke Street, indications are that traffic
will reach or exceed the City’s secondary access threshold. Any additional multifamily
development in this area will be required to provide a second or alternative means of
access.
The lack of transition between the low-density single-family neighborhoods and the
area zoned High-Density Multifamily (RM-44) is also problematic. This zoning has
resulted in large apartment buildings being located directly adjacent to single-family
homes. The bulk and scale of these buildings, the large parking lots, bright lights, and
noise can be nuisances to the adjacent single-family homes. The City should
consider downzoning some of the property in the area south of Benton Street in order
to address these problems. A designation of RNC-20 would accommodate the
existing development in the area, but would not allow properties to redevelop at
higher densities in the future.
Concept Plan for low-density multi-family on undeveloped property along Highway 1
A more immediate concern is the ten acres of undeveloped property between Benton
Street and Highway 1 that is zoned for high-density multifamily development. Given
the character of the adjacent neighborhood, the steep topography and current lack of
adequate street access, the zoning designation for this property is inappropriately
high. A planning study conducted by the City indicates that low-density multifamily
Southwest District Plan
10/8/0 2 2 6
zoning (RM-12) is the maximum density that could be achieved without seriously
compromising the slopes and natural ravines on the property, unless a substantial
portion of the parking is built underneath the buildings and development is clustered
away from critical slopes. As outlined in more detail in Appendix C, medium density
multi-family zoning (RM-20) may be acceptable if the property owner agrees to a
conditional zoning agreement that ensures that the site will be developed in a
manner that is sensitive to the topography and the surrrounding neighborhoods.2 If
this property is developed, several important issues should also be taken into
account:
• The western portion of this property is directly adjacent to a low-density single-
family zone. Any new multifamily development should be set back from the
zoning boundary at least 50 feet and screened with a vegetative buffer.
• The Iowa Department of Transportation has approved two access points along
Highway 1 that could be improved to serve new development on this property.
Access to the property should be from Highway 1 rather than from Harlocke
Street so that traffic from the higher-density uses will not create congestion on
local streets that serve the adjacent single-family neighborhood.
• The developer will be required to dedicate a certain amount of open space to
the City when this property is developed. Given that the property is currently
under the same ownership as the aforementioned vacant property located in
the Miller-Orchard neighborhood, priority should be given to dedication of
additional open space at the corner of Miller Avenue and Benton Street. In
addition, it is important to create a trail connection between the new Miller-
Orchard Park and the recently dedicated open space at the end of Harlocke
Street. This trail would not only create a connection between parks, it could
also serve as an alternative pedestrian connection to adjacent commercial
areas and to other neighborhood destinations, such as Roosevelt School and
the University.
The concept plan on the previous page shows how these important design elements
can be incorporated into a plan for multifamily development of the property.
There are two additional parcels of undeveloped land in the Benton Hill
Neighborhood. Both of these properties are currently zoned for single-family
development. The vacant property at the end of Olive Court is likely to have only
limited development due to difficult access issues. Development could occur north of
the ravine with access from Olive Court and Leamer Court; access south of the
ravine is possible from Marietta Avenue.
There are approximately four acres of undeveloped RS-5-zoned property off of
Weeber Street. While it may be possible to develop a few single-family homes on the
property, the owner has indicated a desire to maintain the property as open space.
Given that the neighborhood has an open space deficit, parkland would be an
appropriate future use for the property.
Southwest District Plan
10/8/02 27
2 See Appendix C for a more detailed description of this property and the results of this study.
Commercial Areas
Commercial development in the Roosevelt
Subarea is concentrated in corridors along
Riverside Drive and Highway 1. The
businesses in the area rely primarily on
capturing business from motorists driving
along these major arterial streets. While
many of the businesses in the area are
doing well, competition from newer
commercial areas in the region may reduce
the desirability of this area. Measures
should be taken to improve traffic
circulation, aesthetics, and connections to
the surrounding neighborhoods in order to
sustain or improve the economic health of
these commercial areas.
Riverside Drive Commercial Area
Highway 1 Commercial Corridor
While the bulk of commercial development along Highway 1 is located on the south
side of the highway in the South Central District, there are a number of businesses
located on the north side of the highway in the Roosevelt Subarea. While most
patrons of the businesses along Highway 1 arrive by automobile, citizens living in the
adjacent neighborhoods expressed a desire to make this area more accessible to
those traveling on foot or by bicycle. There is a lack of safe pedestrian and bicycle
facilities along and across Highway 1. Constructing sidewalks and adding pedestrian
signals at signalized intersections should be a priority. Making this commercial area
more pedestrian-friendly may encourage more neighborhood-serving businesses to
locate along the corridor in the future.
There is a parcel of undeveloped land along Highway 1 west of Miller Avenue that is
zoned Community Commercial (CC-2). However, the configuration of the property
would make the resulting commercial lots relatively shallow, which restricts the
possible uses for this property. It may be desirable to rezone part of the adjacent RS-
8-zoned property to CC-2 in order to encourage future commercial development of
this property. The concept plan on page 23 illustrates how deeper commercial lots in
this location could be developed in a manner that would be compatible with the
adjacent residential property.3 A pedestrian trail connecting the adjacent multi-family
and single family residential areas to the commercial property may encourage the
development of more neighborhood-serving businesses.
Southwest District Plan
10/8/02 28
3 A more detailed description of this property and the recommendations for rezoning are included in
Appendix C.
Riverside Drive Commercial Corridor
The South Riverside Drive Commercial Corridor extends from Myrtle Avenue to the
intersection of Highways 1 and 6, and from the Iowa River west to Orchard Street. It
is intersected by Benton Street and contains Sturgis Corner Drive. A segment of the
Iowa River Corridor Trail (IRC) passes through along the river’s edge. The whole
area is zoned CC-2, Community Commercial.
Cities and towns across the country have begun to rethink aging commercial strips
and their role in communities as development has “moved” these former edge places
to more interior positions. Attention has turned to ways of making them more
attractive for both nearby residents and shoppers from around the community. District
planning meetings identified the following problems that detract from South
Riverside’s sense of place:
• A connectivity gap exists in the pedestrian/bicycle network: Pedestrians and
bicyclists can get to Riverside Drive but have trouble traversing the area. Missing
sidewalk links and poor sidewalk maintenance create travel barriers. The Iowa
River Trail does not currently extend south of Benton Street on the west side of
the river. In addition, the quantity and distribution of curb cuts blurs the
demarcation between pedestrian and
vehicular modes of transportation, making it
an unsafe environment for people who are
walking or bicycling.
• Too few retail uses connect to or serve
adjacent residential neighborhoods:
Commercial development along Riverside
Drive is largely auto-oriented. Pedestrian
connections and amenities are absent and
retail services that might otherwise draw
nearby residents are substantially lacking.
• The commercial corridor lacks aesthetic
appeal: Comments gathered from district
planning meetings and an opinion survey
revealed that the South Riverside Drive
commercial corridor is generally regarded as
being unsightly—lacking in adequate
landscaping, having too many buildings in poor condition, dominated by parking
lots—and pedestrian unfriendly. Notably, the businesses along South Riverside
literally turn their backs on the Iowa River and wall it off from view.
The condition of the streetscape along
some parts of Riverside Drive
Results of a recent study of the area indicate that a number of changes could be
made to improve the function and the economic health of the Riverside Drive
commercial corridor.4 Recommendations range from short-term aesthetic and traffic
improvements to longer-term solutions that could occur as property is redeveloped
over time.
Southwest District Plan
10/8/0 2 29
4 The South Riverside Drive Gateway Corridor Project was conducted by John Adam and John
Maxwell, graduate students in urban planning at the University of Iowa at the request of the Iowa City
Department of Planning and Community Development. The full report is available for review in the
Department of Planning, 410 E. Washington.
Attractive site design for auto- and truck-
oriented use
To address immediate aesthetic
issues, the City should partner with
the business community to work out a
means of encouraging improvements
in landscaping and, in some cases,
building facades. This can be done
either through a loan or grant
program, the establishment of a tax-
increment financing district or a
business improvement district. The
City also should take the lead by
providing various public amenities,
some of which are outlined in the
aforementioned report. The first step
in providing amenities and making
other public improvements is to refine the goals through a design and engineering
study, then to investigate and outline implementation strategies.
The City should also work with the community to develop a plan to address long-term
redevelopment along Riverside Drive. The basic provisions of this plan could include
updated standards for facade design, building orientation and landscaping, and a
possible zoning overlay district. The Roosevelt Subarea plan map indicates that the
Riverside Drive commercial area may be an appropriate location for a mixture of
commercial and residential uses. However, the eventual mixture of uses and
appropriate development standards will have to be carefully considered during future
planning efforts.
Southwest District Plan
10/8/02 30
Goals and Objectives for the Roosevelt Subarea
Following is a summary of the goals and objectives of the Roosevelt Subarea. These
are described in more detail in the previous sections and are illustrated on the
attached Roosevelt Subarea Plan Map.
Housing
It is a goal of the plan to stabilize existing single-family neighborhoods in the
Roosevelt Subarea in order provide the opportunity and encourage households of all
types to live close to the University and downtown Iowa City. In addition, the City
should encourage the development of high-quality multifamily housing in the
Roosevelt Subarea that is compatible with surrounding development to meet the
housing needs of a variety of households including singles, young families, university
students and elderly populations.
Following are a number of recommended actions that will help to achieve these
goals:
• Identify historic properties and encourage their preservation.
• Avoid concentrations of high-density multifamily zoning directly adjacent to low-
density single-family zones; facilitate downzoning multifamily property where
appropriate.
• Apply the Multifamily Residential Design Standards contained in Section 14-5H-5N of
the City Code to the Roosevelt Subarea.
• Review and make needed changes to the Multifamily Residential Design Standards
to ensure compatibility of new multifamily development with surrounding
development.
• Encourage the University of Iowa to balance expansion needs with the community's
goal to preserve existing neighborhoods.
• Encourage the University to inform and coordinate with the City regarding any plans
to develop dormitories and other types of student housing. Student housing should
be located in areas that are suitable to meet the unique needs of university students
balanced with the goal to protect existing housing that is suitable for families, singles,
and older persons desiring to live close to the University and downtown Iowa City. To
this end, the City should take steps to develop and enforce appropriate zoning
regulation of university property.
• Encourage rehabilitation of the existing housing stock in the Roosevelt Subarea,
particularly in the Miller-Orchard Neighborhood.
Commercial Areas
• Develop a long range plan to guide future redevelopment along Riverside Drive.
• Encourage development of well-designed mixed-use buildings that incorporate upper
floor apartments over commercial uses.
Southwest District Plan
10/8/02 31
• Employ greater scrutiny whenever an applicant seeks to establish an auto- and truck-
oriented use along Riverside Drive, taking into consideration such factors as
aesthetics, landscaping, and parking lot location and design. Emphasis should be
placed on creating a more attractive commercial corridor over time.
• Explore possibilities for encouraging a mixture of residential and low intensity
commercial uses on the west side of Orchard Street to create a transition between
Riverside Drive and residential neighborhoods to the west.
• Provide public amenities, such as bus shelters, decorative lamp posts, and bollards
separating pedestrians from streets, drives, and parking areas.
• Pursue funds to bury the overhead utility lines.
• Establish a public/private program for facade and landscaping improvements.
• Improve pedestrian and bicycle facilities along Highway 1 and Riverside Drive.
Parks, Trails, and Open Space
• Develop new parkland in the Miller-Orchard neighborhood in a manner that will serve
the needs of the surrounding residents.
• Acquire additional parkland at the corner of Miller Avenue and Benton Street in order
to provide safe pedestrian access to the park from Miller Avenue.
• Create trail connections between important neighborhood destinations.
• Investigate the feasibility of creating a pedestrian overpass between Roosevelt
School and the new park on the south side of Benton Street.
• Encourage dedication of additional public open space in the Benton Hill
Neighborhood.
Transportation
• Close the gaps in the sidewalk and trail network to improve and promote
transportation alternatives, particularly along Benton Street, Riverside Drive and
Highway 1.
• Construct a pedestrian tunnel through the Iowa Interstate Railway embankment on
the west side of Riverside Drive.
• Consolidate curb cuts along Riverside Drive as properties redevelop.
• Add turning lanes and traffic signals at intersections when warranted.
• Add pedestrian signals and crosswalks at signalized intersections along Highway 1.
• Investigate options to improve pedestrian and traffic safety along Benton Street.
Southwest District Plan
10/8/02 32
WILLOW CREEK SUBAREA
Townhouses in the Willow Creek Subarea
The Willow Creek subarea consists of a
collection of neighborhoods located south of
Melrose Avenue, west of Sunset Street, north
of Highway 1 and northeast of Highway 218.
Most of the area is completely developed
with a mix of single-family homes and
apartments. Areas along Mormon Trek
Boulevard, Westgate Street and Westside
Drive contain a mixture of duplexes,
townhouses and apartment buildings.
Walden Square, a neighborhood shopping
center, is well situated in the center of the
area. Highway-oriented commercial
development is located along Highway 1. West High School is a major institution in
the Willow Creek Subarea, providing secondary education to approximately 1,600
students on its 80-acre site off of Melrose Avenue.
Housing
The neighborhoods in the Willow Creek subarea are stable and unlikely to
experience major redevelopment. The only sizeable vacant area is Galway Hills,
which will be completed with single-family homes. Smaller infill properties that may
be developed include:
• A triangular-shaped area of approximately 4.5 acres located south of
Rohret Road and northeast of Highway 218 contains a potentially historic
farmhouse. If this property is further developed it may be appropriate for a
cluster development that incorporates the farmhouse as a reminder of the
agricultural history of the Southwest District. Residential development on
this property should include a landscaped buffer along Highway 218.
Alternatively, this site would be appropriate for low-intensity, nonresidential
uses, such as a child care center, a small religious institution, or a fire
station.
• An approximately 10-acre property located at the intersection of Melrose
Avenue and MacBride Road contains one house. If this area is further
developed, single-family homes would be appropriate for the southern
portion of the property. Townhouses or small, well-designed apartment
buildings would be an alternative to single-family homes along Melrose
Avenue. The portion adjacent to Melrose Avenue would also be
appropriate for low-intensity nonresidential uses.
• The two-acre property at the north end of Jensen Street is appropriate for
single-family homes similar to those that already exist in the neighborhood.
Southwest District Plan
10/8/02 34
• Another area that is appropriate for townhouses or small apartments is
located at the northeast corner of Benton street and Westgate Street. This
property is currently owned by the University Baptist Church and is
appropriately zoned Low-Density Multifamily (RM-12).
• An approximately 3.7-acre property north of Walden Court will require
careful design due to its topographic conditions and the unusual shape
and size. It is zoned Medium-Density Single-Family (RS-8).
Commercial Development
Walden Square
Walden Square, a neighborhood shopping
center, located at the intersection of
Morman Trek Boulevard and Westwinds
Drive, includes a good mix of retail, service
and residential uses. Citizens expressed a
desire for better pedestrian crossings on
Mormon Trek Boulevard and more
landscaping and amenities within the center
to improve access to Walden Square and
enhance the pedestrian environment within
it. To achieve, this the City will install
pedestrian-oriented traffic improvements on
Mormon Trek Boulevard and Westwinds
Drive. A traffic signal may be warranted in
the future. Trees and other landscaping features along the sidewalks located in front
of shops would help make the center a more attractive and more comfortable focal
point for the surrounding neighborhoods. Improvements to the public streets will be
the responsibility of the City. Any improvements within the center would be done by
the owner and individual businesses.
A large commercial area located along Highway 1 between Highway 218 and Sunset
Street contains a wide variety of uses including auto dealerships, offices, auto body
repair shops, a school bus barn, a health club, a convenience store and a fast food
restaurant. Due to the location of this area near the highway interchange these
businesses serve a regional market rather then the surrounding neighborhoods.
Because this is a major entrance to the community from the Avenue of the Saints
(Highway 218), the appearance of this corridor is an important component of its
economic development. Improvements to landscaping on private property and within
the street and highway right-of-ways would help to visually unite the diverse land
uses and make it more appealing to the adjacent neighborhoods as well as motorists
traveling in this part of the city.
The only sizable vacant commercial land is the area is along Willow Creek Drive and
is zoned for Intensive Commercial, CI-1. Because this area is adjacent to a
residential neighborhood, landscaped buffering at the rear of the properties is
required.
Southwest District Plan
10/8/0 2 34
The triangular area northwest of Highway 1 and east of the Westside Drive area is
under the jurisdiction of Johnson County. As this area is surrounded by the city and
city services are available, it should be annexed.
Parks, Trails, and Open Space
Willow Creek Park, Kiwanis Park and Villa
Park provide open spaces in the center of
these neighborhoods. Additional parkland will
be developed in the southern portion of
Galway Hills and adjacent to Shannon Drive
in the northern portion of Walden Hills. A
smaller undeveloped park is located north of
Walden Road, east of the Walden Woods
Subdivision.
Willow Creek Trail
Willow Creek trail provides a pedestrian
connection between many of these parks and
other destinations such as the West High
School Campus and the Walden Square neighborhood shopping center. Future plans
include extending the Willow Creek Trail west under Highway 218 to Hunters Run
Park and south across or under Highway 1 to connect to the commercial area on the
south side of the highway. A small trail in the Mormon Trek Village development
provides another trail option. An enhanced sidewalk in combination with landscaping
features along Spencer Road may provide a link between Villa Park and Willow
Creek Park. Other than these parks and trails, no significant new open space is
proposed in the Willow Creek neighborhoods, although small areas of open space
and trail links may be established as infill properties develop.
Transportation
Arterial streets that serve these neighborhoods include Mormon Trek Boulevard,
Melrose Avenue, Benton Street, and Highway 1. Sunset Street, a major collector
street, provides some arterial street function as a connection between Melrose
Avenue and Highway 1. There are no plans to develop additional arterial streets in
this subarea. Turn lanes at key intersections and sidewalk improvements may be
necessary on Benton Street, as discussed in the transportation section of the plan.
A north-south collector street in Galway Hills between Shannon Drive and Dublin
Drive, in combination with additional local streets, will complete the vehicular network
in this neighborhood. The collector street system will be designed with intersections
to prevent Shannon Drive from becoming a convenient short cut through the
neighborhood. A trail is planned from Galway Hills to West High on the south side of
Melrose Meadows Elder Housing Development. This will provide for pedestrian
access to the school campus.
Southwest District Plan
10/8/02 35
Melrose Avenue contains a landscaped median that helps to soften the appearance
of this arterial street and makes it an attractive entrance to these neighborhoods.
Maintenance and additional landscaping of this median will assure that Melrose
Avenue continues to be an attractive feature even as traffic increases.
Sunset Street is 49 feet wide—fifteen feet
(44%) wider than necessary for a collector
street. In the long term, or as repairs to
Sunset Street become necessary, it will be
appropriate to narrow the pavement or to
add features such as a landscaped median
or landscaped neck-downs at intersections
to create shorter pedestrian crossings, to
clearly demarcate parking bays, and to
beautify the street.
Sunset Street
Residents on Westwinds Drive have complained about students crossing private
lawns to reach the school campus. A pedestrian trail between Westwinds Drive and
the West High campus would be helpful in directing pedestrian traffic to the school.
Because this area is already platted, the School District will need to obtain an
easement or land from one of the vacant lots located on the west side of Westwinds
Drive in order to provide access to the school in this location.
Southwest District Plan
10/8/02 36
WEBER SUBAREA
Farm along Rohret Road
The Weber Subarea is located south of
Melrose Avenue and Highway 218, north of
Rohret Road, extending to the City’s growth
limits half a mile west of Slothower Road.
Before the 1980s this area was relatively
undeveloped, with a few houses fronting onto
Rohret Road. Through the 1980's and 90's
housing developed westward on the north
side of Rohret Road and south of the County
Poor Farm property. Roughly two-thirds of
the land area is undeveloped. Some patches
of woodland and native prairie exist, but most
of it is under cultivation. The area contains
three public/institutional uses: Irving B. Weber Elementary School, the Korean
Methodist Church, and Chatham Oaks, a residential care facility located on the
County Poor Farm property. There are no commercial uses in the subarea.
Transportation
In the future, the City plans to extend Highway 965 southward along the current
western growth limit to connect with Rohret Road via the eastern edge of the Iowa
City Landfill. It will eventually reach Highway 1 and serve as a far west side arterial.
As development approaches this area, the City needs to secure adequate road right-
of-way and sufficient buffer width against the Iowa City Landfill. As an entryway
corridor into Iowa City, Highway 965 should incorporate boulevard design standards
with a well-landscaped median and generous landscaping along both sides, wide
sidewalks and bicycle lanes. This could serve as additional buffer against the landfill.
In the more immediate future a north-south collector street will be required between
Melrose Avenue and Rohret Road, part of it configured using the Slothower Road
right-of-way. Care must be taken to keep the eventual route somewhat circuitous
between Melrose and Rohret to diminish its desirability as a cut-through route for
non-local traffic. In addition, access routes to the southern portion of the County
Poor Farm should be incorporated into the local street layouts in future phases of
both Wild Prairie Estates and Country Club Estates.
Willow Creek Trail will eventually cross Highway 218 via tunnel and connect Hunters
Run Park to the wider community trail system. A trail link across the County Poor
Farm property to Melrose Avenue will connect this regional trail to the arterial street
system in the far western part of the Southwest District. If a regional stormwater lake
is constructed in the Rohret South Subarea, it will be important to construct a trail
connection between Hunters Run Park and the public open space surrounding this
new lake.
Southwest District Plan
10/8/02 38
As westward development creates the need, both Rohret Road and Melrose Avenue
will be improved to City standards beyond the point of the current corporate limits.
Public Services and Facilities
Before much of the area between Slothower and the landfill can be developed, a
sanitary sewer lift station will have to be constructed. Northern portions of Country
Club Estates can build out without further sewer improvements, but the southern two-
thirds adjacent to Rohret Road drains to the southwest. This portion cannot be
developed until a temporary lift station is built that connects to the landfill’s lift station
or a proposed permanent lift station is built south of Rohret Road on the western
edge of the Rohret South Subarea.
Land Use
Several areas of particular interest stand out in the Weber subarea with regard to
land use: the build-out of Country Club Estates and Wild Prairie Estates; the
development of the area west of Slothower Road; and future use of the County Poor
Farm property.
Johnson County Poor Farm
Future use of the County Poor Farm
property generated considerable discussion
and a wide variety of suggestions during
Citizen Planning workshops. The following
considerations should be used as a guide to
future development of this property:
•The following important elements should
be preserved and protected from the
encroachment of development: the
historic poor farm buildings and
cemetery; Chatham Oaks residential
care facility; and any environmentally sensitive areas.
•Approximately 90 acres of the property are wooded, brushy, or contain prairie
remnants. These areas would be suitable for use as a regional park that could be
connected via the Willow Creek trail to other parks and destinations in the
Southwest District.
•The southwest portion of the property contains approximately fifty acres of
relatively flat ground that is currently row-cropped. This area would be suitable for
residential development. Any new subdivisions in this location should be
connected to the street network developed in the Southwest Estates and Wild
Prairie Estates subdivisions located directly south of the County Farm property.
•If any development occurs on the county property adjacent to Highway 218, a
buffer should be maintained.
•Future use of the county property located north of Melrose Avenue should be
considered carefully with regard to potential impacts on the poor farm property.
Southwest District Plan
10/8/02 39
Wild Prairie Estates will soon reach its northern boundary. Access to and through the
Poor Farm is a desirable option in the future and for now a street stub northward up
to the Willow Creek-Hunters Run Trail extension will be necessary. North of that and
adjacent to Highway 218’s right-of-way, a noise and sight buffer should be
established between residential areas and the highway.
The Comprehensive Plan discourages the establishment of commercial uses around
the Melrose Avenue-Highway 218 interchange. This policy generally should be
maintained because there are several commercial services in the vicinity to serve
this area. The Highway 1-Highway 218 interchange further south provides
community and highway commercial services. In addition, Walden Square in the
Willow Creek Subarea provides neighborhood commercial services, and a future
neighborhood commercial area is proposed in the Rohret South Subarea. However,intensive commercial uses may be appropriate along Melrose Avenue further
from the interchange due to proximity to major thoroughfares and to serve as
a buffer for residential uses from the potential future expansion of the landfill
and Highway 965.
The remaining portion of the Country Club
Estates property is primarily suitable for
low-density single-family development. If
well-designed, the portion of the property
adjacent to Rohret Road may be suitable
for clusters of medium-density residential
uses, such as townhouses or
condominiums. A transition between
existing Rural Residential-zoned (RR-1)
portions of Southwest Estates and future
low-density single-family residential
development to the west may be
accomplished by platting larger RS-5-
zoned lots backing onto the existing rural
residential lots of Southwest Estates.
A New Subdivision in the Weber Subarea
The land west of Slothower is currently used for agriculture. The Weber Subarea
Plan Map designates this area as "future urban development." However, until sewer
service is extended in that direction and one or more lift stations constructed, there
will not be any significant urban development. Before reaching the twenty-year
horizon of this plan, some residential uses, or intensive commercial, may develop
along the west side of Slothower Road and begin moving toward the future Highway
965 extension. However, the expectation is that development will not and should
not “leapfrog” without street and trail connections bridging the gap between 965 and
Slothower Road. When development becomes imminent a more detailed plan will
need to be developed for this area. When development does occur, it will be
important to buffer residential uses from the Iowa City Landfill and Highway 965.
Southwest District Plan
10/8/02 40
Open Space
As this subarea continues to develop
additional public open space will be
needed. Recent improvements to
Hunters Run Park increased the
amount of active park space in the
area. This park may be extended to
the west when the northern part of
Wild Prairie Estates is subdivided. As
mentioned, the County Poor Farm
property contains land that is suitable
for public open space and connecting
trail corridors. The County should plan
for public open space needs as it
contemplates future uses for the
property.
Hunters Run Park
The City plans to use a small parcel of land near the southwest corner of the County
Poor Farm property for a water reservoir. Most of the ground will remain open and
could be used for a small neighborhood park. Additional parkland could be added to
this property as Country Club Estates continues to develop.
Southwest District Plan
10/8/02 41
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 of 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.
Topographically, the eastern portion of the subarea consists of rolling hills. The land
drains to the east and there are two primary, semi-wooded drainageways leading to a
low area directly west of Highway 218. As the land stretches to the western limits of
City's growth area, the hills and drainageways are less pronounced.
The Rohret South Subarea
Public Services and Facilities
In order to develop at urban densities, city services such as sewer and water will
have to be extended to the Rohret South Subarea. Once the Abbey Lane trunk
sewer is extended west of Highway 218, 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.
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.5 Storm water management is required in Iowa City to offset the detrimental
Southwest District Plan
10/8/02 43
5 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.
effects of urbanization on downstream land use. The report states that it is feasible to
construct a 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 allow larger detention basins, which would reduce the number of
smaller basins needed, provide more efficient use of land resources, lower
maintenance costs, and allow for multipurpose use. Amenities such as trails and
other recreation facilities could be developed around the new lake to serve
surrounding residential neighborhoods.
New Neighborhoods
Given the current pattern of existing development in the Southwest District, it is likely
that new neighborhoods in the Rohret South Subarea will begin developing first in the
vicinity of the intersection of Rohret Road and Highway 218. This area is in closer
proximity to existing services than areas further west or south. As noted above, this
area has been identified as suitable for a regional stormwater detention facility. This
facility and its associated amenities would further encourage new development in the
northeast portion of the Rohret South Subarea.
A regional stormwater facility could provide a focal point for new neighborhoods
The attached Carson Lake Concept Plan 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 to allow for easy public access, views
and recreational enjoyment.
• A public street should 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 trail access to the park should also be located on the south
side of the lake.
Southwest District Plan
10/8/02 44
• A bicycle/pedestrian trail should ring the entire lake and tie into the trail system that
extends 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 cars.
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 be considered in lieu of the lake. The
recommended concepts for development around the lake would also apply to the
park.
Care must be given to the design of new neighborhoods to preserve the natural
features of the area 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 should be minimized and
significant trees preserved. It would be appropriate to use the semi-wooded ravines
for trail corridors and open space. These trails could provide connections between
future neighborhood parks in the Rohret South Subarea and to other neighborhoods
in the Southwest District.
Housing
It is likely that a majority of the housing developed in the Rohret South Subarea will
be low-density, single-family homes. 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.
As illustrated in the concept plan on the following page, 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 access to this
significant public amenity. In addition, the higher density housing should be located
near arterial streets, such as Rohret Road, and with good access to a neighborhood
commercial area. 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.
When these properties have better access to City services, the existing large lots
could be further subdivided if property owners decide to do so.
Southwest District Plan
10/8/02 45
Transportation
The majority of the arterial street framework in this subarea is established. The only
new major arterial street planned for is the extension of Highway 965 on the west
side of the subarea, which will provide an additional north-south link for arterial traffic.
As land is annexed to the City and is developed in the Rohret South Subarea,
improvements to the existing arterial street system will likely be needed. For
example, as residential development continues west along Rohret Road, 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.
Major collector streets in the Rohret South Subarea will include a new north-south
collector street west of Highway 218 to serve the planned commercial / institutional
uses and recreational uses around the proposed stormwater lake. Maier Avenue is
an existing north-south link between Rohret Road and Highway 1, and will continue
to be an important link to allow residents of this area access to both Highway 1 and
Rohret Road. As land eventually develops to urban densities in this area and Maier
Avenue is paved, it will be subject 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, a neighborhood square, off-set
intersection, or median improvements should be designed into Maier Avenue. These
physical changes to the roadway should emphasize controlling the speed of traffic,
while still allowing for circulation between Rohret Road and Highway 1.
For local streets, traditional neighborhood design with an integrated system of narrow
streets and alleys, sidewalks, 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. When urban residential densities are
proposed, alleys 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
reduce the impact of driveways and garages on the streetscape, which de-
emphasizes the automobile and creates a more people-friendly neighborhood. The
use of architectural features such as front porches further contributes to this goal.
Because of the rolling hills and drainageways in the vicinity of the stormwater lake, an
integrated street grid may need to be modified to respond to the topography in this
area. Where alleys 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 a more traditional
grid system.
Southwest District Plan
10/8/02 47
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 this 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, it will be important to ensure that a
highly visible and substantive means of public access to the lake is provided. Single-
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
Mainstreet Commercial Design
Storefronts close to the sidewalk invite
pedestrians
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.
Southwest District Plan
10/8/02 48
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 Development West of Maier Avenue
The far western portion of the Rohret South Subarea is not likely to develop in the
short term due to the lack of public services and facilities. This area is designated
"future urban development" on the plan map on the following page. Development
should not proceed into this area until properties adjacent to existing urban
development are built out. 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
10/8/02 49
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.
Appendix B
SOUTHWEST DISTRICT CITIZEN PARTICIPANTS
Marva Abel
Marcia Allen
Eugene Anderson
Ruth Baker
Charles & Eileen Barfknecht
Meg Bayless
Michaela Bell
Anne Bendixen
Tom Bender
Kevin Boyd
Jim Brenneman
Joe Buffington
Anna Buss
William & Barbara Buss
Mark Cannon
Ellen Caplan
Steve Carson
Bruce & Sue Clark
Vicki Concha
Grace & Ken Cooper
Ernest Cox
Graham Dameron
George Dane
Kathy & Paul Davis
Werner & Helen Dietrich
Linda Donelson
Terri Fanning
Jeannette Fitzpatrick
Cathy Gehris
Tim & Deana Gholson
Pat & Roger Gingrich
Bill & Nancy Graf
Pat Gragg
Jerry Hansen
Dale & Linda Hawley
Mary Hitchcock
Jamal Hoballah
Don Hurt
Mary Hurt
Glenn Jacobsen
Jeff & Claudia Jansenius
Larry Jewell
Bev Johlin
Carrie Jones
Sue Kann
Theresa Kann
Judith & William Klink
William & Judith Knabe
Jim & Pat Knebel
Marva Abel & Richard Knoedel
Mary Knudson
Jeff Koenig
Ann Kohl
Nanci Kohl
Elizabeth Koppes
Bruce Kout
John Lanaghan
Bill & Donna Launspach
Ron Logsden
Dorothy Lynn
John Maxwell
Sadie May
Charles Meardon
Cindy Miller Chander
Deanne Mirr
Jody Murph
Steve & June Nasby
John & Darlyne Neff
John & Terri Navazio
Olympia Niederecker
Carl & Barbara Orgren
Esther Otto
Catherine Pope
Bob Porter
Preston Rath
Sharon Rebouche
David & Aletia Redlawsk
Dale & Mary Reiman
Jim Ruebush
Edward Ruppenkamp
Charles & Marie Ruppert
Paul Ruppert
Paul & Kathy Ruppert
Chester & Gloria Schulte
Robynn & Tim Shrader
Glenn Siders
Don & Sandy Slothower
Dan Smith
Jill Smith
Dan Smith
Samantha Solimeo
Michele Sorrell
Rich & Rhonda Tack
Mitchael Thomas
James & Hari Turner
Betty Vornbrock
Jerry Walker
Mr & Mrs Waller
Lambert White
Michaelanne Widness
Les &Jolene Wieland
Margaret Wieting
Larry Wilson
Lois Elaine Wingate
Kristen Wingate & Bob Porter
Eric & Fang Zirbes
Appendix C
08/15/02 Southwest District Plan Appendix C
MORATORIUM AREA CONCEPT PLAN
The high density (RM-44) zoning south of Benton Street has been the subject of
discussion and dissension over the last twenty years. The rugged topography, difficult
access issues, and lack of transition between high density and low density zoning have
prompted several down-zoning efforts. The most recent downzoning attempt was initiated
by the City in 1993. However, negotiations between the property owners and the
surrounding neighborhood residents reached a stalemate. The City Council was reluctant
to take action without a consensus between these groups, and therefore tabled the
request. A rezoning effort in 1984 resulted in a similar stalemate.
Prompted by recent development and redevelopment of multi-family properties south of
Benton Street, a number of residents in the area requested that the City re-examine the
zoning pattern once again. As a consequence, the City Council placed a development
moratorium on property in the area, so that the zoning issues could be carefully examined
through the Southwest District planning process. As a part of this planning effort, a group
of citizens, which included neighborhood residents and property owners, agreed to work
with City staff to work to resolve contentious zoning issues in this area. Based on input
from this group and from the larger Southwest District planning workshops, staff
developed the a conceptual plan for the undeveloped properties within the moratorium
area. The important elements of this plan are illustrated on the attached map, which was
developed by Steven Ford, a landscape architect with Shoemaker & Haaland Professional
Engineers.
The properties examined during this process are owned by the Ruppert family. These
properties are a part of their original family farm. They have never been developed for
urban uses. Approximately four acres at the corner of Highway 1 and Miller Avenue have
been zoned for commercial uses since the 1960's and is currently zoned Community
Commercial (CC-2). The portion of the property along Miller Avenue is currently zoned
Medium Density Single Family (RS-8). The approximately 9-acre parcel, located at the
end of Harlocke Street and south of the Benton Manor apartments and the recently
developed Southgate property, has been zoned High Density Multi-Family (RM-44) since
the City completed a comprehensive rezoning in 1983. Prior to that time, the property was
zoned R1A, which was a single family zone allowing approximately 4 dwelling units per
acre, similar to the City's current RS-5 zone. Each of these parcels of land are analyzed
separately below.
Land zoned High Density Multi-Family (RM-44)
Existing Zoning: The RM-44 zone allows one dwelling unit for every 1,000 square feet of
lot area, or about 44 units per acre. In general, high density multi-family development
should have direct access to an arterial street, have good access to public transit and/or
be within walking distance of major destination points and not be located in areas that
will have negative environmental impacts. Results of this study indicate that RM-44
zoning is unrealistic and inappropriately high for this property. The property contains
steep and critical slopes and two wooded ravines, which will make development difficult.
Access to the property is also problematic at this time due to the steep grade from
Highway 1 and the existing traffic concerns along Harlocke Street. The property is also
directly adjacent to a single family zone and concerns have been expressed about a lack
of transition between high density uses permitted in the RM-44 zone and the low density
Appendix C
08/15/02 Southwest District Plan Appendix C
uses intended for the RS-5 zone. Each of these issues is described in more detail
below.
Topography - The property consists of a south-facing hillside with some steep and
critical slopes. The elevation of this hillside is such that it offers unobstructed views of
the Iowa River valley to the south. A wooded ravine separates the RM-44-zoned area
approximately in the middle. The property is adjacent to the Highway 1 right-of-way,
which slopes steeply from the edge of the Ruppert property down to Highway 1. Any
development proposal will have to subtract out areas for streets, pedestrian facilities,
and storm water management facilities and as well as areas that are too steep or
environmentally sensitive to develop, which leaves only about half of the property for
buildings and parking. Due to the steep and rugged topography, it would be extremely
difficult to develop this property at RM-44 densities without substantial disturbance of the
slopes and wooded ravines. Development at this density would require large, level
building pads and large amount of space for the required parking, unless that parking
were built underneath the buildings. Covering this steep hillside with a large amount of
impervious surface would also likely result in problems controlling stormwater run-off.
Access - The property currently has no approved access from an arterial street.
Harlocke, a local street, dead ends at the property's northern border. There are a
number of problems associated with using Harlocke Street as access to the Ruppert
property. Harlocke Street is a local street that serves as primary access to a number of
apartment buildings and also to single family homes. It connects to Weeber Street,
which is another local street that serves the adjacent single family neighborhood. Traffic
from any new multi-family development on the Ruppert property would have to flow
through the single family neighborhood before reaching Benton Street, the nearest
arterial street to the north. Estimates of traffic along Harlocke Street indicate that the
existing development along the street generates traffic at a rate of 500 or more trips per
day, the City's local street traffic threshold, beyond which a second means of access
should be provided. Connecting Harlocke Street to Edingale Drive to provide a second
means of access would also be problematic. Such a connection would likely result in
additional northbound traffic on Harlocke and Weeber Streets as apartment residents
travel to central destinations, such as downtown Iowa City and the University of Iowa,
located north and east of this area.
For the reasons stated above, access to any new multi-family development on the
Ruppert property should be provided from Highway 1 rather than from Harlocke Street.
Currently there is no IDOT - approved access to the RM-44 zoned property from
Highway 1, although it is possible to share the IDOT-approved access located on the
adjacent CC-2 zoned property to the east. Alternatively, staff suggests that a portion of
the commercially zoned property to the east be rezoned to multi-family residential so that
the approved driveway access is located on the multi-family tract. If the density of future
development on the Ruppert property is such that a second means of access is needed,
the use of Harlocke Street can be avoided by providing a second connection to Highway
1 through the property currently owned by Tim Russell, located directly to the southwest
of the Rupperts’ property.
If this property is developed for multi-family uses, pedestrian connections should also be
considered. Major destination points, including the University of Iowa campus and
downtown Iowa City are all located north of the property. In addition, all of the
neighborhood open space is located north and east of the property. Given that there will
Appendix C
08/15/02 Southwest District Plan Appendix C
be no north-south street connections in this area, a pedestrian trail connecting this
property to the neighborhood parks, adjacent public open space, and to Benton Street
will be important.
Surrounding Development - The property is bounded on the north by multi-family
housing developed at an average density of approximately 26 units per acre. Directly to
the west is an area zoned for low density, single family development. Existing single
family homes front on Harlocke Street, Weeber Street, and Weeber Circle. A lack of
transition between the low density single family zone and the high density multi-family
zone has been problematic. The large parking lots, bright lights, and traffic associated
with high density development as well as the bulk and scale of multi-family buildings
have caused concern among the single family residents along Harlocke, Weeber, and
Weeber Circle. Any development on the western portion of the Ruppert property should
be designed to buffer higher density uses from the lower density uses to the west. Such
a buffer will be difficult to achieve if the property is developed at RM-44 densities.
To the east, the RM-44 zoned parcel is bounded by property zoned Community
Commercial (CC-2). This CC-2 parcel is also undeveloped. A wooded ravine provides a
logical dividing line between the commercial property and the residential property.
However, the existing zone line is located approximately 150 to 200 feet to the west of
the ravine. It would be logical to move the zone line east to the edge of the ravine to
provide a better transition between the residential and commercial zones.
Suggested Rezoning - Given the rugged topography, access issues, and lack of a
transition between higher density and lower density zoning in the area, RM-44 zoning is
inappropriate for this property. To avoid extensive grading and the need for large
retaining walls, the property should be down-zoned. The RM-12 Zone allows one
dwelling unit per 2,725 square feet, approximately 12-15 units per acre. As illustrated on
the attached maps, it may be possible to achieve this density by working with the natural
topography and clustering the development in areas so that grading of steep and critical
slopes is minimized. Even at this lower density it may be necessary to build a portion of
the parking underneath the buildings rather than on surface lots in order to remain
sensitive to the environmental features of the site. It may be possible to achieve RM-20
densities (approximately 16-24 units per acre) on this property if the site is carefully
designed and parking is structured or provided underneath the buildings rather than in
large surface parking lots.
It should be noted that while downzoning the property may reduce the incentive to
maximize the size of the building pads by grading extensively and building large
retaining walls, it will not ensure that the property is developed in a manner that is
sensitive to the surrounding neighborhood and the topography. Nor will it ensure that
pedestrian connections are integrated into the site design so that current and future
residents have a means to walk to and from major destinations, such as the University,
downtown Iowa City, and nearby commercial areas. Given the uncertainty of the
eventual site design, staff recommends the lower RM-12 zoning designation. If,
however, the property owner agrees to a conditional zoning agreement that ensures that
future development is sensitive to the natural topography and is designed with
appropriate buffering, pedestrian amenities, and vehicular access, a zoning designation
of RM-20 may be reasonable.
Appendix C
08/15/02 Southwest District Plan Appendix C
Land zoned Community Commercial (CC-2)
Existing Zoning - From the attached map, one can see that the vacant commercially
zoned property consists of a rather shallow strip along Highway 1. This parcel is zoned
Community Commercial, the City's general retail commercial zone. Given that uses in
this zone may generate considerable traffic, access to a major thoroughfare is important.
While this property seems well-situated for commercial development, the property
owners have indicated that the configuration of the property makes the resulting
commercial lots relatively shallow, which restricts the possible uses for this property.
Deeper lots would provide additional space for required parking, pedestrian amenities
and for attractive landscaping along this entry corridor to the City.
Topography - The portion eastern portion of the subject property is relatively flat, sloping
gently from the northwest to the southeast. The western portion contains a steep,
wooded ravine. It would be logical to use the ravine as a natural boundary between the
multi-family zone to the west and this commercial zone. However, the zone boundary is
currently about 150 to 200 feet west of the ravine.
Access - The commercially zoned property currently includes two IDOT-approved
access points off of Highway 1; one at the intersection of Ruppert Road and Highway 1
and one further to the east next to Sobaski's Carpets. These driveways are currently
unimproved farm access drives. They will have to be upgraded if the property is
developed for commercial uses.
During the Southwest District planning workshops, citizens stressed the importance of
creating pedestrian links between local commercial areas and residential
neighborhoods. Since there are few north-south street connections in the eastern part of
the Southwest District, providing trail links should be even more of a priority.
The Rupperts' commercial property along Highway 1 is well-situated to provide
commercial services to the single family neighborhoods to the north and east and to any
future residents of the multi-family property to the west. Therefore, it will be important to
provide the opportunity for a pedestrian trail along the western edge of this property
connecting it to the surrounding residential properties.
Surrounding Development - The property directly to the north is zoned RS-8, Medium
Density Single Family. If this property is developed for commercial uses, it should
provide a landscaped buffer to protect the nearby residential properties.
Suggested Rezoning - Since the comprehensive plan designates this area as
appropriate for commercial development, moving the zone boundary north to provide the
opportunity for deeper commercial lots may be warranted. The resulting zone change
will increase the depth of the property to coincide with the depth of the commercial
property located at the corner of Miller Avenue and Highway 1. In addition, squaring off
the zoning boundary will provide for a more even transition between the single family
zone to the north and this commercial zone. Providing deeper commercial lots will also
allow adequate space for a landscaped noise and sight buffer between commercial
development and future residential development.
Appendix C
08/15/02 Southwest District Plan Appendix C
As mentioned above, a zone boundary adjustment on this property's western edge may
also be warranted. Moving the zone boundary to the east side of the ravine would
provide a better transition between the multi-family zone to the west and this commercial
property. This zone change would also provide the multi-family property direct access to
an arterial street.
Land Zoned Medium Density Single Family (RS-8)
Existing Zoning - This property is currently zoned Medium Density Single Family (RS-8).
This zone is intended to provide for the development of small lot single-family dwellings.
Because this zone represents a relatively high density for single-family development,
dwellings should be in close proximity to all City services and facilities, especially parks,
schools and recreational facilities. Special attention should be given to landscaping and
site development. Special provisions of this Zone permit dwellings with no side yard to
accommodate attached single family dwellings, such as townhouses.
Topography - The land slopes moderately from northwest to southeast. There are areas
of mature woodland along the northern and western edge of the property. If developed,
stormwater detention will be necessary. The most likely location for a detention basin is
near the southeast corner of the property.
Access - Property has frontage on Miller Avenue and Benton Street and is adjacent to
the two-acre Miller-Orchard Park.
Surrounding Development - The property is surrounded on three sides by medium
density single family zoning (RS-8). Miller-Orchard Park and Roosevelt Elementary
School are located on Benton Street north of the Ruppert property.
Suggested Zoning - Given the surrounding zoning and development, this parcel is
appropriate for medium density single family development. The property is close to City
services, a commercial area, Roosevelt Elementary School and the newly acquired
neighborhood parkland. The existing RS-8 zoning designation is appropriate. The
property may also be suitable for a planned housing development or PDH. A rezoning to
PDH-8 would provide flexibility in architectural design, placement and clustering of
buildings, use of open space, traffic circulation and parking in order to encourage the
best use of the existing topography and promote an attractive and safe living
environment compatible with surrounding residential development. This type of zoning is
particularly suitable for infill sites in older residential areas such as the Miller-Orchard
neighborhood.
The attached map illustrates one example of a planned development that would be
compatible with the surrounding neighborhood. The plan shows single family and
townhouse development facing a central common green space. Front doors and living
space would front on the common area with garages located behind the dwellings on a
u-shaped private drive with access to Miller Avenue. This new development should
open out to Miller Avenue so that residents will have a connection to the existing
neighborhood. An attractive single family development on this property would support
the plan goal of stabilizing and revitalizing the surrounding Miller Orchard neighborhood.
Appendix C
08/15/02 Southwest District Plan Appendix C
Dedication of a certain amount of open space would be required with development of
this property, whether as a conventional subdivision or a PDH. Additional park space is
needed at the corner of Miller Avenue and Benton Street to provide attractive and safe
pedestrian access to the existing Miller-Orchard Park. Depending on the amount of
open space dedicated at this corner, there may be adequate land area to develop
townhouses or single family homes that face the park with vehicular access allowed from
the rear as shown on the concept map for this area. To increase the green pedestrian
links within this area of the city, it will be important to reserve space for a trail between
Miller-Orchard Park and the adjacent commercial area and to the public open space at
the end of Harlocke Street.
Concept Plan Maps
The maps on the following pages illustrate the concepts and zoning recommendations
described above. These maps provide an illustration of how the important goals and
objectives for this part of the Southwest District might be accomplished. It should be
noted that other site designs may be equally attractive for these properties as long as
the design adheres to the underlying planning principles described in the analysis above.
a4-ari4-
5a
Prepared by: Sarah Walz, Associate Planner, 410 E. Washington St, Iowa City, IA; 319 - 356 -3239 (CPA12- 00006)
RESOLUTION NO. 14 -80
A RESOLUTION APPROVING AN AMENDMENT TO THE COMPREHENSIVE PLAN TO
AMEND THE SOUTHWEST DISTRICT PLAN TO CHANGE THE LAND USE DESIGNATION
OF PROPERTY LOCATED WEST OF MORMON TREK BOULEVARD, NORTH OF
WESTWINDS DRIVE (WALDEN SQUARE) FROM NEIGHBORHOOD COMMERCIAL TO
GENERAL COMMERCIAL. (CPA12- 00006)
WHEREAS, the Iowa City Comprehensive Plan serves as a land -use planning guide by
illustrating and describing the location and configuration of appropriate land uses throughout the
City, provides notification to the public regarding intended uses of land; and illustrates the long
range growth area limit for the City; and
WHEREAS, if circumstances change and /or additional information or factors come to light, a
change to the Comprehensive Plan may be in the public interest; and
WHEREAS, the Walden Square is located on Mormon Trek Boulevard near the intersection
with Benton Street and is a major travel and commuter corridor; and
WHEREAS, given its locational convenience, the commercial center draws customers from
the entire southwest side of Iowa City in addition to the immediate neighborhoods; and
WHEREAS, the established streets, trails, and sidewalks that serve the commercial center
safely support vehicle, bike, and pedestrian accessibility; and
WHEREAS, the commercial center is nearly fully developed and includes a number of long -
established uses, including a grocery store, bank, and drug store, coffee shop; and restaurants;
and
WHEREAS, some established retail and office uses within the commercial center wish to
expand beyond the maximum square footage allowed in the Neighborhood Commercial zone;
and
WHEREAS, the established development more closely conforms to the requirements in the
Community Commercial zone in terms of building setbacks and location of parking; and
WHEREAS, the change in land use designation from Neighborhood Commercial to General
Commercial and a proposed rezoning to Community Commercial is not anticipated to generate
additional traffic along this corridor; and
WHEREAS, the Planning and Zoning Commission has reviewed this amendment and
determined that circumstances have changed to the extent that an amendment to the
comprehensive plan is warranted.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF IOWA
CITY, IOWA, THAT:
The land use designation for Walden Square shall be changed from Neighborhood
Commercial to General Commercial in the Iowa City Comprehensive Plan and the Southwest
District Plan.
Passed and approved this 1st day of April , 2014.
T.' .
Approved by:
Resolution No. 14 -80
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City Attomey's Office2l! (,
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Resolution No. 14 -80
Page 3
It was moved by Mims and seconded by Payne the
Resolution be adopted, and upon roll call there were:
AYES: NAYS: ABSENT:
x Botchway
x Dickens
x Dobyns
x Hayek
x Mims
x Payne
x Throgmorton