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South Port Conceptual Redevelopment
Copyrighted J uly 25, 2022 City of Dubuque Special Meeting Work Session - Bottom # 01. IT E M T I T L E:South P ort Conceptual Redevelopment S UM M ARY:City staff, R D G, property owners, and developers will present information from recent planning sessions among City staff related to conceptual development in the S outh Port. S UG G E S T E D D I S P O S I T I O N: AT TAC H ME N TS: Description Type South Port Conceptual Redevelopment-MV M Memo City Manager Memo Staff Memo Staff Memo Presentation Supporting Documentation Reimagining the South Port of Dubuque Publication Supporting Documentation South Port of Dubuque Area W ide Use Master Plan Supporting Documentation Port of Dubuque Master Plan Supporting Documentation TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: South Port Conceptual Redevelopment DATE: July 21, 2022 Economic Development Director Jill Connors is transmitting information for the 6:00 pm, July 25, 2022, Work Session – South Port Conceptual Redevelopment. City staff, RDG, property owners, and developers will present information from recent planning sessions among City staff related to conceptual development in the South Port. _____________________________________ Michael C. Van Milligen MCVM:sv Attachment cc: Crenna Brumwell, City Attorney Cori Burbach, Assistant City Manager Jill Connors, Economic Development Director Economic Development Department 1300 Main Street Dubuque, Iowa 52001-4763 Office (563) 589-4393 TTY (563) 690-6678 http://www.cityofdubuque.org TO: Michael C. Van Milligen, City Manager FROM: Jill M. Connors, Economic Development Director SUBJECT: South Port Conceptual Redevelopment DATE: July 19, 2022 During a work session on July 25, 2022 at 6:00 p.m., City staff, RDG, property owners, and developers will present information from recent planning sessions among City staff related to conceptual development in the South Port. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • - Reimagining the South Port of Dubuque Bangston, Kaley; Cowell, Charlie; Mason, Sandra; et.al. https://iro.uiowa.edu/discovery/delivery/01IOWA_INST:ResearchRepository/12727334800002771?l#13727357950002771 Bangston, Cowell, C., Mason, S., Ornelas, J., Plagge, A., Thompson, A., & Zorig, T. (2013). Reimagining the South Port of Dubuque. University of Iowa. https://doi.org/10.17077/3r51-80ax Downloaded on 2022/07/21 11:08:55 -0500 Copyright © 2013 the authors https://iro.uiowa.edu - Page | 1 Reimagining the South Port of Dubuque Kaley Bangston Charlie Cowell Sandra Mason Joe Ornelas Adam Plagge Adam Thompson Tuya Zorig The University of Iowa School of Urban and Regional Planning Iowa Initiative for Sustainable Communities May 2013 Reimagining the South Port of Dubuque MAY 2013 Executive Summary The City of Dubuque, Iowa continues to take proactive steps to promote sustainability, planning, and community engagement. In August of 2012 the City reinforced its vision and mission for the future. The Dubuque vision for 2027 states “…the Dubuque community is an inclusive community celebrating culture and heritage and has actively preserved our Masterpiece on the Mississippi; Dubuque citizens experience healthy living and active retirements through quality, livable neighborhoods and an abundance of fun things to do and they are engaged in the community, achieving goals through partnerships…”. Five-year city goals include planned and managed growth, partnerships for a better Dubuque, and improved connectivity. Five-year community goals include the three pillars of sustainability identified by the City: economic prosperity, social/cultural vibrancy, and environmental integrity (Sustainable Dubuque: Dubuque’s Approach, 2012). The Port of Dubuque continues to change to encompass Dubuque visions and values. In 2013, the Port of Dubuque consists of two contrasting areas, the North Port and the South Port, both adjacent to the historic Ice Harbor. All who enter Dubuque along the Mississippi River see the Port of Dubuque. The Port of Dubuque Master Plan was adopted in 2002 to make the Port an appealing gateway to Dubuque. As a result of the Master Plan, the North Port now represents a lively and attractive destination spot in Dubuque. While the North Port sets a prime example of successful redevelopment in a once struggling area, the South Port lags. It is now time to review the 2002 Port of Dubuque Master Plan vision for the South Port. In continuation of a partnership through the Iowa Initiative for Sustainable Communities graduate students from The University of Iowa School of Urban and Regional Planning, along with the City of Dubuque, reexamined the vision for the South Port. A project spanning from August 2012 until May 2013 reviewed the state of the South Port in relation to the 2002 Master Plan, examined best redevelopment practices elsewhere, engaged community members, and evaluated land use alternatives based on market potential, physical suitability, and Dubuque’s goals for the future. After completing the planning process, the recommended use for the South Port comprises of lower density mixed-uses including extensive open space and recreational opportunities with some commercial development. Walkability and connectivity to downtown Dubuque and the North Port area are key elements of design. The future South Port is best suited as a green gateway to Dubuque that showcases the City’s sustainability goals. The final recommendation reflects community preferences along with an evaluation of the most feasible redevelopment alternatives for the South Port of Dubuque. Reimagining the South Port of Dubuque MAY 2013 Table of Contents Introduction and Acknowledgements ......................................................................................................................................................... 5 Project Statement ........................................................................................................................................................................................ 6 Methodology ............................................................................................................................................................................................... 7 Port of Dubuque History until 2002............................................................................................................................................................ 9 2002 Port Master Plan ........................................................................................................................................................................... 11 North Port Development .................................................................................................................................................................... 16 Planned Phases V & VI for the South Port ........................................................................................................................................... 18 Current South Port Status.......................................................................................................................................................................... 20 Case Studies .......................................................................................................................................................................................... 25 Dubuque Impetus for Moving Forward .................................................................................................................................................... 27 Upper Mississippi River Conference Charrette .................................................................................................................................... 27 Discovering New Land Use Preferences .................................................................................................................................................. 30 South Port Public Input Session ............................................................................................................................................................ 30 2013 South Port Land Use Survey ........................................................................................................................................................ 39 Discovering Land Use Feasibility ............................................................................................................................................................. 50 Developer Interviews ............................................................................................................................................................................ 52 Industrial Use ........................................................................................................................................................................................ 53 Environmental Uses .............................................................................................................................................................................. 56 Recreation and Tourism ........................................................................................................................................................................ 59 Residential............................................................................................................................................................................................. 62 Commercial ........................................................................................................................................................................................... 66 Other Land Use Considerations ............................................................................................................................................................ 69 Original Design Alternatives and Public Feedback .................................................................................................................................. 72 Design 1: Revitalized Industrial Port .................................................................................................................................................... 74 Reimagining the South Port of Dubuque MAY 2013 Design 2: Low Density ......................................................................................................................................................................... 76 Design 3: Medium Density ................................................................................................................................................................... 78 Design 4: High Density ......................................................................................................................................................................... 81 Public Feedback Session ....................................................................................................................................................................... 84 Final Recommendations............................................................................................................................................................................ 95 Conclusion .............................................................................................................................................................................................. 105 Appendices .............................................................................................................................................................................................. 106 A: Concluding Considerations for Implementation ............................................................................................................................ 106 B: Redevelopment Case Studies ......................................................................................................................................................... 117 C: South Port Public Input Session Ideas ........................................................................................................................................... 126 D: Survey Statistical Analysis ............................................................................................................................................................ 129 E: South Port Parcel Owners and Values ............................................................................................................................................ 136 F: 2002 Port Master Plan Design Standards Overview ...................................................................................................................... 138 G: Iowa Initiative for Sustainable Communities ................................................................................................................................ 139 Reference List ..................................................................................................................................................................................... 140 Reimagining the South Port of Dubuque Introduction Introduction and Acknowledgements Starting in the 2011-2012 school year, The University of Iowa School of Urban and Regional Planning partnered with the City of Dubuque through the Iowa Initiative for Sustainable Communities (IISC). IISC works to enhance sustainability in towns, cities, and counties in Iowa faced with difficult future challenges (Iowa Initiative for Sustainable Communities, 2012). The Dubuque partnership, known as the Sustainable Dubuque Project, continued for the 2012-2013 school year. New projects determined by Dubuque City leaders focused on several challenges confronting Dubuque and Dubuque County. Based on initial meetings with key Dubuque stakeholders, five Sustainable Dubuque Projects were identified for the 2012- 2013 school year. For a listing of all the projects refer to Appendix G. The following report focuses on one of the identified projects concerning an area south of Ice Harbor in the Port of Dubuque, referred to in the report as “South Port”. Seven graduate students were selected to work on the project, known as the South Port Group, with the assistance of project partners from Dubuque and faculty members from The University of Iowa, School of Urban and Regional Planning. The project partners played a crucial role in providing information and guidance throughout the project. Continual communication with city partners ensured outcomes aligned with planning efforts already happening in Dubuque. Project partners with the City of Dubuque Planning and Zoning and Economic Development Departments helping to make the planning process possible include: Laura Carstens, Planning Services Manager, Dubuque Planning Services Department Guy Hemenway, Assistant Planner, Dubuque Planning Services Department Phil Wagner, Assistant Director of Economic Development, Dubuque Economic Development Department The South Port Group also received valuable guidance from faculty advisors. The Group met weekly with advisors to give updates and receive feedback on the progress of the project. The main faculty advisor with The University of Iowa, School of Urban and Regional Planning was Dr. Charles Connerly, Professor and Director, Ph.D. Urban and Regional Planning. Reimagining the South Port of Dubuque Introduction Project Statement How should the South Port be redeveloped to match today’s vision of Dubuque? The South Port of Dubuque comprises of 33 acres of semi- industrial land. A Master Plan for the Port was adopted in 2002. Dubuque leaders identified the South Port as an area of concern in 2012 (Goals and Priorities, 2012). The South Port currently lacks visible improvements, while just across Ice Harbor the North Port shows extensive redevelopment. Several issues arise in planning a successful vision for the South Port. Identifying what challenges face the South Port, who will determine the best use of the South Port, and what type of development is feasible all build the base of the project. 2002 Port of Dubuque Plan Source: Port of Dubuque Master Plan, 2002 Dubuque is a proactive community and national leader in prioritizing sustainability. Future uses in the South Port should reflect this, as shown in the project statement. The project statement culminates with a recommendation for the highest and best use redevelopment alternatives. With community input providing the best use and evaluation criteria providing the highest, most feasible use, the recommendations serve as another step toward a more sustainable and vibrant Dubuque. The Port of Dubuque is rich in history and an iconic destination on the Mississippi River. The following report provides a brief history of the Port, along with previous city planning activities. A review and evaluation of the 2002 Port Master Plan details the implementation of development until 2012. The South Port faces many challenges for development. An examination of other port and railroad plans demonstrates possibilities for Dubuque. The remainder of the report details the actions taken to determine the highest and best use of the South Port including various forms of public input, a land use analysis for the site, and alternative design plans. The report concludes with the final recommendation for future development in the South Port. Project Goals The underlying goal aims to recommend alternatives for the South Port of Dubuque in line with the stated future vision for Dubuque. History shows the importance of community involvement in shaping the current state of Dubuque. City leaders engage citizens from the start, whether through the creation of new task forces or the development and implementation of city planning documents (Goals and Priorities, 2012). Recognizing the value Dubuque places on its citizens, the first goal aimed to gather significant community Reimagining the South Port of Dubuque Introduction input. Understanding community preferences is essential for creating viable recommendations. The second goal aimed to align recommendations with the vision of Dubuque. A recommendation consistent with city visions ensures synergy of the South Port with the North Port, downtown, and Dubuque as a whole. Methodology Several tasks led to the final recommendation. The South Port is part of a larger network. The area comprises only one piece of the “puzzle” that makes up Dubuque. Therefore, any redevelopment alternatives for the South Port should fit with the overall visions of Dubuque. To become familiar with the site, several Group members reviewed the Port of Dubuque history, the current conditions facing the South Port, and the current plans and visions in Dubuque. All Group members then worked to discover the public preference for redevelopment. Community input allows for the creation of the best use alternatives. Citizens have the long-term stakes in the Port and will see the recommendations get implemented. Public input included a public brainstorming session held on October 25, 2012 and a community survey in January 2013 to discover land use preferences for the 33 acres. The public input data were compiled and organized to allow for easy analysis of the most preferred alternatives. In addition to public input, the South Port Group evaluated land uses for feasibility in the South Port. Criteria were used to evaluate five land use types for their fit in the South Port related to Dubuque’s three sustainability pillars, market potential, and physical suitability. Based on the public input and criteria evaluation, four design alternatives were created and presented to the public in a final feedback session on April 11, 2013. The session served as the final step before arriving at the best combination of feasible design features for the South Port. PORT OF DUBUQUE HISTORY AND PAST PLANS Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Port of Dubuque History until 2002 The City of Dubuque was founded in 1788 by Julien Dubuque and was the first permanent European settlement in Iowa. Julien Dubuque founded the city after moving to the area and befriending the “Mesquaki Indians who occupied the region and worked with them to mine the plentiful lead mines, which he later named the Mines of Spain” (America’s River, 2012). Lead mining attracted settlers to the area and its location along the Mississippi made shipping lead ore to St. Louis easier (East Dubuque School District, 2000). According to the City of Dubuque (2012) Julien mined lead ore until his death in 1810. In 1833 the United States Government opened Dubuque for settlement after the Black Hawk Purchase Treaty was signed. The purchase allowed the City of Dubuque to be chartered in 1837 and soon various industries began to flourish due to its location along the Mississippi River. After the Civil War, major industries opened including “button making, boat building, logging, mill working, meat packing, and other heavy industries.” The Port of Dubuque was integral to its early success especially after the first Dubuque Railroad bridge was built in 1868 connecting Illinois to Iowa. By 1889, as shown in Figure 4 below, the Port had expanded and became a major center of industry. The Port became a transportation hub for the many steamboats that traveled up and down the Mississippi River, explaining why boat building was among its earlier industries. For example, the JS Delux was built in 1896 for the Diamond Jo Line of the St. Louis St. Paul Trading Company and the Admiral was built in 1906 as a railroad transfer boat. Mines of Spain Source: Mapquest 2012 JS Delux (1896) and Admiral (1906) Source: Online Musuem Reimagining the South Port of Dubuque Port History and the 2002 Master Plan 1: Historical Port of Dubuque Source: Iowa Pathways Map of Dubuque 1889 Besides ship building, the Port was also heavily used by the railroad after the Dubuque Railroad Bridge was built. The Bridge allowed Chicago’s Central & Pacific railroad and Iowa’s Chicago & Eastern railroads to access the Port area (Encyclopedia Dubuque, 2012). The Port of Dubuque was also used for recreation as shown to the right of Dubuque citizens using the Port for ice skating in 1907. However, due to the railroad and Mississippi River access along the Port, the primary uses revolved around industry rather than recreation use. The Port was further transformed in 1943 when the Julien Dubuque Bridge was built just south of the Ice Harbor, cutting the South Port in half (Encyclopedia Dubuque, 2012). Flooding occurred in the lower portions of the Port but did not gain the attention it deserved until 1965 when the Port experienced a record-breaking flood (Shaffer & Tigges, 2000). To help protect the Port and the City of Dubuque, a flood wall was constructed along the Mississippi River in 1973. Once the floodwall was constructed most industry occurring in the Port came to a halt until the 1990s when riverboat gambling was legalized in Iowa. Port Ice Skating, 1907 Source: Encyclopedia Dubuque (2012) Image 1907 Julien Dubuque Bridge, 2012 Source: Wikipedia, Julien Dubuque Bridge (2012) Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Historical Flooding in Dubuque Source: Ebay 1965 Dubuque Press Photo (2012) The first casino in the Port was called the Casino Belle. Within five years it was replaced by the Diamond Jo Casino. With the popularity the Port was gaining, the City of Dubuque embarked on a new venture of redeveloping the Port, thus creating the 2002 Port of Dubuque Master Plan for redevelopment. 2002 Port Master Plan In June 2001 the City Council embarked on a quest to reclaim the underutilized and brownfield property located within the Port of Dubuque. Between June 2001 and March 2002 the City of Dubuque developed goals and design standards that matched the vision laid out in the City comprehensive plan. In the 2000- 2002 comprehensive plan update, as well as the 2006-2007 update, public input was sought by way of “public comment sessions, focus group meetings, open houses, displays, and public hearings” (Dubuque Comprehensive Plan, 2008, p. 2). During the public engagement time period Dubuque citizens were asked to offer their ideas on how to revitalize the 120 acre riverfront of the Port (Port of Dubuque Master Plan Summary, 2012, p. 1). The process became known as the America’s River Project. The 2002 Port of Dubuque Master Plan was created in a three part process. The first few months were spent conducting a physical and market analysis. The second actions focused mainly on conceptual design. The third actions, within the last months, focused on the final design. All together the Plan includes seven planning elements revolving around land use regulation, the thoroughfare, pedestrian circulation, the built form, an illustrative plan, a phasing plan, and six major objectives for redeveloping the Port which are listed below (p. 5). Capitalize on investment Consist of mixed-use development Build on existing and/or previously planned uses Make the Port both pedestrian and transit oriented Model the block and street pattern after the downtown Develop the Port as an extension of the downtown Balance both market demand and a creative vision Regulating Plan The North Port consists of 88 acres and the South Port consists of 33 acres. Because the Plan promotes mixed-use development in both the North and South Port, the regulating plan points out the types of mixed land uses allowed in each Reimagining the South Port of Dubuque Port History and the 2002 Master Plan area as shown in the table to the right and in the map on the next page. Mixed Use - 1 (dark orange) area allows only business and employment oriented uses and are located along the highway and railway. Mixed Use - 2 (light orange) area offers the widest range of development to include everything that is allowed in the Mixed Use -1 area but also a wider range of office uses, entertainment, and even multi-family residential. Mixed Use - 3 (pink) area is a bit different in that its “intended to promote a more commercial, main street environment [with] a minimum of 60% of the ground floor area of buildings facing 5th and Bell Streets and be dedicated to business service, retail and restaurant/lounge or café uses” (p. 5). This area also only allow residential to be built in the upper floors of buildings. 2002 Port Proposed Land Uses Source: 2002 Port of Dubuque Master Plan Land Uses North South North South Mixed Use - 1 13.3 Ac. 8.8 Ac. Mixed Use - 3 14.8 Ac. 0.0 Ac. · Office · Office · Medical Office · Medical Office · Office Showroom · Institutional · Institutional · Commercial/Retail · Commercial/Retail · Entertainment · Entertainment · Hospitality · Public · Restaurant/Café Mixed Use - 2 9.6 Ac. 14.3 Ac.· Residential – · Office (Upper Floors Only) · Medical Office · Institutional · Commercial/Retail · Entertainment · Hospitality Open Space 6.0 Ac. 3.1 Ac. · Restaurant/Café R.O.W.10.6 Ac. 5.1 Ac. · Residential –Existing and Preplanned 33.7 Ac. 0.7 Ac. Attached Multi-Family New Marina Area 0.0 Ac. 1.0 Ac. Proposed Land Use Type for North Port (88 Acres) and South Port (33 Acres) Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Thoroughfare Plan The proposed thoroughfare plan identifies three street types. They include “73 foot right-of-ways and parallel parking, 60 foot right-of-ways and parallel parking, and 50 foot right-of- ways without parking” (p. 5). Pedestrian Circulation Plan Not only does the Port of Dubuque Master Plan propose two types of circulation, semi-public and public sidewalks, but includes a plan to connect the North to the South Port and the downtown area as shown to the right. Semi-public sidewalks are shown in orange and public sidewalks & trails are shown in green. Source: 2002 Port of Dubuque Master Plan Proposed Pedestrian Circulation Plan Source: 2002 Port of Dubuque Master Plan (Thoroughfare Plan) North Port Proposed Land Use in the North and South Port Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Built Form Plan The proposed built form plan shows where buildings should locate to be near or up to both sidewalks and the waterfront. It is also stated that underground parking is impractical due to “current land values and a high water table;” (p. 5) therefore, proposed parking is set to be located in the rear, center, and inner sides of the port. Illustrative Plan The illustrative plan simply brings all the plans together to show how the North and South Port are envisioned to be developed. Phasing Plan Altogether the Port of Dubuque Master Plan proposes six phases of redevelopment, shown on the next page. The North Port was stated to take up to ten years to redevelop followed by another 8 to 10 years to redevelop the South Port. Currently, the City is in the final two phases involving redevelopment in the South Port. Does the 2002 Port of Dubuque Master Plan still match the vision of Dubuque citizens today? That is a question the City asks and which the South Port Group aims to answer. Proposed Built Form Plan Source: 2002 Port of Dubuque Master Plan (Built Form Plan) Proposed Illustrative Plan Source: 2002 Port of Dubuque Master Plan (Illustrative Plan) Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Port of Dubuque Phasing Plan Reimagining the South Port of Dubuque Port History and the 2002 Master Plan North Port Development As seen in the images to the right, the North Port has experienced a major transformation between 2002 and 2010. According to the South Port Summary Report (2012) approximately $400 million dollars (public and private) has gone into the revitalization efforts for redeveloping the North Port over the last 10 years. The redevelopment transformed the North Port from a run down, brownfield area, to a destination that “captures the historical, environmental, educational and recreational majesty of the Mississippi River and the historic Ice Harbor” (p.1). The Grand Harbor Resort & Waterpark was built during the first phase of redevelopment in the North Port and opened in December 2002. The hotel/waterpark offers 193 rooms and a 25,000 square foot indoor waterpark. Within six months the National Mississippi River Museum & Aquarium was built and opened in the summer 2003. During the same time, the River Walk, River’s Edge Plaza, and the Alliant Energy Amphitheater were added. In 2007 the Stone Cliff Winery renovated the building that once housed the Dubuque Star Brewery. McGraw Hill also made the North Port home with their newly constructed 4-story office building. In December 2008 both a new public parking facility was built offering 1,150 parking spaces, as well as the Diamond Jo Casino which boasts a 30 lane bowling alley and dining entertainment. The Mystique Casino is another casino in the North Port offering gambling and greyhound racing as of 2009. Lastly, the Durrant Group Corporate headquarters renovated an 18,000 square foot building. The most updated image of the North Port is shown below. North Port 2002 Source: Iowa Geographic Map Server, 2012 North Port 2010 Source: Iowa Geographic Map Server, 2012 Reimagining the South Port of Dubuque Port History and the 2002 Master Plan Redeveloped North Port Source: America’s River Project Overview 2012 Planned Phases V & VI for the South Port Currently, phases V & VI for the South Port have been moving forward. However, the South Port Group determined the Plan no longer matches Dubuque citizen preferences. The South Port Group, in conjunction with the City of Dubuque, found the current viewpoint on how/if the South Port should be redeveloped no longer calls for residential mixed-uses as is detailed in later sections of the report. . CURRENT SOUTH PORT CONDITIONS AND OPPORTUNITIES Reimagining the South Port of Dubuque Current South Port Status 20 Current South Port Status Land Use The South Port consists of 33 acres situated between the Ice Harbor, the Mississippi River, and the Canadian Northern Railroad. As previously mentioned, people see the South Port coming into the city from Illinois and some consider it underutilized. Currently, several land use characteristics of the South Port make possible redevelopment a challenge. The characteristics include: accessibility, the Canadian Northern Railroad, the current infrastructure, and brownfield concerns. Accessibility Accessibility is the greatest challenge facing the future of the South Port. Currently, the main access point into the South Port is Jones Street from US-151/US-61. Jones Street crosses three rail tracts entering into the South Port. Train cars frequently block Jones Street, sometimes for hours on end. Secondary access is from Ice Harbor Drive. This road comes around the west end of the Ice Harbor, connecting the North and South Port. Ice Harbor Drive is a narrow drive entering the South Port. The drive serves pedestrians and emergency vehicles, not allowing access for trucks. This causes difficulties for trucks to enter and exit the South Port when Jones Street is blocked by rail cars. Pedestrian access is nonexistent to and within the South Port. Streets are a mix of concrete and gravel with no sidewalks. No pedestrian cross walks exist over US-151/US-61. Pedestrians cannot easily walk from the downtown area to the South Port or from the North Port to the South Port. Future developments will need to address how to move people in and around the South Port. Zoning The Port of Dubuque has been zoned for industrial use since Dubuque’s founding. Although the 2002 Port Master Plan has rezoned the South Port from high industrial to mixed-use, the Port is still industrialized. The following pictures show several industrial uses currently in the South Port. Industrial Business in the South Port Reimagining the South Port of Dubuque Current South Port Status 21 Industrial Use in the South Port The Port of Dubuque 2002 Master Plan regulates both existing and future development. The North and South Port were separated into two zones under the Port of Dubuque Planned Unit Development (PUD) zoning with two sets of regulations: design standards and a PUD zoning ordinance. For the South Port, the PUD regulates expansion and reconstruction of existing uses for changes and new construction but allows for existing uses to remain the same. The Design Standards regulate the design of new construction while existing structures remain unaffected. Lastly, the Performance Standards regulate the appearance of existing outdoor storage facilities. Industrial Storage Tanks in the South Port Railroad The South Port is bordered by a rail switch yard on the south and west, as shown in the picture below. The rail is owned and operated by Canadian Northern. Railroad operations are federally protected giving little power to local governments to plan and acquire property for redevelopment. In some cases, negotiations can take place that significantly benefit the rail companies business operations, in which rail operations can be moved. In Dubuque, Canadian Northern has said they are in support of South Port redevelopment. However, their operations at the current switching yard location are vital to the overall rail operations and they are not willing to move their operations. Reimagining the South Port of Dubuque Current South Port Status 22 Rail Switch Yard Near the South Port Infrastructure There are challenges with the floodwall and roads in the South Port. The floodwall is unsightly and restricts access to the river. The floodwall will have to stay in some capacity. Many options can make the floodwall less restrictive. For instance, the floodwall in the North Port was buried, creating a flood berm, which allowed for a walkway with lighting placed above the wall. Many of the roads have slowly deteriorated over time. Currently, several roads are gravel/dirt or have not been repaved for many years, giving an impression of blight to the South Port. Many of the roads also lack sidewalks. Floodwall in the South Port Street Conditions in the South Port Reimagining the South Port of Dubuque Current South Port Status 23 Environmental Condition Brownfields are a concern in the South Port. A brownfield is any property that is contaminated and/or has the perception of contamination. The perception of contamination is the important aspect of defining a brownfields. Eighty percent of all perceived brownfields sites have little to no contamination. Based on the definition of a brownfield, all of the South Port area can be classified as a brownfield. Three sites in the South Port have had Phase I site assessments. A Phase I site assessment is a visual exam of current uses and past historical uses to determine the possibility of reasonable contamination. The city was advised to conduct a Phase II analysis to determine if there was soil or ground water contamination. During a Phase II assessment, drilling occurs to obtain soil and ground water samples to test for contaminates. Based purely on historical use and neighboring uses, many of the sites in the South Port going forward will require Phase I and II environmental testing. Ownership Although the South Port is relatively small, there are several property owners that split the 33 acres into various sizes. The owners consist of private firms and public/federal government entities. A detailed list of South Port parcel owners and values is provided in Appendix E. Property Ownership in the South Port Source: City of Dubuque, 2012 Reimagining the South Port of Dubuque Current South Port Status 24 Private The firms that own property in the South Port include: Newt Marine with 1.74 acres, Molo Oil Company with 1.16 acres, Sunflower Enterprises LLC with 2.13 acres, and DRBE Properties LLC with 1.29 acres. The firms are detailed below (Beacon, 2012). South Port Property Owners by Acres Property users Area The Ice Harbor lease (acres) Acres % City owned property 16.96 51.4 DRBE Properties LLC 1.29 3.9 Dubuque Terminals 2.93 8.9 2.81 Molo Oil Company 1.16 3.5 Garu Newt/Newt Marine 1.74 5.3 State of Iowa 1.27 3.8 Sunflower Enterprises LLC 2.13 6.5 United States of America 0.93 2.8 Rail way 4.59 13.9 TOTAL AREA 33 100 2.81 Source: City of Dubuque, 2012 Newt Marine: Created in 1965, Newt Marine Service is a reliable marine service industry. Their services include marine construction, dredging, dry docking, barge rentals, and specialized towing, among others. Newt Marine employs more than 50 individuals with annual sales over $10 million. Molo Oil: Molo Companies can be traced back to 1870 when Bart Linehan, a native Dubuque owned and operated a transfer company. In 1926 Molo Oil Company began selling petroleum products such as fuel oil to home owners and gasoline to 22 area service stations. The firm expanded further into Iowa, Illinois, and Wisconsin during the 1970’s. The 1980’s was an era of growth and Molo Oil began opening Big 10 Mart’s – convenience stores. Currently Big 10 Mart’s has 16 locations throughout Iowa and Illinois. Molo Oil’s merchant petroleum wholesale sector employs more than 20 individuals with annual sales over $50 million Sunflower Enterprises LLC: Sunflower Enterprises, LLC possesses a large and diverse fleet of marine equipment. Sunflower Enterprises rents and leases marine equipment. They supply barges, tugs, or support materials such as winches or cranes, among others. Sunflower Enterprises employs only a few employees with annual sales over $500 thousand. Mutual Wheel: Mutual Wheel Company has eleven locations in Iowa and Illinois. Mutual Wheel is a full-service parts department and service facility. Mutual Wheel serves a small but important role in Dubuque. Over ten employees are employed by Mutual Wheel with over $2.5 million in annual sales. Public/Federal The City of Dubuque owns approximately 1/3 of the land in the South Port. Some of the City’s property is leased to businesses, such as Dubuque Terminals (shown in the table to the left) and will be transferred back to the City once the lease is terminated. The Coast Guard owns approximately one acre of the land as well and will remain at the current location. Much of the open Reimagining the South Port of Dubuque Current South Port Status 25 area in the South Port is used by the City to dump snow. Other locations will have to be explored upon redevelopment in the South Port. Case Studies In continuation of the information gathering process, the South Port Group researched the redevelopment of port areas with attributes similar to the South Port. In all, seventeen redevelopment plans were examined ranging from Mississippi River projects to Western European port redevelopments1. Of these seventeen plans, take-a-ways from three of them were reflected on when considering redevelopment possibilities. These include Sioux Falls, South Dakota; Stoughton, Wisconsin; and Wausau, Wisconsin. Each of the redevelopment efforts provide insight into planning processes capable of reimagining former industrial port areas into vibrant riverfronts suitable for today’s central business districts. Several notable practices assisted in the planning process for the South Port. For instance, Sioux Falls used persistent public engagement to help build excitement for their redevelopment project with an open house brainstorming session to generate land use ideas, a second design meeting to evaluate land uses, and a land use matrix to track feasibility, type of land use, and implementation. The South Port Group took lessons from Sioux Fall’s challenges and combined successful elements from other case studies to create an inclusive public engagement strategy capable of being undertaken and 1 Chicago’s Riverpoint Park, Sacramento Port, Downtown Rutland, La Crosse WI, Lincoln’s West Haymarket, Keating Channel, Manitowoc, Philadelphia’s Schuykill, Hoboken Terminal & Yard, Minneapolis Riverfront, Sacramento Santa Fe Railyard, Sioux Fall’s downtown, producing actionable results within a year. The public engagement process is discussed in detail later in the report. The Port acts as the gateway to Dubuque. Sioux Falls, and several other cities examined, determined a bike path was the most economically feasible way to maintain public access to the riverfront. Case studies suggest connecting Dubuque’s own riverfront bike path to the Mines of Spain could be popular. Other cities also recognized the importance of analysis in addition to public input. To gauge the feasibility of establishing an artist’s district in Stoughton, staff conducted interviews with local landowners asking them a series of questions about their business intentions and perceived strengths and weaknesses of the riverfront area from a commercial perspective. Additionally, developers were interviewed about development feasibility and specific land uses they believed to be viable. A similar land use analysis for the South Port is detailed later in the report. For more detail on the redevelopment process taken in the three cities refer to Appendix B. SOUTH PORT OF DUBUQUE PUBLIC INPUT Reimagining the South Port of Dubuque Discovering Land Use Preferences Dubuque Impetus for Moving Forward The America Rivers project has been under consideration by the community since 1995 and continued to be one of the City’s top priority projects in 2010. More than 10 years have passed since the first public-private partnerships were inaugurated to create the 2002 Port Master Plan. Since then, the riverfront has become a growing part of community life for Dubuque and the face of economic development in the area. The partnership achievements at the base of this process have created an important image of the City and its future. This section presents some of the results from that review. Upper Mississippi River Conference Charrette The City of Dubuque has taken some actions to support the next stage in implementing the redevelopment of the South Port. One such action included the help of the Upper Mississippi River Conference in the spring of 2012 to organize a charrette with outside experts to review development possibilities for the South Port. The charrette rapidly explored different design opportunities and suggested possible planning solutions for Dubuque. Participant disciplines included environmental engineers, architects, city officials, students, educators, and those interested in the health and the vitality of the Mississippi River, Conference participants conducted a SWOT analysis of the site. They underlined the strengths of the site, which included its location, partnership arrangements, collobration of stakeholders, and legal environment. The strengths are the result of City actions during last decade to implement the first phase of the redevelopment plan. Some of the weakness and threats facing the South Port remain from the previous analysis of the entire Port of Dubuqe in 2002. They include, among others, the lack of public awareness of the site due to few visitors and its poor accessibility. The ability to hold festivals on the site and the development of a profitable market place remain two of the main “opportunities” for potential use of the site. Use of the area as a park, place for leisure activity, and potential landmark for the City were among the development opportunities most considered. The development of residential areas was not identified as one of the most important opportunities for use of the site during the expert analysis. Issues related to potential flood levels (i.e. 10 to 12 feet), brownfield remediation, and the potential negative impact of the current economic situation may all result in higher project costs and less revenues. The analysis revealed the project implementation process by the City has changed since the Port Master Plan was first prepared and the North Port develepment started. Based on the results of the SWOT analysis, experts created four alternative proposals for the South Port. Several ideas in the proposals were similar to those in the Master Plan. For example, all of the proposals include walking trails along the river and open spaces. The differences between the proposals and the Master Plan lie in the suggested location and scale of activities. In addition, all of the proposals, except for Proposal 1, have included development along the water channel as a key feature. Below are the main ideas of each proposal: Reimagining the South Port of Dubuque Discovering Land Use Preferences UMRC Proposed Land Uses Proposal 1 suggests mixed-use development and geographically divides the area into two main land uses: the north part for residential and commercial use and the south part for public recreation. Proposal 2 suggest that the site by used mainly for parks and leisure activity with the development of a community center. The site needs to be accessible to children and families. Proposal 3 suggests keeping the river based businesses while using the rest of the site for park and leisure activity such as boating, fishing and wildlife development. Proposal 4 suggests preserving the view of the river and using land along the river for low rise housing based on the housing needs of employees from industries such as IBM. The proposal also takes noise abatement into consideration Overall the experts’ common views emphasized transportation and accessibility issues of the site, water front and wildlife development, and suggested that land could be used for residential and/or retail development with community/cultural development and interaction. The charrette provided useful information, however, included little involvement from citizens of Dubuque which is essential before implementing any planning actions in the South Port. Proposal No1 Initial plan Retail and restaurant focused Regular and seasonal income Maintain elements of the river walk Expansion of river walk from museum Balance of shops and open spaces + + + + Proposal No 2 + + Community center based Children and family focused Leisure water feature Focus on the river walk and bike trails Parks and leisure activity based Proposal 3 + Wildlife focused Emphasizing port aspect Festival/market space Nature restoration Boating/fishing audience Proposal 4 + + + + Residential focused Row-houses Boardwalk Built in noise barrier from train Preserved park Riverfront view River walk IBM employees Market for houses Source: Upper Mississippi River Conference (2011) Reimagining the South Port of Dubuque Discovering Land Use Preferences Future Transportation in the South Port Other plans in Dubuque will also affect future development in the South Port. Transportation plans provide information on major future projects. The Dubuque Metropolitan Area Transportation Study (DMATS) provides the basis for managing the transportation system of the area for the next 30 years. The DMATS 2040 Long-Range Transportation Plan was adopted in 2006 and updated in 2010 to support Dubuque’s Sustainable Initiative and aligns the transportation system with the principals of sustainability (Ch. 3, p. 41) There are two planned projects in the long range plan for development in the Port: US 20 Julien Dubuque Bridge replacement with total cost of $194.4 million. According to the Iowa Department of Transportation, some federal funds are secured and the bridge will be constructed upon approval of additional funding. 7th Street reconstruction with bicycle and pedestrian access is planned and listed in the real project list with a total cost of $2.4 million. DMATS Long Range Transportation Plan Source: DMATS 2040 Long-Range Transportation Plan Chapter 5, 2012 Reimagining the South Port of Dubuque Discovering Land Use Preferences Discovering New Land Use Preferences South Port Public Input Session The project statement intends to discover the highest and best use for the South Port. Public opinion comprises a major component of the highest and best use for development in the South Port. There are several manners in which to gauge public opinion. The group considered different public engagement options including charrettes, focus groups, and group brainstorming. After reviewing the public input process within the previous case studies, the Group concluded that group brainstorming was the most suitable format for input on the South Port. Group brainstorming provides the best way to engage the largest number of stakeholders in a relatively short amount of time. The preference was for a larger quantity of ideas from a larger crowd. Marketing Marketing of the event was vital to its success. The Group utilized social media including the City of Dubuque’s website with a link to an RSVP website with more information. RSVP Website Activity, Oct. 8 – Nov. 15, 2012 Source: Eventbrite.com Local news stations KCRG and KWWL, and the Dubuque Telegraph Herald, ran stories about the City’s role in the redevelopment of the South Port. All included an invitation to the event. If participants were unable to attend the event, but wished to give input, they were able to through the City website. Direct invitations were emailed to business owners in the community through the City’s contact lists. Group members made direct calls and emailed approximately forty owners of businesses in the Port area. The three local colleges in Dubuque were also contacted about the event in order to gain more participation from young residents in the community. Reimagining the South Port of Dubuque Discovering Land Use Preferences Session Logistics The first event was held at the Grand River Center in Dubuque on October 25, 2012. The facility worked well due to its location in the North Port, available parking, and ample meeting space. In order to split groups up as they arrived, guests were asked to sign in with their name and email address in the order that they arrived. Each participant was asked to sit at an assigned table. In order to facilitate conversation, round tables were used with up to eight people per table. Each table had a facilitator, either a member of the South Port Group or a project partner. A discussion guide was created prior to the event with questions intended to spark conversation and ideas. Example questions are listed below (Appendix C contains a copy of the discussion guide): What activities do you wish you could do in the South Port? What existing South Port attributes should be utilized? How can the South Port portion of the river be better utilized? Is river access important to you? What river activities would you like to be able to do? The agenda for the event included a 15-minute introductory presentation that covered the following topics: History of the Port Current conditions of the Port Examples of other successful port redevelopments Explanation of barriers to South Port redevelopment Rules of engagement Following the presentation was an hour of group brainstorming. The night concluded with individual table presentations to the entire group of the top ideas discussed. Each participant was given an exit survey to record the ideas they preferred the most. Political Scape The 2002 Master Plan resulted in a rezoning of the South Port area from light industrial to mixed-use. Lawsuits ensued after the change of zoning. The lawsuits have since been settled, but some political issues remain that must be addressed by the City to ensure successful redevelopment. After the initial presentation, the group fielded questions and comments. The first comment was from an owner of three businesses located in the South Port, speaking about the 100+ jobs that are located in the South Port and the effect that redevelopment would have on those jobs and others associated with the South Port. He asked that if the City redevelops the area, citizens think big and focus on increasing the tax base to make it a worthy venture. Also attending the event, but not participating, were two representatives of the U.S. Coast Guard. Due to their location in the South Port they wanted to have knowledge of plans but chose not to speak on behalf of the Coast Guard. Reimagining the South Port of Dubuque Discovering Land Use Preferences Public Brainstorming Session, October 25, 2012 Results Approximately 65 participants attended the event. They came from a variety of backgrounds including business owners, developers, city staff, and residents. This variety of participants resulted in 67 ideas for the redevelopment of the South Port. The ideas range in size and land use, but are organized into seven general categorizes based on the frequency of responses: Outdoor Activities Entertainment Water Related Ideas Existing Use Transportation Museums Development The results of the session were organized first by the top preferences of each of the eight groups, and then by the survey results of individual preferences. The graph on the next page shows the results of the individual survey. As indicated by the legend, each color represents a different category of land use. The bubble size indicates the total number of land use mentions. The following table shows numerically the results of the individual preference survey completed at the end of the brainstorming event. The frequency column indicates how often an idea from each category appeared in individual’s top three rankings. Each category will be explained in detail in the following section. Brainstorming Session Survey Reponses Category Frequency Transportation 43 Entertainment 28 Development 21 Water Related Ideas 18 Outdoor Activities 16 Museums 11 Existing Use 8 Reimagining the South Port of Dubuque Discovering Land Use Preferences Public Input Session Idea Generation Reimagining the South Port of Dubuque Discovering Land Use Preferences In comparison with the 2002 Master Plan, the results of the event found several citizen preferences in line with zoned uses in the 2002 Master Plan. The 2002 Master Plan focuses on mixed-use development that allows for several types of development including those listed below: Office/Showroom Institutional Commercial/Retail Entertainment Public Medical Office Hospitality Restaurant/Café Residential-Attached/Multi-family Transportation related development was the most frequently occurring type of development ranked in the top three preferences of event participants. The transportation category includes a bridge over the Ice Harbor floodgates. Sixteen participants ranked having a bridge over the floodgate in their top three preferences for redevelopment. The 2002 Plan includes an extension of the river walk across the top of the Ice Harbor floodgates and into the South Port. This is illustrated in the Pedestrian Circulation Plan Map. 2002 Pedestrian Circulation Plan Map Source: 2002 Port of Dubuque Master Plan (Pedestrian Circulation Plan) Other acceptable forms of redevelopment according to the 2002 Master Plan also rated in the top three by individual surveys include entertainment, mixed-use development, and museums. Twenty-eight individuals ranked entertainment uses in their top three preferences. Twenty-one individuals ranked mixed-use development in their top three preferences. Mixed- use development included hotels, restaurants, residential, and commercial space, which are all acceptable uses. Categories that are not included in the 2002 Plan but were ideas expressed at the event include water-related activities, such as creating a canal, and keeping existing uses. Existing uses would not be compatible with the 2002 Master Plan or the current PUD zoning. Outdoor activities are also not compatible with the 2002 Plan, but were ranked in the top preferences for 16 individuals at the event. Outdoor activities include more parks and green space. The 2002 Plan only has 3.1 acres in green space, which is split between the north and south ends of Reimagining the South Port of Dubuque Discovering Land Use Preferences the South Port. One idea in the outdoor activities category was to incorporate more trees into the South Port, which is incorporated in the 2002 Plan depicted below. The language under Sidewalk Landscaping in the 2002 Plan includes, “Where present, all front yard areas shall be landscaped with trees, shrubs, ground cover, and turf grass.” 2002 Illustrative Plan Map Source: 2002 Port of Dubuque Master Plan (Illustrative Plan) Concluding Table Presentations to the Overall Group Expressing Ideas on Aerial Maps of the South Port Reimagining the South Port of Dubuque Discovering Land Use Preferences 36 Transportation/Trail Connectivity Transportation and trail connectivity was the most popular land use category. Installing a bridge over the floodgate proved to be the most popular idea of the night according to the individual surveys. A pedestrian bridge over the floodgate would create connectivity between the North and South Ports. Other transportation related ideas included different versions of trail expansion such as extending the current trail to the Mines of Spain and making the trail “rustic” in nature. Extending the trail to the nearby Mines of Spain recreational area had several votes. The Mines of Spain recreational area is approximately four miles southeast of the Port, along the Mississippi River. The third idea is for a general trail expansion for both bike and pedestrian use. The extension would include a connection with the North Port and extending to the south of the South Port. Current Trail on the South End of the South Port Water Related Ideas Water related redevelopment in the form of a canal was a popular idea. Several maps were sketched showing examples of how the canal could be cut into the South Port. Other water related redevelopment included a fishing pier, and beach access. An online participant had the following input: “I believe a beach that could be accessed by land would get a lot of use by those without boats as well as by the many boaters of the Dubuque area. Bathrooms would make it even more attractive. The Dubuque area has much less beach areas than neighboring river pools.” Entertainment The brainstorming resulted in many ideas related to entertainment. The most popular ideas were an amphitheater, general recreation space, and a Wisconsin Dells-like water park. One group suggested that musical performances take place on a barge while the audience watches from an amphitheater in the Port. Other entertainment related ideas included a Ferris wheel, “World Class” festival grounds, go karts, and a skate park. There are several examples of other successful waterfront entertainment venues similar to these. Arnold Park next to Lake Okoboji is an example of a successful amusement park. In the summer of 2012 Seattle, Washington opened a Ferris wheel along their waterfront with great success. Reimagining the South Port of Dubuque Discovering Land Use Preferences 37 Example Canal into the South Port Area Source: City of Dubuque, South Port Group, 2012 Keep Existing Businesses Many individuals voted to keep the status quo. They want to support the businesses that are currently located in the Port by keeping them in their current location. Some participants suggested the South Port capitalize off of unique businesses like Newt Marine, using them as a point of interest for the City. The existing businesses could remain and beautification measures could improve the appearance of the South Port. A citizen gave the following feedback via the City website on their opinion of the existing businesses in the South Port. “I also believe that Newt Marine should be kept going down there if at all possible. It is so much a part of our river heritage.” Newt Marine in the Ice Harbor Development Waterfront development such as restaurants, hotels, and retail space were popular ideas. Waterfront restaurants received many individual votes. One restaurant example mentioned was a moving rail car restaurant with a railroad theme. Reimagining the South Port of Dubuque Discovering Land Use Preferences 38 Residential development was also discussed. Mixed-use development could serve both retail space and residential dwellings. One group felt mixed-use would be an appealing option for retiring citizens in Dubuque who wish to downsize their homes. Maximizing the view and access to the river was important to many attendees. It was deliberated that this could be done through infill of the floodwall, similar to the North Port levy. Example of a Rail Car Restaurant Source: http://pictures.4ever.eu/transportation/trains/orient-express-160263 Museums Several people preferred to include museums in the South Port redevelopment. Examples include a train museum, a Coast Guard museum, and a museum highlighting the industrial heritage of Dubuque. The train museum in particular was a popular choice. Dubuque has a long history with the railroad dating back 150 years. A train museum would honor the railroad’s heritage and legacy in Dubuque. Other museums or monuments that were discussed included a Coast Guard Museum with a monument honoring local lives lost during the September 11, 2001 terrorist attacks. Another citizen gave the input of a general industrial period museum: “I like the idea of having a museum that features Dubuque's industrial period when it was the fastest growing industrial town in the Midwest. Deere would be included as well as the businesses that were in the millwork district and all over downtown.” Outdoor Activities and Green space Another option for redevelopment includes parks and green space. One group introduced the idea of rooftop gardens for buildings in the South Port and it proved popular with many individuals. A citizen had the following opinion on the need for green space near the river and keeping the waterfront open for all residents: “I think it will be important to keep the spaces along the waterfront available to the general public and not so much for residences and private offices. Some attractive green space along the water with fountains and perhaps some restaurants or eating places of some sort nearby would open this space to many and would also create an attraction for visitors. As more of our downtown area is renovated for residences, the more the need for some more downtown green space is needed.” Reimagining the South Port of Dubuque Discovering Land Use Preferences 39 Example Waterfront Park Source: http://www.planning.org/greatplaces/spaces/2012/ 2013 South Port Land Use Survey The next step in gathering public input came in the form of a public survey. The survey reached a broader range of citizens than the first public brainstorming session which served as the basis for questions asked on the survey. It is safe to assume that many people that attended the session had a significant stake in the South Port area and may have biased opinions. The questions on the survey were meant to determine whether the broader public shares the same preferences as those whom attended the session. Methodology and Demographics The land use survey questions focused first on citizens’ general land use preferences and then honed in on specific preferences within each land use category. Other questions focused on getting a pulse for peoples’ preferred feel and style for a revitalized South Port. The survey was distributed via convenience sampling through links on the Dubuque City and Dubuque Telegraph Herald websites. The survey opened to the public on January 8th and closed February 4th, 2013. A time series analysis of sample questions was completed along with implementation of Qualtric’s Ballot Box Prevention tool to prevent manipulation of results. A total of 510 surveys were started, with 364 being completed, for a completion rate of 71%. Detailed percentages, means, and sample sizes for the land use questions are provided in Appendix D. Demographic questions were included in the survey to establish a point of comparison with 2010 City of Dubuque Census data and evaluate the survey for sources of bias. The survey demographics closely mirrored the Census in regards to age and zip code. Additionally, over 94% of survey takers had resided in Dubuque for two or more years indicating those surveyed had a broad understanding of Dubuque. Males and highly educated Dubuque citizens were, however, over sampled as seen below. While not intended as a scientific survey, the sample could be perceived as relatively representative of Dubuque’s populace. Under this assumption, most responses numerical averages, depending on individual standard deviations, could be considered accurate within approximately one fourth of a point. Refer to Appendix D for the full statistical analysis. The following section describes the results of each question. Reimagining the South Port of Dubuque Discovering Land Use Preferences 40 Respondent Demographics Answers (n=361) Census Survey Dubuque Metro Median Age 38 (All Ages) 41.5 (18>) Dubuque Metro Percent Male 48.4% 60% Respondent Residences Population per Zip Code in Dubuque County (n=367) Census Survey 52001 46% 50% 52002 15% 19% 52003 14% 19% 52068 4% 2% Other 20% 10% Total (n=367) 100% 100% Respondent Education Educational Attainment >25 (n=351) Census Survey High school graduate or less 35% 6% Some college, no degree 20% 15% Associate's degree 7% 13% Bachelor's degree 18% 40% Graduate or professional degree 10% 26% Survey Results 83% of survey takers had been to South Port at least once in the past 5 years and 68% considered themselves at least somewhat familiar with the South Port area. Question 1: How familiar are you with the South Port? Answers (n=502) I have never been to the South Port 6% Very unfamiliar 11% Somewhat unfamiliar 14% Somewhat familiar 43% Very familiar 25% Total 100% Question 2: If you have been in the South Port in the last 5 years, why? (Choose all that apply) Answers I work there 4% To access the bike path 30% Curious 43% Other, please specify2 15% To access the river 20% To view the trains 14% To view the barge activity 14% I have not been in the last five years 17% 2 Most people responding Other had traveled to South Port to fish, run, ride bikes, or to satisfy curiosity. Reimagining the South Port of Dubuque Discovering Land Use Preferences 41 Land Use Preference Results Question 3: Please rank the level of importance of the following: view of river, river access, employment opportunities, recreational opportunities, aesthetic appeal. Of the five aspects survey takers were asked to evaluate, a majority identified the view of the Mississippi and the aesthetic appeal of South Port as highly important. Overall survey takers were concerned with all five aspects. Level of Importance Reimagining the South Port of Dubuque Discovering Land Use Preferences 42 Question 4: What main use would you prefer for the redevelopment of the South Port? (Rank from 1 being the most preferred to 5 being the least preferred) Survey respondents were required to rank at least three land uses, with the ability to rank all five. Over 50% of survey takers identified recreational development in South Port as their primary preferred land use with over 75% listing it within their top two preferences. Environmental restoration was the second highest ranked preference with commercial development third. The majority of survey takers identified industrial development as their least preferred primary land use. Main Land Use Preference Reimagining the South Port of Dubuque Discovering Land Use Preferences 43 Question 5: What combination of uses, (if any) would you prefer? (Check all that apply) When considering multiple South Port land uses, again those surveyed identified recreation as their top preference. However, water related entertainment uses edged out natural restoration as the second highest ranked preference. Answer % Choosing Nature Restoration (re-creating native habitat along the water's edge) 60% Outdoor Recreation (ball park, amphitheater, festival grounds) 70% Water Related Entertainment (fishing pier, boat docks) 64% Museums (railroad or Coast Guard) 39% Commercial Development (retail, hotels, movie theater, restaurants, bars) 53% Industrial Business (marine services) 19% Other, please specify 1 9% Residential Development (single family homes, multi-family homes) 19% 1 Several comments that encompass the idea of reoccurring themes include: “Maintain small pocket of river related industrial activity so as to preserve the gritty industrial harbor appeal.” “Beauty & nature should prevail but a combination of uses if done aesthetically is a model of good design: nature AND people can live together.” “Use the rail spur and the river harbor for industrial use to increase tax base. After all we are a working river. Visitors should see active trains, coast guard, and industry co-existing with the recreational other side of the harbor.” “City Recreational Health/Indoor Aquatic Area. Walking track around the amphitheater. Wall of windows to enjoy view of Mississippi while water-walking Reimagining the South Port of Dubuque Discovering Land Use Preferences 44 Recreational Development Question 6: If you are interested in other outdoor recreation in the South Port, which features would you like to see? (Rank with 1 being undesirable and 10 being highly desirable) Recreational development was the top choice for primary and combination land uses. Nearly all survey takers answered question 6 on the thought of specific recreational development. A riverside walking trail, which many commented would ideally extend to the Mines of Spain, saw 80% in favor. Festival grounds, an amphitheater, and a farmers market also enjoyed significant majority support. Those surveyed were less enthusiastic about a dog park, youth recreation, or an art park although all had pockets of enthusiasm. Many Other comments encouraged consideration of a ball park. Recreation Related Development Preference Reimagining the South Port of Dubuque Discovering Land Use Preferences 45 Commercial Development Question 7: If you are interested in commercial development, what would you like to see? (Rank with 1 being undesirable and 5 being highly desirable) Of those completing the survey, 89% answered question 7 on the idea of South Port having some commercial land use. Of these 89%, 60% viewed Main Street and Entertainment type development as favorable. Tourism related development garnered moderate support while National Retailers and Office Space were undesirable. Those responding Other often indicated a preference for no commercial development. Others commented, “Shopping in Dubuque needs to be vastly improved. Asbury has all the chains. We need to encourage local commercial growth. Space for a farmer's market would also be nice.” Commercial Related Preference Reimagining the South Port of Dubuque Discovering Land Use Preferences 46 Residential Development Question 8: If you are interested in residential development, which types of housing would you like? (Rank with 1 being undesirable and 5 being highly desirable) Of those completing the survey, 89% answered question 8 on the idea of specific residential land uses. However, when asked about specific types of residential development no use received a majority support. The vast majority of those responding Other also indicated they wished to see no Residential Development in South Port. A limited few specified wishes for other types of residential develop such as, “nice riverfront condos that didn't ruin the view for others ... not necessarily high rise. And DOG friendly, unlike other high end condos in DBQ” Residential Development Preference Reimagining the South Port of Dubuque Discovering Land Use Preferences 47 Museum Development Question 9: If you are interested in museums, what would you like to see in the South Port? (1 being undesirable and 5 being highly desirable) Although not one of the five broad land use categories, museums were a reoccurring idea in the public brainstorming session. Of those completing the survey, 81% answered question 9 on the idea of a specific museum in the South Port. Of those 81%, 60% supported a railroad museum with all other museum choices failing to attract majority support. Overall, many respondents were neutral to the idea of a museum in South Port. Of the few Other comments submitted one suggested a “Viewing platform tied to the river walk overlooking the marine services operation in the Ice Harbor. Also could offer information in kiosk or other form explaining barge related activity.” Museum Related Development Reimagining the South Port of Dubuque Discovering Land Use Preferences 48 Water Related Development Question 10: If you are interested in water related activities, what redevelopment element would you like? (1 being undesirable and 5 being highly desirable) Water related development, while not one of the five broad land uses initially put forth, had several specific uses that enjoyed high levels of support in auxiliary capacities. 95% of those surveyed provided input on specific water related development types. Piers for entertainment related activities and for fishing were supported by 89% and 67% respectively. It is worth noting, the feasibility of creating piers is unknown. However, the survey results suggest further investigation may be warranted. A South Port canal, another idea that’s practicality is not entirely known, also gained majority support. Other suggestions included; “Natural looking access to the waterfront, limestone steps, leave walking path up higher “ and “Trails, Indoor recreation/fitness facility (indoor rock climbing wall), kayaking/canoeing, winter water related activities.” Water Related Development Reimagining the South Port of Dubuque Discovering Land Use Preferences 49 Industrial Development Question 11: Dubuque should investigate the viability of developing South Port as an area suitable for businesses looking to take advantage of the port and rail transportation available in South Port. Respondents were ambivalent on the question of whether Dubuque should investigate South Port’s attractiveness for new industrial business. Industrial Development Transportation Question 12: Would you be interested in utilizing any of the following types of transportation options in the South Port if they were implemented? (Check all that apply) Broad support was again indicated for bike trail expansion from North to South Port as well as to the Mines of Spain. Other frequent comments included developing a trolley system between South Port and North Port. Transportation Development Answer % in Favor Trail over Ice Harbor flood gate connecting South and North Port 80% Trail extension to the Mines of Spain 80% Trail to the historic Millwork District 65% Bike share station in conjunction with l future downtown program 42% Vehicle overpass into the South Port over the railroad tracks 54% Other, please specify 6% Survey Summary Overall, the broader public input gathered from the online survey showed a preference for recreational and environmental uses. Respondents indicated a desire to access the riverfront, whether through scenic views or bike trails. When asked about combining uses in the South Port, respondents indicated a desire for commercial uses along with outdoor recreation features. Industrial uses, although a strong idea generated from the public brainstorming session, saw neither strong nor weak preference from survey respondents. Several of the features and land use preferences gathered in the two public input processes may not be feasible in the South Port. A land uses analysis proceeded to help determine the feasibility of ideas generated from the citizens of Dubuque. . Disagree 30% Neither Agree/ Disagree 37% Agree 33% Reimagining the South Port of Dubuque Discovering Land Use Feasibility 50 Discovering Land Use Feasibility Any design for the South Port will not be successful if based on public input alone. Constraints such as space limitations, an unmovable railroad, limited options for additional access, and brownfields make many ideas generated from the public infeasible. For example, a canal was a popular idea at the brainstorming session, but brownfield areas in the South Port increase the chances of contamination into the Mississippi River if built. Evaluating land uses based on feasibility criteria in addition to public input will guide the creation of design alternatives for the highest and best use of the South Port. Five land use types are examined in the subsequent sections: industrial, environmental restoration recreation/tourism, residential, and commercial. The South Port will likely not develop as only one land use, however, individually examining each helps to identify the appropriate mix of land and types of amenities to provide. Three criteria are used for evaluation along with public preference: Alignment with Dubuque Goals and Visions – The Dubuque Comprehensive Plan identifies its vision for future development in line with the Sustainability Pillars of environmental integrity, social/cultural vibrancy, and economic prosperity. The criterion evaluates whether each land use satisfies each Pillar as stated in the Plan. The Plan is a guide for future development that needs to be considered in designs for the South Port. Market Potential – Different land uses require different characteristics for success. Land along the riverfront, and in particular the South Port, is better suited for the long-term success of some uses more than others. For example, commercial uses need continual traffic and high visibility among other things. The criterion evaluates whether the market in Dubuque would support the land use in the South Port. Evaluation is based on developer interviews, local/regional deficiencies of amenities with each land use, and how similar uses fair in Dubuque, specifically uses located near the riverfront, the North Port, and downtown Dubuque. Physical Suitability – As described in the “Current Conditions” section of this report, the South Port faces several physical barriers to development. The criterion evaluates the physical feasibility of developing the South Port for each land use. Evaluations are based on the need and magnitude of additional accessibility, the compatibility with railroad operations, the limitations of the location along the river, and the need for additional parking associated with each land use. All land uses are ranked high, medium, and low for each criterion. A ranking of high indicates an opportunity and a ranking of low indicates an infeasible use in the South Port. A ranking of medium indicates a possible land use with some limitations. Brownfield concerns associated with each land use are noted as well. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 51 Land Use Summary Matrix The analysis of the five land uses are summarized in the table below. Although the designated rankings have elements of subjectivity, the table provides a broad overview of the feasibility in the South Port. The analysis shows industrial uses as the least desirable for the South Port mainly because of past City actions to limit industrial expansion and the incompatibility with surrounding uses. It is difficult to connect industrial uses with uses in the downtown and North Port because of noise, congestion, and safety concerns associated with certain industrial operations. The greatest opportunities exist in recreational uses that complement the North Port development and environmental uses to provide open space along the Mississippi River. Land Use Analysis Summary Criterion Industrial Environmental Recreation/Tourism Residential Commercial Public Preference Rank 5th 2nd 1st 4th 3rd City Visions and Sustainability Pillars Low High Medium Medium High Market Demand Potential Low Medium High Low Medium Physical Suitability High High Medium Medium Medium Reimagining the South Port of Dubuque Discovering Land Use Feasibility 52 Developer Interviews Prior to ranking each land use, a number of local developers were interviewed to gather insight on the desirability of the South Port site. A set of base questions were utilized when interviewing developers, but each person interviewed was offered flexibility in what they felt was important to discuss. Two real estate brokers and three developers agreed to offer their insight into the potential for redevelopment in the South Port. Seven questions were asked. The following section shows the results of how each question was answered. 1. What is your opinion of developing residential uses in the South Port? Answers varied among those interviewed from thinking the South Port was not suitable for residential development to those that felt it was, but only if residential remained a small component. Why residential is not suitable: Fish flies are an issue in the Port area and typically create havoc along the Port up to five times per year leaving an odor people would not want to live near. Noise from the railroad. Previous independent developers have tried developing condominiums along the Port and were unsuccessful. Condominium development does not have high demand in Dubuque. How to make residential suitable: Include condominiums with other types of commercial property that would entice people to live in the Port area. Enable homeowners to own land rather than purchase a home on leased land. Improve accessibility. 2. What is your opinion of developing commercial uses in the South Port? Most agreed the South Port is a great location for commercial use. However, there was some disagreement on the type of commercial use. A few stated that no retail businesses should be allowed while others felt retail would be a good choice. Those stating that no retail should be allowed instead felt office space, restaurants, water-related, and recreation focused businesses should take precedence. 3. What is your opinion of developing mixed-use (commercial & residential) in the South Port? Of those interviewed, only three answered the question directly and all three felt mixed-use development was doable. However if residential use was incorporated, all three felt it would only work if the land was not leased. 4. What is your opinion of turning the entire South Port into a recreation area? What type of recreation do you feel would be good for the area? None of those interviewed felt recreation use alone would be the best land use unless there were recreational focused Reimagining the South Port of Dubuque Discovering Land Use Feasibility 53 businesses included in addition to a simple open green space/park. Specific examples are provided below. Types of recreation to enhance the surrounding area included extending the walking path, a baseball field, miniature golf, go-carts, and multiple ways for individuals to take part in physical activity. 5. What is your opinion of keeping the South Port open for industrial uses or mixing industrial use with residential and/or commercial use? No one answered the question because of the assumption that the South Port was being redeveloped and industrial use would not be considered an option. 6. In your opinion, is it financially feasible to develop residential and/or commercial uses in the South Port? All agreed, depending on the circumstances and proper analysis, developing the South Port is financially feasible. Once again, the majority did not feel residential development would be feasible if it was on leased land. 7. In your opinion, does it matter if the land is leased or owned? If yes, would you develop on leased land? If yes, commercial and/or residential? Those that answered this questioned all agreed that developing leased land is more difficult, adds extra hurdles, and is not suitable for residential development. Having an extended lease term of at least 99 years is needed for the opportunity to amortize out in order to make a profit. Overall Comments Most agreed that the City should sell the land so developers can redevelop the South Port based on market demands. All agreed that whatever is developed in the South Port should excite people to go there. With the insight gathered from local developers, further analysis continued based on the previously described criteria for industrial, environmental, recreational, residential, and commercial uses. Industrial Use Industrial use has historically been located in the South Port area. The atmosphere continues to change in the Port of Dubuque and questions on whether industrial uses are still the highest and best use linger. Public preferences and the land use analysis suggest not. City Goals - Low Industrial use does not align with City goals due to past actions taken by the City to rezone the land. These actions are evidence that the City wishes to see the South Port incorporated into a more cohesive downtown and riverfront. Zoning changed from Heavy Industrial to Planned Unit Development (PUD) with the 2002 Port Master Plan. With the rezoning came challenges against the City for industrial uses in the South Port, however, the Court agreed in preventing industrial development. State of Iowa Code 414.3 states the City is able to have zoning regulations “made with reasonable consideration, among other things, as to the character of the area of the district and the peculiar suitability of such area for particular uses, and with a view to conserving the value of buildings and encouraging the Reimagining the South Port of Dubuque Discovering Land Use Feasibility 54 most appropriate use of land throughout such city.” In the court case of MOLO OIL COMPANY, Mulgrew Oil Co., and DRBE Properties, L.L.C., Appellants, Dodds River Terminal, Inc., v. THE CITY OF DUBUQUE, Iowa, and the City Council of the City of Dubuque, Iowa, Appellees Iowa Supreme Court Justice Wiggins stated: "These conclusions are supported by substantial evidence showing industrial uses by their nature tend to generate levels of smoke, dust, noise, or odors rendering them incompatible with most other uses, and there is no way to adequately screen the area north of the Ice Harbor from the area south of the Ice Harbor. Substantial evidence also supports the finding by the district court that the area south of the Ice Harbor had access problems due to the railroad tracks, and the businesses located in the area were not using the riverfront in connection with their business operations. Finally, substantial evidence supports that the economic impact to the area south of the Ice Harbor would add a substantial number of new jobs to the area and increase property values in the area by at least $40 million, resulting in a million dollars per year in added tax revenue to the city." The court concluded that the amendment to the zoning ordinance was a proper exercise of the City’s police power. A second court case, Newt Marine v the City of Dubuque and the Dubuque Board of Adjustment was filed in 2003 by Gary Newt. Newt Marine and Company wanted to build a new warehouse. They also wished to rebuild four storage tanks that had been removed in 2001, the year before the rezoning took effect, and to be given an exception from the screen requirement in the PUD. The court upheld the denial of the variance because a prior nonconforming use could continue to operate but “may not expand in gross floor area nor change in use from one nonconforming use to another nonconforming use.” Market Potential - Low The market potential for new industry to develop in the South Port is low for several reasons. First, businesses requiring just- in-time deliveries are unable to locate in the South Port due to accessibility issues created by freight trains blocking Jones Street. In consideration for relocation of the businesses currently located in the South Port, there are three other heavy industrial parks in Dubuque and a fourth location zoned industrial with river access. These include the Dubuque Industrial Center West, the Dubuque Industrial Center South, the Dubuque High Technology Industrial Park, and the Peninsula at 12th Street and Dove Harbor. Dubuque Industrial Center West includes approximately 550 acres of industrial developable land. It is located on Chavenelle Drive and Pennsylvania Avenue. Currently there are approximately 317 acres available for development. A second industrial park in Dubuque is the Dubuque Industrial Center South. Dubuque Industrial Center South is one of the six urban renewal districts in Dubuque. This industrial park is currently in the beginning stages of development, and will have approximately 100 acres of developable land. It is located south of town along Seippel Road. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 55 For those industries that are dependent upon the Mississippi River, there is industrial space at the 12th Street Peninsula. Dove Harbor accommodates river dependent industrial activity with heavy truck and rail traffic. It is north of the Port of Dubuqe along the river. Dubuque Terminals, the industrial business in the South Port that requires access to the riverfront, has entered a lease agreement with the City to relocate to Dove Harbor. They have leased 6.13 acres of land. The lease began in February 2013 and terminates June 1, 2038. At the end of each of the first three years, Dubuque Terminals, Inc. has the option to terminate the lease. The City of Dubuque has provided a ten-year TIF for qualified improvements that are completed in the first five years of the lease. All other improvements are at the expense of Dubuque Terminals and become property of the City at the end of the lease. The terms of the lease are contingent on Dubuque Terminals vacating the South Port. Dubuque Industrial Center West Dubuque Industrial Center South 12th Street Peninsula Source: Google Maps, 2013 Reimagining the South Port of Dubuque Discovering Land Use Feasibility 56 Physical Suitability - High An industrial use works well with the flat land in the South Port. The existing unimproved roads work for the current industry, as they are able to conduct business albeit the accessibility issues caused by the railroad. The waterfront property lends itself to the harbor related businesses currently located in the South Port, and the railroad has been an important part of the historical development of the South Port. However, freight trains blocking Jones Street makes the location difficult for industries that rely on just-in-time delivery. Summary The public showed assorted opinions for industrial use. Although the site provides access to river, rail, and roads for industrial businesses, the City zoned the area away from industrial, thus changing the vision for the site. Industrial uses are incompatible with the surrounding zoning, downtown and the North Port. Criteria Industrial Use Rank Public Preference Rank 5th City Visions Low Market Demand Potential Low Physical Suitability High Environmental Uses Environmental uses involve restoring the area to its natural state before development occurred. Nature preserves, parks, and open space can all support environmental goals that minimize pollution, encourage natural habitats, and promote sustainability. People also appreciate the pleasing atmosphere created by open space. Evidence shows that open space and parks have health benefits stemming from less pollution and safe opportunities to enjoy the outdoors (Harnik, 2012). City Goals – High The South Port provides land to satisfy a number of environmental goals in the Comprehensive Plan. Each of the three Pillars of Sustainability for Dubuque contains a priority related to environmental restoration. A few relevant goals are listed below (City of Dubuque, 2007). -Environmental/Ecological Integrity- Goals 1 and 2 in the City Environmental Quality goals state to identify, preserve, and promote linkages of open and green space and to consider potential open space in any action relative to land use. -Economic Prosperity- Goal 7 and 10 in the City Economic Development goals states to enhance recreational access to the river as an economic development strategy and promote the Public Space and Open Areas portion of the Downtown Master Plan. -Social and Cultural Vibrancy- Goal 8 in the City Recreation goals looks to optimize open space amenities on the riverfront, including a clean riverfront. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 57 Market Potential - Medium The local supply of park space helps determine whether the South Port is an appropriate location for additional open space. As of 2012, the City of Dubuque contained 51 city owned parks. Most of the parks are smaller, with a median park size of 2.5 acres (Comprehensive Annual Financial Report, 2012). Dubuque Park Inventory Dubuque Park Data 2000 2010 City Population 57,686 57,637 Land area (sq. miles) 26.48 29.97 Density 2,178 1,923 Land Area (acres) 16,947 19,181 Density (per acre) 3.40 3.01 Park Acres 833 901 Acres per 1,000 residents 14.44 15.63 Acres as a % of City Area 4.92% 4.70% Park units 38 48 Park units per 10,000 6.59 8.33 Average Park size (acres) 21.92 18.77 Dubuque versus Other Cities Comparing Dubuque with cities of similar population densities provides a way to determine the adequacy of parks. Dubuque has a low population density at 1,899 people per square mile and is therefore compared with other low density cities (Census 2011). Dubuque’s park acres per 1,000 residents of 15.62 in 2011 are slightly below the median for similar density cities of 19.4, although 10 acres is a commonly accepted standard. Park acres as a percent of total city land area is 4.63%, also below the comparable median of 5.50%. Dubuque, however, ranks higher for park units per 10,000 residents with 8.32 compared to the median of 3.5 (Harnik 2012). Local Analysis In total, Dubuque provides sufficient park space. However, park space is not evenly distributed throughout Dubuque. The resident population within the one mile radius of South Port is 15,861 (Census 2010). In the same one mile radius there were 89 acres of city park land in 2010; giving only 5.61 acres per 1,000 residents and providing further reason to add park land near the urban core. Acres per 1,000 residents would be even less if taking into account the daytime population growth in the urban core resulting from workers to the downtown. The South Port is the one place near the urban core capable of providing large amounts of open space. Most Dubuque park units are small mini parks with limited uses and acreage. About half of all park units are less than 2.5 acres and only 12 are above 20 acres. Larger open spaces provide opportunities for a greater range of recreational activities to accommodate many age groups. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 58 Parks Near Downtown *Park space consists of city, county, and state parks Physical Suitability - High The flat area and location of the South Port offers a suitable area for environmental uses. Lower intensities associated with parks and open space limit additional accessibility needs and parking. Pedestrian safety issues associated with the railroad do present concern; however, mitigation measures are possible. Accessibility, Parking, and Rail If just using the South Port for park space, vehicular access via Jones Street and Ice Harbor Road is acceptable while also allowing emergency vehicles access if needed. Additional ways for pedestrians to circulate to, and within, the site is needed for maximum usage. Environmental restoration aims to discourage cars and parking facilities. The lower intensity of the use will require minimal additional parking. If accessibility measures are taken, people will be able to reach the South Port from downtown and North Port via trails and pedestrian walkways. There would only need to be limited parking for service and maintenance vehicles, public shelters, and areas for the handicapped. A pedestrian intensive use such as parks increases the level of risk associated with the railroad. Buffers near the railroad, such as trees or shrubbery, can make the area more aesthetically pleasing, but do not necessarily increase safety for pedestrians. Fences and clear crossing signals at access points are essential to keep the South Port safe for all ages, particularly children. The three case studies detailed in Appendix B, indicate the success of open space amongst the externalities of active railroads. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 59 Summary The criteria evaluation indicates environmental land uses in the South Port are desirable. Public preference, alignment with City visions, and lower burden for additional access and parking are key determinants. The South Port could also fill a gap in park space near downtown, although there are many park areas already in Dubuque. Criteria Environmental Use Rank Public Preference 2nd City Visions High Market Demand Potential Medium Physical Suitability High Recreation and Tourism There are several factors that indicate a demand for recreation and tourism in the South Port. The recent success of the North Port redevelopment shows the potential of land on the riverfront. The location of the South Port is near successful visitor attractions and a major thoroughfare. The location is visible coming into Dubuque, with various forms of lodging in close proximity. Citizen input shows a preference for recreational uses, in addition to goals laid out by the City. City Goals - Medium Successful recreational destinations are usually characterized by an iconic landmark or building. The river and current development at the Port of Dubuque provides this. Two recent recognitions identify Dubuque as a tourism and recreational destination. The Travel Federation of Iowa recognized Dubuque as the Iowa Tourism Community of the Year in October of 2012 citing Dubuque’s ability to double the amount of money spent by visitors to the city each year (Wiedemann, 2012). The Iowa Rivers Revival awarded Dubuque the River City of the Year award in January of 2013 citing the revitalization of the downtown riverfront as a reason. Upon receiving the award Mayor Buol expressed the river’s importance for commerce and recreational opportunities (Habegger, 2013). The Dubuque Comprehensive Plan encourages outdoor recreation and tourism along the riverfront in line with Sustainability Principles. Two of the three Pillars of Sustainability contain at least one recreational priority along the river. Listed below are some examples: -Economic Prosperity- Goal 7 in the City Economic Development goals references promoting additional tourist attractions, enhancing recreational access to the river, and adding amenities for citizens and tourists along the river. -Social and Cultural Vibrancy- Goal 8 in the City Recreational Goals includes encouraging more attractions at the Port of Dubuque and promoting a clean riverfront. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 60 Market Potential – High The Port of Dubuque is a trademark tourist destination in Dubuque with the transformation of the North Port over the last ten years. In 2012 Dubuque hosted 1.9 million visitors (Council Work Session, 2013). Festivals and events occur year- round, along with the constant operations of the Diamond Jo Casino and the National Mississippi River Museum. Local lodging tax receipts are one way to determine tourism demand. There are approximately 24 hotels in Dubuque city limits, ranging from upscale boutique to bed and breakfasts. Among these 24 lodging options there are approximately 1,796 rooms. Dubuque hotel tax receipts are estimated to rise in 2013 and 2014 (Dubuque Convention and Visitors Bureau). Average occupancy continues to rise with average occupancies in 2011 and 2012 being the highest in Dubuque over the last 12 years at 58.5% and 59.3% respectively (Dubuque Visitors Bureau, 2013) Source: Dubuque Convention and Visitors Bureau Visitor Travel Expenditures Every year the U.S. Travel Association conducts research on the economic impact of travelers to Iowa counties. Travelers are described as “both state residents and out-of-state visitors traveling away from home overnight in paid accommodations, or on any overnight and day trips to places 50 miles or more away from home.” Dubuque County ranks high for visitor travel expenditures compared to other Iowa counties on a per resident basis. Although there are other attractions in the County, such as the Field of Dreams Complex in Dyersville, Dubuque is by far the largest municipality with the most “pull” attractions. Dubuque County Travel Visitors 2011 Per County Resident (2010 Pop.) Rank Among Iowa Counties Expenditures* 3,229 8th Local Tax Receipts 43 11th *Expenditures include lodging, food service, entertainment and recreation, retail trade, and transportation Source: U.S. Travel Association, 2012 Reimagining the South Port of Dubuque Discovering Land Use Feasibility 61 Dubuque County continues to see increases in expenditures and local tax receipts from visitor travelers with only a slight drop during the 2008 recession. Increasing gasoline prices contribute to the increasing expenditures. Source: U.S. Travel Association, 2012 Visitor Interests Survey data from the Iowa Welcome Center in the Port of Dubuque provides insight on where visitors are spending money. Note that visitors who completed surveys at the Welcome Center may not be at their final destination. However, intermediate visitors still spend money locally. The Dubuque location ranked highest among all Iowa Welcome Centers in trips for vacation or leisure at 69.8% of survey respondents (IEDA 2012). Therefore, it is likely that people stopping in Dubuque have time to walk around if they find the Port area attractive. Opportunity in the South Port Visitors Bureau President Keith Rahe states that most visitors do not view Dubuque as a week-long destination but rather a 1- 3 day trip. A recent focus group, conducted by the Dubuque Convention and Visitors Bureau, found visitors appreciate the clean, friendly, and affordable attributes of Dubuque, as well as the good way finding system (City of Dubuque, 2013). Visitors to Dubuque likely spend their time in the North Port and downtown area, the main tourist areas in Dubuque. Using the South Port for outdoor recreation can satisfy these demands and complement existing amenities. Physical Suitability - Low Flat space makes most recreational uses feasible. However, the higher intensity of recreation events and tourism attractions requires a road and parking network to support additional capacity. Providing safe and efficient access is required for the land use in the South Port. Accessibility, Parking, and Rail Recreational and tourist attractions create an influx of people at specific times, typically during events, festivals, or weekends. Peak attractions require access to accommodate the maximum number of vehicles and pedestrians. Therefore, creating a tourist destination in the South Port will require several additional direct access points. Especially important is emergency and vehicular access. As with accessibility, sufficient parking will be required to support attractions. The specific amount of parking will vary depending on the type of venues and intensity within the South Reimagining the South Port of Dubuque Discovering Land Use Feasibility 62 Port. Regardless, parking is needed to comply with Dubuque design requirements and not overburden surrounding parking facilities. Aside from accessibility issues, externalities related to the railroad have mixed effects if the South Port becomes a tourist destination. Attractions like those in North Port successfully operate near the same rail line, although not a switch station. Buildings can create a buffer between rail operations and outdoor attractions near the riverfront. In fact, a working railroad could complement interests through a niche museum or historical attraction. Rail operations can, however, negatively affect outdoor recreational attractions. Outdoor venues are popular because of aesthetic surroundings and safety. Events such as outdoor concerts or farmers markets would have to work around the noise of rail cars switching and passing trains. Putting outdoor uses near the harbor and river, with structures near the rail line, could mitigate the effect. Summary The public prefers recreational uses in the South Port and the site provides an opportunity to complement the already successful tourist attractions in the North Port. Access for large groups of people present concerns and the use aligns with some sustainability goals. Criteria Recreation/Tourism Rank Public Preference Rank 1st City Visions Medium Market Demand Potential High Physical Suitability Medium Residential Incorporating residential development in the South Port will depend largely on future market demand. There are reasons for and against residential development. For example, housing near downtown is desirable, but housing near a railroad with limited access points is undesirable. City Goals - Medium Residential uses need to locate near everyday amenities and be affordable. The Dubuque Comprehensive Plan has several goals to improve affordable housing options in the City. Many housing goals however, are infeasible for the South Port unless incentives are provided for development. Two of the three Pillars of Sustainability contain goals relating to residential development near the South Port. Listed below are some examples: - Environmental/Ecological Integrity – Goal 1 of the Land Use and Urban Design goal states to support implementation of the current Port of Dubuque Master Plan, including residential use. - Economic Prosperity – Goal 10 of the Economic Development Goals states to promote the Residential Living element of the Downtown Master Plan, which focuses on offering housing options near downtown. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 63 Market Potential - Low A city’s vacancy rate is one indicator as to how the housing market is currently performing. The City of Dubuque has a low housing vacancy rate of less than 5% with approximately 65.89% owner-occupied and 28.51% renter occupied housing (ACS 2007-2011). According to the Iowa Data Center the vacancy rate in Iowa in 2009 was 6% compared to 8.4% in the U.S. This means the City of Dubuque is faring well in regards to the supply and demand of housing. However, vacancy rates alone only indicate the aggregate proportion of housing units currently vacant including those available for rent and/or sale. The City of Dubuque is relatively consistent with the State of Iowa in regards to housing age but in comparison to the U.S. the City of Dubuque lags behind. The City of Dubuque has 76.19% of their housing stock older than 40 years compared to only 40% in the U.S. This indicates most of the housing stock available in the City of Dubuque includes older homes. What does this mean for the City of Dubuque homeowners? According to the National Association of Home Builders older housing stock indicate and/or signal “future increased demand for both remodeling and new home construction over the long- term” (NAHB, 2013). The City of Dubuque has been fairly consistent in issuing new privately owned residential building permits. According to the U.S. Census the City of Dubuque issued 5,283 permits over the last 10 years. However, as shown in the table to the right, the majority of permits issued have been for the development of single family homes, followed by multi-family units of 5 or more family units. Very few two family units and three to four family units have had permits issued for their development. This indicates new construction is primarily focused on single family homes rather than condominium, townhome and/or multi-family unit development. City of Dubuque Issued Housing Permits Year Single- Family Two Family 3 & 4 Family 5+ Family Total 2001 326 36 21 58 441 2002 384 46 6 61 497 2003 399 48 24 70 541 2004 414 48 6 401 869 2005 424 46 41 46 557 2006 363 24 10 14 411 2007 319 22 13 12 366 2008 201 12 0 0 213 2009 315 18 0 102 435 2010 324 28 7 189 548 2011 276 20 3 106 405 Total 3745 348 131 1059 5283 % 70.89% 6.59% 2.48% 20.05% 100.00% Source: 2011 US Census New construction is also not occurring evenly in the City of Dubuque (ACS 2007-2011). No newly constructed residences have been developed in census tract 1 since 2000, only 0.33% in census tract 3, 0.71% in census tract 7.01, and 1.41% in census tract 7.02. In addition, census tract 1 had the lowest median house value in the City of Dubuque ($64,800) compared to census tract 101.4 which had the highest median house value ($206,600). Reimagining the South Port of Dubuque Discovering Land Use Feasibility 64 City of Dubuque Census Tract Map Source: City of Dubuque When vacancy rates are compared by census tract it is clear that vacancy rates are also not evenly distributed throughout the City of Dubuque. Although the City of Dubuque has approximately 4.96% overall vacancy rate, the majority of those vacant units are located in census tracts surrounding the South Port of Dubuque that primarily consist of older housing units. Population Projection Conducting a population projection may provide evidence of what type of housing needs there may be in the future. According to Hoch (2000), “planning agencies use population change as an index of future needs [such as] the number of future households needed” (p. 83). Therefore, using the cohort method to project the population can provide evidence as to future housing needs in the City of Dubuque. As Hoch (2000) stated “age is the single most important dimension of population for planners because of its close relation to service needs [therefore it] helps revel which age groups will be dominant at particular times [thus] predicts increase in the needs for services [such] as housing” (p. 65). Male Female Male Female Male Female 0-4 3,030 2,882 3684 3590 21.58% 24.57% 5-9 3,254 3,026 3557 3560 9.31% 17.65% 10-14 3,258 3,217 3557 3587 9.18% 11.50% 15-19 3,526 3,568 3988 4795 13.10% 34.39% 20-24 3,080 3,072 5560 6518 80.52% 112.17% 25-29 2,432 2,465 3369 3511 38.53% 42.43% 30-34 2,908 2,801 4060 3436 39.61% 22.67% 35-39 3,368 3,299 3352 3546 -0.48%7.49% 40-44 3,459 3,472 4579 3962 32.38% 14.11% 45-49 3,151 3,301 4610 3163 46.30%-4.18% 50-54 2,789 2,762 1558 1970 -44.14% -28.67% 55-59 2,104 2,194 2784 2559 32.32% 16.64% 60-64 1,854 1,856 2191 2275 18.18% 22.58% 65-69 1,544 1,742 1877 2333 21.57% 33.93% 70-74 1,421 1,747 2221 2065 56.30% 18.20% 75-79 1,055 1,669 2091 2369 98.20% 41.94% 80-84 659 1,274 1559 1436 136.57% 12.72% 85-452 1,540 1178 2072 160.62% 34.55% 2000 Population 2040 Projected Pop % Change 2000-2040 Age Source: (2000) Data from U.S. Census, (2040) Data calculated by author using Cohort Method Reimagining the South Port of Dubuque Discovering Land Use Feasibility 65 Dubuque County Population Pyramid Year 2000 Source: U.S. Census Population Division (2009) Dubuque County Population Pyramid Year 2040 Source: Calculated by author, U.S. Census (2009) Dubuque County Population Projection (1940-2040) Source: Calculations conducted by author, U.S. Census Population (2009) The information found by conducting a population projection estimates that the County of Dubuque will have a 2040 population approximately 112,521 and therefore, the demand for housing will rise in the future. The population pyramid points out that males and females between the ages of 20-24 will rise dramatically (80.52% males, 112.17% females) as will males over the age of 79. The largest decrease in age group estimated in 2040 for both males and females is between 50 to 54 years of age. If only considering the projected population and increased need for new residential development, there is market potential for residential development in the South Port. However, based on public input, developer statements, and high vacancy rates in adjacent census tracts to the South Port, residential development does not have the market potential needed in the South Port location. 10%5%0%5%10% 0-4 10-14 20-24 30-34 40-44 50-54 60-64 70-74 80-84 Percent Population Age Female Male 10%5%0%5%10% 0-4 10-14 20-24 30-34 40-44 50-54 60-64 70-74 80-84 Percent Population Age Female Male 60,000 70,000 80,000 90,000 100,000 110,000 120,000 1940 1990 2040Population Population (y) Cohort (y) Reimagining the South Port of Dubuque Discovering Land Use Feasibility 66 Physical Potential As of January 2013 the City of Dubuque offered 12 different land use zone types. Currently, there are no residential developments or uses directly adjacent to the South Port, possibly indicating the area is not suitable for residential. The location near the railroad is of particular concerns for anyone that would live in the South Port. Accessibility, Parking, and Rail In order for residential use to be considered viable and safe in the South Port accessibility would need to be improved and/or expanded to accommodate increased density. Multi-family units require at least 1.5 parking spaces per unit or 2 parking spaces for an attached or detached single family unit. Therefore, in order to include residential use, the South Port would need to be able to accommodate the additional parking spaces for residences. The railroad poses a problem for residential development in regards to noise pollution caused by the railroad. Unless sound barriers are put in place the location may be considered too noisy for residential use. The Mississippi River presents some negative effects as well being a large water source that attracts the nuisance of fish flies. The developer interview section detailed above, noted that fish flies would detract people from wanting to live in the South Port. Summary Residential use in the South Port does not appear a feasible or desirable use at this time. Public input lacked enthusiasm for residential development. Developers are mixed on the potential for success. Living near a railroad makes the site questionable. Criteria Residential Use Rank Public Preference Rank 4th City Visions Medium Market Demand Potential Low Physical Suitability Medium Commercial City Goals - High The Dubuque Comprehensive Plan addresses commercial development in all three Sustainability Pillars. The 2002 Port of Dubuque Master Plan also calls for the South Port to be a mixed-use commercial district. The North Port of Dubuque has been successfully redeveloped into a tourist and commercial business district. Examples of goals in the Comprehensive Plan relating to commercial development in the South Port include: - Environmental/Ecological Integrity - Goal 1 of the Land Use and Urban Design Goals states to support implementation of the Port of Dubuque Master Plan, which includes commercial. Reimagining the South Port of Dubuque Discovering Land Use Feasibility 67 - Economic Prosperity – Goal 12 of the Economic Development Goals states to promote redevelopment of existing vacant, underutilized, and brownfield properties. - Social and Cultural Vibrancy – Goal 8 of the Recreation Goals states to encourage more attractions at the Port of Dubuque. Market Potential – Medium Commercial space requires high visibility and locations near the target market. The South Port is highly visible coming into Dubuque and its location near recreation trails and Ice Harbor would support small recreation and water related businesses. Restaurants are also a good fit because of the views of the river and the location near downtown. According to the 2007-2011 American Community Survey the City of Dubuque has a higher proportion of their workforce working in educational services (26.12%), retail trade (13.78%) and arts & entertainment (11.20%) than the State of Iowa and the U.S. How the City of Dubuque compares to the State of Iowa and the U.S. in major industry types are shown in the table to the right. The arts & entertainment industry in Dubuque employs more employees than the U.S. by 1.8 percentage points, and 3.3 percentage points more than the State of Iowa. The retail trade industry employs more employees than the U.S. by 2.18 percentage points, and 1.78 percentage points more than the State of Iowa. Comparison Industry Percentage Arts & Entertainment Industry Comparison Industry Type Dubuque Iowa US Agriculture 0.54% 3.9% 1.9% Construction 3.78% 6.1% 6.1% Manufacturing 14.17% 14.3% 10.4% Wholesale Trade 2.81% 2.9% 2.8% Retail Trade 13.78%12.0% 11.6% Transportation/Warehousing 3.25% 4.5% 5.0% Information 2.86% 1.8% 2.1% Finance & Insurance & RE 6.08% 7.3% 6.6% Professional, Scientific, Mangement 7.73% 7.3% 10.7% Educational Services 26.12%24.1% 23.2% Arts & Entertainment 11.20%7.9% 9.4% Other Services 4.81% 4.6% 5.0% Public Administration 2.86% 3.3% 5.1% Dubuque Iowa US Series1 11.20%7.9%9.4% 0.00% 2.00% 4.00% 6.00% 8.00% 10.00% 12.00%Percentage of Workforce Reimagining the South Port of Dubuque Discovering Land Use Feasibility 68 Retail Trade Industry Comparison Considering the comparisons between the City of Dubuque, the State of Iowa, and the U.S. begs the question as to whether or not Dubuque has enough market demand for expansion in both industry types (arts & entertainment and retail trade). A few of the interviewed developers stated that there was no market demand for commercial other than office space. Developers did state recreation use is lacking but the type of recreation use recommended does not necessarily offer increased employment opportunities, especially if that use is simply an extension of the walking path or open green space. Commercial Districts in Dubuque The developer interviews in the previous section provide more insight into the demand for commercial development in the South Port. Currently, plaza shopping centers and downtown commercial property struggles to attract retailers. It is possible, however, that providing commercial space could lead to more integrated mixed-use developments in the future South Port. There are several commercial districts in Dubuque in close proximity to the South Port. These include the North Port of Dubuque, the downtown district, and the Historic Millwork District. Unlike the North Port and downtown districts which are more established, the Historic Millwork District Master Plan was recently adopted on February 16, 2009. The main goals of the Plan are to inhabit old spaces, encourage the arts, and showcase green technologies. The Millwork District will become a mixed-use neighborhood including 732 residential units and 3,516,000 square feet of office space. The Millwork District offers office/residential, the North Port offers tourism/office, and the downtown offers retail/restaurants. Opportunities exist in the South Port to diversify commercial uses in the area, unique from these three districts. Physical Suitability - Medium Accessibility, Parking, and Rail Commercial space must be easy to get to for continual usage. At minimum, additional pedestrian bridges connecting to the downtown and North Port are required to support small commercial businesses. Easier vehicular access is ideal to promote maximum usage throughout the day. Additional daily usage will require more parking, either through surface or parking structures. Developable acres are limited in the South Port for higher intensity buildings and necessary parking. Without adequate parking, commercial use in the South Port may be infeasible. Dubuque Iowa US Series1 13.78%12.0%11.6% 10.50% 11.00% 11.50% 12.00% 12.50% 13.00% 13.50% 14.00%Percentage of Workforce Reimagining the South Port of Dubuque Discovering Land Use Feasibility 69 The railroad presents little concern for commercial use. Structures can mitigate and provide a buffer for railroad noise to areas near the river. Commercial use does, however, increase pedestrian traffic which increases safety concerns near a railroad switching station. Adequate barriers and precautions will help prevent pedestrians from walking near the railroad. Summary The public would like a combination of commercial use and the City envisions commercial uses along the riverfront. The market potential and necessary accessibility additions could hamper the intensity of commercial use in the South Port. Criteria Commercial Use Rank Public Preference Rank 3rd City Visions High Market Demand Potential Medium Physical Suitability Medium Other Land Use Considerations Brownfield Revitalization Brownfield concerns are also relevant to specific land uses in the South Port. All of the South Port area could be classified as a brownfield. Lenders, investors, and developers fear that they may be required to cleanup a site’s environmental problems they did not create. This may result in otherwise viable properties becoming blighted areas of the community, potentially creating safety and health risks for residents. Environmental Site Assessment (ESA) Further information is necessary to identify if a property is contaminated or not. Common sense tells us that every property with a prior industrial or commercial use does not necessarily require environmental cleanup. Further, it would be impractical to go to every brownfield site and collect samples for laboratory analysis. A Phase I ESA is a preliminary look at a possibly contaminated property. A Phase I investigation primarily involves records research and onsite visual observations. Often, those performing the Phase I will speak with property owners about previous known uses of the land. No physical sampling or testing is done during a Phase I. Phase I ESAs are performed to identify recognized environmental conditions (RECs) in which a real or potentially real release of hazardous and/or petroleum materials has or may have occurred. Identification of an REC does not mean that contamination has occurred or, if it has, that it requires cleanup. Conducting Phase I ESAs provides essential information to: Provide liability protection to current and prospective property owners Help decide where actual testing should occur when necessary If RECs are found on a property, a Phase II ESA may be performed to physically test the site. A Phase II ESA includes sampling of the soil and groundwater to identify the types, concentrations, and extent of potential contamination. If samples are found to have higher than acceptable Reimagining the South Port of Dubuque Discovering Land Use Feasibility 70 contamination levels (according to state and federal standards), cleanup of the site may be necessary. Three sites in the South Port have had a Phase I ESA conducted. Of the three sites, consultants determined that a City owned site occupied by Dodds River Terminal, a trucking and hauling business, has no reasonable contamination. However, a reasonable possibility for contamination exists for the other two properties. Thus, the City was advised to conduct a Phase II ESA to determine if soil or ground water contamination exists. Based purely on historical and neighboring uses, much of the South Port going forward will require Phase I & II environmental testing. Environmental Uses Phase I and Phase II testing will need to be completed for all properties sited for open space. The Iowa Department of Natural Recourses (IDNR) oversees and approves what remediation needs to be completed in an event of soil and group water contamination. Less scrutiny is taken when looking at contaminated sites that are planned to be used for open space, as long as contamination is not spreading and does not come into contact with humans. However, IDNR will impose covenants on the property to ensure that the property is always used safely. Tourism, Commercial, and Residential Uses Phase I and Phase II ESAs will need to be completed for all properties sited for structural development. With these land use types more stringent cleanup efforts are taken, due to the possibility of human contact with contamination. The biggest element limited in the South Port is the construction of basements. Depending on the height of the water table, basements are not allowed if there is the possibility of water seeping into them. The (IDNR) will not allow construction of a basement in contaminated areas. Many resolutions are available to deal with environmental conditions. In a contaminated area of the North Port, the issues were remediated to an approved level and the site was used for parking rather than construction. The IDNR will assist in dealing with any environmental concerns found. Industrial For current industrial use, permission to access the property for testing will be needed. Phase I and Phase II environmental assessments should be conducted to know if soil and ground water is being contaminated by current uses. However, soil and ground water testing on privately owned property can only be done on a voluntary basis. FY 2014 EPA Assessment and Area Wide Planning Grant If the South Port is to be redeveloped, the City of Dubuque should take steps now to plan and submit grant proposals for Assessment and Area Wide Planning grant funds. Due to the great success Dubuque had with past brownfields grants, the City has a great opportunity to leverage those successes to apply for funds focused in the South Port area. Assessment funds can be used to assess the environmental condition of South Port properties. Area Wide Planning funds can be used to build from the work we have completed and help create a focused and detailed plan for the South Port. The City has the opportunity to receive up to $600,000 in funds from the EPA through assessment and planning grants. DESIGN ALTERNATIVES FOR THE SOUTH PORT Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 72 Original Design Alternatives and Public Feedback The following section outlines four design alternatives for the South Port. Each was developed according to the data gathered from the public brainstorming session, public survey, and land use analysis. The designs range from low to high density, with an industrial option included. Each alternative presents a framework for future development while suggesting feasible amenities identified by the public that are feasible according to issues identified in the land use analysis. More popular features are included in all designs, such as a pedestrian bridge over the floodgate, filling in the floodwall to view the river, and trails connecting the North Port to the Mines of Spain State Park. Designs 2, 3, and 4 contingently move railroad administrative buildings to the south end of the site. The two tables below summarize the land allocation and amenities of each design. The amenities listed are examples of the type of area envisioned for each respective design. Graphic renderings in the following sections show the layout with a description on how the design aligns with the previous analysis. A subsequent public feedback session on April 11, 2013 provided an opportunity for the public to input on the design alternatives before developing the final recommendation. Land Allocation for Design Alternatives Land allocation by use Existing plan Revitalized Industrial Low Density Medium Density High Density acres % acres % acres % acres % acres % Mixed-Use 23.1 70.0 4.0 12.1 5.4 16.4 6.1 15.2 Open Space 3.1 9.4 10.34 31.3 18.9 57.2 19.3 58.5 17.8 44.3 Right of Way 5.1 15.5 5.22 15.8 5.2 15.8 5.5 16.7 6.3 15.7 Existing and Preplanned 0.7 2.1 17.44 52.8 4.9 14.8 2.8 8.5 2.8 7.0 Underground Development/Garage 7.2 17.9 Other 1.0 3.0 TOTAL 33.0 100 33.0 100 33.0 100 33.0 100 40.2 100 Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 73 Proposed Amenities for Design Alternatives Amenities Industrial Area Revitalization Low Density Medium Density High Density Industrial Space X Floodgate Pedestrian Bridge X X X X Pedestrian Bridge over US 151 & RR X X X X Riverside Wetland X X Fishing Docks X X Riverside Bike Path X X X X Festival Grounds / Farmers Market X X Pedestrian Only Paved Pathway X Main Street Boutiques X On-Street Parking X Sculpture Park X Rooftop Gardens X X Integrated Open Space X X Underground Parking X X Cultural Main Street X X Residential X X Vehicular Access Bridge over US 151 & RR X Museums X Amphitheater X Vision Piers X X Shuttle Service to North Port and Downtown X X Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 74 Design 1: Revitalized Industrial Port The South Port has historically been used for industrial businesses. Public input from the brainstorming session saw several ideas calling to keep a working harbor, but with more appeal for people wanting to view the river and barge operations. Design 1 accomplishes this by revitalizing the current open space and transportation network. The design harnesses the economic value currently in the South Port. The road network is rehabilitated making it more inviting for community members to access open space provided along the riverfront. Bike and pedestrian paths are placed to promote use of the South Port area and interconnectivity with the downtown and North Port. Overall, the alternative recognizes the jobs and businesses already successful on the site, but provides an added level of environmental uses that complete the river trail system and buffer business from the riverfront. Open space will comprise 31% of the site and 51% will be left as industrial area. The remaining 18% is road right of way. 2 Proposed Green Space and Bike/Pedestrian Paths Proposed Road Network and Parking Although the industrial component remains the same, many elements differ from the current state of the South Port. Notable amenities and features include: Land graded from Terminal Street to the floodwall for river access Floodgate pedestrian bridge connecting North to South Port Riverside trail connecting to the North Port and extending south to the Mines of Spain State Park Keeping existing industrial buildings Rehabilitated road network to accommodate industrial needs, pedestrian traffic, and private vehicles Green space along the riverfront Wetlands south of the Julien Dubuque Bridge Pedestrian bridge over U.S. 151 and railroad that connects to downtown Fishing docks in either Ice Harbor or Mississippi River Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 75 Revitalized Industrial Port Alternative Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 76 Design 2: Low Density Public input showed a desire for more open space in the South Port. Open, environmental uses at the site also fill a gap in the park system and would limit the intensity of development to accommodate the lack of accessibility in and out of the site. However, input also showed a desire for a combination of commercial uses. Therefore, Design 2 focuses on substantial green space with pedestrian friendly pathways and small scale retail. It provides convenient store-front parking with a simple road network. Bike and pedestrian paths connect the one & two story multi-use buildings to green spaces, as well as between the North Port and downtown. Open space comprises 46% of the area and 12% is allocated for buildable area. Notable features and amenities include: Land graded from Terminal Street to the floodwall for river access Floodgate pedestrian bridge connecting North to South Port Riverside trail that connects with the North Port trail and extends to the south to the Mines of Spain State Park Revitalized road network with some new roadways containing street and surface parking All roadways with bike paths, sidewalks, and street parking along Jones Street Small main street boutiques (1 & 2 story) Pedestrian bridge over U.S. 151 and railroad that connects to downtown Pedestrian only paved pathway between buildings Wetlands south of the Julien Dubuque Bridge Fishing docks in Ice Harbor Railroad buildings moved to the south end of the site Proposed Green Space and Bike/Pedestrian Paths Proposed Road Network and Parking Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 77 Low Density Alternative Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 78 Design 3: Medium Density High use areas such as those in downtown Dubuque and the North Port are options in the South Port as well. Citizens indicate a preference to combine commercial with environmental uses, particularly “Main Street” type retail and entertainment venues such as waterfront restaurants. City goals also aim to utilize the Mississippi River as the entryway to Dubuque with public access. Therefore, Design 3 creates a striking entry way to the South Port area, concluding at a focal riverside building, potentially for a public use like an education center or museum. Design 3 focuses on creating a pedestrian oriented area for both commercial and environmental use. It makes a clear separation between medium intensity development on the north end of the site and river access with open space on the south and east portions of the site. Recognizing the need for more pedestrian traffic with commercial development, the design incorporates a shuttle service to help move visitors between the North Port, downtown, and South Port. The vehicular road network flows in a circular path around the proposed buildings in the north half of the site with bike and walkways alongside. A pedestrian mall runs between buildings from Ice Harbor to the Julien Dubuque Bridge. Pedestrian paths also flow along the waterfront and extend to the North Port via a bridge over the floodgate and to the Mines of Spain State Park. Proposed Shuttle Route Proposed Green Space and Bike/Pedestrian Paths Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 79 Proposed Road Network Open space comprises 48% and buildable area comprises 16% of land in Design 3. Although more land is allocated to open space than Design 2, the density of the buildable area is greater due to 3 story buildings with commercial uses on bottom floors and residential or small office spaces on the top floors, possibly for emerging entrepreneurs or art galleries. Notable features and amenities include: Land graded from Terminal Street to the floodwall for river access Floodgate pedestrian bridge connecting North to South Port Riverside trail that connects with the North Port trail and extends to the south to the Mines of Spain State Park Under surface parking beneath the riverside building 3 story commercial and residential buildings with rooftops gardens Main street atmosphere with buildings close to each other and the main roadways Shuttle service to move people between North Port and South Port Two pedestrian bridges over U.S. 151 and railroad, one leading to commercial uses on the north end and one to the open space areas on the south end of the site Integration of park, trees, and green space along riverfront with higher intensity commercial uses Noise barriers between the railroad and development area Art & sculpture park/plaza between buildings Green space along the riverfront with playgrounds Vision piers from a bike trail outward into the river Railroad buildings moved to the south end of the site Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 80 Medium Density Alternative Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 81 Design 4: High Density Recognizing again the opportunity to create a high use area along the riverfront, Design 4 takes Design 3 a step further adding another building on the south side of the Julien Dubuque Bridge. The building includes additional under surface parking. Design 3 mixes commercial with mainly environmental uses, however, Design 4 provides a combination of intense multi-use development, green walkable open space, and outdoor recreation uses. Citizens prefer recreational opportunities in the South Port the most, particularly highlighting walking trails and some type of outdoor entertainment venue. Adding an outdoor element to commercial uses in the South Port would complement attractions in the North Port to create a unified destination around Ice Harbor. An additional vehicular access point south of the Julien Dubuque Bridge over the railroad and Highway 151, allows the greatest level of service to support the high density development. All three access points give pathways for bikes and walkers. Trails and sidewalks also provide the ability for pedestrians to connect to North Port amenities including a pedestrian bridge over the floodgate. Open space comprises 40% and buildable area comprises 19% of the South Port area. Proposed Green Space and Bike/Pedestrian Paths Proposed Road Network and Covered Parking Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 82 Proposed Shuttle Bus Route Notable features and amenities include: Land graded from Terminal Street to the floodwall for river access Floodgate pedestrian bridge connecting North to South Port Riverside trail that connects with the North Port trail and extends to the south to the Mines of Spain State Park Large under surface parking along the floodwall and south of the Julien Dubuque Bridge to utilize more surface area for recreation uses 3 story commercial, office space, and residential buildings with rooftops gardens Shuttle service to move people between North Port and South Port New road network with vehicular and pedestrian bridge over U.S. 151 and railroad into South Port Integration of park, trees, and green space along riverfront with higher intensity commercial uses Potentially incorporating museums focused on the railroad or Coast Guard Amphitheater located next to Ice Harbor Railroad buildings moved to the south end of the site Cross Section of Parking Garage Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 83 High Density Design Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 84 Public Feedback Session On April 11th, 2013a second public input session was held at Dubuque’s Grand River Center. The event’s purpose was twofold. First, the session informed the public about the results of the initial public brainstorming session and the subsequent survey’s results. Second, the session introduced the four land use designs to the public. The agenda for the event went as follows: Overview presentation discussing the following: o The basis of the project o The brainstorming event and survey results o The four design concepts and why they were chosen o The format of the evening and a discussion on the survey questions to be asked for each design concept. Specific description of each of the four design concepts. Every 15 minutes one design concept was discussed per table and four survey questions were asked for each design. After all four design concepts were reviewed everyone was given the last 10 minutes to question any of designs they wanted and complete a brief survey. As public participants arrived they were asked to sign in, provided the opportunity to obtain a name tag, assigned a table, and given a survey packet with a copy of the four design concepts and event agenda. The survey asked attendees to consider three criteria for each design plan and then rank the designs from favorite to least favorite. After the introductory presentation, South Port group members presented detailed descriptions of each of the four designs to tables in fifteen minute intervals. Each table was given the opportunity to ask questions and provide oral and written feedback. The same marketing techniques and outreach was used for the feedback session as in the October brainstorming session. Thirty-seven community members attended and participated in the public feedback event. As with the initial brainstorming session, South Port area landowners and friends made up a large portion of the attendees, in this case nearly half. While all attendees participated in a positive and productive manner, the disproportional attendance of those with vested interests in South Port suggests the potential for the survey results to be skewed favorably towards the industrial design. Feedback Session Room Setup Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 85 Session Feedback Because of the unscientific nature of the survey, the analysis focuses on conveying the specific feedback garnered from the event and not the overall rank. First is a brief review of the overall survey results. As seen in the table below, when attendees were asked what their favorite design was most people chose the Design 1, the revitalized industrial alternative. This was not indicative of general sentiment, however, as twelve people also selected the industrial design as their least favorite of the designs. Overall, the low density design received the lowest mean rank and second highest number of top choice votes. The high density design was the least popular while the medium density design was neither strongly liked nor disliked. Survey Design Preferences Industrial Low Density Medium Density High Density Mean Rank 2.48 2.24 2.47 2.81 # of Top Choice Votes 12 8 3 6 # of Least Favorite Votes 12 3 2 10 General sentiment towards the four designs was mixed. Some respondents commented that ideas discussed in the public brainstorming session were not included. Specifically, there was strong support for continued industrial use in the South Port at the previous meeting but only one design plan considered industrial use. “I attended the October meeting, where I believe a majority supported river based businesses needed to stay, especially Newt’s business. I did not see Newt’s business staying in the 4 designs. What happened?” Other comments expressed concern that additional retail space would siphon businesses from what they perceived to be an already struggling downtown. “You did not address the entertainment for in this area to my satisfaction. The North Port would be what without the Diamond Jo and the river museum? We need way more entertainment alternatives to draw people to Dubuque. More offices & more restaurants will only steal people & business from existing buildings & become empty buildings elsewhere.” Several others agreed the non-industrial designs could be implemented in phases starting with beautification of the area and creation of green space. Eventually denser uses could be implemented if relocation of the switch station could be arranged. Other overarching comments suggestions varied wildly from stating high density development doesn’t belong in flood plains to the obligatory “Leave Newt where he is”. Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 86 In addition to a question on the overall design preference, there were four questions asked for each design. The same four questions for each design concept included the following: Please check how much you like each category on a scale from 1 (strongly dislike) to 5 (strongly like): Proposed Amenities Land Use Allocation Transportation Options (including bike/walk path) Overall Concept There was also a comment section for each question and many that took the survey provided comments. The feedback for each design is detailed in the following section. Design 1 Feedback: Revitalized Industrial Port Feedback on the revitalized industrial port design elements received equal amounts of like and dislike. The standard deviation between people’s ratings of each element was substantially higher than in each of the other three designs. This indicates respondents tended to score all design elements as either a one or five. Because most comments did not specifically critique design plan elements a potential conclusion is that people rated designs elements primarily based on their feelings toward the land use and not the specific design. This conclusion is supported by the 0.4 average standard deviation that was observed across the four elements being rated. For example, someone who rated the proposed amenities element a one was highly likely to have rated the other three elements a one as well. Keeping this in mind, the average score for all industrial elements were either tied with or just slightly above the average score of all four design plans. 1 Design 1: Revitalized Industrial Port Survey Responses Proposed Amenities Land use Allocation Transportation Design Overall Design 1 average rating 3.2 3.1 3.3 3.2 Average rating of element for all four designs combined 3.0 3.1 3.3 3.1 Std. deviation of ratings for an element 1.4 1.5 1.4 1.3 Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 87 Proposed Amenities Feedback Feedback on the proposed amenities focused on the continued use of industrial space with some respondents expressing pleasure with the simple design while others commented the design was too simple and did not facilitate enough change. Others were concerned that the contrasting green space and industrial use could not coexist. “I do like the wetland, fishing piers, and pedestrian hike/bike path. However, it would be hard for the public to enjoy these right next to an industrial area.” One landowner commented during the small group discussions that the creation of the pedestrian walkway along the levee meant loading and unloading of barges along the main channel of the Mississippi could no longer occur. This would have a significant impact on the ability of current businesses in the South Port to continue operations. “This and all other concepts do not allow for any boat access from the south port floodwall…this is a strong requirement for all 4 concepts.” Land Use Allocation Feedback Comments on land use honed in on the two contrasting viewpoints with half applauding the continued industrial use and the other half calling for more green space. Some did indicate they thought the contrasting uses could co-exist. “Keep Newt”, “Move Newt”, “Encourage working river concept. Like green space option” “Allow residents & visitors to see some river/railroad industrial area. There are areas that are interesting and historically important.” Transportation Feedback While the financial realities of installing a vehicular overpass in South Port was discussed, several people were not swayed and suggested an overpass was necessary for the success of the industrial port area. “Provide consistent access by incorporating railroad overpass.” Most agreed the connectivity of North Port’s pedestrian trail to South Port was a winning idea, echoing feedback received at the initial meeting and from the survey. “Transportation connectivity (bike, pedestrian) is important, especially connecting existing trails.” Final Comments Overall this design was considered simplistic and was equally applauded and jeered for being such. Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 88 3D Image of Design 1, Revitalized Industrial Port Alternative Design 2 Feedback: Low Density The low density design was the most popular design with each of its elements rated equal to or higher than the overall average. Ratings were less volatile than Design 1 with few votes of 1 and many 4s and 5s, indicating across the board approval of the design. Individual rating deviations remained low, a respondent tended to rate all elements the same, again suggesting people focused less on specific attributes and more on their overall approval of design or land uses. Design 2: Low Density Survey Responses Proposed Amenities Land use Allocation Transportation Design Overall Design 2 average rating 3.2 3.5 3.3 3.3 Average rating of element for all four designs combined 3.0 3.1 3.3 3.1 Std. deviation of ratings for an element 1.2 1.2 1.2 1.3 Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 89 Proposed Amenities Feedback Overall people approved of the proposed amenities with several comments applauding the mix of green space with limited boutiques. Several people suggested the amphitheater be included in the low density design, which would have implications for the proposed residential space nearby. As with all designs calling for retail space, there was concern that it would not be viable in the South Port or that it would only siphon businesses from surrounding downtown. Land Use Allocation Feedback The mean score for land use allocation in the low density model was significantly higher than that for any other design. There was strong backing for the high percentage of green space along the waterfront with limited other development. Though some commented a phasing process could eventual allow for more density as the area developed. “This is a reasonable mix, keeping buildings near the road access and the park openness/green space separated.” Transportation Design Feedback There was a consensus that the proposed road running alongside the Ice Harbor would detract from what is a focal point in the South Port. Several attendees proposed eliminating the road or shifting it away from the Ice Harbor to make room for additional pedestrian access to the Ice Harbor. For the low density plan there was consensus that surface parking should be limited. Some attendees expressed concern about the lack of vehicular access into the area though many commented a pedestrian oriented design was appropriate for the site. “I like the floodwall bike path and bridge connecting the path to North Port. However, I think more overpasses over the railroad & highway are needed to connect the S.P. with areas to the west.” “Do like idea of ped mall & non-vehicular traffic plan.” Final Comments Overall this design was the most popular and the proposed attributes received generally positive feedback. Some concerns were expressed that the design would not attract significant tourism due to its low density but most respondents seemed to prefer a design that provided a natural harbor space that could be enjoyed by Dubuque residents. Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 90 3D Image of Design 2, Low Density Alternative Design 3 Feedback: Medium Density The medium density design did not illicit strong feelings from attendees. A large contingent gave the design across the board 2s, 3s, or 4s. The average scores for all design elements gravitated towards the overall average. Design 3: Medium Density Survey Responses Proposed Amenities Land use Allocation Transportation Design Overall Design 3 average rating 3.0 3.1 3.2 3.2 Average rating of element for all four designs combined 3.0 3.1 3.3 3.1 Std. deviation of ratings for an element 1.1 1.1 1.2 1.2 Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 91 Proposed Amenities Feedback Residential space was a highly unpopular idea with attendees who commented that houses on the bluff offered a better view of the river and accessibility. The popularity of an amphitheater in the South Port, although not proposed in this design plan, also caused people to question whether residential space was a proper use given accessibility and noise concerns. Overall the amenities proposed for the medium density design were responded to favorable though not ecstatically. “I like the fishing piers, sculpture park, and rooftop gardens.” Land Use Allocation Feedback The balance of green space and built area was generally viewed as ok. However, some commented accessibility could be an issue and that with green space being primarily in the southern tip of the South Port congestion could become a problem in the northern half. “Seems pretty congested north of bridge with 16% buildings all on the north side of bridge.” Transportation Design Feedback The lack of immediate parking for the proposed residential structures was a reoccurring theme in attendees’ comments. The unwillingness of Dubuque citizens to walk for shopping or get home caused people to express concern that the shuttle service and overall focus on having a main street walkable feel to the area was not viable. Again the road running south of the Ice Harbor was unpopular with several attendees preferring it be removed entirely to allow for green space. “Question whether the shuttle will be used effectively. May consider more underground parking to accommodate residents & occupants.” “Like bike and walking trails & shuttles not so sure if there is enough car access.” Final Comments Overall, this designed was received with some unease, while most liked the concept there was concern about the market feasibility. One attendee suggested additional studies should be conducted to determine the potential tax revenue the site could generate and that the team determine how much parking this design would necessitate. “In theory, I like the idea of creating a main street type space & mixed use, but I oppose digging into the port & building new structures. My preference is a native species & bike & ped focused transportation recreation area.” Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 92 3D Image of Design 3, Medium Density Alternative Design 4 Feedback: High Density The high density design, much like Design 1, the revitalized port design, was either strongly liked or disliked. However, in this case those who disliked the design seemed to outnumber those who liked it. With the exception of the transportation element, the average score for every element was below average. Design 4: High Density Survey Responses Proposed Amenities Land Use Allocation Transportation Design Overall Design 4 average rating 2.8 2.9 3.4 2.6 Average rating of element for all four designs combined 3.0 3.1 3.3 3.1 Std. deviation of ratings for an element 1.2 1.3 1.4 1.3 Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 93 Proposed Amenities Feedback An amphitheater was the most popular amenity in Design 4 with near universal support. There was a segment of attendees who expressed concern that the proposed retail amenities would not materialize and another that did not wish for the South Port to become an extension of the North Port. “The public open space, fishing piers, bike paths and other amenities are great. Encourage lots of public involvement and pedestrian and bike access.” Land Use Allocation Feedback Feedback similar to that in amenities section was expressed with several noting this land use would cause overcrowding. While some attendees were excited for the South Port to become a vibrant hub of activity, several comments expressed concern that private players would crowd out the public space in this design. Don't crowd the riverfront area too much (even though this is a high density concept). The attraction is the river (not so much at the North Port and there activities there). Make this more open, more natural, more simple. One attendee suggested the building footprints be redesigned to maximize the amount of river view that could be captured by the residential spaces. Transportation Design Feedback The high density transportation design was widely popular with most of its support stemming from the proposed overpass. As with all designs attendees were overwhelmingly supportive of the riverfront trail extension. “Finally!! We get traffic in and out of the area free flowing.” “I like the road overpass idea a lot! The road layout makes good sense with multiple accesses to the S.P. Also, the floodwall trail idea w/ bridge over the harbor entrance is a good idea.” Reservations were again expressed about the lack of parking and the viability of a shuttle service. Final Comments The final recommendation will incorporate several changes proposed at the feedback session. Road layouts and specific amenities will be reexamined given attendees suggestions to help create a plan that better meets the site and Dubuque citizen’s needs. Attendees’ rank of the overall designs will play a role in determining our selection of an adapted design plan, however, internal analysis and public preferences stated in the public survey will also be considered. Reimagining the South Port of Dubuque Design Alternatives and Public Feedback 94 3D Image of Design 4, High Density Alternative Reimagining the South Port of Dubuque Final Design Recommendation 95 Final Recommendations Reflecting on comments pertaining to the four design alternatives, the final recommendation for the South Port builds on Design 2, the low density design alternative, incorporating elements from other alternatives. While open space uses are the most physically suitable, citizens of Dubuque show a strong preference for a recreational attraction. Both uses can, and should be provided in the South Port. Therefore, the recommended design focuses on providing substantial open space, recreational opportunities, and pedestrian friendly pathways. It provides convenient store-front parking with a simple road network. The vehicular road network flows in a circular path with bikeways and pedestrian paths alongside connecting one and two story commercial buildings to open spaces. Interconnectivity between the North Port and downtown is promoted by connected walkways and bike paths. Two existing historical buildings and the Coast Guard facilities remain (pink), with railroad administrative buildings moved to the southern end of the site (purple). The following section details specific elements of the recommendation. Reimagining the South Port of Dubuque Final Design Recommendation 96 Riverside Open Space Through the public input process green/open space and recreational opportunities were suggested in the greatest frequency. The analysis of the area around the South Port shows an opportunity for the City to increase green/open space in the area, particularly near downtown. Many thriving downtown areas in similar cities have great green spaces with various recreational opportunities, as shown in the three case studies in Appendix B. The recommendation sets forth the entire Mississippi Riverfront as green open space, with 50% of the total area as open space. Three sites located along a riverfront trail act to pull the history of Dubuque’s mining, river, and button manufacturing industries into central locations. The south end of the site will be restored into a wetland area. Large steps along the river allow pedestrian’s closer access to the water. Recommended open space features in the South Port focus on providing easy access to the river with natural and historical focal points. Specific features include: Riverfront trail Historical focal points along the Mississippi River Riverfront pedestrian steps Wetland restoration Open Space Allocation Design Element Square Feet Acres Length (miles) Total open and green space 701,515.8 16.1 Open space along river 474,904.9 10.9 Bike route with trail and public space 75,088.7 1.7 1.28 Public space 19,085.2 0.4 Green area 380,731.1 8.7 Green area along playground 49,247.3 1.1 Playground 38,809.3 0.9 Square with Amphitheater 83,554.2 1.9 Other open space 55,000.0 1.3 Reimagining the South Port of Dubuque Final Design Recommendation 97 Green/Open Space Network Reimagining the South Port of Dubuque Final Design Recommendation 98 Transportation and Parking Network Accessibility is a reoccurring issue for the South Port. A lower density design accommodates the current vehicular access points. However to promote everyday usage, the recommended design adds a significant amount of pedestrian and bike options. A proposed shuttle service gives support for higher capacity events that come with large open spaces and recreational attractions. A revised road network also promotes circulation within the site. Accessibility and Parking Allocation Design Element Square Feet Acres Length (miles) Parking Spaces Road Network 282,631.4 6.5 4.56 Existing vehicle roads 81,747.2 1.9 0.93 Special use road (E1st /Terminal) 31,871.6 0.7 0.56 Jones Street 21,174.0 0.5 0.21 Terminal Street 28,701.6 0.7 0.16 New vehicle roads 49,922.5 1.1 0.76 New Street 38,763.7 0.9 0.04 Jones intersection expansion 5,010.5 0.1 0.04 Intersection island 6,148.3 0.1 0.05 Non vehicle road along network 150,961.6 3.5 2.86 Pedestrian walkway between buildings 35,753.7 0.8 0.68 Bike trails/sidewalks 57,604.0 1.3 1.09 Pedestrian trails/sidewalks 57,604.0 1.3 1.09 Parking Area 166,019.2 3.8 362 Parking lot 136,417.0 3.1 276 Parking (Big parking lot) 58,209.0 1.3 107 Parking (Under Julien Bridge) 43,690.3 1.0 101 Parking (South parking lot) 34,517.6 0.8 68 Off street parking lot 13,818.6 0.3 59 Jones Street parking 4,691.82 0.1 20.0 Terminal Street parking 9,126.8 0.2 39.0 Shuttle bus stop/parking 15,783.6 0.4 27 Reimagining the South Port of Dubuque Final Design Recommendation 99 The recommended road network flows in a circular path to help reduce traffic congestion. Two vehicular access points are provided through Jones Street and Ice Harbor Road. Ice Harbor Road along the south side of Ice Harbor is restricted for only pedestrians and bicyclists except under emergency circumstances for emergency vehicles. Many parking locations provide direct access to amenities. Over 350 parking spots are provided in the design. The number of spots can be increased or decreased to meet parking requirements of proposed developed buildings. For example, provide angle parking instead of parallel parking along Jones Street. During events a shuttle service can run between the North Port and South Port to alleviate traffic and parking demands on the South Port. Specific features include: Circular road and sidewalk network Emergency access road along Ice Harbor (green shade) Surface lot parking near attraction areas Event shuttle service Road Network Reimagining the South Port of Dubuque Final Design Recommendation 100 Pedestrian/Bike Network Walkability and connectivity are staples in the recommendation. In continuation of accessibility, proposed bike and pedestrian paths run along all roadways in the South Port. Connections to a riverfront trail are made at multiple locations. The trail connects to the North Port trail via an Ice Harbor pedestrian/bike drawbridge and continues south to the Mines of Spain. Buildings are surrounded by sidewalks for great walkability and access to store fronts. A pedestrian only walkway between buildings will create a pedestrian mall atmosphere. Connection to the downtown is supported by the pedestrian bridge over Highway 151 and the railroad. Specific elements of the pedestrian network include: Approximately 1.1 miles of bike and pedestrian paths Connection to North Port and the Mines of Spain Bike paths and sidewalks alongside all roads Bike racks Railroad/Hwy 151 pedestrian overpass Pedestrian only walkway between buildings Pedestrian/Bike Network Reimagining the South Port of Dubuque Final Design Recommendation 101 Jones Street Entrance with Pedestrian Overpass View West of Ice Harbor Reimagining the South Port of Dubuque Final Design Recommendation 102 Building Space and Design Citizens prefer a combination of various commercial features. The location near downtown, the North Port, and Ice Harbor provide an opportunity for consistent pedestrian traffic and visibility for commercial to be successful. Smaller intensity buildings are recommended for businesses that complement open space and river activities. . Building Allocation Land use type Square Feet Acres Total building floor area (sq. ft.) Build up area 285,786.8 6.6 352,127.3 New Buildings 167,135.3 3.8 240,831.8 Building A Block (2 Stories) north of Jones Street 54,129.2 1.2 79,009.3 Building B Block south of Jones Street 113,006.1 2.6 161,822.5 2 Story Building 71,129.2 1.6 113,000.6 1.5 Story Building with Patio 41,876.9 1.0 48,821.9 Existing Buildings 55,647.7 1.3 111,295.0 Railroad Building Relocation 63,003.7 1.4 N/A Specific building space features include: Building block A is parallel to Ice Harbor on the North end of Jones Street Building block B contains two buildings in the center of the site on the south side of Jones Street All development follows North Port design standards Store front shops and restaurants Office spaces on second floors Rooftop gardens One and two story buildings are recommended to be used for commercial use, such as retail, restaurants, and office space. Using the design standards for the North Port development will preserve connectivity between the Port areas. A listing of the current design standards are listed in Appendix F. The recommendations also call for rooftop gardens designed using LEED practices for public access. The building closest to the Mississippi River features a rooftop patio used as an outdoor dining area. Two buildings currently in the South Port remain on the northeast corner of the site. Reimagining the South Port of Dubuque Final Design Recommendation 103 Aerial View of Buildings and Entertainment Entertainment and Recreation Recreation opportunities were preferred by Dubuque citizens. This design works to give opportunities for outdoor recreation to all ages. For Dubuque’s youth citizens a playground is located to the south of the developable area. An amphitheater rated high by residents and is placed facing the Ice Harbor. The amphitheater is a multi-use area for everyday enjoyment to view Ice Harbor and for specific events such as concerts or festivals. The proposed amphitheater has a capacity around 3,500-4,000 people, counting built-in seating and open space for temporary seating. A pier is built out into the Ice Harbor area to access harbor water through canoe and kayak docking, fishing, as well as a stage area for the amphitheater. Along the riverfront, land grades from Terminal Street up to the top of the flood wall with large steps along the Mississippi River for closer access. An identical band shell is placed south of the flood gate to provide symmetry between North and South Port. Reimagining the South Port of Dubuque Final Design Recommendation 104 Playground on the South End Other Uses Allocation Land use type Square Feet Acres Length (miles) Additional development 280,625.4 6.4 0.72 Shadow 6,361.7 0.1 Pier 26,385.8 0.6 Built up access along river 247,397.8 5.7 0.72 Fishing dock 480.0 0.01 Ice Harbor Amphitheater Reimagining the South Port of Dubuque Final Design Recommendation 105 Conclusion The 2002 Port of Dubuque Master Plan set the stage for the North Port redevelopment to become a regional attraction. The 2002 Plan for the South Port called for mixed-use residential and commercial development, with only three acres of green space. The year-long study reveals the vision for the redevelopment of the South Port has evolved. The highest and best use now incorporates significant open space with limited commercial use and no residential. Many factors went into the final low density, recreational focused recommendation for the South Port. Three forms of public input provided insight into the current citizen visions. Vehicular access into the South Port accommodates low density development, however, the recommended design provides the opportunity for a vehicular overpass if there is a future demand for more intense development. Currently, however, highway and railroad noise inhibits extensive residential development. If residential use is considered something the City of Dubuque needs or desires a noise mitigation study should be conducted. Going forward, Dubuque needs to continue to have open discussions with Canadian Northern Railroad about implementing the designs, as well as private and public stakeholders. To align with sustainability goals, LEED standards are recommended for all design implementation actions. A suggested action plan and specific LEED considerations are detailed in Appendix A. Lastly the City should seek funding sources for brownfield remediation and transportation similar to those when developing the North Port. The North Port of Dubuque and Julien Dubuque Bridge are iconic features in Dubuque. The South Port now has the opportunity to become an iconic feature as the aesthetically pleasing green gateway into Dubuque. The design plan incorporates all three pillars of sustainability: environmental integrity, social/cultural vibrancy, and economic prosperity. The recommended highest and best use for the South Port exemplifies the City’s designation as a national leader in sustainability. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 106 Appendices A: Concluding Considerations for Implementation Action Plan The South Port has many different obstacles and challenges that inhibit development to take place in a single project. In order to implement a colossal project, a brief action plan with three different categories is shown in the following table. Environmental Cleanup Due to the industrial previous uses of the land, the South Port has been designated as a brownfield site. There are two factors that determine the amount of time needed for remediation. One of the factors is the extent of the contamination of the ground and water beneath the surface. The second factor is determining the future land use of the site. For example, if the land is going to be vacant and consist of a parking lot or open space, the land does not have to be extensively remediated as there will be minimal ground disturbance to expose the contaminants to the surface. However, if there are going to be structures built on top of the particular site, the land will need to be fully remediated. Accessibility Once the site has been remediated of pollutants, the second action category is to provide accessibility to the site. The first action is to pave all of the roads needed for the development. This will also include moving the railroad administration building to the new location. This should take less than a year to complete. The next action will be to construct a new floodwall with a pedestrian path and a floodgate pedestrian bridge. This may take two to three years to complete and can be done concurrently with paving new roads. Building Construction The third and final action category is to begin construction of the focal point attractions and buildings for businesses. The focal point attractions will be the three monuments within the pedestrian path along the Mississippi River, the amphitheater along the Ice Harbor, and the pier with the activity stage. We estimate that these attractions will take roughly 1-2 years. Category Action Timeline (Years) Environmental Cleanup Brownfield Remediation 1-10+ Construct New Roads/Pave Existing Roads < 1 New Floodwall with Pedestrian Path 2-3 Floodgate Pedestrian Bridge 2-3 Construct Focal Point Attractions 1-2 Construct Buildings for Businesses 2-3 Action Plan Accessibility Building Construction Reimagining the South Port of Dubuque Concluding Considerations and Appendices 107 The three new buildings and renovation of the two older buildings will be the final action. Construction and renovation have been estimated to take 2-3 years. As with accessibility, the construction of focal point attractions and the construction and renovation of buildings can be done concurrently with the construction of new roads and paving of existing roads. If each action took the maximum length of time and were done concurrently, the entire project can be accomplished in 13 years. Philosophy of the design and layout In 2006, Mayor Roy D. Buol and the City Council made the Sustainable Dubuque Initiative their top priority. In 2009, the City and IBM partnered to form the Smarter Sustainable Dubuque campaign. In part of the Smarter Sustainable Dubuque campaign, Dubuque’s primary goal is to become “one of the first “smarter” sustainable cities in the U.S.” (IBM, 2009) Case Study – West Union, IA To align Dubuque’s sustainability goals with the development of the South Port, the City of West Union, Iowa was studied which has similar goals of achieving sustainability and has invested in green design for revitalizing the city’s downtown. The City of West Union is one of Iowa’s green pilot projects for Main Street Iowa. In 2007-2008, the Main Street Iowa identified several factors that presented a “unique opportunity” to implement green and sustainable infrastructure in the town of West Union, Iowa (IED, 2012). The factors identified are listed below from the Iowa Economic Development West Union Pilot Project Summary: “First, the city determined in 2007 the need to replace streets, sidewalks, utilities, and stormwater management systems in the downtown as a matter of first priority. Second, recent events throughout the country have underscored the vulnerability of conventional infrastructure and land management practices, resulting in flooding, property loss, and environmental degradation. A range of applications and materials in urban green infrastructure sustainable practices are becoming widely available throughout the country. These practices improve the performance and reduce the perpetual maintenance and operations costs of community infrastructure, while doing a superior job of protection and restoration of the environment and ecological functions. Third, interest in promoting improved public health, more efficient use of limited infrastructure dollars and decreasing transportation costs is driving a national complete streets movement placing an emphasis on streets designed and operated to enable safe access for all users including pedestrians, bicyclists, and motorists of all ages and abilities. Fourth, rapidly rising energy costs in previous years has placed a national emphasis on energy efficiency and local energy generation. Fifth, studies have shown that communities are better served from a fiscal standpoint with pedestrian scale, multi-purpose streets. Retail sales are better in shopping areas served by safe, attractive streetscapes. Tourists are drawn to these kinds of Reimagining the South Port of Dubuque Concluding Considerations and Appendices 108 authentic town settings. Property values are increased as well. And, finally, In October 2007, the Iowa Department of Economic Development’s (IDED) Main Street Iowa program completed a Technical Assistance Visit to advise West Union about the potential for multipurpose pedestrian-scale streetscape improvements. In the winter of 2008 IDED was seeking one or more communities to be a Pilot Green Community. The department realized that West Union with its existing interest in streetscape and other infrastructure improvements combined with the local leadership and coordination of the Main Street West Union organization was perfectly poised to be a Pilot Green Community. IDED selected West Union in March 2008 as a Pilot Green Community to demonstrate an integrated, multi-faceted approach to green, sustainable revitalization of downtown. With the community on board as a Green Pilot Community, IDED hired consulting firm Conservation Design Forum to facilitate a 2.5 day visioning session in June 2008. The result of the June 2008 visioning session was the initiation of many of the project concepts included today as well as development of the community’s First Principles for future development activities.” – (IED, 2012) These factors allowed West Union to be chosen for the Green Streetscape Pilot Program by Main Street Iowa. As part of the first priority factor and with ideas from the visioning session in 2008, several key infrastructure improvements have incorporated sustainable features and technology. The infrastructure improvements cover a 6 block radius in the downtown commercial district and include sustainable infrastructure such as: a permeable pavement storm drain system, geothermal energy, streetscape features, and green roofs. Source: IED, 2013 Source: IED, 2013 The permeable storm drain system uses permeable pavers to allow water to absorb into the ground up to a certain amount. This helps replenish ground water and reduce pollutants, soil erosion, and flooding of nearby waterways. Other features, such as rain gardens and bio-swales, help reduce storm water runoff as well. For an added bonus, these rain gardens were Reimagining the South Port of Dubuque Concluding Considerations and Appendices 109 designed to bump out of the sidewalk to reduce traffic speed and create a pedestrian friendly atmosphere. Cross Section of Geothermal Piping Source: IED, 2013 Geothermal energy was a primary feature of the project for business owners. Under the permeable pavement, pipes that carried water were buried 8ft below the surface where the temperature is a constant 55-60 degrees throughout the year. The water in the pipes absorbs the heat (or coolness during the summer) from the earth and transferred it to a machine that converts the heat/coolness from the water to air ducts that heat/cool the buildings. This is not only economically sustainable as it saves business owners money on utilities, but also environmentally sustainable by using renewable energy. The piping is connected to all of the buildings within the 6 block radius, however, business owners are responsible for updating their building’s infrastructure to utilize this system. Permeable Sidewalks Source: IED, 2013 Colored Pavers for Crosswalks Source: IED, 2013 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 110 Rain Garden Source: IED, 2013 Several streetscape features were incorporated to produce a pedestrian friendly downtown. These features include pedestrian scaled LED street lights, wider sidewalks, and rain gardens. Street lights closer to the ground produce a pedestrian scaled streetscape. Colored permeable pavers were used to distinguish crosswalks from the rest of the roadway while also reducing the need for painted crosswalks. As previously mentioned, rain gardens are located at the street corners to bump-out into the street to shorten the distance of the crosswalk to give security to pedestrians. Green roofs were incorporated on several buildings to help reduce storm water runoff and to reduce the heat island effect in the urban area. In some cases, green roofs were used to produce open space for customers of buildings with public access to the roof. Other aspects, such as an amphitheater and façade improvements, were also part of the Green Pilot Project. The project’s final costs totaled $10,295,028. Applications for various grants and donations from organizations helped raise the funds for the project. The City of West Union paid $2,368,499 of the project. The project was scheduled to be completed in late 2012. According to West Union’s website, there is a waiting list of commercial business owners that want to relocate/open a business in the downtown due to the new improvements. LEED as a Sustainability Template Taking a step further than the West Union Pilot Project, Dubuque can incorporate a LEED rating system as a sustainability template into the designs for the South Port. LEED is an acronym for Leadership in Energy and Environmental Design. The LEED rating system is used as a universal green building measurement standard that is “designed for rating new and existing commercial, institutional, and residential buildings” for sustainability (Josh Busard). LEED’s primary goal is to serve as a tool to improve the triple bottom line (economy, environment, and society) by “help[ing] create high-performance, more sustainably built environments by providing a framework for design, construction, and evaluation” (GBLCC, 1). These goals align with Dubuque’s three pillars providing a sustainability template for the redevelopment of the South Port. Today, LEED is on version 3 and has evolved into several LEED rating systems. For the purpose of redeveloping the South Port, the LEED 2009 for Neighborhood Development (ND) rating system serves as the Reimagining the South Port of Dubuque Concluding Considerations and Appendices 111 sustainability template if residential development becomes feasible for the South Port in the future. LEED-ND is organized into five separate sections: Smart Location and Linkage (SLL), Neighborhood Pattern and Design (NPD), Green Infrastructure Buildings (GIB), Innovation and Design Process (IDP), and Regional Priority Credit (RPC). For the purpose of providing a basic template for sustainable development, the focus is only on the SLL, NPD, and GIB prerequisites and credits as they are more suited to the South Port design. There are a possible 110 points that can be achieved and 4 levels of LEED certification. The levels include: Certified (40-49 points), Silver (50-59 points), Gold (60-79), and Platinum (80+ points). Points from credits are optional to obtain; however, prerequisites are required for all levels and do not earn points. Smart Location and Linkage The Smart Location and Linkage (SLL) category promotes sustainability through site location and linkage to the surrounding development. Site location characteristics include: infill sites, brownfield, ecological preservation, access to public transportation, etc. Linkages of the site to the surrounding community include: housing and jobs proximity, public transportation proximity, etc. The primary focus is to avoid unsustainable sites for development. As defined by USGBC, unsustainable sites include developing on a greenfield, prime agricultural land, wetlands, protected habitat, encroachment on water bodies, etc. Applicable Credits Source: LEED – ND 2009 The location of the South Port offers many opportunities for achieving prerequisites and credits in this category. There are five prerequisites and 27 possible credit points in this category, as shown above. The South Port meets the majority of the prerequisites due to the site being previously developed. However, for Prerequisite 2: Imperiled Species and Ecological Communities Conservation , a survey of the land for imperiled species by the Natural Heritage Program and state fish and wildlife agencies should be conducted to determine whether the Smart Location and Linkage Points Prerequisite 1: Smart Location Required Prerequisite 2: Imperiled Species and Ecological Communities Conservation Required Prerequisite 3: Wetland and Water Body Conservation Required Prerequisite 4: Agricultural Land Conservation Required Prerequisite 5: Floodplain Avoidance Required SLL Credit 1: Preferred Location 1-10 Points SLL Credit 2: Brownfields Redevelopment 1-2 Points SLL Credit 3: Locations with Reduced Automobile Dependence 1-7 Points SLL Credit 4: Bicycle Network and Storage 1 Point SLL Credit 5: Housing and Jobs Proximity 1-3 Points SLL Credit 6: Steep Slope Protection 1 Point SLL Credit 7: Site Design for Habitat or Wetland and Water Body Conservation 1 Point SLL Credit 8: Restoration of Habitat or Wetlands and Water Bodies 1 Point SLL Credit 9: Long-Term Conservation management of Habitat or Wetlands and Water Bodies 1 Point LEED Applicable Prerequisites and Credits Reimagining the South Port of Dubuque Concluding Considerations and Appendices 112 South Port is a habitat for endangered or threatened species. Whether or not the site contains endangered or threaten species habitat, there are several options that can be taken to achieve this prerequisite. As this is a brownfield site, this may not be a concern for this location. Credits 1 and 2 are achievable based on the site location and being previously developed. The site sits in the downtown of Dubuque and has been previously developed by heavy industry. Due to the history of the land uses in the South Port, the area is considered to be a brownfield site. A minimum of five points for Credit 1 and a minimum of one point for Credit two are possible. Credits 3 and 4 recommend providing alternative modes of transportation to the personal vehicle. For Credit 3, the number of points earned depends on the number of trips generated by existing public transit bus stop locations within ¼ of a mile from the front doors of residential buildings. A minimum of 60 weekday trips and 40 weekend trips are required to achieve 1 point. Credit 4 recommends locating the project within ¼ of a mile from the project boundary to an existing bike network and within three miles of ten diverse uses. Being located within downtown, achieving a minimum one point for Credit 3 and Credit 4 are possible. Credit 5 encourages communities to have a mixture of housing and employment opportunities. Our recommendation includes both a residential and commercial component to our layout. There are three options that range from including affordable housing for three points, developing 30% of the total square footage for residential for two points, or developing 30% of the total square footage for nonresidential of the total development for one point. Depending on the discretion of the developer or conditions imposed by the city to the development, a minimum of one point is possible. Credits 6, 7, 8, and 9 may or may not be applicable based on the topography of the land and requires a survey to be conducted by the Natural Heritage Program and state fish and wildlife agencies to establish significant habitats. However, since the site is relatively flat with no significant slopes and is considered to be a brownfield site reducing the likelihood of being a significant habitat, achieving one point from each of the four Credits are possible for a total of four points. Neighborhood Pattern and Design The Neighborhood Pattern and Design (NPD) category evaluates the overall design of the neighborhood and connectivity between uses. Reducing car dependence, promoting mixed-use, and conserving land by building a compact development are the key elements of sustainability this section addresses. There are four prerequisites and 44 possible credit points in this section. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 113 Source: LEED - ND 2009 Prerequisite 1, 2, and 3 require that the development be compact and walkable. These are accomplished by locating entrances of buildings closer to the street, providing a height- to-street ratio of 1:3, and have pedestrian walkways throughout the development. By keeping the same road network, we were able to accomplish this in our recommended site layout. By achieving more options to provide a more compact and walkable environment, NPD Credits 1 and 2 can be achieved. Credit 3 will be achieved as the area is zoned for mixed-use development. If residential is incorporated later on, this location will become a true mixed-use area and will achieve these credits. Credit 5 recommends reducing surface parking. Our recommended layout will have limited parking spaces. This will help us achieve this credit. For larger events that will take place in the South Port, an optional shuttle service will be implemented to shuttle those who park in the North Port to the event in the South Port. Credits 7 and 8 require projects to use alternative forms of transportation by providing new bus stop shelters within the project. In order to encourage usage of these transit options, it is recommended that there is an incentive to use public transit within the project. There are five options for a developer to choose from to acquire these points in the LEED-ND guide. Credits 9 and 10 will be incorporated in our recommended layout. There will be open public spaces along the riverfront closest to the floodwall. In the low, medium, and high density layouts, there are plazas located between buildings providing more public spaces. Credits 11 and 12 will be for the developer to pursue to accommodate the requirements needed to acquire these credits but are still applicable to the redevelopment of the South Port. Credit 13 may also be applicable as it allows the option to locate a farmers market within a half mile radius. Credit 14 requires tree-lined streets which we have incorporated in our recommended design to provide a “main street feel” the citizens of Dubuque have rated highly on our public survey. Neighborhood Pattern and Design Points Prerequisite 1: Walkable Streets Required Prerequisite 2: Compact Development Required Prerequisite 3: Connected and Open Community Required NPD Credit 1: Walkable Streets 1-12 Points NPD Credit 2: Compact Development 1-6 Points NPD Credit 3: Mixed-Use Neighborhood Centers 1-4 Points NPD Credit 4: Mixed-Income Diverse Communities 1-7 Points NPD Credit 5: Reduced Parking Footprint 1 Point NPD Credit 6: Street Network 1-2 Points NPD Credit 7: Transit Facilities 1 Point NPD Credit 8: Transportation Demand Management 1-2 Points NPD Credit 9: Access to Civic and Public Space 1 Point NPD Credit 10: Access to Recreation Facilities 1 Point NPD Credit 11: Visitability and Universal Design 1 Point NPD Credit 12: Community Outreach and Involvement 1-2 Points NPD Credit 13: Local Food Production 1 Point NPD Credit 14: Tree-Lined and Shaded Streets 1-2 Points NPD Credit 15: Neighborhood Schools 1 Point LEED Applicable Prerequisites and Credits Reimagining the South Port of Dubuque Concluding Considerations and Appendices 114 Credits 6 and 15 will not be applicable due to the limited amount of space within the project area. Schools require large amounts of land to accommodate the building and outdoor space. Determining where schools are constructed is also out of the hands of the developer and the city. Green Infrastructure Buildings The Green Infrastructure Buildings (GIB) category encourages reduction of a building’s carbon footprint. By incorporating energy and water efficient technologies, new and renovated buildings will significantly reduce their consumption of energy and water as compared to conventional buildings. There are four prerequisites and 29 possible credit points in this section as shown in the table to the right. Source: LEED-ND 2009 Green Infrastructure Buildings Points Prerequisite 1: Certified Green Building Required Prerequisite 2: Minimum Building Energy Efficiency Required Prerequisite 3: Minimum Building Water Efficiency Required Prerequisite 4: Construction Activity Pollution Prevention Required GIB Credit 1: Certified Green Buildings 1-5 Points GIB Credit 2: Building Efficiency 2 Points GIB Credit 3: Building Water Efficiency 1 Point GIB Credit 4: Water-Efficient Landscaping 1 Point GIB Credit 5: Existing Building Resue 1 Point GIB Credit 6: Historic Resource Preservation and Adaptive Use 1 Point GIB Credit 7: Minimized Site Disturbance in Design and Construction 1 Point GIB Credit 8: Stormwater Management 1-4 Points GIB Credit 9: Heat Island Reduction 1 Point GIB Credit 10: Solar Orientation 1 Point GIB Credit 11: On-Site Renewable Energy Sources 1-3 Points GIB Credit 12: District Heating and Cooling 2 Points GIB Credit 13: Infrastructure Energy Efficiency 1 Point GIB Credit 14: Wastewater Mangement 1-2 Points GIB Credit 15: Recycled Content in Infrastructure 1 Point GIB Credit 16: Solid Waste Management Infrastructure 1 Point GIB Credit 17: Light Pollution Reduction 1 Point LEED Applicable Prerequisites and Credits Source: www.jetsongreen.com Reimagining the South Port of Dubuque Concluding Considerations and Appendices 115 The GIB category has four prerequisites that require at least one LEED certified building and have at least 90% of the floor area for non-residential buildings and 90% of residential buildings be energy and water efficient under LEED guidelines. Prerequisite 4 requires all construction activity to use pollution prevention measures during the construction of new buildings. Credits 1, 2, and 3 are applied if developers exceed prerequisite guidelines by certain percentages. Points for these credits are determinant based on the developer. Credit 4 recommends reducing potable water usage for landscaping by 50% from a calculated midsummer baseline case. To achieve this 1 point credit, the development can harvest rainwater or reuse gray water from showers/sinks to irrigate landscapes. Credit 5 and 6 refer to reusing current buildings within the site. Currently, there are two brick buildings that are occupied by Newt Marine. In each of our proposed layouts, we incorporated these buildings to be reused to merge historic Dubuque with the future development of the South Port. Although these buildings are not on the historic register, the city plans to have these buildings reviewed to see if they qualify in the future and will be eligible to achieve 1 point. Credit 7 requires that 100% of the development footprint be constructed on areas that have been previously developed. The credit also requires a survey be conducted to determine if there are any trees in good or excellent condition, as defined by USGBC, to be preserved. Most of the trees located in the South Port surround the Julien Bridge to the North and South as the bridge crosses over the railway. Our recommended layout will incorporate these trees as open space and will be preserved. Credit 8 is determinant based on innovation and technology that can be applied to achieve this credit. In order to earn points, the site must be able to retain water (of the development footprint) within the 80th percentile of rainfall on a given day for the region. Due to the South Port being close to the Mississippi River, the Ice Harbor, and having a high water table, this Credit is challenging to achieve. However, by incorporating rain gardens, green roofs, and reusing rainwater to flush toilets and irrigate the landscape, this may be possible to achieve. Credit 9 involves reducing the heat island effect within the site. The heat island effect is where the urban built environment (buildings, concrete, and asphalt) absorbs heat from the sun which increases the temperature as compared to surrounding suburban/rural areas. To reduce the heat island effect, building materials for roofs will need to have a solar reflectance index (SRI) of at least 29 for steep roofs or 78 for low roofs for at least 75% of the total roof area of all buildings. Green roofs, permeable pavement, shaded open areas, and tree canopies can also help reduce the heat island effect, which are incorporated into our proposed layout. Credits 10 and 11 reduce energy consumption from local power stations that generally burn coal to generate electricity. By constructing new buildings at an angle within 15 degrees of geographic east-west, the buildings can utilize passive and active solar strategies to heat or cool the interior of the buildings. However, due to space limitations and accessibility issues, Credit 10 will most likely not be achieved. Generating on-site energy from solar or wind to offset 5% of the project’s energy consumption is possible by adding solar panels to rooftops and small wind turbines throughout the South Port. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 116 Credit 12 requires innovative strategies to achieve 2 points. “A district heating/cooling system is needed for space conditioning and/or water heating for at least two buildings for at least 80% of the project’s annual heating and/or cooling consumption that will be provided by the district plant” (LEED-ND, 121). Credit 13 can be achieved by constructing new traffic lights and street lights that use energy efficient LED bulbs and reduce energy consumption from “water and wastewater pumps to achieve 15% annual energy reduction” (LEED-ND, 122). Treating and reusing wastewater from new buildings by 25% will earn 1 point from Credit 14. If increased to 50%, 2 points will be earned. Credit 15 and 16 encourage product reuse by using recycled content within the construction of the new buildings and by having recycling stations for future occupants to reduce recyclable waste from landfills. By utilizing these strategies, the site will earn 2 points. Finally, by reducing light pollution onto surrounding areas, Credit 17 is possible to achieve. This will depend more on the design of the lights for the streets, buildings, and signs. There are many different designs that will be able to achieve this credit and is up for the city and developer to decide on. Conclusion The South Port is in a prime location and has the potential to meet all of the prerequisites and the majority of the credits required to become LEED certified. Since the City owns the land, the City can require that any redevelopment of the South Port achieve LEED certification. It is important to note that the Neighborhood Development rating system we chose for LEED certification requires residential to be included in the development. If the site does not include residential, another rating system would have to be used and will pertain to each individual building instead of the entire development. Regardless of the rating system used, if LEED certification is pursued, the development will achieve 9 of the 11 principles under the sustainability pillars Dubuque has adopted and may become a pilot project for future sustainable developments within Dubuque. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 117 B: Redevelopment Case Studies City of Sioux Falls The Sioux Falls redevelopment project is a decade old initiative funded by the Federal Transportation Administration designed to purchase and redevelop Northern Santa Fe Railroad’s downtown switch station into a mixed-use area (City of Sioux Falls). Sioux Falls Railroad Map Source: City of Sioux Falls Still in its design stage, the project has experienced substantial delays and setbacks. Significant barriers to redevelopment have been apparent from the start. The project’s first challenge was securing funding for the land purchase. After establishing a framework for redevelopment, Sioux Falls successfully lobbied Congress for a $40 million dollar federal earmark. Federal funds come with strings and prior to breaking ground substantial environmental assessments were required to evaluate redevelopment’s effect on the following resources: Historical and cultural resources Endangered/threatened species Floodplain Hazardous materials and contamination Parks Noise and vibration The Sioux Falls case highlights the challenges of dealing with railroads and the federal government. Joshua Peterson, head engineer of the redevelopment effort offered the following advice after discussing the Dubuque redevelopment plan. First, expect substantial delays if you seek federal money but don’t expect federal funding in today’s political climate. Second, if the railroad will be impacted by South Port’s development be sure to engage them early on in the process. City of Stoughton Stoughton is a city of 13,000 people just south of Madison, Wisconsin. Its Railroad Corridor Redevelopment site is located downtown extending north of the Yahara River and east along Dunkirk encompassing approximately 30 acres. Current land use is predominately light industrial in various states of disuse. The City owns approximately half of the land with the other half in the hands of private business. In contrast to the South Port, there has been significant private and public interest in redevelopment of the riverfront. However, a lack of connectivity and need for a unified public vision have slowed private investment leaving it in a similar stagnant position. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 118 The Stoughton Master Plan demonstrates a well-coordinated process that gathers input from stakeholders and focuses on implementing sustainable measures when possible. Similar to the South Port, Stoughton’s Railroad Corridor struggles with the perception that it is not a part of downtown. Important lessons can be gleaned from how Stoughton is battling the perception and other negative stigmas that come with former industrial areas. The Sioux Falls process demonstrates several problems that can occur in redevelopment projects. Whereas, Stoughton’s process is a good yardstick from which to measure Dubuque’s own South Port redevelopment plans. City of Wausau Wausau, population 40,000, is best known for its transformation from industrial roots into the forefront of the sustainable development movement. The River Edge Master Plan was initiated by Wausau in 1995 with the intention of increasing public access to the river, improving the river’s ecological quality, and developing recreational uses on and along the river (Citizen Survey Results). To accomplish the goals, the City rallied public support and utilized a zoning overlay designed specifically to accomplish the aforementioned goals. City of Stoughton Redevelopment District Source: City of Stoughton Reimagining the South Port of Dubuque Concluding Considerations and Appendices 119 Stakeholder Input Process Sioux Falls’ public input process has not been a smooth ride. While some key stakeholders were involved in the Northern Santa Fe Railroad’s relocation attempt early on in the redevelopment process, others have voiced concern over their exclusion. Once engaged, getting stakeholder buy-in in the project has been another challenge. Northern Santa Fe Railroad (NSFR) has publicly declined to take ownership of the project explicitly stating it is the City’s concern, not theirs. The late engagement of Sioux Falls’ citizens may partially explain the frustration voiced by citizens to local TV stations and blogs on the project (Public Hearing). In July 2006, five years after the project’s inception, Sioux Falls held their first public meeting to discuss the area’s future land use. The environmental studies precipitating the meeting operated on a number of land use assumptions made by previous city officials. Joshua Peterson, a city engineer involved in the NSFR negotiations, notes substantial city staff turnover has contributed to the limited public engagement prior to federal money being earmarked for the project in January 2006 (Josh Peterson, 2012). Public engagement picked up pace as the project crawled forward in the late-2000s. Stakeholder engagement sessions to date include: 1. Public Meeting (July 2006) 2. Public Meeting (July 2007) 3. Open House (October 2008) 4. Downtown Developer Meeting (March 2008) 5. Neighboring City Presentations (October 2010) 6. Public Meeting (February 2012) Overall, it’s difficult to determine how much blame for frequent project delays and overspending result from a lack of a unified community vision and how much is inherent in a complex federally funded redevelopment project involving railroads. Regardless, a clear takeaway from reviewing Sioux Fall’s switch station redevelopment project is the importance of clarity in message, creating stakeholder buy-in, and developing a unified stakeholder vision. Other redevelopment projects in Sioux Falls have seen a more thorough, integrated, and successful public input process. Sioux Fall’s 2004 riverfront redevelopment project is one such example. Following a process similar to the direction outlined for the South Port public participation plan, Sioux Falls began its community engagement with a series of open houses. The first open house was used as a brainstorming session to generate land use ideas. After city staff examined the public input drawn from the open house, design sketches were created and a second design meeting was held for citizens to rate photos of different land uses (Long Range Planning: River Greenway). Next, a land use matrix was constructed to track feasibility, type of land use, and implementation. The top ranked preferences were sent to a technical review committee comprised of community leaders who were consulted by city staff as redevelopment progressed. The persistent public engagement helped build excitement for the project and created an opportunity for issues to be confronted quickly and directly. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 120 Sioux Falls’ Present Day Waterfront Source: Sioux Falls Wausau took a very encompassing stance on its public participation process for port redevelopment. Citizens were invited to participate in a public forum designed to help brainstorm land uses and goals during the formation of the River Edge Master Plan in 1991. The brainstorming session was followed up by three separate design charrettes. The first charrette targeted local businesses and focused on building a business friendly environment. A second charrette was held for Wausau residents and a final one took place specifically for high school students. The use of multiple charrettes targeting different citizen groups helped ensure a diverse cross section of public input was received, a problem seen in our October 2012 South Port public input session. Next, Wausau hired development organization CDS to use feedback from the charrettes to develop a site plan. CDS’s recommendation was then presented to City Council and charrette participants for further feedback. A timeline of Wausau’s final steps for riverfront development is shown in the figure below (Wausau Northeast Riverfront Sustainable Master Plan). Stoughton also methodically assessed community needs prior to developing a detailed redevelopment plan. A broad redevelopment plan called “The Rail Corridor Redevelopment Plan” was adopted by Stoughton’s City Council in 2005 establishing the goal of creating a public/private partnership to redevelop the area into mixed-use space. Specific redevelopment plans were to be contingent upon the results of a housing inventory assessment, a commercial demand analysis, and several public input meetings. Land use ideas did not come solely from residents. To gauge the feasibility of establishing an artist’s district that city officials were anxious to create, Stoughton hired a contractor to survey seventy local and nearby artists about their interest in locating studios in the riverfront district. Other ideas were generated through stakeholder interviews. Stoughton’s staff conducted interviews with local landowners asking them a series of questions about their business intentions and perceived strengths and weaknesses of the riverfront area from a commercial perspective. Additionally, developers were interviewed about development feasibility and specific land uses they believed to be viable. Finally, a public input meeting was held to generate further community input. The South Port Group took lessons from Sioux Fall’s challenges and combined successful elements from other plans to create an inclusive public engagement strategy capable of being undertaken and producing actionable results within a year. The public engagement process is discussed in detail later in the report. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 121 Floodwalls The South Port’s current floodwall presents significant challenges and opportunities to redevelopment. Silt buildup in the Mississippi and evolving weather patterns necessitate the continued use of the John C. Culver floodwall that protects 6.5 miles of Dubuque at a minimum of 29.5 feet (Gehl, March 2011). While it has proven a trustworthy flood mitigation tool, the South Port’s concrete floodwall severely restricts public access and the view of the Mississippi. The North Port bike path, built on top of North Port’s dirt covered concrete floodwall, is a solution many cities have adopted in an attempt to make the best out of an ugly but necessary flood barrier. The following section examines cities that successfully incorporated flood mitigation barriers into prosperous downtown areas. After a series of intense floods in the 1990s Sioux Fall’s engineers determined a greenway with ten foot floodwalls was necessary to protect against future floods. City planners then solicited public feedback about the existing riverfront and focused on the public’s desire to keep and expand the existing bike path. Wausau Public Engagement Agenda Reimagining the South Port of Dubuque Concluding Considerations and Appendices 122 A public survey conducted prior to redevelopment showed the following (Long Range Planning: River Greenway): 86% of the public use the current riverfront bike path. 94% of the public want the river walk connected to downtown. Maintaining a sightline to the river is a common problem for cities facing chronic floods. Sioux Falls, and several other cities examined, determined a bike path was the most economically feasible way to maintain public access to the riverfront. Today, Sioux Fall’s much loved and heavily used bike path runs the length of the city all the way to Falls Park pictured below. Sioux Falls success suggests connecting Dubuque’s own riverfront bike path to the Mines of Spain could be popular. Sioux Falls Bike Path and Waterfall Source: City Profile Sioux Falls Wausau went to great lengths to secure public access along the river when forced to construct a manmade levee along their downtown waterfront. Similar to Sioux Falls, Wausau constructed a walking path along their levee. Branching out beyond the three primary case studies, Vicksburg demonstrates another technique of incorporating a floodwall into downtown life. Starting in 2008, Vicksburg began beautifying their riverfront by soliciting sponsors to fund the creation of murals on its floodwall seen below. A bike path is still incorporated on the riverfront but it resides directly alongside the riverfront between the floodwall and river. Vicksburg Floodwall Source: Iowaeightleys Reimagining the South Port of Dubuque Concluding Considerations and Appendices 123 Parkersburg, West Virginia constructed its concrete floodwall one hundred feet back from the waterfront to allow room for floodable green space and a roadway along the riverfront. Parkersburg, WV Floodwall Source: Wikipedia, Parkersburg While the San Antonio River is significantly smaller than the Mississippi, San Antonio’s river walk presents an exemplary example of channeling a river into a commercial attraction. The river walk is a possible case study worth further examining if Dubuque wishes to pursue the creation of canals that proved popular in the South Port public input session. San Antonio River Walk Source: Paseo del Rio Association Noise Considerations Since the South Port is located along major rail, vehicle, and barge transportation lines, noise allowances and mitigation methods used in similar situations are outlined below. Additionally, noise is an especially important concern if Dubuque pursues commercial or residential development per the current 2002 Master Plan. For at grade crossings, the minimum horn volume for warning devices is 96 dBA (+/- 4dB) per Federal Railroad Administration (FRA) standards (Chapter 5 Environmental Considerations). South Port properties will experience supplemental noise from train switch station activity in addition to Highway 20 overpass noise pollution. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 124 Noise barriers are only federally mandated when federal funds are involved per Title 23 of the U.S. Code of Federal Regulations, Part 772. However, Part L; 6-6-10: Housing Standards of Dubuque’s City Code does stipulate (Dubuque City Code): 1. Performance Requirement: The site and neighborhood must be reasonably free from disturbing noises and reverberations and other dangers to the health, safety and general welfare of the occupants. 2. Acceptability Criteria: The site and neighborhood may not be subject to serious adverse environmental conditions, natural or manmade, such as excessive noise, vibrations, or vehicular traffic. Presently no decibel tests have been undertaken in Dubuque’s South Port but examination of Sioux Fall’s noise studies provides insight into generally accepted standards. Due to federal funding Sioux Falls’ switch station redevelopment will be required to abide by the criteria shown in the table below (East Side Corridor Environmental Assessment). HUD standards are similar with dBA levels above 65 normally considered unacceptable for residential areas. Guidelines for residential areas recommend 10-foot or 20- foot high sound barriers if sound reduction of 7 or more dBA’s occurs at a cost of under $15,000 per house. Stoughton’s Railroad Corridor redevelopment plan does not include noise pollution tests but they do examine similar environments and found residential buildings near grade crossing experience 80 dBA range. However, in Stoughton’s case, a reduction in long-term noise pollution is actually expected due to negotiated decreases in industrial rail freight on existing tracks. While there is no specific plan to address noise pollution, the City identifies rail traffic as a detriment to future development and requires new construction to mitigate interior noise levels to federal standards of 55 dBA. Overall, public reception to the installation of sound barriers is usually positive according to the Department of Transportation’s case studies (Noise Barrier Design - Visual Quality). The studies also note ascetics in commercial and residential areas are of increased importance and planting of native foliage or natural sound barriers can be a viable alternative to concrete sound barriers. Overlay Districts and the Challenges Maintaining a Working Harbor Given the unique attributes of port areas, cities such as Wausau have moved to create zoning overlay districts to preserve the unique attributes of port areas as well as to provide additional protections of environmentally sensitive riverfront districts. Wausau’s zoning overlay provides additional protection against soil erosion into the river while requiring building setbacks and designs that preserve the view of the surrounding riverfront. City officials in Wausau, and other cities, note that using an Reimagining the South Port of Dubuque Concluding Considerations and Appendices 125 overlay as opposed to rezoning is usually more politically feasible. This message is especially salient to Dubuque as it attempts to put recent lawsuits in the South Port in its rearview. Baltimore also initiated a port area overlay district for different but relevant reasons. The Baltimore Maritime Industrial Zoning Overlay District (MIZOD) was initiated to slow non-industrial growth so as to get a clearer picture of the future type of land use demanded on its riverfront (MIZOD Case Study). The overlay is not designed to stop commercial development, only to restrict development that would hinder current industrial activity. Baltimore’s overlay is large-scale and specifically targets the protection of deep water frontage from commercial development that might inhibit industrial freight activity. Dubuque faces similar water transportation issues on a smaller scale. In the South Port, both Newt Marine and the Coast Guard have expressed concern that increased commercial activity in and around the Ice Harbor may restrict the turnaround ability of their vessels. This makes a zoning overlay designed to protect their ability to operate a potential solution if a working South Port is determined to be in the City’s interests. Existing South Port conditions are unfavorable for businesses that require significant land based transportation into or out of the South Port area. The Iowa Department of Transportation offers a Railroad Revolving Loan and Grant Program to provide financial planning and development assistance for railways servicing port areas. Local governments are eligible for grants up to $100,000. Applications are scored on existing site information, study goals, and organizational structure and capacity (Office of Rail Transportation). If continuation of a working South Port is identified as a viable option, this program could help provide the funding to make a successful working port a reality. Visual Analysis Because Dubuque’s port areas are considered the gateway to Dubuque, a visual analysis of the redevelopment of the area is especially important. Best practices suggest building a photographic database of the area from nearby neighborhoods and anticipated highly trafficked areas within the site area. Visual preference surveys were an essential part to the redevelopment of Sioux Fall’s River Walk redevelopment and Wausau’s River Edge Master Plan. Residents were encouraged to envision the redevelopment holistically. This included how the site might be viewed from other parts of the city and from spaces within the redevelopment area. Protecting historical assets can also be important to maintaining the visual integrity of downtown. Historical resources, such as existing buildings, should be examined for structural, economic, and land use value. Local and federal historical societies should be informed of redevelopment intentions and be invited to review existing buildings for historical significance. Building materials, architecture of historical significance, a building’s potential for reuse, and whether the building provides important historical context to an area should all be considered prior to demolition. If significant historical structures exist, a preferred redevelopment plan could be created that incorporates existing structures of importance, similar to the plan established in the Port of Bellingham (The Waterfront District Final EIS, p. 12). Reuse of existing structures must meet a threshold for structural integrity and economic viability considering historical tax credits or assistance to qualify for a hold on demolition or renovation. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 126 C: South Port Public Input Session Ideas Amtrak Station Amusement park Baseball field Better access to S.P. Bike share to connect North Port to downtown Brick Buildings Stay Build to Increase Tax Base Canal Children's museum Coast Guard Museum Condos/Mixed-use Dog Park Entertainment Venue Expand West/Ice Harbor Vehicle Access Farmers Market Ferris wheel-gateway attraction Fill in so all can see the river Fishing on pier Go-kart/Mini golf Historical farm Hotels Indoor/Outdoor Theater Industrial park Jones street retail Keep working harbor Large Boat Dock Linear park Maintain and beautify working harbor More outdoor seating Moss pond with bird watching Nature reserve “Old Main Street” Outdoor exercise similar to Venice, CA Outdoor Theater Outdoor Theater on Barge Overpass connection to south port Parking under bridge Pedestrian connection to historic millwork district Piers into water Possible restaurant at end of pier Railroad Museum Reconfigure streets Residential canal Restaurants Along Waterfront Riverfront beach Road attached to river Rooftop Gardens and Green space Sculpture park Sept 11th memorial Skate park Sky cables Social area Summerfest (festival grounds) Tours of working harbor Trail to Mines of Spain Trees Trolley Trolley car restaurant Walking Path Made Longer Walkway Bridge over Floodgate Water taxi Wisconsin Dells World Class Festival Grounds Reimagining the South Port of Dubuque Concluding Considerations and Appendices 127 Discussion Guide for the Public Input Session Reimagining the South Port of Dubuque Concluding Considerations and Appendices 128 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 129 D: Survey Statistical Analysis Summary Tables Question 3: Please rank the level of importance of the following. (View of river, river access, employment opportunities, recreational opportunities, aesthetic appeal) Question (n=372) Not Important Somewhat Important No Opinion Important Highly Important Mean View of the River 3.23% 6.72% 2.42% 36.29% 51.34% 4.26 Physical Access to the River 6.72% 14.25% 8.60% 35.75% 34.68% 3.77 Employment Opportunities 7.80% 15.86% 13.44% 43.01% 19.89% 3.51 Recreational Opportunities 4.57% 8.33% 4.30% 43.01% 39.78% 4.05 Question 4: What main use would you prefer for the redevelopment of the South Port? (Rank from 1 being the most preferred to 5 being the least preferred) Question (n=372) 1st Preference 2nd 3rd 4th Least Preferred Mean Recreational Development 51.61% 26.34% 9.41% 8.60% 4.03% 1.87 Environmental Restoration 23.92% 32.53% 20.70% 15.86% 6.99% 2.49 Commercial Development 9.68% 25.27% 36.02% 24.19% 4.84% 2.89 Industrial Development 8.70% 7.34% 6.79% 22.83% 54.35% 4.07 Residential Development 6.27% 8.72% 27.52% 28.07% 29.43% 3.66 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 130 Question 6: If you are interested in other outdoor recreation in the South Port, which features would you like to see? (Rank with 1 being undesirable and 10 being highly desirable) Question 1 (Undesirable) 2 3 (Neutral) 4 5 (Highly Desirable) Mean n Festival Grounds 14.04% 6.02% 18.91% 34.67% 26.36% 3.5 349 Amphitheater/Outdoor Theater 10.83% 7.69% 19.09% 34.19% 28.21% 3.6 351 Youth Recreation 18.97% 12.93% 21.26% 21.26% 25.57% 3.2 348 Farmers Market 9.88% 10.47% 24.71% 32.27% 22.67% 3.5 344 Gateway Type Attraction 20.12% 13.12% 23.03% 26.82% 16.91% 3.1 343 Walking/Biking Trail 3.71% 2.57% 11.71% 34.57% 47.43% 4.2 350 Dog Park 39.47% 13.74% 19.59% 16.67% 10.53% 2.5 342 Sculpture/Art Park 18.71% 15.50% 28.36% 25.44% 11.99% 3.0 342 Other, please specify 28.57% 2.04% 22.45% 2.04% 44.90% 3.3 49 Question 7: If you are interested in commercial development, what would you like to see? (Rank with 1 being undesirable and 5 being highly desirable) Question 1 (Undesirable) 2 3 (Neutral) 4 5 (Highly Desirable) Mean n Local, small, Main Street feel 14.33% 5.79% 19.51% 32.01% 28.35% 3.54 328 Tourism related business 18.79% 13.33% 22.12% 25.76% 20.00% 3.15 330 Office Space 44.79% 22.70% 25.15% 6.44% 0.92% 1.96 326 Entertainment 12.99% 8.46% 18.13% 38.07% 22.36% 3.48 331 Other, please specify 28.38% 0.00% 12.16% 4.05% 55.41% 3.58 74 National retailers/big box stores 56.27% 16.82% 14.68% 7.65% 4.59% 1.87 327 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 131 Question 8: If you are interested in residential development, which types of housing would you like? (Rank with 1 being undesirable and 5 being highly desirable) Question 1 (Undesirable) 2 3 (Neutral) 4 5 (Highly Desirable) Mean n Multi-Family High Rise 56.14% 8.07% 16.84% 10.53% 8.42% 2.07 285 Multi-Family Townhouses 47.52% 9.22% 14.89% 20.21% 8.16% 2.32 282 Other Housing Mix 65.00% 3.00% 15.00% 1.00% 16.00% 2 100 Public Housing 78.65% 7.47% 9.25% 3.56% 1.07% 1.41 281 Single Family 60.36% 10.71% 16.07% 9.64% 3.21% 1.85 280 Mixed-Use 34.04% 9.12% 17.19% 19.65% 20.00% 2.82 285 Question 9: If you are interested in museums, what would you like to see in the South Port? (1 being undesirable and 5 being highly desirable) Question 1 (Undesirable) 2 3 (Neutral) 4 5 (Highly Desirable) Mean n Coast Guard Museum 13.90% 8.47% 32.20% 26.44% 18.98% 3.28 295 Historical Farm/Industry Museum 20.42% 9.86% 29.23% 29.93% 10.56% 3 284 Railroad Museum 10.54% 5.44% 22.79% 32.65% 28.57% 3.63 294 Memorial 23.21% 8.93% 39.29% 20.00% 8.57% 2.82 280 Other, please specify 47.46% 0.00% 20.34% 11.86% 20.34% 2.58 59 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 132 Question 10: If you are interested in water related activities, what redevelopment element would you like? (1 being undesirable and 5 being highly desirable) Question 1 (Undesirable) 2 3 (Neutral) 4 5 (Highly Desirable) Mean n Fishing Pier 6.18% 4.12% 22.94% 41.18% 25.59% 3.76 340 Swimming Pool 26.97% 14.85% 27.58% 19.09% 11.52% 2.73 330 Boat Docks 13.81% 8.71% 27.93% 31.23% 18.32% 3.32 333 Piers for Walking/Entertainment 3.78% 2.33% 4.94% 33.72% 55.23% 4.34 344 Public Canals Through South Port 12.28% 5.69% 28.44% 23.95% 29.64% 3.53 334 Other, please specify 27.27% 0.00% 16.36% 1.82% 54.55% 3.56 55 The following is an example of a visual time series analysis done on the responses for preferences for Industrial Use as the primary land use in South Port. The Y axis lists preference while the X axis represents responses on a linear timeline. As you can see the number of survey respondents ranking industrial use as one of their top two preferences (1 or 2) stays relatively static for the duration of the survey. The following is an example of a relatively representative response statistics for Question 4. 459408357306255204153102511 5 4 3 2 1 IndexIndustrialTime Series Plot of Industrial Reimagining the South Port of Dubuque Concluding Considerations and Appendices 133 Results for: Worksheet 2 main land use One-way ANOVA: Commercial, Residential, Industrial, Recreational, Environmental Source DF SS MS F P Factor 4 1151.36 287.84 208.82 0.000 Error 1846 2544.54 1.38 Total 1850 3695.89 S = 1.174 R-Sq = 31.15% R-Sq(adj) = 31.00% Individual 95% CIs For Mean Based on Pooled StDev Level N Mean StDev -----+---------+---------+---------+---- Commercial 372 2.892 1.033 (*-) Residential 367 3.657 1.170 (*-) Industrial 368 4.068 1.299 (-*-) Recreational 372 1.871 1.142 (-*) Environmental 372 2.495 1.212 (-*) -----+---------+---------+---------+---- 2.10 2.80 3.50 4.20 Pooled StDev = 1.174 One-Sample T: Recreational Variable N Mean StDev SE Mean 95% CI Recreational 372 1.8710 1.1420 0.0592 (1.7545, 1.9874) One-Sample T: Commercial Variable N Mean StDev SE Mean 95% CI Commercial 372 2.8925 1.0328 0.0535 (2.7872, 2.9978) One-Sample T: Industrial Variable N Mean StDev SE Mean 95% CI Industrial 368 4.0679 1.2990 0.0677 (3.9348, 4.2011) Reimagining the South Port of Dubuque Concluding Considerations and Appendices 134 One-Sample T: Recreational Variable N Mean StDev SE Mean 95% CI Recreational 372 1.8710 1.1420 0.0592 (1.7545, 1.9874) One-Sample T: Environmental Variable N Mean StDev SE Mean 95% CI Environmental 372 2.4946 1.2120 0.0628 (2.3711, 2.6182) Two-Sample T-Test and CI: Commercial, Residential Two-sample T for Commercial vs Residential N Mean StDev SE Mean Commercial 372 2.89 1.03 0.054 Residential 367 3.66 1.17 0.061 Difference = mu (Commercial) - mu (Residential) Estimate for difference: -0.7642 95% CI for difference: (-0.9236, -0.6048) T-Test of difference = 0 (vs not =): T-Value = -9.41 P-Value = 0.000 DF = 729 Two-Sample T-Test and CI: Recreational, Environmental Two-sample T for Recreational vs Environmental N Mean StDev SE Mean Recreational 372 1.87 1.14 0.059 Environmental 372 2.49 1.21 0.063 Difference = mu (Recreational) - mu (Environmental) Estimate for difference: -0.6237 99% upper bound for difference: -0.4224 T-Test of difference = 0 (vs <): T-Value = -7.22 P-Value = 0.000 DF = 739 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 135 Two-Sample T-Test and CI: Recreational, Commercial Two-sample T for Recreational vs Commercial N Mean StDev SE Mean Recreational 372 1.87 1.14 0.059 Commercial 372 2.89 1.03 0.054 Difference = mu (Recreational) - mu (Commercial) Estimate for difference: -1.0215 99% upper bound for difference: -0.8354 T-Test of difference = 0 (vs <): T-Value = -12.80 P-Value = 0.000 DF = 734 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 136 E: South Port Parcel Owners and Values Parcel Number Location on Map Owner Name Address/Description Class Size (acre) Assessed Value Status Land Property Gross Vacant Building Railroad Unknown 1025501006 A2 Chicago Central & Pacific Railroad Co. N/A 1.0 1130501007 C2 Dub Har Co Add Lot 1 Blk 9 N/A 1.0 1130501008 C6 N/A 1.0 1130501009 D1 N/A 1.0 1130501009 E1 N/A 1.0 1130501011 E3 Lots 2-1,2-2,2-3,2-4,2-5 Blk 27 N/A 1.0 1131501001 E4 D & P R R N/A 0.4 820.0 0.0 820.0 1.0 1130501014 F2 Lot 2 of E 1/2 Blk 19 etc. N/A 1.0 1130501015 F3 Lots A-1-1, 2-1,2-2,2-11 and 2 all in Blk 28 N/A 1.0 1131501001 F4 D & P R R C 0.4 820.0 0.0 820.0 1.0 Subtotal 4.590 1130156001 B1 City of Dubuque Pt Levee lying E of Terminal St & S of Ice Harbor E 10400.0 1.0 1130302002 C4 Lot 1 Chemical Sub (Leased to Dubuque River Terminals) C 2.1 0.0 14990.0 14990.0 1.0 1130304003 B4 Pt of NW SW Levee lying E of Terminal St (River Property leased to Dubuque Terminals.) E 1.3 67000.0 1.0 1130304001 B5 Pt NW SW Levee lying E of Terminal St E 96900.0 1.0 1130306003 D4 W of River and N of Lot 1 of D & P Rail Road Ground & Part of Levee E 56970.0 1.0 1130306003 D6 W of River and N of Lot 1 of D & P Rail Road Ground & Part of Levee E 56970.0 1.0 1130352001 E2 Lot 1-1,1-2,1-3,1-4,1-5 & All in Blk 27 & lots 3, 4, 4A, Blk 17 E 1.3 1.0 Subtotal 16.96 1130302001 C3 D R B E Properties LLC 30 Jones C 1.4 51920.0 329050.0 380970.0 1.0 Subtotal 1.29 1130155002 A4 Dubuque Terminals Inc. Jones C 2.5 64670.0 431770.0 496440.0 1.0 1130301002 B3 5 Jones C 0.1 5410.0 115260.0 120670.0 1.0 Subtotal 2.93 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 137 Parcel Number Location on Map Owner Name Address/Description Class Size (acre) Assessed Value Status Land Property Gross Vacant Building Railroad Unknown 1130303004 C5 Gary W & Karen M Newt 85 Terminal C 1.2 61200.0 68240.0 129440.0 1.0 1130301001 B2 Gary W. Newt 100 E 1st St C 0.5 69770.0 86500.0 156270.0 1.0 Subtotal 1.74 1130155001 A3 Molo Oil Company 45 Jones I 1.2 44400.0 12700.0 57100.0 1.0 Subtotal 1.16 1025430001 C1 State of Iowa DOT E 1/2 Blk 10 Dubuque Harbor E 17790.0 1.0 1130306002 D3 W of River and N of Railroad & Part of Levee / Dubuque harbor company'S ADD E 32700.0 1.0 1130354003 F1 Lots 3-2 & 3-1-1 Blk 28/PT OF NW SW (LEVEE) LYING E OF TERMINAL ST, N OF JUL DUB BRID & W OF RIVER E 0.0 0.0 23990.0 1.0 Subtotal 1.27 1130305013 D2 Sunflower Enterprises LLC 5 Jones C 1.6 85370.0 0.0 85370.0 1.0 1130305010 D5 115 Terminal C 0.6 29580.0 124030.0 153610.0 1.0 Subtotal 2.13 1025291001 A1 USA/Cooper, A.A., Wagon Workers Block E 1st St E 0.0 0.0 81750.0 1.0 Subtotal 0.93 TOTAL 33 $413,960 $1,182,540 $2,040,970 2 6 9 12 Source: City of Dubuque, 2012 Reimagining the South Port of Dubuque Concluding Considerations and Appendices 138 F: 2002 Port Master Plan Design Standards Overview In March 2002 the Ice Harbor Urban Renewal District Plan was adopted to set design standards for redevelopment in the Port of Dubuque. These same design standards are recommended for implementation of the South Port designs. The design standards require a design review before being approved. A detailed listing of all the design standards can be found on the City of Dubuque website. Certain design standards are required for approval and include: Newly constructed buildings o Must be at least 605.5 feet in above elevation. o Must be of similar style, scale, height, architectural style, building material, setbacks, colors, and cornice lines of traditional buildings found in the adjacent downtown area. Ground Flood Uses o 60% of ground flood area in buildings built that face both Bell Street and 5th Street must be used as either retail, entertainment space, business services, commercial, or used as a restaurant. Summary of Building Guidelines o Set-backs for new buildings are to be 10-15 feet in depth. o Set-backs for residential buildings are to be 10-20 feet in depth. o Height allowances of buildings are to be determined by distance to the waterfront. • Buildings adjacent to the waterfront may be no more than 3 stories. • Buildings not adjacent to the waterfront may vary between 2 to no more than 10 stories. • Freestanding buildings not adjacent to the waterfront may vary between 1 to 2 stories. Summary of Design Guidelines o New roofs should be flat and equipment on the roof should be screened. o Building width, façade transparency, entries to buildings, and balconies & terraces all have their own guidelines. o Building materials must be long-lasting and no more than 20% may be EFIS or stucco. o Franchises must adhere to the design standards to open their franchise in the port. o For additional details on public realm guidelines refer to the 2002 Port of Dubuque Master Plan and the Ice Harbor Renewal District Plan. Reimagining the South Port of Dubuque Concluding Considerations and Appendices 139 G: Iowa Initiative for Sustainable Communities In partnership with the University of Iowa School of Urban and Regional Planning, the City of Dubuque agreed to prepare projects which will enhance local capacity and help Dubuque develop its sustainability mission not only at the city level but also, at the regional level. Graduate students delivered several reports for the City by working collaboratively with local experts. During the 2012-2013 school years, Graduate students with The University of Iowa worked on the following projects for the Dubuque area, determined by local leaders: Dubuque County Smart Planning Indicators Determination of real housing need with special attention to residential as well as commercial development in the Washington Neighborhood Accelerating sustainable transportation planning through the use of "smart" data Schools, neighborhoods and student outcomes Survey of best practices for general plans for redevelopment of port areas and the South Port of Dubuque Reimagining the South Port of Dubuque Concluding Considerations and Appendices 140 Reference List (1889). [Image of painting]. Iowa Pathways. Retrieved November 3, 2012, from http://www.iptv.org/iowapathways/artifact_detail.cfm?aid=a_000401&oid=ob_000288 America's River Overview. (2012). 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Retrieved September 2, 2012, from http://www.ci.wausau.wi.us/LinkClick.aspx?fileticket=hnCTqQeyrc0%3D&tabid=578 The Waterfront District Final EIS. (n.d.). Port of Bellingham. N.p. Retrieved November 2, 2012, from http://www.portofbellingham.com/DocumentCenter/Home/View/416 Wiedemann, Katie. (2012, October 19). Dubuque Named Iowa Tourism Community of the Year. KCRG-TV9 Cedar Rapids, Iowa News, Sports, and Weather. Retrieved February20, 2013, from http://www.kcrg.com/news/local/175015621.html South Port of Dubuque Brownfield Area Wide Use Plan Final Plan September 13, 2017 2 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN ACKNOWLEDGMENTS Project Team City of Dubuque Shive-Hattery Conlon Construction Terracon East Central Intergovernmental Association Greater Dubuque Development Corp. Stakeholders and Officials Project Team State of Iowa Department of Transportation United States Coast Guard US Army Corps of Engineers Molo Oil Company Newt Marine Gary Newt Newt Marine Service, Gary Newt, Karen Newt Sunflower Enterprises Dubuque Terminals, Inc. DRBE Properties LLC. Businesses, Educational Institutions, and Non-profits Ruhl and Ruhl Realtors HR Green Figure 1: Image of South Port, Ice Harbor 3SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN TABLE OF CONTENTS Chapter 1: Project Overview/Introduction ........................................................................................5 Study Area Grant Background Chapter 2: Summary of Project Case Studies, City Plans, Programs and,Ordinances .........13 Relevant Project Case Studies of Similar Projects Relevant City Plan, Ordinances, and Documents Inspirations from Neighboring Downtown Areas Guiding Principles, Programs, and Initiatives Chapter 3: Project Site Analysis ........................................................................................................... 31 Site Parcels and Property Owners Catalyst Sites of South Port Existing Site Conditions Environmental Conditions Existing and Proposed Infrastructure Chapter 4: Market Analysis and Overview .........................................................................................63 Market Study Chapter 5: Community Outreach and Input ........................................................................................67 Landowner Feedback Public Input Chapter 6: Redevelopment Plan ...............................................................................................................73 Redevelopment Strategy Illustrative Concepts Preferred Concept Site Plan Green Infrastructure and Sustainable Design Chapter 7: Implementation Plan ............................................................................................................85 Key action Plans Redevelopment Framework Plan Redevelopment Plan Timeline Addressing Environmental Contamination Design and Development Guidelines Appendix: ......................................................................................................................................................92 Glossary of Terms: ......................................................................................................................................93 Sources: ............................................................................................................................................................93 4 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN 5SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 1: INTRODUCTION AND PROJECT OVERVIEW Study Area Grant Background 6 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Study Area The City of Dubuque is located in the north east corner of the Midwestern state of Iowa, along the Mississippi River. The City is adjacent to Illinois and Wisconsin, a region locally known as the tri-state area. In 2016, the population of Dubuque was estimated at approximately 58,531, projecting it to be the tenth largest city in Iowa. The Port of Dubuque (also known as Ice Harbor, 4th Street Peninsula, or the Riverfront) is an area downtown Dubuque that borders the Mississippi River. As one of the first areas settled in the city and the state, this area has historically been the center of heavy industry, but has recently seen extensive reinvest- ment and new construction. Through this transformation, it has become a main tourist destination in Dubuque. The Port includes all of the area that lies north of the CCPR rail yards, south of East 9th Street and Dove Harbor, east of the CCPR/ICER railroad tracks, and west of the Mississippi River. It is divided into two main sections: the North Port and the South Port, which are separated by Ice Harbor. Downtown Dubuque’s central business district is separated from the Port area by a double set of railroad tracks and an expressway carrying US Highways 151 and 61. North Port can be reached by way of East 5th Street and the East 3rd Street overpass. South Port is accessible from Jones Street and Ice Harbor Drive, which connect North Port and South Port. Figure 2: Aerial Image of Dubuque 7SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 3: Aerial Image of the Port of Dubuque The History of the Port of Dubuque The Port of Dubuque was one of the first areas settled in what is now known as Downtown Dubuque. Its proximity to the river created a convenient location for a variety of industrial uses, including boat building, lumber transportation and storage, and ice harvesting. The 1868, the opening of their first railroad bridge to Illinois further strengthened the Port’s role as a center for heavy industry. In addition, the Port was a major landing site for many steamboats traveling on the river. However, for most of its history, the low-lying Port area was unprotected against frequent spring flooding of the Mississippi River. This is one reason why many commercial and retail businesses were built further inland, centered on West 9th and Main Streets. In the 19th and early 20th centuries, the Port of Dubuque was a major boat building center on the Mississippi River. The Port also featured lumber yards, the Dubuque Star Brewery, and a Civil War-era shot tower. With a historic need for access, this area features the convergance of US Highways 20, 151, 61, and 52, and Iowa Highway 3. Railroads were also routed to the Port, with the Chicago Central & Pacific Railroad, and the IC&E Railroad running through the area. The current Dubuque Railroad Bridge, built in the 1890s, connected the city with population centers to the east. Ice Harbor and the Mississippi shoreline accom- modated steamboat arrivals and departures and three of the city’s four train stations were located in or near the area. In 1943, the Julien Dubuque Bridge was completed south of the Ice Harbor, thereby moving vehicular traffic over the Port instead of through it, across the old Dubuque “High Bridge”. Following a record-breaking flood in 1965, the City began construction on a 30-foot-high (9.1 m) flood protection wall to protect the city’s riverfront. This was completed in 1973. Boat building ended in the area in the early 1970s, and brewing came to a halt shortly after. Today, the Port of Dubuque is a rapidly growing area. In recent years, there has been a great deal of new construction, and much of the remaining vacant land has already been earmarked for more development. Although the district has a strong emphasis on tourist attractions, there are retail, office, and residential projects included in proposed improvements. With the presence of various attractions, the Port has become a gathering place. Annual summer events include America’s River Festival and the Taste of Dubuque, among others. The revitalization of the Port of Dubuque also led to a “ripple effect” of new development in the downtown area. Historic Old Main District now features buildings and storefronts that have been renovated into restaurants, stores, and nightspots. The Cable Car Square Historic District has also grown into an active shopping and entertainment district. Tourists are enjoying cultural attractions in Downtown Dubuque, including the Grand Opera House, the Five Flags Center, Fourth Street Elevator, and the Dubuque Museum of Art. 8 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 4: Aerial Image of South Port , existing conditions Study Area: The South Port of Dubuque The South Port of Dubuque is a 33 acre plot of land located in the heart of downtown, owned by several private property owners and businesses, as well as several government entities, including the US Coast Guard, Iowa DOT, and City of Dubuque. This area is bordered by Ice Harbor and North Port to the north, the Mississippi River to the east, the Mississippi River and railroads to the south, and railroads and US 151/61 to the west. The Julien Dubuque Bridge intersects across the center of South Port, leading to Illinois. Comprised of mostly industrial waterfront properties, many of which are vacant, the South Port was adopted into the Dubuque Main Street District in 2015. Expanding the riverwalk, reviving buildings, and increasing access to the Port are intentions of the prospective plan. 9SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN The History of South Port Throughout the early 1870s, Carr, Austin & Company mills served the nearby lumberyard directly to the north of the Illinois Central Railroad roundhouse. The South Port of Dubuque consisted of a series of roadways and railroad right-of-ways. These avenues were raised above many surrounding sloughs, including the inlet harbor coming up from the southern end of South Port. South of the steamboat levee along the river was the location of a grain elevator that was adjacent to the railroad. Starting in the 1870s, the Ryan Packing Company was situated along Jones Street, located between Water Street and Levee Street. During the 1880s, a coal yard existed in the southern most portion of South Port with coal presumably used for the nearby roundhouse. Diamond Jo steamboats moored at the levee. A public levee and wharf were located on the river’s edge running parallel to Levee Street (also known as Levee Front in the 1890s). The land was extended farther out into the river by fill several years later. Around 1892, the city granted the Diamond Jo Line the right to occupy and use a certain part of the public levee, with boats along Jones Street. This consisted of a warehouse and offices maintained by the Diamond Jo Line until 1911. The Ernsdorff Buggy Company’s factory was also located in South Port near the levee. Commissioners of public docks were appointed by the mayor of Dubuque in 1926. In 1927, the Federal Barge Line began service between St. Louis, Missouri and Minneapolis, Minnesota.Shortly after this, Dubuque’s barge terminal opened at the foot of Jones Street. In 1938, the Public Dock Board and the Works Progress Administration constructed a stone wall to support pilings behind a trestle to prevent ice jams. Dirt dredged from the municipal harbor, later known as Ice Harbor, was used for the fill. The trestle was used for freight cars leading out to the floating docks of the barge terminal. That same year, a park was planned near the river. However, the War Department’s plan for a storehouse and docking facilities took precedence. Figure 5: Historic Image of South Port Figure 6: Historic Image of South Port Figure 7: Historic Image of Existing Building 10 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Brownfield Inventory of the Planning Grant Area The South Port of Dubuque is located in a fully-developed area of the City that has been used for a wide range of industrial, commercial, and residential purposes since the 1800s. In this type of area, where buildings or land uses are no longer surpporting current market demands, vacant and under-utilized properties in need of redevelopment are quite common. There are several sites that meet the definition of a brownfield, creating one of the key challenges associated with revitalization of the South Port area. Brownfield sites vary significantly in size and characteristics: Some are large former industrial properties (such as the catalyst sites described in Chapter 3) with functionally obsolete buildings that are not well-suited for the needs of modern industrial users. Others may include former commercial gas stations, dry cleaners, etc. located on parcels that are too small for many alternative commercial uses. WHAT IS A BROWNFIELD? The Environmental Protection Agency defines a brownfield as “real property, the expansion, redevelopment or reuse of which may be complicated by the presence or potential presence of a hazardous substance, pollutant, or contaminant” (EPA, 2012). Many communities, such as those within this AWP project area, face the presence of multiple brownfields in their own backyard. The environmental liabilities associated with brownfields and their impacts on redevelopment or reuse prospects also vary significantly. At some sites, the costs for environmental cleanup may substantially exceed the current land value, while these costs at other sites may only equate to a small percentage of overall redevelopment costs. At some sites, the costs associated with cleanup may be less of a concern than the potential for future litigation, the possibility of delays in the construction schedule, or restrictions that may exist on use of certain portions of the property. As such, the cost for environmental cleanup may preclude certain uses or require significant financial planning to fund cleanup costs. Therefore, having a good understanding of environmental liabilities and their potential impact is an essential step in the redevelopment planning process. Grant Background Role of the U.S. EPA Brownfields Area-Wide Planning Program The U.S. EPA’s Brownfields Area-Wide Planning (AWP) program is designed to help communities confront local environmental and public health challenges related to brownfields, and benefit under-served or economically disadvantaged communities. The place-based planning strategy is inclusive of surrounding conditions, the com- munity, and assets and barriers to brownfield redevelopment. Community-based involvement is encouraged in site assessment, cleanup, and reuse planning, as well as overall neighborhood revitalization. 11SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN The Framework The framework diagram illustrates the core concepts of the Brownfields AWP program and outlines the essential planning process. The initial steps require an evaluation of area conditions, market potential, and the state of existing infrastructure; engaging local citizens, stakeholders, and organizations; and prioritizing brownfield sites within the project area for future investment. Initial findings inform strategies for the project area that will guide future implementation. As plans are implemented by communities and brownfield properties within the planning areas are cleaned up and reused, the EPA expects positive environmental outcomes related to public health, air, and water quality, such as reduced exposure to contaminants; reduced greenhouse gas emissions and other air pollutants; reduced storm water runoff; and substantial reductions in pollutant loadings in local waterways. Figure 8: Brownfield Diagram I-9INTRODUCTION Chapter ICITY OF WAUSAU, WI BROWNFIELDS PLANNING FRAMEWORK Grant Background This section provides background on the objectives and framework for the U.S. (QYLURQPHQWDO3URWHFWLRQ$JHQF\·V%URZQÀHOGV$UHDZLGH3ODQQLQJSURJUDP which funds this work. This grant program complements previous work in Wausau undertaken with a 2000 EPA Assessment Pilot grant to identify and DVVHVVNQRZQDQGSHUFHLYHGEURZQÀHOGVLWHVIRUFRQWDPLQDQWV Role of the U.S. EPA Brownfields Area-wide Planning Program 7KH86(3$·V%URZQÀHOGV$UHD:LGH3ODQQLQJ $:3 SURJUDPLVGHVLJQHG to help communities confront local environmental and public health FKDOOHQJHVUHODWHGWREURZQÀHOGVDQGEHQHÀWXQGHUVHUYHGRUHFRQRPLFDOO\ GLVDGYDQWDJHGFRPPXQLWLHV7KH%URZQÀHOGV$:3SURJUDPHPSOR\VD place-based planning strategy that is inclusive of surrounding conditions, WKHORFDOFRPPXQLW\DQGDVVHWVDQGEDUULHUVWREURZQÀHOGUHGHYHORSPHQW The program encourages community-based involvement in site assessment, cleanup, and reuse planning, as well as overall neighborhood revitalization. 7KURXJKDEURZQÀHOGVDUHDZLGHSODQQLQJDSSURDFKWKHFRPPXQLW\LGHQWLÀHV DVSHFLÀFSURMHFWDUHDWKDWLVDIIHFWHGE\RQHRUPXOWLSOHEURZQÀHOGV then works with residents and other stakeholders to develop reuse plans for FDWDO\VWKLJKSULRULW\EURZQÀHOGVLWHVDQGWKHLUVXUURXQGLQJV The framework diagram in Figure 4 illustrates the core concepts of the %URZQÀHOGV$:3SURJUDPDQGRXWOLQHVWKHHVVHQWLDOSURFHVVIRUEURZQÀHOGV area-wide planning. The initial steps require an evaluation of area conditions, market potential, and the state of existing infrastructure; engaging local FLWL]HQVVWDNHKROGHUVDQGRUJDQL]DWLRQV DQGSULRULWL]LQJEURZQÀHOGVLWHVZLWKLQ WKHSURMHFWDUHDIRUIXWXUHLQYHVWPHQW,QLWLDOÀQGLQJVLQIRUPVWUDWHJLHVIRUWKH project area that will guide future implementation. Figure 3.(3$%URZQÀHOGV$:33ODQQLQJ)UDPHZRUN $VSODQVDUHLPSOHPHQWHGE\FRPPXQLWLHVDQGEURZQÀHOGSURSHUWLHVZLWKLQ the planning areas are cleaned up and reused, the EPA expects positive environmental outcomes related to public health, air and water quality such as reduced exposure to contaminants, reduced greenhouse gas emissions and other air pollutants, reduced stormwater runoff, and substantial reductions in pollutant loadings in local waterways. For the East Riverfront District, it is anticipated that the development of this plan will encourage existing property owners to assess and remediate their properties (with other funding assistance provided as applicable) to allow for their subsequent redevelopment for new and/or updated LQGXVWULDOFRPPHUFLDORUUHVLGHQWLDOXVHV7KHUHXVHRIWKHDUHDZLOOIRVWHULQÀOO GHYHORSPHQWWKDWPLJKWKDYHRWKHUZLVHRFFXUUHGRQQHDUE\JUHHQÀHOGV and encourage sustainable development practices incorporating multi- modal transportation options, on-site stormwater treatment, green building techniques and site-sensitive landscaping. WHAT IS A BROWNFIELD? 7KH(QYLURQPHQWDO3URWHFWLRQ$JHQF\GHÀQHVDEURZQÀHOGDV´UHDO property, the expansion, redevelopment or reuse of which may be complicated by the presence or potential presence of a hazardous substance, pollutant, or contaminant” (EPA, 2012). Many communities, such as those within this AWP project area, face the presence of multiple EURZQÀHOGVLQWKHLURZQEDFN\DUG For the South Port of Dubuque, it is anticipated that the development of this plan will encourage existing property owners to assess and remedy their properties (with other funding assistance provided as applicable) to allow for their subsequent redevelopment for new and/or updated industrial, commercial, or residential uses. The reuse of the area will foster development that might have otherwise occurred on nearby greenfields. It will also encourage sustainable development practices incorporating multi-modal transportation options, on-site stormwater treatment, green building techniques, and site-sensitive landscaping. 12 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN A comprehensive inventory of known or potential brownfield sites in the South Port of Dubuque was created. Evaluations of known or suspected environmental liabilities associated with the four identified catalyst sites were conducted to inform future site use options, redevelopment logistics, and financial planning. The work included review of available historical environmental and land use information as well as a windshield and walking survey of each parcel. This inventory accomplished the following: • Evaluate the priority, assessment, cleanup, and subsequent reuse of selected properties in the South Port of Dubuque project site • Identify environmental assessments already completed • Identify brownfield properties where no assessments or cleanups have taken place • Identify environmental data gaps • Suggest cleanup strategies • Determine viable reuses for the brownfield sites • Determine master plan for area Figure 9: Current Image of South Port Figure 10: Current Image of South Port Figure 11: Former Image of the Port of Dubuque 13SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 2: SUMMARY OF CASE STUDIES, CITY PLANS, PROGRAMS, AND ORDINANCES Relevant Project Case Studies of Similar Projects: Relevant City Plans, Ordinances, and Documents Inspirations from the Neighboring Downtown Areas Guiding Principles, Programs, and Initiatives 14 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Relevant Project Case Studies of Similar Projects: Several planning and design studies provide context and relevant background regarding redevelopment planning effort for the South Port of Dubuque. The intent of this Brownfield AWP is to weave together the pertinent aspects of the past with current plans and relevant ordinances to maintain continuity and bring forth goals and objectives that are reflective of the community. The following plans and existing documents were taken into consideration for the AWP: • Project Case Studies • Comprehensive Plan • Land Use Code • Zoning Code • Downtown Master Plan • Port of Dubuque Master Plan • Port of Dubuque PUD Ordinance • Imagine Dubuque • Sustainable Dubuque 15SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Project Case Studies Several case studies that comply with similar size ratios, site conditions, and challenges were identified and explored as planning efforts were developed. These case studies identified and explored creative multi-use functions of the site, while addressing brownfield cleanup efforts of their former industrial grounds, factories, railways, and boat manufacturing facility uses, and returned the land to usable space in the city. Riverfront Wilmington, Delaware Redevelopment Characteristics: • Approximately 75 acre Riverfront Site • Amenities: • Retail • 14 Restaurants/Coffee Shops • 3 Large Condo Developments; 500 Units • Corporate Centers • Hotels • Ice Rink, Mini-Golf, Trampoline Park • Movie Theater, Children’s Museum, Fitness Center • Event Spaces, Outdoor Events, Scenic Riverwalk • Wildlife Refuge Restoration Riverfront Park Denver, Colorado Redevelopment Characteristics: • Approximately 100 acre Riverfront Site (25 acre Greenspace, 75 acre Redevelopment Mixed-Use) • Amenities: • 1,859 Residential Units (ranging from affordable housing to high-end single family townhomes) • 20 Retail/Service Shops • 17 Restaurants/Coffee Shops • Dog Park • Great Lawn • Series of 3 Pedestrian Bridges; connect pedestrians to the spine of downtown Denver over railroad tracks, the river, and the highway Figure 14: Riverfront Park, Denver, CO Figure 13: Riverfront Park, Denver, CO Figure 12: Riverfront, Wilmington, DE 16 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN South Side Works, Pittsburgh, Pennsylvania Redevelopment Characteristics • Approximately 50 acre Riverfront Site (12 acre Greenspace, 38 acre Redevelopment Mixed-Use) • Amenities: • 550 Residential Apartment Units • 10 Restaurants • 18 Retail Shops/Services • 4 Parking Garages • 6 Office Space Buildings • Movie Theater • Riverfront Pavilion & Park Iowa River Landing, Coralville, Iowa Redevelopment Characteristics • Approximately 160 acre Riverfront Site (7 acre Wetland/Open Space, 153 acre Redevelopment Mixed-Use) • Amenities: • University Health Clinics, Medical Offices • Hotel • Residential Apartments and Townhomes • Museum, Antique Cars, Entertainment Venues • Parking Structure • Restaurants and Microbrewery • Retail • Wetland Park Downtown Revitalization, Moline, Illinois Redevelopment Characteristics • Approximately 265 acre City Block Riverfont Site • Amenities: • Residential Units, Apartments, Townhomes • Retail Shops and Offices • Restaurants • Hotel • Plazas and Entertainment Venues • Riverfront Walk, Parks, and Boat Slips • Streetscapes Figure 16: Iowa River Landing Coralville, IA Figure 17: Downtown Revitalization, Moline, IL Figure 15: South Side Works, Pittsburgh, PA 17SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 18: Dubuque’s Five-Year City Goals City of Dubuque Goals and Priorities 2016 Each year, the Dubuque City Council evaluates and completes a goal setting session for the city, reaffirming the city’s 15 year vision statement, mission statement, and goals. These goals help prioritize the needs and desires for an improved city to better serve community members and visitors alike. The goals and priorities are organized into several categories such as Economic Prosperity; Environmental and Ecological Integrity; Social and Cultural Vibrancy; Planned and Managed Growth; Partnering for a Better Dubuque; Improved Connectivity; Transportation and Telecommunications; Financially Responsible City Government; and High Performance Organization. City of Dubuque 2031 Vision Statement: “Dubuque 2031 is a sustainable and resilient city and an inclusive and equitable community. Dubuque 2031 has preserved our Masterpiece on the Mississippi and has a strong, diverse economy and expanding connectivity. Our residents experience healthy living and active lifestyles; have choices of quality, livable neighborhoods; have an abundance of fun things to do; and are engaged in the community.” City of Dubuque Mission Statement: “Dubuque city government is a progressive and financially sound city government with residents receiving value for their tax dollars and achieving goals through partnerships. Dubuque city government’s mission is to deliver excellent municipal services that support urban living; contribute to an equitable, sustainable city; plan for the community’s future; and facilitate access to critical human services.” Relevant City Plans, Ordinances, and Documents The City of Dubuque has many plans, documents, ordinances, and initiatives that provide instruction and guidance for the development of this city. Many of these documents reinforce and guide developments of the community for appropriate and sustainable growth in the future. CITY COUNCILGOALS & PRIORITIES 2031 VISION STATEMENT Dubuque 2031 is a sustainable and resilient city and an inclusive and equitable community. Dubuque 2031 has preserved our Masterpiece on the Mississippi and has a strong, diverse economy and expanding connectivity. Our residents experience healthy living and active lifestyles; have choices of quality, livable neighborhoods; have an abundance of fun things to do; and are engaged in the community. TOP PRIORITIES (in alphabetical order) • Central Iowa Water Association: Resolution • East-West Corridor Study Implementation • Inclusive Dubuque Action Plan • Master Plan for Chaplain Schmitt Island • River Cruises Docking Facility 2016 2016-2018 POLICY AGENDA 2016-2018 MANAGEMENT AGENDA CITY MISSION STATEMENT Dubuque city government is a progressive and financially sound city government with residents receiving value for their tax dollars and achieving goals through partnerships. Dubuque city government’s mission is to deliver excellent municipal services that support urban living; contribute to an equitable, sustainable city; plan for the community’s future; and facilitate access to critical human services. HIGH PRIORITIES (in alphabetical order) • 21st Century Policing Action Plan • Citywide Flower-Planting Program • Community Health Needs Assessment Plan Including Mental Health • Five Flags Center Study • Street Maintenance Program • Traffic Signal Synchronization Citywide • Affirmatively Furthering Fair Housing Action Plan • Arts and Culture Master Plan • CHANGE Program • Community Security/Surveillance/Traffic Cameras • Housing TIF Program • Opportunity Dubuque 2016-2018 MANAGEMENT IN PROGRESS Economic Prosperity • Riverfront Lease Gavilon site: Marketing • Riverfront Leases: Marketing • Air Service Expansion: Contact air carriers, incentives for route-funding • Dubuque Initiatives: Next Steps • Brownfield Area-wide Planning and Assessment Report • Old Air Terminal Facility Reuse • Charter Service Expansion • Marketing Dubuque Jet Center Fuel Sales • Sale of Art on the River Sculptures • Art on the River Winter Edition: Feasibility study • Economic Impact of Historic Preservation – Marketing plan • Eagle Point Park National Historic Recognition • Phased Historic/Architectural Survey Report • America’s River III Fund Raising Launch • Entrepreneurs/Start Up Business Program Expansion • Dubuque Industrial Center South: Marketing and Sale • Downtown Housing Creation Grant Program • Marina Signage from the River • Steeple Square Project: Update Report Environmental/Ecological Integrity • Bee Branch Community Orchard • Recycling Program: Cart Expansion • Community Climate Action and Resiliency Plan • Fats/Oils/Grease (FOG) Program • Iowa Economic Development Authority Community Energy • Path Forward (Air Quality) Plan • Georgetown Energy Prize FIVE-YEAR COMMUNITY GOALS FOR A SUSTAINABLE DUBUQUE • Economic Prosperity • Environmental/Ecological Integrity • Social/Cultural Vibrancy FIVE-YEAR CITY GOALS • Planned and Managed Growth • Partnering for a Better Dubuque • Improved Connectivity – Transportation and Telecommunications FIVE-YEAR ORGANIZATIONAL GOAL • Financially Responsible City Government and High Performance Organization 18 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Following the National Main Street Four-Point Approach, Dubuque Main Street has provided structure and unity to a downtown composed of many separate parts. After 30 years of success, Dubuque’s Main Street has become the longest standing urban program nationwide. The program has become a model urban Main Street program that is often referenced for preservation, innovative commercial projects, and integrating the arts in development projects. The organization serves eight downtown districts, including the following: • Cable Car Square • Historic Old Main • Port of Dubuque • Town Clock District • Jackson Park • Couler Valley (Central Corridor & Washington Neighborhood) • Historic Millwork • Upper Main/Farmers’ Market The city looks forward to the revitalization of the South Port District with funding assistance from the Brownfield AWP Grant, and the residents look forward to a new downtown neighborhood. DESIGN We value the importance of creating and maintaining attractive building and store fronts, streets, signs, green space and well preserved architecture. ORGANIZATION We build partnerships by collaborating between many organizations, across the public and private spectrum. PROMOTION We bring people downtown to live, work, and play. ECONOMIC DEVELOPMENT Business growth and job creation are made possible with financial assistance and incentives. This leads to a strong commercial community. 1 2 3 4 Figure 19: Dubuque Main Street Logo Dubuque’s Main Street District Dubuque Main Street is a not-for-profit 501 (c) 3 organization dedicated to the development and ongoing support of downtown as a place to live, work, and play. Dubuque Main Street’s Four-Point Approach to downtown revitalization was developed by the National Trust for Historic Preservation’s National Center with the goal of economic development within the context of historic preservation. 19SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Dubuque Comprehensive Plan 2012 The Dubuque Comprehensive Plan was developed to set and determine land planning goals and processes for transportation, green spaces, utilities, land use, recreation, and housing. Comprehensive planning reflects a consensus of community values in a series of goals, which set the direction for the future of the city and for improving the quality of life in Dubuque. This Comprehensive Plan is the community’s guide to future development, public policies, and decision-making. It examines the past and present conditions of the community to determine the direction for future growth and development. Planning Dubuque’s future will help make sure the roads, sewers, and other public services are more efficient, ensuring public money is better spent. The policy statements, goals, and objectives of the elements explain the direction, ideals, and desires which the Comprehensive Plan is intended to satisfy. They also serve as the justification for many of the planning and budget decisions, as well as ordinances and regulations adopted by the City Council. The Dubuque Comprehensive Plan looks at the city, as well as the surrounding region, as a whole with goals and objectives established for physical, economic, and social elements of the community. As a result, the plan has reflected the three principles of sustainability: environmental, economic, and social equity needs. The Comprehensive Plan consists of 14 Goals and Objectives in three categories: Economic Prosperity, Environmental and Ecological Integrity, and Social and Cultural Vibrancy. These principles guide government, business, non-profit, and individual actions in Dubuque. Community planning documents including the Comprehensive Plan, Long Range Transportation Plan, Comprehensive Economic Development Strategy, and many others are guided by this sustainability framework. Figure 20 : Dubuque Comprehensive Plan Goal Logos Environmental Ecological Integrity Land Use, Urban Design, Transportation Infrastructure Environmental Quality Economic Prosperity City Fiscal Economic Development. Social/Cultural Vibrancy Health, Housing, Human Services, Education, Cultural Arts, Recreation, Public Safety, Diversity. Vision Statement Dubuque is a viable, livable, and equitable community. We embrace economic prosperity, social and cultural vibrancy and environmental integrity to create a sustainable legacy for generations to come Dubuque’s Twelve Principles of Sustainability ǡǡǦƤǡ Ǥ ǡ Range Transportation Plan, Comprehensive Economic Development Strategy, and many others are guided by this sustainability framework. Social/Cultural Vibrancy Healthy Local Food: Ƥ ǡ distributors, farms, gardens and hunters. Community Knowledge: Dubuque values education, empowerment, and engagement to achieve economic prosperity, environmental integrity and social/ cultural vibrancy. Community Health and Safety: Dubuque values systems, policies and engagement to ensure that all residents have access to healthy and safe lifestyle choices. Green Buildings: Dubuque values a productive and healthy built environment. Environmental/Ecological Integrity ǣ Dubuque values safe, reasonable and equitable choices to access live, work and play opportunities. ǣ Dubuque values fresh, clean air, reduced greenhouse gas emissions and minimized health risks Clean Water: Dubuque values water as the source of life, and seeks to preserve and manage it in all forms. Native Plants & Animals: Dubuque values biodiversity through the preservation, restoration and connection of nature and people. DUBUQUE’S SUSTAINABILITY PLAN Economic Prosperity Community Design: Dubuque values the built environment of the past, present and future which contributes to its identity, heritage and sense of place. Smart Energy Use: Dubuque values energy conservation and expanded use of renewable energy as a means to save money and protect the environment. ǣ Ƥ ǡ resources. Regional Economy: Ƥ new and green markets, jobs, products and services. Environmental/Ecological Integrity Economic Prosperity Social/Cultural Vibrancy Viable Livable Equitable 20 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Imagine Dubuque Campaign Imagine Dubuque, the new City of Dubuque Comprehensive Plan, is currently in progress and is working to create a sustainable, resilient, inclusive, and equitable legacy for generations to come. It’s intended to be the voice of the community. Built around the community’s economic prosperity, environmental integrity, and social and cultural vibrancy, the Imagine Dubuque serves as a guide for the community’s physical, social, and economic development. It is a key tool to developing policy and community initiatives, while informing the city budget. Imagine Dubuque works to collect the ideas of the many residents and visitors into a forward moving plan. Imagine Dubuque is designed to further momentum to create a viable, livable, and equitable community through a series of goals. The intended result would create strong partnering for a better Dubuque, with managed growth and improved connectivity. Focus points include: Community Design, Smart Energy Use, Resource Management, Clean Water, Regional Economy, Native Plants and Animals, Reasonable Mobility, Green Buildings, Healthy Environment, Local Foods, General Health and Safety, and Community Knowledge. Dubuque residents, business owners, and other stakeholders are the stewards of this plan. Figure 21: Current Land Use 2016 Figure 22: Imagine Dubuque Program Goals Figure 23: Imagine Dubuque Planning Session Figure 24: Imagine Dubuque Logo 21SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 25: Aerial Image of Downtown Dubuque Downtown Dubuque Master Plan 2003 The Downtown Dubuque Master Plan 2003 is designed to grow the health and economic sustainability of the region and community and advance the vision of Downtown. Through the planning efforts, the City of Dubuque initiated a process that would ensure future initiatives within the downtown area to occur with aesthetic and functional continuity. The Downtown Dubuque Master Plan is intended to provide recommendations for investment and policy reform, which can be implemented over the near and long-term. As a strategic document, it was designed to promote investment and reinvestment into the area. It is a voice for Downtown Dubuque stakeholders and a roadmap for the future. Project Mission “Assist the client team with preparation of redevelopment strategies for Downtown which produces tangible results, and information which will lead to careful investment and a well-served market.” Project Goals • Grow stakeholder consensus and education • Develop strategies for new investment and reinvestment • Advance the discussion of Downtown redevelopment • Promote political support for removal of barriers and allocation of resources • Create a “place” for residents, employees, consumers, and visitors Plan Approach “To identify real projects for implementation and formulate strategies which capitalize on opportunities and overcome barriers in an effort to ready the environment for investment.” 22 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Port of Dubuque Master Plan 2002 Figure 26: Port of Dubuque Master Plan Study Area Figure 27: Port of Dubuque Master Plan Concept Image - 12. The Port of Dubuque Master Plan Aerial View Looking Southeast BRW, Inc. The Port of Dubuque Master Plan was developed with a variety participation opportunities that included both land use concepts and design standards to be followed for the North Port and South Port of Dubuque. The final master plan document is based on the “Central Green” concept plan, and follows the alignment of the existing major streets and ownership patterns, incorporating Downtown Dubuque characteristics into the South Port. This proposed arrangement presents a high degree of flexibility and a wide variety of build-out options. The Port of Dubuque Master Plan 2002 meets primary redevelopment objectives: • Capitalize on previous and upcoming investments • Provide a complementary mixture of uses • Build on activity of existing and previously planned uses • Create a pedestrian- and transit-oriented environment • Use downtown as a model for street and block patterning • Develop the area as a new neighborhood of downtown • Balance creative vision and market demand The Port of Dubuque features design guidelines and standards that have been developed to ensure that new and existing facilities work together to create an attractive, high quality, pedestrian-oriented urban neighborhood for visitors, residents, and workers. These standards are both prescriptive and descriptive in nature. They prescribe specific minimum requirements for elements such as parking lot landscaping and signage, as well as describing parameters for the design of new buildings and the remodeling of existing buildings. These standards, along with the overall master plan, help guide development in a productive way to create activities and uses that residents and visitors can enjoy for many years to come. 4th Street Peninsula and South Ice Harbor Master Plan Project Area BRW, Inc. 0 500 1000 2000 3000 FEET NORTH 3. Mississippi River IceHarborIceHarbor Mississippi River E. 7 th S t ree t White S t r e e t Central S t r e e t Iowa S t r e e t 5th Street Adams 3rd StreetJones StreetBel l S t r e e t 6th Street4th Street20 151 61 Terminal Stre e t 23SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 27: City of Dubuque Zoning Map 2017 City of Dubuque Zoning Code 2017 Legend Zoning Class Agricultural District Agricultural with a Rural Residential Overlay District Alternate Two-Family Residential District Alternate Two-Family Residential District with conditions Central Business District Commercial Recreation District Commercial Recreation District with conditions Commercial Service & Wholesale District Commercial Service & Wholesale District with conditions Downtown Commercial District Downtown Commercial District with conditions General Commercial General Commercial with conditions Heavy Industrial District Heavy Industrial District with conditions Institutional District Light Industrial District Light Industrial District with conditions Mixed Use Neighborhood Mixed Use Neighborhood with conditions Moderate Density Multi-Family Residential District Moderate Density Multi-Family Residential District with conditions Modified Heavy Industrial District Modified Heavy Industrial District with conditions Multi-Family Residential District Multi-Family Residential District with conditions Neighborhood Commercial District Neighborhood Commercial District with conditions Neighborhood Shopping Center District Neighborhood Shopping Center District with conditions Office Commercial District Office Residential District Office Service District Office Service District with conditions Planned Commercial District Planned Industrial District Planned Industrial District with conditions Planned Office District Planned Residential Planned Unit Development Public Open Space District Single-Family Residential District Single-Family Residential District with conditions Two-Family Residential District Two-Family Residential District with conditions 24 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Zoning 2017 The South Port of Dubuque is surrounded by several zoning districts that make up the area of downtown Dubuque. The Port area is currently zoned PC, Planned Commercial. PC- Planned Commercial Planned Commercial (PC)-Denoted in Green in figure 28, is a zoning classification code for a piece of land that is set for being commercially developed. PC classification is categorized as the activity within cities includes the buying and selling of goods and services in businesses such as retail stores and shops, banks, restaurants, shopping malls, grocery stores, convenience and gas stations, and many more that include the exchange of goods and services in the retail profession, an important sector to a community’s economy. PUD- Planned Unit Development Planned Unit Developments (PUDs) are communities of homes, which can include single-family homes, condos, commercial property like retail stores, or all of these property types. PUDs are often used to cluster homes closer together than would otherwise be allowed by local zoning laws, and zoning can become much more integrated with multiple land uses and districts being placed on adjacent land parcels. Figure 28: Current Zoning Map of South Port Area Use 2017 Legend Zoning 2017 Zoning Class Central Business District Commercial Recreation District Commercial Service & Wholesale District Downtown Commercial District Downtown Commercial District with conditions General Commercial Heavy Industrial District Light Industrial District Moderate Density Multi-Family Residential District Modified Heavy Industrial District Office Commercial District Office Residential District Office Service District Planned Commercial District Public Open Space District Single-Family Residential District Two-Family Residential District Legend Zoning 2017 Zoning Class Central Business District Commercial Recreation District Commercial Service & Wholesale District Downtown Commercial District Downtown Commercial District with conditions General Commercial Heavy Industrial District Light Industrial District Moderate Density Multi-Family Residential District Modified Heavy Industrial District Office Commercial District Office Residential District Office Service District Planned Commercial District Public Open Space District Single-Family Residential District Two-Family Residential District 25SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Current Land Use 2017 The Current Land Use 2016 map denotes land uses as they exist today. Existing land use in the South Port area is mostly categorized as Industrial, denoted in gray as Illustrated in Figure 13 (excerpted from the Cty’s Comprehensive Plan). Surrounding the study area are Commercial and Public/Quasi-Public uses. The Mississippi River is on the east edge. In the next tier of blocks, adjacent to the study area, are older single-family neighborhoods and the central business district with more Commercial and Public/Quasi-Public uses, including retail, offices, hotels, and government facilities. Light Industrial Heavy Industrail Open Space Figure 29: Current Land Use 2017 Legend Land Use Code <Null> AG C HI IS LI MF MR OF OS POS PRK RCR SF VAC Legend Land Use Description Agriculture Commercial Commercial Recreation Heavy Industrial Institutional Light Industrial Mixed Residential Multi-Family Office Open Space Park Single Family Single Family/Duplex Vacant 26 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 29: Future Land Use 2030 Future Land Use Map 2030 The Future Land Use 2030 Map is the City’s guide for evaluating rezoning, annexation, and subdivision requests in conjunction with related goals and objectives of Dubuque’s Comprehensive Plan. This map was adopted in 2007 and shows proposed and projected development alternatives for Dubuque’s planned and managed growth in areas of the city through the next 20 to 25 years. The South Port area is designated as Mixed-Use development, consisting of commercial, recreational, and residential uses, including a park and other open spaces. The land use for South Port mimics the North Port area, which can effectively support and encourage a diverse and thriving community in South Port for years to come. 27SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 32: Mississippi River Museum Figure 33: Mississippi River Trail Inspiration from the Neighboring Downtown Areas Figure 34: North Port and Ice HarborFigure 31: North Port during redevelopment Figure 30: Prior Conditions of North Port before redevelopment The North Port of Dubuque The North Port did once resemble the South Port, with many large industrial components, including the railroad industry, boat yards, and manufacturing facilities. The Port of Dubuque remained largely inactive until 1990. At that time, Iowa legalized riverboat gambling and the “Casino Belle” opened, afloat in Ice Harbor. That boat would be replaced in the mid-1990s by the Diamond Jo Casino, named after Dubuque boat builder “Diamond” Joe Reynolds and his Diamond Jo Boat Line. In the late 1990s, the City of Dubuque saw an opportunity to expand on the existing tourism market by adding a major river-themed museum to the area. Alongside a new museum, the City proposed a new hotel and indoor water park attraction, a large convention center, riverwalk, and other amenities. This was all part of the “America’s River Project,” a $188 million revitalization of the North Port. In the early 2000s, the city won a $40 million grant from the Vision Iowa Fund for the construction of the various attractions. The North Port now features the Mississippi River Trail and Walk, Mississippi River Museum, an amphitheater, convention center, views of the Mississippi River with boat slips along the harbor, and a revitalized community destination for residents and visitors. 28 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Historic Millwork District The revitalization of the Historic Millwork District will create a mixed-use com- mercial and residential area in Dubuque through the conversion of buildings into multi-use structures containing businesses, restaurants, shops, recreational facilities, and residences. The revitalization project will capitalize on the historic charm and existing building spaces in the district, retaining the unique character and maintaining a link to Dubuque’s industrial millwork history. This approach will allow for retention of existing businesses, as well as the development and expansion of new businesses, in the large warehouse spaces. Additionally, the Historic Millwork District’s status with the National Register will be maintained as the industrial warehouses are rehabilitated into office, commercial, and residential spaces. A sustainable model based upon the five infrastructure systems of water, energy, development, vegetation and open space, and arts and culture provides a frame- work for sustainable implementation of the District plan. A primary goal of the Millwork District Revitalization Project includes creating a unique neighborhood which offers an opportunity to “live, work, and play” all within the district. To achieve this goal, residential-oriented objectives include the development of a mixed-income neighborhood with both rental and for-sale loft units and upper condo space; establishment of an outdoor central square or plaza; and an extension of the Heritage Trail into the district. To complement the residential market, commercial objectives include the development of retail and specialty shops, restaurants, bars, and live entertainment venues. Additionally, commercial and industrial objectives include the development of artist studios; a museum affiliated with the National Mississippi River Museum and Aquarium; business space for entrepreneurs with shared administration space and support functions; office spaces including creative loft spaces; industrial and manufactur- ing spaces; boutique inns; and a community center. The Historic Millwork District offers authenticity, character, and valuable les- sons about the importance of sustainable urban design strategies. At the start of the 20th century, the district was the innovative and entrepreneurial center of the region and was the backbone of the regional economy. The revitalization of the Historic Millwork District will renew the area with a strategy that connects the people, planet, and profit in one mixed-use neighborhood. Figure 35, 36, 37: Mill Work District Revitalization Goals • Preserve the millwork history of Dubuque • Create an urban, mixed-use neighborhood • Become a model for redevelopment by incorporating sustainable practices • Attract and retain a quality workforce for Dubuque’s growing economy 29SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 38: Sustainable Dubuque Principles Figure 39: Sustainable Dubuque Principles Figure 38: Sustainable Dubuque Logo Guiding Principles, Programs, and Initiatives Sustainable Dubuque Dubuque is a viable, livable, and equitable community. It’s a place where economic prosperity, environmental integrity, and social and cultural vibrancy is embraced to create a sustainable legacy for generations to come. In order to implement this vision, a task force defined 12 key principles to guide the community’s path to a more sustainable future: Smarter Sustainable Dubuque Smarter Sustainable Dubuque is the research function of the Sustainable Dubuque initiative, started in 2009. It’s a unique public/private partnership between the City of Dubuque, IBM Watson Research Center’s Global “Smarter Planet” Initiative, and other key partners with a common goal to make Dubuque one of the first “smarter” sustainable cities in the U.S. The development of these smarter technologies coupled with community outreach and implementation strategies create an international model of sustainability for communities with a population of 200,000 or less. The model will integrate community engagement and education, more energy-efficient ways of operating municipal services and buildings, decreased carbon emis- sions, new job creation, resource conservation, and a higher quality of life for the community. Figure 40: Sustainable Dubuque Principle Figure 41: Smarter Sustainable Dubuque Logo 30 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Green Streets Initiative The Green Streets Initiative is a nation-wide organization dedicated to celebrating and promoting the use of sustainable and active transportation. The Iowa Green Streets Criteria promotes public health, energy efficiency, water conservation, smart locations, operational savings, and sustainable building practices. In addition to increasing resource efficiency and reducing environmental impacts, green building strategies can yield cost savings through long-term reduction in operating expenses. The benefits include improved energy performance and comfort, a healthier indoor environment, increased durability of building components, and simplified maintenance requirements that can lead to financial efficiencies for property managers and owners. Green building practices improve the economics of managing affordable housing, community facilities, and Main Street businesses while enhancing quality of life for residents, visitors, and employees. Guiding principles behind the Iowa Green Streets Criteria ensure that buildings must be cost effective to build, and durable and practical to maintain. In addition, the principles work together to help produce green buildings and environments that: • Provide high-quality, healthy living and working environments • Offer lower utility costs • Enhance connections to nature • Protect the environment by conserving energy, water, materials, and other resources • Advance the health of local and regional ecosystems Figure 42: Green Streets Sidewalk Detail Figure 43: Green Streets Roadway Figure 44: Green Streets Initiative Logos 31SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 3: SITE ANALYSIS AND INVENTORY Site Parcels and Property Owners Catalyst Sites of South Port Existing Site Conditions Environmental Contamination Figure 44: Green Streets Initiative Logos 32 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 45: Parcel Owners and Lot Numbers Site Parcels and Property Owners The South Port of Dubuque is comprised of 17 separate site parcels under 10 separate functioning business and municipality entities. The following parcel numbers indicate the property owner, address if applicable, and if a Phase II was completed. Parcel # 1025291001 - U.S Coast Guard, No Phase II completed Parcel # 1130155001 - Molo Oil Company, No Phase II completed Parcel # 1130155002 - Dubuque Terminals, Inc., Phase II completed, included in AWP Parcel # 1130302001 - DRBE Properties, LLC., No Phase II completed Parcel # 1130302002 - City of Dubuque, No Phase II completed Parcel # 1130305013 - Sunflower Enterprises, LLC, Phase II completed with PIN 1130305012, included in AWP Parcel # 1130304001 - City of Dubuque, No Phase II completed Parcel # 1130304003 - City of Dubuque, No Phase II completed Parcel # 1130306002 - State of Iowa DOT, No Phase II completed Parcel # 1130306003 - City of Dubuque, No Phase II completed Parcel # 1130156001- City of Dubuque, No Phase II completed Parcel # 1130301001- Newt, Gary, Phase II completed as 100 E. 1st Street, included in AWP Parcel # 1130301002 - Dubuque Terminals, Inc., Phase II completed as 5 Jones Street, included in AWP Parcel # 1130303004- Newt Marine Service, Phase II completed as 85 Terminal Street, included in AWP Parcel # 1130305012 - Dubuque Terminals, Inc. , Phase II completed with PIN 113030513, included in AWP Parcel # 1130305009- Newt Marine, No Phase II completed Parcel # 1130305010 - Sunflower Enterprises, LLC., Phase II completed as 115 Terminal Street, included in AWP Parcel # 1130352001- City of Dubuque, No Phase II completed 33SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Catalyst Sites of South Port 1 2 4 3 Figure 46: Catalyst Development Parcels for the South Port of Dubuque Project Site. The individual parcels of the South Port site were evaluated as catalyst sites, in range of significance to the area and the most redevelopment impact. These were categorized into categories from 1, being the most utilized site and the most beneficial for redevelopment, to 4, being the least. Catalyst Site 1 Proximity to the Harbor and the River for aesthetic views and riverfront entertainment. Proximity and views to and from the neighboring North Port and Downtown. Catalyst Site 2 Allows for infill of the remainder of the north portion of the site. Catalyst Site 3 Allows for infill of a portion of the site adjacent to proposed riverfront park, recreation trails, and riverfront views. Catalyst Site 4 Due to proximity to the existing and operating Coast Guard facility, minimal changes are planned for this area. With this site’s proximity to both of the existing roadways (East 1st Street and Jones Street) this site proves to be the most feasible site for a secondary access roadway with a small parking space to access the planned amenities. 34 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 49: Existing BuildingsFigure 47: Historic Building 1 Figure 48: Existing Building 2 Existing Site Conditions- Buildings and Infrastructure The South Port of Dubuque is currently occupied by many of the existing user and uses of the site today, including the US Coast Guard facility. Many elements are still on site related to their current and prior uses, such as existing historic brick buildings, tanks, warehouse-style buildings, roadways, former railroad ties and tracks, sidewalks, and many existing utilities. There are two existing historic buildings on site that are to remain, that are com- plementary to the mixed-use land use outline, previously noted on the Land Use Maps from Chapter 2 (Figures13 and 14). The Diamond Jo Boat Store and Office, located at 5 Jones Street, is listed on the National Register of Historic Places (ca. 1977, registered ID #77000512). The second brick building is located at 100 E. 1st Street. The Flood Wall The flood wall at South Port was built to help control Mississippi River flooding events. It stands approximately 12 feet tall and runs the length of the site along the river (east side of the property), and across the harbor inlets with a flood gate that functions during flood threats. It’s imperative that the flood wall and gate remain active. However, these protective components may be formed into an aesthetic element as redevelopment continues at South Port. 0 35SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 50: Existing Utilities Existing Infrastructure The South Port was previously developed and is served by existing public and private infrastructure, including roadways and wet / dry utilities near existing roadways and buildings. Infrastructure on the site includes water main valves, hydrants, sanitary and storm sewer mains, manholes, fiber optic cables, and structures for electrical power distribution. It is recognized by the City of Dubuque that the infrastructure facilities in the South Port need to be evaluated due to age. Replacements and extensions to new buildings will then be considered. More information about the utilities can be found in Chapter 6. Legend StormManhole FiberStructures Hydrants SanManholes StormInlet WaterMain Main_Type Hydrant Water Culvert FiberOptic SanGravity SanPressure StormGravity 36 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Existing Vehicular Site Circulation The South Port has several vehicular access challenges. One of the biggest challenges is related to the existing railroad that runs along the west side. It is a switchyard railroad and can limit access from Jones Street when trains stop on the tracks while switching cars. This process can last from 45 minutes to an hour. When Jones Street is blocked, visitors must use the entrance at the 3rd Street overpass from North Port and travel around Ice Harbor into South Port. Furthering site circulation challenges, Terminal Street dead ends at a small gravel parking lot near the levee and Mississippi River Trail (MRT), making it difficult to turn around. Many of the intact roads at South Port are in need of upgrades, reconstruction, and potential widening to create better traffic flow and circulation. The site access constraints are recognized by the stakeholders and landowners, and some options for solutions are shared in Chapter 6. Figure 51: Existing Site Circulation ConditionsTerminal StreetJones Street East 1 s t S t r e e t 37SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Existing Pedestrian Site Circulation The South Port also presents some pedestrian challenges. For the most part, the South Port does not have sidewalks or other elements needed for safe and enjoyable pedestrian access There are limited connections to the downtown areas from the South Port. The Mississippi River Trail begins in North Port, where there are sidewalks and streetscape elements that carry through around Ice Harbor and ends on the southside of South Port at a gravel parking lot. These constraints are recognized by the stakeholders and landowners, and it’s known that continuity is needed. Some options for this part of the redevelopment are explained in Chapter 6. Figure 52: Existing Site Circulation ConditionsTerminal StreetJones Street East 1 s t S t r e e t 38 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Environmental Conditions The city is currently participating in the U.S. EPA Brownfields Assessment Grant program. The goal of this initiative is to facilitate community revitalization and promote sustainable economic conditions. This can be accomplished by address- ing contamination concerns associated with abandoned and underused proper- ties in Dubuque’s targeted brownfield areas. Purpose The objective of the program is to review and ultimately eliminate concerns re- garding perceived or actual contamination on properties so that redevelopment can occur. The objective of this assessment was to evaluate any environmental impairment to the properties resulting from the Recognized Environmental Con- ditions (RECs) identified during the Phase I ESA process. The data gathered will assist the city and current land owners as they evaluate the feasibility of redevel- opment. The data allows them to compare constituent concentrations on each property to the risk-based standards outlined in Iowa Administrative Code (IAC) 567 Chapter 137: Iowa Land Recycling Program and Response Action Standards or the Tier 1 Levels in IAC Chapter 135: Technical Standards and Corrective Action Requirements for Owners and Operators of Underground Storage Tanks (USTs). 39SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 53: Site Sampling Locations Map Problem Statement The City of Dubuque is evaluating abandoned and underused properties with the intent of encouraging and enabling redevelopment. The EPA Brownfields Cooperative Agreement requires environmental data collected is of the appropriate type, quantity, and quality to support project decisions. Project data quality objectives (DQOs) were identified in the Phase II ESA Data Quality Objectives and Generic Quality Assurance Project Plan, November 2014. Project specific DQOs were identified and documented in the Phase II Sampling Plan. Evaluation of environmental impairment is conducted using the regulatory programs outlined in IAC. Evaluation of environmental impairment not associated with USTs involves risk-based evaluation and response action through the voluntary Land Recycling Program (LRP) as set forth in IAC 567-137(457B) Chapter 137: Iowa Land Recycling Program and Statewide Response Action Standards (IAC 137). In the event that contamination is associated with USTs, IAC 137 defers to the evaluation criteria outlined in IAC 567-135(455B) Chapter 135: Technical Standards and Corrective Action Requirements for Owners and Operators of Underground Storage Tanks (IAC 135). For this project, soil and groundwater evaluations for public risk were conducted according to IAC 135 and IAC 137, depending on the source of contamination. SUBJECT PROPERTY LEGEND SAMPLE LOCATION REC HREC Environmental Sampling Map The sampling map shows the the locations where environmental sampling was done. These samples help determine any contaminants present and help to determine what can be done to address any issues moving forward. These sites are addressed in detail in the following pages (40-61). 40 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Parcel #1130155002 Site Characteristics The subject property owned by the Dubuque Terminals, Inc. is generally located on the northwest corner of Jones Street and Water Street in Dubuque, Dubuque County, Iowa (Figure 52). Phase I Environmental Site Assessment: HR Green completed the Phase I ESA of the subject property on June 7, 2016. The Phase I revealed the presence of nine (9) RECs and one (1) HREC in connection with the subject property. The following summarizes the RECs: On-Site RECs: 1. Available historical documents list the parcel as a bulk storage facility and depict ten (10) ASTs since the 1960s. The referenced tanks are known to have contained fertilizer, molasses, soybeans, and fish puree. A Sanborn map dated 1970 depicts a gasoline tank and fuel oil tank and ten (10) ASTs in the southeastern and northeastern corners of the parcel, respectively, all served by a railroad siding. Three (3) of the remaining ASTs contain lignin. Off-Site RECs: 1. Available historical documents list the parcel east of the property as a bulk oil facility from at least 1923-1992. Sanborn maps dated 1950 and 1970 depict an oil pump house, auto garage, filling and warehouse building that contained a gasoline room, and approximately twenty-four (24) ASTs ranging in capacity from 10,000-12,000 gallons (some labeled as fuel oil) all served by a railroad siding. Available historical documents list the parcel as a marine services company in 1977 and 1983. Further, aerial photographs depict numerous ASTs on the parcel from the 1950s-2002. The site reconnaissance identified a water separation operation that included the temporary outdoor storage of totes, tanks, and drums on an exterior dirt surface that lacked secondary containment prior to removal of product from the parcel by a third party vendor. The parcel is also listed as “Iowa Oil Company” on the IDNR Contaminated Sites database. Documented spill incidents resulted in free product in the subsurface creating hazardous conditions in the structure located on the subject property. Figure 54: Pin 1130155002 Parcel Sampling Location !( !( !( SP1-3 SP1-2 SP1-1 JONES ST E 1ST S T WATER STLegend !(Sample Location SubjectProperty PIN 1130155002 City of Dubuque Dubuque County, Iowa Sample Location Map ®Figure 2 0 30 60 Feet 1 inch = 60 feet 41SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN 2. Available historical documents list the parcel west of the property as a bulk oil facility from at least the 1950s until the 1980s. A Sanborn map dated 1970depicts an oil warehouse, six(6) ASTs, pump house, and a paint storage structure all served by a railroad siding. 3. Available historical documents list the parcel south of the property as various industrial activities including a packing house in 1884 and 1891, agricultural implementation warehouse in 1909, and bulk storage facility in 1970. A Sanborn map dated 1970 depicts two (2) ASTs and a filling station. Aerial photographs capture the referenced ASTs in the 1960s and 1970s and a total of three (3) ASTs in the 1980s and 1994. A Phase I 4. ESA dated May 1999 noted the referenced ASTs were primarily used for the bulk storage and distribution of fertilizer solutions (urea ammonium nitrate and ammonium polyphosphate). A Phase II ESA completed on the parcel dated May 1999 identified levels of nitrogen that exceeded IDNR SWS. This site is also associated with a fertilizer spill from an AST formerly located on the property. The southern portion of the parcel currently contains a maintenance shop. 5. The historical and current use of the adjacent parcel to the south of the subject property at 30 Jones Street. Available historical documents list as a wheel and trim facility/commercial trucking repair business since 1965. 6. The historical and current use of the adjacent parcel to the southeast of the subject property. An interview with the City of Dubuque Fire Department reported three separate spill incidents involving fuel oil, diesel, and gas vapor on the property. The parcel currently contains a maintenance shop. 7. The current and historical use of the adjacent properties to the south west/west/northwest of the subject property as railroad tracks and associated railroad activities. 8. The historical use of the parcel located approximately 250 feet east/ southeast of the subject property. Available historical aerial photographs depict the parcel as a bulk storage facility with multiple ASTs in the1950s, 1960s, 1970s, and 1980s. A large industrial facility likely associated with the operation is depicted from 1950-2013. A Phase I ESA dated October 1993 stated the parcel contained sixteen (16)ASTs ranging in capacity from 5,260-1,619,000 gallons and contained molasses (14), liquid feed mix (1), and liquid fertilizer (1). The site reconnaissance identified a former pump house, several former AST tank pads, and pipes likely associated with a filling station protruding from the ground. 9. Mulgrew Oil Co. (LUST #8LTR32) is located approximately 650 feet south of the subject property and has a current status of Transferred to Contaminated Sites. IDNR issued a NFA letter dated February 2, 2012 that stated contaminate concentrations remain in the subsurface above Statewide Standards but that there were no receptors of concern or risk of exposure at nearby sites that warranted ongoing monitoring and it was therefore closed; however, HR Green did not identify any required controls (i.e. AUL) associated with the facility. Off-Site HRECs: 1. The adjacent parcel to the southeast of the subject property contains the former Katuin Brothers LUST facility (#8LTI20). The facility has an IDNR status of NAR after completing monitoring and over-excavation activities. The adjacent parcel to the south of the subject property contains the Inland Molasses LUST facility (#8LTA89). The facility has a current IDNR status of NAR after over-excavation activities resulted in contamination levels below applicable standards. Phase II Activities A Phase II Sampling Plan was completed to evaluate potential impact to the subject property from RECs identified in the Phase I ESA. The sampling plan included collection of soil and groundwater samples for the following analytes: TEHs, VOCs, PAHs, fertilizers, and RCRA metals. Phase II field investigation activities were conducted in accordance with the Phase II Sampling Plan (PIISP) with the following caveats: • No fertilizer soil samples were collected as nitrate field screening did not identify any concentrations above 5 ppm as directed in the PIISP. • No VOC or TEH soil sample was collected from SP1-1 as observed PID readings at this sample location were below 10 ppm as directed in the PIISP. • A duplicate sample for TEH and VOC analysis in soil was not collected as only one sample was collected for TEH and VOC analysis on this property and there was not sufficient volume to collect a duplicate at this sample location. Upon review of the analytical laboratory report, it was noted that concentrations in Range 2 soil for dibenz(a,h)anthracene at SP1-2 and in groundwater at all sampled locations for dibenz(a,h)anthracene, 1,2- 42 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN soil; however concentrations of all reported RCRA metals and ten (10) PAHs were below applicable SWSs. Results from the sample collected at SP1-1 identified benzo(a)pyrene at a concentration above the SWS. One sample was collected from Range 2 soil for VOC and TEH analysis at SP1-2 at depth of 8 to 9 feet bgs. The observed PID reading at this depth interval was 133 ppm. No additional VOC or TEH samples were collected from other sample loca- tions as all observed PID readings at those locations were less than 10 ppm (0.0- 0.6 ppm). The detected analytical results for Range 2 soil are summarized below. A total of six (6) VOCs were detected in Range 2 soil and all detected concentrations are reported below applicable SWSs. Groundwater Assessment Upon the completion of soil sampling activities, groundwater samples were collected from each boring using a screen point sampler and a peristaltic pump with dedicated tubing to evaluate groundwater conditions on the subject property. Groundwater was encountered at 14, 9, and 10 feet bgs at sample locations SP1-1, SP1-2, and SP1-3, respectively. Groundwater samples were collected for TEH, VOC, and fertilizer analysis from all sample locations and for PAH analysis from sample locations SP1-1 and SP1-3. The detected analytical results are summarized in Table 3. One (1) TEH, seven (7) PAHs, seven (7) VOCs, and two (2) fertilizer compounds were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs in the collected groundwater samples. All concentrations of reported PAHs and four (4) VOCs were below applicable SWSs. Diesel, ammonia, and nitrate were detected at concentrations above applicable SWSs and 1,2-dibromo-3- chloropropane, 1,2-dibromoethane, and 1,2,3- trichloropropane were reported as non- detect values above applicable SWSs. dibromo-3-chloropropane, 1,2-dibromoethane (EDB), 1,2,3-trichloropropane, hexachlorobutadiene, and 1,1,2,2-tetrachloroethane were reported as non-detect values that exceeded applicable SWSs. HR Green requested trace detection results for these compounds in order to provide meaningful information for the purposes of risk calculation. Trace detections are detections in between the laboratory RL and the laboratory MDL. Trace detections are less certain than results reported to the RL, but are preferred over non-detect values at the RL which exceed SWS in this context. Review of the trace detection results for all compounds requested in soil and dibenz(a,h)anthracene, 1,1,2,2-tetrachloroethane, and hexachlorobutadiene in groundwater indicates that these compounds are not in exceedances of SWS. The remaining three (3) groundwater compounds were reported as less than val- ues at their MDL above the applicable SWS. The trace detection results for the remaining three (3) groundwater compounds were reported as non-detect values at their MDLs. However, these values remain above the applicable SWS. These values were used as the concentration for the purpose of risk calcula- tions completed as part of this assessment. The trace detection report is generated by the lab according to the analytical method, rather than by the compound. As a result, the trace detection report includes trace concentrations for many unnecessary analytes. Trace detections were utilized only for the requested analytes to provide more meaningful information than what was initially reported by the laboratory. Soil Assessment Three (3) soil borings were advanced on the subject property using a di- rect-push Geoprobe on November 29, 2016. Soils encountered were generally sand and silt. Fill including red brick, black slag, and/or concrete were identified at all three boring locations. A petroleum odor was observed at SP1-2 at 8 to 15 ft bgs and a faint petroleum odor was observed at SP1-3 at 11 to 15 ft bgs. Soil sample locations are depicted on Figure 52. The soil samples were field screened for the presence of organic vapors using a PID. The core was then logged for geologic materials. Range 1 soil samples were collected from SP1-1 for PAH analysis and from SP1-3 for RCRA metals analysis. The detected analytical results for Range 1 soil are summarized below. A total of eleven (11) PAHs and three (3) RCRA metals were detected in Range 1 43SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Findings The findings and conclusions are summarized as follows: • Range 1 Soil: A total of eleven (11) PAHs and three (3) RCRA metals were detected in Range 1 soil; however concentrations of all reported RCRA metals and ten (10) PAHs were below applicable SWSs. Results from the sample collected at SP1-1 identified benzo(a)pyrene at a concentration above the SWS. • Range 2 Soil: A total of six (6) VOCs were detected in Range 2 soil and all detected concentrations were reported below applicable SWSs. • Groundwater: One (1) TEH, seven (7) PAHs, seven (7) VOCs, and two (2)fertilizer compounds were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs. All seven (7) PAHs and four (4) VOCs were below applicable SWSs. Diesel, ammonia, and nitrate were detected at concentrations above applicable SWSs and 1,2-dibromo-3-chloropropane, 1,2- dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. • Vapor Intrusion: Eleven (11) compounds detected in groundwater are sufficiently volatile and sufficiently toxic to present a vapor intrusion risk. Nine (9) of these compounds were evaluated using the Johnson and Ettinger Vapor Intrusion Model for Forward Calculation of Indoor Air Concentration and the IDNR Cumulative Risk Calculator. One (1) compound was not available in the Johnson & Ettinger Vapor Model and one (1) compound has no applicable SWS to assess risk against. The calculated results for this media indicate that vapor intrusion alone does not pose a risk on this site. Cumulative risk is discussed below. • Cumulative Risk Evaluation: Calculated cancer and non-cancer risk for a site resident, site worker, and construction worker are acceptable for applicable exposure pathways. These risk assessment results consider redevelopment on the subject property for a slab-on-grade building. 44 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Parcel # 1130301001 100 East 1st Street Site Characteristics The subject property is owned by Gary W. Newt and is located at 100 East 1st Street, Dubuque, Dubuque County, Iowa (Figure 53 ). Phase I Environmental Site Assessment HR Green completed the Phase I ESA of the subject property on July 1, 2016. The Phase I assessment revealed the presence of eight (8) RECs and one (1) HREC in connection with the subject property. The following summarizes the RECs: On-Site REC: 1. Available historical documents list the parcel as a bulk oil facility from at least 1923-1992. Sanborn maps dated 1950 and 1970 depict an oil pump house, auto garage, filling and warehouse building that contained a gasoline room, and approximately twenty-four (24) ASTs ranging in capacity from 10,000-12,000 gallons (some labeled as fuel oil) all served by a railroad siding. Further, aerial photographs depict numerous ASTs on the parcel from the 1950s-2002. The site reconnaissance identified a water separation operation that included the temporary outdoor storage of totes, tanks, and drums on an exterior dirt surface that lacked secondary containment prior to removal of product from the parcel by a third party vendor. Also noted was a warehouse located on the northwest corner of the subject property that included storage of transmission fluid, oil, lubricant, and engines with an associated strong odor. 2. The parcel is also listed as “Iowa Oil Company” on the IDNR Contaminated Sites database. Documented spill incidents resulted in free product in the subsurface creating hazardous conditions. A letter from IDNR, dated May 13, 2003, states that groundwater analytic results from June 2002 identify concentrations of BTEX compounds generally below the Group 1/Tier 1 action levels with the exception of benzene, requiring ongoing monitoring. IDNR issued a letter to Iowa Oil Company on December 23, 2008 documenting the termination of groundwater sampling. The site is currently listed as “Closed” on the IDNR Contaminated Sites Database. However, HR Green was unable to find any associated documentation regarding the subject property in IDNR letters between May 2003 and December 2008. 2. !( !( !( SP2-3 SP2-2 SP2-1WATER STE 1S T S T JONES ST TERMINAL STLegend !(Sample Location Subject Property Phase II ESA 100 East 1st Street Dubuque County, Iowa Sample Location Map ®Figure 2 0 25 50 Feet 1 inch = 50 feet Figure 55: 100 East 1st Street Parcel Sampling Locations 45SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Off-Site RECs: 1. The historical use of the adjacent parcel to the east/southeast of the subject property. Available historical aerial photographs depict the parcel as a bulk storage facility with multiple ASTs in the 1950s, 1960s, 1970s, and 1980s. A Phase I ESA, dated October 1993, stated the parcel contained sixteen (16) ASTs ranging in capacity from 5,260-1,619,000 gallons and contained molas- ses (14), liquid feed mix (1), and liquid fertilizer (1). The site reconnaissance identified a former pump house, several former AST tank pads, and pipes likely associated with a filling station protruding from the ground. 2. The current and historical use of the adjacent parcel to the southwest/west/ northwest of the subject property. Available historical documents list the parcel as a bulk storage facility and depict ten (10) ASTs since the 1960s. The referenced tanks are known to have contained fertilizer, molasses, soybeans, and fish puree. A Sanborn map dated 1970 depicts a gasoline tank and fuel oil tank and ten (10) ASTs in the southeastern and northeastern corners of the parcel, respectively, all served by a railroad siding. Three (3) of the remaining ASTs contain lignin. 3. The current and historical use of a parcel located approximately 105 feet southwest of the subject property. Available historical documents list the parcel as various industrial activities including a packing house in 1884 and 1891, agricultural implementation warehouse in 1909, and bulk storage facility in 1970. A Sanborn map dated 1970 depicts two (2) ASTs and a filling station. Aerial photographs capture the referenced ASTs in the 1960s and 1970s and a total of three (3) ASTs in the 1980s and 1994. A Phase I ESA dated May 1999 noted the referenced ASTs were primarily used for the bulk storage and distribution of fertilizer solutions (urea ammonium nitrate and ammonium polyphosphate). A Phase II ESA completed on the parcel dated May 1999 identified levels of nitrogen that exceeded IDNR SWS. This site is also associated with a fertilizer spill from an AST formerly located on the property. The southern portion of the parcel currently contains a maintenance shop. 4. The historical and current use of a parcel located approximately 115 feet south of the subject property. An interview with the City of Dubuque Fire De- partment reported three separate spill incidents involving fuel oil, diesel, and gas vapor (propane) on the property. The parcel currently contains a mainte- nance shop. 5. The historical and current use of a parcel located approximately 350 feet southwest of the subject property at 30 Jones Street. Available historical documents list the parcel as a wheel and trim facility/commercial trucking repair business since 1965. 6. The historical use of a parcel located approximately 400 feet northwest of the subject property. Available historical documents list the parcel as a bulk oil facility from at least the 1950s until the 1980s. A Sanborn map dated 1970 depicts an oil warehouse, six (6) ASTs, pump house, and a paint storage structure all served by a railroad siding. 7. Mulgrew Oil Co. (LUST #8LTR32) is located approximately 745 feet south/ southwest of the subject property and has a current status of Transferred to Contaminated Sites. IDNR issued a NFA letter, dated February 2, 2012, that stated contaminant concentrations remain in the subsurface above Statewide Standards, but that there were no receptors of concern or risk of exposure at nearby sites that warranted ongoing monitoring and it was therefore closed. However, HR Green did not identify any required controls (i.e. AUL) associated with the facility. Off-Site HRECs: 1. A parcel located approximately 115 feet south of the subject property contains the former Katuin Brothers LUST facility (#8LTI20). The facility has an IDNR status of NAR after completing monitoring and over- excavation activities. A parcel located approximately 465 feet southwest of the subject property contains the Inland Molasses LUST facility (#8LTA89). The facility has a current IDNR status of NAR after over-excavation activities resulted in contamination levels below applicable standards. Phase II Activities A Phase II Sampling Plan was completed to evaluate potential impact to the subject property from RECs identified in the Phase I ESA. The sampling plan included collection of soil and groundwater samples for the following analytes: TEHs, VOCs, PAHs, fertilizers, and RCRA metals. Phase II field investigation activities were conducted in accordance with the Phase II Sampling Plan (PIISP) with the following caveats: • No fertilizer soil samples were collected from SP2-3 as nitrate field screening did not identify any concentrations above 5 ppm, as directed in the PIISP. • No VOC or TEH soil sample was collected from SP1-1 as observed PID readings at this sample location were below 10 ppm as directed in the PIISP. Figure 55: 100 East 1st Street Parcel Sampling Locations 46 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN • One Range 2 soil sample was collected from SP2-1 at 2 to 4 feet bgs for PAH and RCRA metal analysis due to field observations indicating possible impact. • A duplicate sample for TEH and VOC analysis in soil was not collected as only one sample was collected for TEH and VOC analysis on this property and there was not sufficient volume to collect a duplicate at this sample location. Upon review of the analytical laboratory report, it was noted that concentrations in groundwater for 1,2-dibromo-3-chloropropane, 1,2-dibromoethane (EDB), 1,2,3- trichloropropane, hexachlorobutadiene, and 1,1,2,2-tetrachloroethane were reported as non-detect values that exceeded applicable SWSs. HR Green requested trace detection results for these compounds in order to provide meaningful information for the purposes of risk calculation. Trace detections are detections in between the laboratory RL and the laboratory MDL. Trace detections are less certain than results reported to the RL, but are preferred over non-detect values at the RL which exceed SWS in this context. Review of the trace detection results for 1,1,2,2-tetrachloroethane and hexachlorobutadiene in groundwater indicates that these compounds are not in exceedances of SWS. The trace detection results for the remaining three (3) groundwater compounds were reported as non-detect values at their MDLs, however, these values remain above the applicable SWS. These values were used as the concentration for the purpose of risk calculations completed as part of this assessment. The trace detection report is generated by the lab according to the analytical method, rather than by the compound. As a result, the trace detection report includes trace concentrations for many unnecessary analytes. Trace detections were utilized only for the requested analytes to provide more meaningful information than what was initially reported by the laboratory. Soil Assessment Three (3) soil borings were advanced on the subject property using a direct- push Geoprobe on November 29, 2016. Soils encountered were generally sand and clay. Fill including red brick, black slag, glass, wood and/or limestone were identified at all three boring locations. A petroleum odor was observed at SP2- 1 at 11 to 15 ft bgs and at SP2-2 at a depth approximately 9 to 15 ft bgs. Soil sample locations are depicted on Figure 53. The soil samples were field screened for the presence of organic vapors using a PID. The core was then logged for geologic materials. Range 1 soil samples were collected from all locations for PAH and RCRA metal analysis. The detected analytical results for Range 1 soil are summarized below. A total of thirteen (13) PAHs and five (5) RCRA metals were detected in Range 1 soil; however concentrations of all reported RCRA metals and eight (8) PAHs were below applicable SWSs. Results from the sample collected at SP2-3, and it’s duplicate, identified benzo(a)anthracene, benzo(a)pyrene, benzo(b)fluoranthene, dibenz(a,h)anthracene, and indeno(1,2,3-cd)pyrene at concentrations above the SWS. The laboratory analytical reports can be found in Appendix C. One sample was collected from Range 2 soil for PAH and RCRA metal analysis at SP2- 1 at a depth of 2 to 4 feet bgs due to field observations. No VOC or TEH soil samples were collected from this subject property as all observed PID readings were less than 10 ppm (0.0-4.7 ppm). The detected analytical results for Range 2 soil are summarized below. A total of six (6) PAHs and five (5) RCRA metals were detected in Range 2 soil and all detected concentrations are reported below applicable SWSs. Groundwater Assessment Upon the completion of soil sampling activities, groundwater samples were collected from each boring using a screen point sampler and a peristaltic pump with dedicated tubing to evaluate groundwater conditions on the subject property. Groundwater was encountered at 11, 9, and 10 feet bgs at sample locations SP2- 1, SP2-2, and SP2-3, respectively. Groundwater samples were collected for TEH, VOC, and fertilizer analysis from all sample locations. One (1) TEH, seven (7) VOCs, and two (2) fertilizer compounds were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs in the collected groundwater samples. Four (4) VOCs and one (1) fertilizer compound were below applicable SWSs. Diesel and ammonia were detected at concentrations above applicable SWSs and 1,2-dibromo-3- chloropropane, 1,2-dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. 47SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Findings The findings and conclusions are summarized as follows: • Range 1 Soil: A total of thirteen (13) PAHs and five (5) RCRA metals were detected in Range 1 soil. However, concentrations of all reported RCRA metals and eight (8) PAHs were below applicable SWSs. Results from the sample collected at SP2-3 and its duplicate identified benzo(a)anthracene, benzo(a)pyrene, benzo(b)fluoranthene, dibenz(a,h) anthracene, and indeno(1,2,3-cd)pyrene at concentrations above the SWS. • Range 2 Soil: A total of six (6) PAHs and five (5) RCRA metals were detected in Range 2 soil and all detected concentrations are reported below applicable SWSs. • Groundwater: One (1) TEH, seven (7) VOCs, and two (2) fertilizer compounds were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs in the collected groundwater samples. Four (4) VOCs and one (1) fertilizer compound were below applicable SWSs. Diesel and ammonia were detected at concentrations above applicable SWSs and 1,2-dibromo-3- chloropropane, 1,2-dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. • Vapor Intrusion: Seven (7) VOCs detected in groundwater are sufficiently volatile and sufficiently toxic to present a vapor intrusion risk. Groundwater results for six (6) of these compounds were evaluated using the Johnson and Ettinger Vapor Intrusion Model for Forward Calculation of Indoor Air Concentration and the IDNR Cumulative Risk Calculator. One (1) compound The unacceptable non-cancer risk for a site resident is primarily driven by the observed benzo(a)pyrene concentrations in shallow soil on the subject property. The Phase II concluded/recommended the following. • The reports should be provided to the IDNR for guidance on what actions to take regarding the identified contamination. • The City of Dubuque has a groundwater ordinance (Section No. 16-11-20) that prohibits the installation of potable water wells unless public water is not available. The reports be provided to the City of Dubuque’s Water Department; notifying the County Health Department of the groundwater results to prevent the installation of new wells on the site or adjacent properties and to sever the exposure pathway. • Any redevelopment plans that include a detention pond or wetland that could combine surface water and groundwater should be engineered to prevent exposure. • HRG indicated that the impacts to shallow soil on the site presents an unacceptable risk for the site without further action. • They recommended the remediation of shallow soil or implementation of engineering or institutional controls such as an environmental covenant or engineered clean soil barrier with geo-membrane vapor barrier. • Is not available in the Johnson & Ettinger Vapor Model and as such it was not included in this calculation. The calculated results for this media indicate that vapor intrusion alone does not pose a risk on this site. Cumulative risk is discussed below. • Cumulative Risk Evaluation: Calculated non-cancer risk for a site resident, site worker, and construction worker and cancer risk for a site worker and construction worker are acceptable for applicable exposure pathways. The cancer risk for a site resident is unacceptable for applicable exposure pathways. These risk assessment results consider redevelopment on the subject property for a slab-on-grade building. 48 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Parcel #1130301001 and Parcel #1130303004 5 Jones Street & 85 Terminal Street Site Characteristics The subject property is owned by the Dubuque Terminals, Inc. and Gary W Newt & Karen M. Newt Marine Service, and is located at 5 Jones Street and 85 Terminal Street in Dubuque, Dubuque County, Iowa (Figure 54). Phase I Environmental Site Assessment HR Green completed the Phase I ESA of the subject property on June 7, 2016. The Phase I assessment revealed the presence of eight (8) RECs and two (2) HRECs in connection with the subject property. The following sum- marizes the RECs: On-Site REC: 1. The historical use of the subject property as a packing house and the current use as an outdoor storage yard and maintenance shop. The subject property also contains a LUST and SPILL facility. Further, an interview with the City of Dubuque Fire Department identified three separate spill incidents involving fuel oil, diesel, and gas vapor on the subject property. Off-Site RECs: 1. The historical use of the adjacent parcel to the northeast/east of the subject property. Available historical aerial photographs depict the parcel as a bulk storage facility with multiple ASTs in the 1950s, 1960s, 1970s, and 1980s. A Phase I ESA dated October 1993 stated the parcel contained sixteen (16) ASTs ranging in capacity from 5,260- 1,619,000 gallons and contained molasses (14), liquid feed mix (1), and liquid fertilizer (1). The site reconnaissance identified a former pump house, several former AST tank pads, and pipes likely associated with a filling station protruding from the ground. Figure 56: 85 Terminal Street and 5 Jones Street Parcel Sampling Locations !( !( !(SP3-4 SP3-3 SP3-2 DODGE STWATER STTERMINAL STJONES ST Legend !(Sample Location SubjectProperty 85 Terminal Street and 5 Jones Street City of Dubuque Dubuque County, Iowa Sample Location Map ®Figure 2 0 50 100 Feet 1 inch = 100 feet 49SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN 2. The current and historical use of the adjacent parcel to the west of the subject property. Available historical documents list the parcel as various industrial activities including a packing house in 1884 and 1891, agricultural implemen- tation warehouse in 1909, and bulk storage facility in 1970. A Sanborn map dated 1970 depicts two (2) ASTs and a filling station. Aerial photographs cap- ture the referenced ASTs in the 1960s and 1970s and a total of three (3) ASTs in the 1980s and 1994. A Phase I ESA dated May 1999 noted the referenced ASTs were primarily used for the bulk storage and distribution of fertilizer solutions (urea ammonium nitrate and ammonium polyphosphate). A Phase II ESA completed on the parcel dated May 1999 identified levels of nitrogen that exceeded IDNR SWS. This site is also associated with a fertilizer spill from an AST formerly located on the property. The southern portion of the parcel currently contains a maintenance shop. 3. The current and historical use of the adjacent parcel to the northwest of the subject property. Available historical documents list the parcel as a bulk stor- age facility and depict ten (10) ASTs since the 1960s. The referenced tanks are known to have contained fertilizer, molasses, soybeans, and fish puree. A Sanborn map dated 1970 depicts a gasoline tank and fuel oil tank and ten (10) ASTs in the southeastern and northeastern corners of the parcel, respectively, all served by a railroad siding. Three (3) of the remaining ASTs contain lignin. 4. The current and historical use of the adjacent parcel to the north of the subject property at 100 East 1st Street. Available historical documents list the parcel as a bulk oil facility from at least 1923-1992. Sanborn maps dated 1950 and 1970 depict an oil pump house, auto garage, filling and warehouse building that contained a gasoline room, and approximately twenty-four (24) ASTs ranging in capacity from 10,000-2,000 gallons (some labeled as fuel oil) all served by a railroad siding. Available historical documents list the parcel as a marine services company in 1977 and 1983. Further, aerial photographs depict numerous ASTs on the parcel from the 1950s-2002. The site reconnaissance identified a water separation operation that included the temporary outdoor storage of totes, tanks, and drums on an exterior dirt surface that lacked secondary containment prior to removal of product from the parcel by a third party vendor. The parcel is also listed as “Iowa Oil Company” on the IDNR Contaminated Sites database. Documented spill incidents resulted in free product in the subsurface creating hazardous conditions in the structure located on the subject property. 5. Mulgrew Oil Co. (LUST #8LTR32) is located approximately 170 feet southwest of the subject property and has a current status of Transferred to Contaminated Sites. IDNR issued a NFA letter dated February 2, 2012 that stated contaminant concentrations remain in the subsurface above Statewide Standards but that there were no receptors of concern or risk of exposure at nearby sites that warranted ongoing monitoring and it was therefore closed; however, HR Green did not identify any required controls (i.e. AUL) associated with the facility. 6. The historical and current use of a parcel located approximately 300 feet west of the subject property at 30 Jones Street. Available historical documents list the parcel as a wheel and trim facility/commercial trucking repair business since 1965. 7. The historical use of a parcel located approximately 500 feet west/northwest of the subject property. Available historical documents list the parcel as a bulk oil facility from at least the 1950s until the 1980s. A Sanborn map dated 1970 depicts an oil warehouse, six (6) ASTs, pump house, and a paint storage structure all served by a railroad siding. Off-Site HRECs: 1. The adjacent parcel to the west of the subject property contains the Inland Molasses LUST facility (#8LTA89). The facility has a current IDNR status of NAR after over-excavation activities resulted in contamination levels below applicable standards. 2. The adjacent parcel to the south of the subject property contains the former Katuin Brothers LUST facility (#8LTI20). The facility has an IDNR status of NAR after completing monitoring and over-excavation activities. Phase II Activities: A Phase II Sampling Plan was completed to evaluate potential impact to the subject property from RECs identified in the Phase I ESA. The sampling plan included collection of soil and groundwater samples for the following analytes: TEHs, VOCs, PAHs, fertilizers, and RCRA metals. Phase II field investigation activities were conducted in accordance with the Phase II Sampling Plan (PIISP) with the following caveats: • No fertilizer soil samples were collected as nitrate field screening did not identify any concentrations above 5 ppm as directed in the PIISP • No VOC or TEH soil samples were collected from SP3-2 or SP3-4 as observed PID readings at these sample locations were below 10 ppm as 50 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN directed in the PIISP. • The field blank for VOCs and the trip blank samples were not found by the laboratory in the project cooler. For this subject property, the VOC field blank and trip blank associated with 100 East 1st Street were used as both projects’ coolers were mobilized to the field and laboratory together. • The previously identified monitoring well that was identified as sample location SP3-1 was not present on the subject property during sampling and was therefore not sampled for this assessment. Upon review of the analytical laboratory report, it was noted that concentrations in groundwater for 1,2-dibromo-3-chloropropane, 1,2-dibromoethane (EDB), 1,2,3- trichloropropane, hexachlorobutadiene, and 1,1,2,2-tetrachloroethane were reported as non-detect values that exceeded applicable SWSs. HR Green requested trace detection results for these compounds in order to provide meaningful information for the purposes of risk calculation. Trace detections are detections in between the laboratory RL and the laboratory MDL. Trace detections are less certain than results reported to the RL, but are preferred over non-detect values at the RL which exceed SWS in this context. Review of the trace detection results for 1,1,2,2-tetrachloroethane and hexachlorobutadiene in groundwater indicates that these compounds are not in exceedances of SWS. The trace detection results for the remaining three (3) groundwater compounds were reported as non-detect values at their MDLs, however, these values remain above the applicable SWS. These values were used as the concentration for the purpose of risk calculations completed as part of this assessment. The trace detection report is generated by the lab according to the analytical method, rather than by the compound. As a result, the trace detection report includes trace concentrations for many unnecessary analytes. Trace detections were utilized only for the requested analytes to provide more meaningful information than what was initially reported by the laboratory. Soil Assessment Three (3) soil borings were advanced on the subject property using a direct-push Geoprobe on November 29, 2016. Soils encountered were generally sand, silt, fill including black slag, red brick, and gravel and some clay at depth. Fill was identi- fied at sample locations SP3-3 and SP3-4 at depths of 1 to 9 feet bgs and 2 to 5 feet bgs, respectively. This fill material included red brick, black slag, and/or gravel. An odor was observed at SP3-4 at approximately 5 feet bgs. Soil sample locations are depicted on Figure 54. The soil samples were field screened for the presence of organic vapors using a PID. The core was then logged for geologic materials. Range 1 soil samples were collected from SP3-2 and SP3-3 for RCRA metal analysis and from SP3-3 for PAH analysis. The detected analytical results for Range 1 soil are summarized below. A total of seventeen (17) PAHs and five (5) RCRA metals were detected in Range 1 soil. Sixteen (16) PAHs and four (4) RCRA metals were below applicable SWSs. Benzo(a)pyrene was observed at a concentration above the SWS at SP3-3 and lead was observed at a concentration above the SWS in the duplicate sample from location SP3-3. No soil samples were collected from Range 2 soil because all observed PID readings were less than 10 ppm (0.1-7.3 ppm). Groundwater Assessment Upon the completion of soil sampling activities, groundwater samples were collected from each boring using a screen point sampler and a peristaltic pump with dedicated tubing to evaluate groundwater conditions on the subject property. Groundwater was encountered at 10 feet bgs at sample locations SP3-2 and SP3-3 and at a depth of 5 feet bgs at sample location SP3-4. Groundwater samples were collected for fertilizer compound analysis at all sample locations, for TEH and VOC analysis at SP3-2 and SP3-4, and for RCRA metal analysis at SP3-2. One (1) TEH, three (3) VOCs, two (2) fertilizer compounds, and two (2) RCRA metals were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs in the collected groundwater sam- ples. Nitrate and barium were below applicable SWSs. Waste oil, ammonia, and arsenic were detected at concentrations above applicable SWSs and 1,2- dibromo-3-chloropropane, 1,2- dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. 51SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Findings The findings and conclusions are summarized as follows: • Range 1 Soil: A total of seventeen (17) PAHs and five (5) RCRA metals were detected in Range 1 soil. Sixteen (16) PAHs and four (4) RCRA metals were below applicable SWSs. Benzo(a)pyrene was observed at a concentration above the SWS at SP3-.3 and lead was observed at a concentration above the SWS in the duplicate sample from location SP3-3. • Range 2 Soil: No soil samples were collected from Range 2 soil. • Groundwater: One (1) TEH, three (3) VOCs, two (2) fertilizer compounds, and two (2) RCRA metals were detected above laboratory reporting limits or reported at non- detect values that exceed applicable SWSs in the collect- ed groundwater samples. Nitrate and barium were below applicable SWSs. Waste oil, ammonia, and arsenic were detected at concentrations above ap- plicable SWSs and 1,2-dibromo-3- chloropropane, 1,2-dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. • Vapor Intrusion: Three (3) VOCs detected in groundwater are sufficiently volatile and sufficiently toxic to present a vapor intrusion risk. Groundwater results for two (2) of these compounds were evaluated using the John- son and Ettinger Vapor Intrusion Model for Forward Calculation of Indoor Air Concentration and the IDNR Cumulative Risk Calculator. 1,2-Dibro- mo-3-chloropropane is not available in the Johnson & Ettinger Vapor Model and as such it was not included in this calculation. The calculated results for this media indicate that vapor intrusion alone does not pose a risk on this site. Cumulative risk is discussed below. • Cumulative Risk Evaluation: Calculated cancer risk for a site resident, site worker, and construction worker and non-cancer risk for a site worker and construction worker are acceptable for applicable exposure pathways. The non-cancer risk for a site resident is unacceptable for applicable exposure pathways. These risk assessment results consider redevelopment on the subject property for a slab-on-grade building. The unacceptable non-cancer risk for a site resident is primarily driven by the observed lead concentrations in shallow soil on the subject property. The Phase II concluded/recommended the following. • The reports should be provided to the IDNR for guidance on what actions to take regarding the identified contamination. • The City of Dubuque has a groundwater ordinance (Section No. 16-11-20) that prohibits the installation of potable water wells unless public water is not available. • Provide reports to the city of Dubuque’s water Department, notifying the county health department of the groundwater results to prevent the installation of new wells on the site or adjacent properties and to sever the exposure pathway. • Any redevelopment plans that include a detention pond or wetland that could combine surface water and ground water should be engineered to prevent exposure • HRG indicated that the impacts to shallow soil on the site presents an unacceptable risk for the site residents without further action. They rec- ommend the remediation of shallow soils or implementation of engineering or institutional controls such as an environmental covenant or engineered clean soil barrier with geo-membrane vapor barrier. Address 5 Jones Passed Inspection. Evaluated at a priority 3: evidence of con- tamination but not at a level to require additional assessment based on the soil and groundwater evidence provided in the Phase II. 52 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Parcel #1130305012 and Parcel #1130305013 115 Terminal Street Site Characteristics The subject property is owned by Sunflower Enterprises LLC/Dubuque Terminals, Inc. generally identified as 115 Terminal Street, Dubuque, Iowa (Figure 55 ). Phase I Environmental Site Assessment HR Green completed the Phase I ESA of the subject property on August 15, 2016. The Phase I assessment revealed the presence of fourteen (14) RECs and two (2) HRECs in connection with the subject property. The following summarizes the RECs: On-Site RECs: 1. The current and historical use of the subject property. Available historical documents identify the subject property as part of 85 Terminal Street and list it as a fuel oil company in 1967, 1972, and 1977, fuel oil company and trucking garage in 1983, fuel oil company in 1987, 1992, and 2003, and oil and gas producers in 2009. A historical Sanborn map dated 1909 listed the subject property as part of “Thomas J. Mulgrew Ice, Coal and Wood Yard” and included coal sheds and railroad tracks; the Sanborn map dated 1950 listed the subject property as “Thomas J. Mulgrew Co. Ice Plant” and included a structure served by a railroad; and a Sanborn map dated 1970 listed the subject property as “Mulgrew Oil Co. Bulk Oil Station” and “Mulgrew Oil Co. Ice Plant” and included an oil warehouse, thirteen (13) gasoline tanks, and associated pump house. The referenced Sanborn maps also depict a railroad siding transecting the subject property that serves other industrial facilities in the South Port area. Historical aerial photographs dated 1950s, 1960s, 1970s, 1980s, 1994, 2004, and 2005 depict numerous ASTs on the northern portion of the parcel identified as PIN 1130305013. The total number of ASTs is reduced between 1994 and 2002. The tanks did not appear after 2010. Anecdotal information provided by the User indicates some of the ASTs were used for petroleum storage. HR Green noted the storage of hazardous substances and petroleum products, as well (i.e. AUL) associated with the facility, as instances of staining, during the site reconnaissance. Also, the site manager indicated that fill from an unknown origin was used on the subject property. Figure 57: Pin 1130305012 and 1130305013 Parcel Sampling Locations !( !( !( SP4-1 SP4-2 SP4-3 TERMINAL STDODGE ST Hwy 52 /61 /151 Legend !(Sample Location Subject Property PINs 1130305012 and 1130305013 City of Dubuque Dubuque County, Iowa Sample Location Map ®Figure 2 0 50 100 Feet 1 inch = 100 feet 53SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN 2. Mulgrew Oil Co. (LUST #8LTR32) is located on the subject property and has a current status of Transferred to Contaminated Sites. IDNR issued a NFA letter dated February 2, 2012 that stated contaminate concentrations remain in the subsurface above Statewide Standards but that there were no receptors of concern or risk of exposure at nearby sites that warranted ongoing monitoring and it was therefore closed; however, HR Green did not identify any required controls. Off-Site RECs: 1. Nitrogen-containing fertilizer impact in the subsurface directly north of the subject property at the pump station. Groundwater sample results identified nitrate, nitrite, and ammonia concentrations in groundwater above Statewide Standards. 2. The historical and current use of an adjacent parcel to the north of the subject property. An interview with the City of Dubuque Fire Department reported three separate spill incidents involving fuel oil, diesel, and gas vapor on the property. The parcel currently contains a maintenance shop. 3. The historical use of an adjacent parcel to the northeast of the subject property at 102 Terminal Street. Available historical documents list the parcel as “Katuin Bros Trucking” in 1967, “Katuin Bros Inc.” in 1972, 1977, 1983, and 1987, “Sitco Inc (Addl Sp)” in 1992, and “SITCO” in 1998. A historical Sanborn map dated 1950 depicts a truck storage and repair shop while the 1970 map depicts an auto truck storage and repair shop with two ASTs containing oil. 4. The historical use of the adjacent parcel to the east/southeast of the subject property at 200 Terminal Street. Available historical documents list the parcel as a refining company terminal in 1962, refining company in 1967, oil company in 1972, asphalt sales company in 1983 and 1987, and materials company terminal in 1992. A historical aerial photograph dated 1950s depicts six (6) ASTs while those dated 1960s, 1970s, 1980s, and 1994 depict approximately twelve to fourteen (12-14) ASTs. Historical Sanborn map dated 1950 depicts the parcel as “Hughes Oil Co.” that included a 4,000,000-gallon AST containing gasoline, two(2) 1,000,000-gallon ASTs containing gasoline, a small gasoline tank, pump house, and office. A Sanborn map dated 1970 lists the parcel as “Sinclair Refining Co.” and depicts one (1) AST of unknown contents with a capacity of 96,630 barrels (BBLs), two (2) 600,000-gallon ASTs containing oil, two (2) 1,000,000-gallon ASTs containing gasoline, one (1) 490,000 AST containing oil, two (2) 420,000-gallon ASTs with unknown contents, two (2) ASTs of unknown capacity and contents, three (3) elevated tanks with unknown capacity and contents, small gasoline tank, pump house, truck filing station, scales, office, and warehouse. This property is also listed the Koch Asphalt Terminal LAST facility and Sinclair/Koch Terminal Federal Brownfield site. A 2004 Monitoring Report identified benzene groundwater contamination above the Statewide Standard. 5. The historical use of the adjacent parcel to the south/southeast of the subject property. Historical aerial photographs dated 1950s, 1960s, and 1970s depicts five (5) ASTs while those dated 1980s and 1994 depict two (2) ASTs. A historical Sanborn map dated 1909 depicts part of the parcel as “Iowa Oil Company” that included four (4) oil tanks. A Sanborn map dated 1950 depicts a coal shed while a 1970 Sanborn map depicts two ASTs with capacities of 80,000 barrels BBLs, and 52,000 BBLs, respectively. The parcel operated as part of the adjacent parcel to the east/southeast of the subject property at 200 Terminal Street (see REC #4). 6. The current and historical use of the adjacent parcels to the south/west/ southwest and west/northwest of the subject property. Historical San born maps and aerial imagery identify several railroad tracks directly adjacent to the subject property since at least 1950. 7. The current and historical use of an adjacent parcel to the north/northwest of the subject property. Available historical documents list the parcel as various industrial activities including a packing house in 1884 and 1891, agricultural implement warehouse in 1909, and bulk storage facility in 1970. A Sanborn map dated 1970 depicts two (2) ASTs and a filling station. Aerial photographs capture the referenced ASTs in the 1960s and 1970s and a total of three (3) ASTs in the 1980s and 1994. A Phase I ESA dated May 1999 noted the referenced ASTs were primarily used for the bulk storage and distribution of fertilizer solutions (urea ammonium nitrate and ammonium polyphosphate). A Phase II ESA completed on the parcel dated May 1999 identified levels of nitrogen that exceeded IDNR SWS. This site is also associated with a fertilizer spill from an AST formerly located on the property. The southern portion of the parcel currently contains a maintenance shop. 8. The historical use of a parcel located approximately 565 feet northeast of the subject property. Available historical aerial photographs depict the parcel as a bulk storage facility with multiple ASTs in the 1950s, 1960s,1970s, and 1980s. A large industrial facility likely associated with the operation is depicted from 1950-2013. A Phase I ESA dated October 1993 stated the parcel contained sixteen (16) ASTs ranging in capacity from 5,260-1,619,000 54 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN gallons and contained molasses (14), liquid feed mix (1), and liquid fertilizer (1). The site reconnaissance identified a former pump house, several former AST tank pads, and pipes likely associated with a filling station protruding from the ground. 9. The historical and current use of a parcel located approximately 615 feet northwest of the subject property at 30 Jones Street. Available historical documents list the parcel as a wheel and trim facility/commercial trucking repair business since 1965. 10. The current and historical use a parcel located approximately 780 feet north of the subject property at 100 East 1st Street. Available historical documents list the parcel as a bulk oil facility from at least 1923-1992. Sanborn maps dated 1950 and 1970 depict an oil pump house, auto garage, filling and warehouse building that contained a gasoline room, and approximately twenty-four (24) ASTs ranging in capacity from 10,000-12,000 gallons (some labeled as fuel oil) all served by a railroad siding. Available historical documents list the parcel as a marine services company in 1977 and 1983. Further, aerial photographs depict numerous ASTs on the parcel from the 1950s-2002. The site reconnaissance identified a water separation operation that included the temporary outdoor storage of totes, tanks, and drums on an exterior dirt surface that lacked secondary containment prior to removal of product from the parcel by a third party vendor. The parcel is also listed as “Iowa Oil Company” on the IDNR Contaminated Sites database. Documented spill incidents resulted in free product in the subsurface creating hazardous conditions in the structure located on the subject property. 11. The current and historical use of a parcel located approximately 890 feet north of the subject property. Available historical documents list the parcel as a bulk storage facility and depict ten (10) ASTs since the 1960s. The refer- enced tanks are known to have contained fertilizer, molasses, soybeans, and fish puree. A Sanborn map dated 1970 depicts a gasoline tank and fuel oil tank and ten (10) ASTs in the southeastern and northeastern corners of the parcel, respectively, all served by a railroad siding. Three (3) of the remaining ASTs contain lignin. 12. The historical use of a parcel located approximately 1,050 feet northwest of the subject property. Available historical documents list the parcel as a bulk oil facility from at least the 1950s until the 1980s. A Sanborn map dated 1970 depicts an oil warehouse, six (6) ASTs, pump house, and a paint storage structure all served by a railroad siding. Off-Site HRECs: 1. An adjacent parcel to the north of the subject property contains the former Katuin Brothers LUST facility (#8LTI20). The facility has an IDNR status of NAR after completing monitoring and over-excavation activities. 2. An adjacent parcel to the north/northwest of the subject property contains the Inland Molasses LUST facility (#8LTA89). The facility has a current IDNR status of NAR after over-excavation activities resulted in contamination levels below applicable standards. Phase II Activities A Phase II Sampling Plan was completed to evaluate potential impact to the sub- ject property from RECs identified in the Phase I ESA. The sampling plan includ- ed collection of soil and groundwater samples for the following analytes: TEHs, VOCs, PAHs, fertilizers, and RCRA metals. Phase II field investigation activities were conducted in accordance with the Phase II Sampling Plan (PIISP) with the following caveats: • No fertilizer soil samples were collected from SP4-1 or SP4-3 as nitrate field screening did not identify any concentrations above 5 ppm as directed in the PIISP. • No VOC or TEH soil sample was collected from SP4-2 or SP4-3 as observed PID readings at this sample location were below 10 ppm as directed in the PIISP • One Range 1 soil sample was collected from SP4-3 for PAH analysis due to field observations indicating possible impact. • RCRA Metals analysis was added to Range 1 soil due to observations indicating possible impact. • A duplicate sample for TEH and VOC analysis in soil was not collected as only one sample was collected for TEH and VOC analysis on this property and there was not sufficient volume to collect a duplicate at this sample location. • The Range 1 soil sample at location SP4-1 was collected from 0-3” due to a laboratory error. The original 0-2’ sample was inadvertently misplaced. Therefore, a sample from 0-3” was obtained via hand auger for analysis. Upon review of the analytical laboratory report, it was noted that concentrations in groundwater for dibenz(a,h)anthracene,1,2-dibromo-3-chloropropane,1,2- dibromoethane(EDB),1,2,3-trichloropropane,hexachlorobutadiene,a nd1,1,2,2- tetrachloroethane were reported as non-detect values that 55SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN exceeded applicable SWSs. HR Green requested trace detection results for these compounds in order to provide meaningful information for the purposes of risk calculation. Trace detections are detections in between the laboratory RL and the laboratory MDL. Trace detections are less certain than results reported to the RL, but are preferred over non-detect values at the RL which exceed SWS in this context. Review of the trace detection results for dibenz(a,h)anthracene, 1,1,2,2- tetrachloroethane, and hexachlorobutadiene in groundwater indicates that these compounds are not in exceedance of SWS. The trace detection results for the remaining three (3) groundwater compounds were reported as non-detect values at their MDLs, however, these values remain above the applicable SWS. These values were used as the concentration for the purpose of risk calculations completed as part of this assessment. The trace detection report is generated by the lab according to the analytical method, rather than by the compound. As a result, the trace detection report includes trace concentrations for many unnecessary analytes. Trace detections were utilized only for the requested analytes to provide more meaningful information than what was initially reported by the laboratory. Soil Assessment Three (3) soil borings were advanced on the subject property using a direct-push Geoprobe on November 30, 2016. Soils encountered were generally sand and clay. Fill including red brick, black slag, and wood were identified at all three boring locations. A sheen and a visible separation in groundwater was observed in the groundwater sample collected at location SP4-1 with a chemical odor noted at 4 feet bgs to 16 feet bgs. Soil sample locations are depicted on Figure 55. The soil samples were field screened for the presence of organic vapors using a PID. The core was then logged for geologic materials. Range 1 soil samples were collected from all locations for PAH and RCRA metal analysis. The detected analytical results for Range 1 soil are summarized below. Range 1 soil was collected for fertilizer analysis at location SP4-2 due to a field screening reading of 5 ppm. A total of seventeen (17) PAHs, five (5) RCRA metals, ammonia, and nitrate were detected in Range 1 soil. Concentrations of all RCRA metals, fertilizers and eleven (11) PAHs were below applicable SWSs. Benzo(a)pyrene and benzo(b) fluoranthene, were reported at concentrations above the SWS. Samples were collected for VOC and TEH analysis from Range 2 soil at location SP4-1 due to elevated PID readings (53.3-394.0) and for fertilizer compounds at location SP4-2 due to a field screening reading of 20 ppm. Diesel, thirteen (13) VOCs, ammonia, and nitrate and were detected in Range 2 soil samples. All detected concentrations were reported below applicable SWS with the exception of diesel which was reported in exceedance of the Tier 1 standard. Groundwater Assessment Groundwater samples were collected from each boring using a screen point sampler and a peristaltic pump with dedicated tubing in order to evaluate groundwater conditions on the subject property. Groundwater was encountered from 5 to 10 feet bgs and samples were collected for TEH, PAH, VOC, fertilizer, and RCRA metals analysis. A sheen and visible separation of product (apparent LNAPL and DNAPL) was observed in the groundwater sample collected at location SP4-1. Diesel, sixteen (16) PAHs, nineteen (19) VOCs, ammonia, nitrate, and three (3) RCRA metals were detected above laboratory reporting limits or were reported at non-detect values that exceed applicable SWSs in the groundwater samples. Diesel, three (3) PAHs, three (3) VOCs, nitrate, and arsenic were detected at concentrations above applicable SWSs. 1,2-dibromo-3-chloropropane, 1,2-dibromoethane, and 1,2,3- trichloropropane were reported as non-detect values above applicable SWS. 56 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Findings The findings and conclusions are summarized as follows: • Range 1 Soil: A total of seventeen (17) PAHs, five (5) RCRA metals, ammonia, and nitrate were detected in Range 1 soil. Concentrations of all RCRA metals, fertilizers and eleven (11) PAHs were below applicable SWSs. Benzo(a)pyrene and benzo(b)fluoranthene, were reported at concentrations above the SWS. • Range 2 Soil: Diesel, thirteen (13) VOCs, ammonia, and nitrate and were detected in Range 2 soil samples. All detected concentrations were reported below applicable SWS with the exception of diesel which was reported in exceedance of the Tier 1 standard. • Groundwater: Diesel, sixteen (16) PAHs, nineteen (19) VOCs, ammonia, nitrate, and three (3) RCRA metals were detected above laboratory reporting limits or were reported at non-detect values that exceed applicable SWSs in the groundwater samples. Diesel, three (3) PAHs, three (3) VOCs, nitrate, and arsenic were detected at concentrations above applicable SWSs. 1,2-dibromo-3-chloropropane, 1,2- dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWS. A sheen and visible separation of product (apparent LNAPL and DNAPL) was noted at location SP4-1. • Vapor Intrusion: Twenty (20) compounds detected in groundwater are sufficiently volatile and sufficiently toxic to present a vapor intrusion risk and are available compounds for evaluation using the Johnson and Ettinger Vapor Intrusion Model for Forward Calculation of Indoor Air Concentration and the IDNR Cumulative Risk Calculator. The calculated results for this media indicate that vapor intrusion alone does pose a risk on this site. Cumulative risk is discussed below. • Cumulative Risk Evaluation: Calculated cancer and non-cancer risk for a site resident are unacceptable. Calculated cancer and non-cancer risk for a site worker, and construction worker are acceptable for applicable exposure pathways. These risk assessment results consider redevelopment on the subject property for a slab- on-grade building. The unacceptable cancer and non-cancer risk for a site resident is primarily driven by the reported benzene, isopropylbenzene, and hexane concentrations in groundwater on the subject property, modeled to vapor intrusion risk. The Phase II concluded/recommended the following: • The reports should be provided to the IDNR for guidance on what actions to take regarding the identified contamination. • The City of Dubuque has a groundwater ordinance (Section No. 16-11-20) that prohibits the installation of potable water wells unless public water is not available. • Provide reports to the City of Dubuque’s Water Department; notifying the County Health Department of the groundwater results to prevent the installation of new wells on the site or adjacent properties and to sever the exposure pathway. • Any redevelopment plans that include a detention pond or wetland that could combine surface water and groundwater should be engineered to prevent exposure. • Vapor intrusion potential presents and unacceptable risk for residents without further action. HRG recommended the implementation of engineering or institutional controls such as an environmental covenant or engineered clean soil barrier with geo-membrane vapor barrier. 57SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Parcel #1130305010 115 Terminal Street Site Characteristics The subject property is owned by Sunflower Enterprises LLC and is located at 115 Terminal Street, Dubuque, Dubuque County, Iowa (Figure 56). Phase I Environmental Site Assessment HR Green completed the Phase I ESA on an area that included the subject property on August 25, 2016. The Phase I assessment revealed the presence of fourteen (14) RECs and two (2) HRECs in connection with the subject property. The following summarizes the RECs: On-Site RECs: 1. The current and historical use of the subject property. Available historical documents identify the subject property as part of 85 Terminal Street and list it as a fuel oil company in 1967, 1972, and 1977, fuel oil company and trucking garage in 1983, fuel oil company in 1987, 1992, and 2003, and oil and gas producers in 2009. A historical Sanborn map dated 1909 listed the subject property as part of “Thomas J. Mulgrew Ice, Coal and Wood Yard” and included coal sheds and railroad tracks; the Sanborn map dated 1950 listed the subject property as“Thomas J. Mulgrew Co. Ice Plant” and included a structure served by a railroad; and a Sanborn map dated 1970 listed the subject property as “Mulgrew Oil Co. Bulk Oil Station” and “Mulgrew Oil Co. Ice Plant” and included an oil warehouse, thirteen (13) gasoline tanks, and associated pump house. The referenced Sanborn maps also depict a railroad siding transecting the subject property that serves other industrial facilities in the South Port area. Historical aerial photographs date1950s, 1960s, 1970s, 1980s, 1994, 2004, and 2005 depict numerous ASTs on the northern portion of the parcel identified as PIN 1130305013. The total number of ASTs is reduced between 1994 and 2002. The tanks did not appear after 2010. Anecdotal information provided by the User indicates some of the ASTs were used for petroleum storage. HR Green noted the storage of hazardous substances and petroleum products, as well as instance of staining, during the site reconnaissance. Also, the site manager indicated that fill from an unknown origin was used on the subject property. Figure 58: 115 Terminal Street Parcel Sampling Locations !( !( !( SP5-3 SP5-1 SP5-2TERMINAL STLegend !(Sample Location Subject Property Phase II ESA 115 Terminal Street Dubuque County, Iowa Sample Location Map ®Figure 2 0 25 50 Feet 1 inch = 50 feet 58 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Off-Site RECs: 1. Mulgrew Oil Co. (LUST #8LTR32) is located on the adjacent property to the north and west of the subject property and has a current status of Transferred to Contaminated Sites. IDNR issued a NFA letter dated February 2, 2012 that stated contaminate concentrations remain in the subsurface above Statewide Standards but that there were no receptors of concern or risk of exposure at nearby sites that warranted ongoing monitoring and it was therefore closed; however, HR Green did not identify any required controls (i.e. AUL) associated with the facility. 2. Nitrogen-containing fertilizer impact in the subsurface directly north of the subject property at the pump station. Groundwater sample results identified nitrate, nitrite, and ammonia concentrations in groundwater above Statewide Standards. 3. The historical and current use of an adjacent parcel to the north of the subject property. An interview with the City of Dubuque Fire Department reported three separate spill incidents involving fuel oil, diesel, and gas vapor on the property. The parcel currently contains a maintenance shop. 4. The historical use of an adjacent parcel to the northeast of the subject property at 102 Terminal Street. Available historical documents list the parcel as “Katuin Bros Trucking” in 1967, “Katuin Bros Inc.” in 1972, 1977, 1983, and 1987, “Sitco Inc (Addl Sp)” in 1992, and “SITCO” in 1998. A historical Sanborn map dated 1950 depicts a truck storage and repair shop while the 1970 map depicts an auto truck storage and repair shop with two ASTs containing oil. 5. The historical use of the adjacent parcel to the east/southeast of the subject property at 200 Terminal Street. Available historical documents list the parcel as a refining company terminal in 1962, refining company in 1967, oil company in 1972, asphalt sales company in 1983 and 1987, and materials company terminal in 1992. A historical aerial photograph dated 1950s depicts six (6) ASTs while those dated 1960s, 1970s, 1980s, and 1994 depict approximately twelve to fourteen (12-14) ASTs. Historical Sanborn map dated 1950 depicts the parcel as “Hughes Oil Co.” that included a 4,000,000-gallon AST containing gasoline, two(2) 1,000,000-gallon ASTs containing gasoline, a small gasoline tank, pump house, and office. A Sanborn map dated 1970 lists the parcel as “Sinclair Refining Co.” and depicts one (1) AST of unknown contents with a capacity of 96,630 barrels (BBLs), two (2) 600,000-gallon ASTs containing oil, two (2) 1,000,000-gallon ASTs containing gasoline, one (1) 490,000 AST containing oil, two (2) 420,000-gallon ASTs with unknown contents, two (2) ASTs of unknown capacity and contents, three (3) elevated tanks with unknown capacity and contents, small gasoline tank, pump house, truck filing station, scales, office, and warehouse. This property is also listed the Koch Asphalt Terminal LAST facility and Sinclair/Koch Terminal Federal Brownfield site. A 2004 Monitoring Report identified benzene groundwater contamination above the Statewide Standard. 6. The historical use of the adjacent parcel to the south/southeast of the subject property. Historical aerial photographs dated 1950s, 1960s, and 1970s depicts five (5) ASTs while those dated 1980s and 1994 depict two (2) ASTs. A historical Sanborn map dated 1909 depicts part of the parcel as “Iowa Oil Company” that included four (4) oil tanks. A Sanborn map dated 1950 depicts a coal shed while a 1970 Sanborn map depicts two ASTs with capacities of 80,000 barrels (BBLs) and 52,000 BBLs, respectively. The parcel operated as part of the adjacent parcel to the east/southeast of the subject property at 200 Terminal Street (see REC #4). 7. The current and historical use of the adjacent parcels to the south/west/ southwest and west/northwest of the subject property. Historical Sanborn maps and aerial imagery identify several railroad tracks directly adjacent to the subject property since at least 1950. 8. The current and historical use of an adjacent parcel to the north/northwest of the subject property. Available historical documents list the parcel as various industrial activities including a packing house in 1884 and 1891, agricultural implement warehouse in 1909, and bulk storage facility in 1970. A Sanborn map dated 1970 depicts two (2) ASTs and a filling station. Aerial photographs capture the referenced ASTs in the 1960s and 1970s and a total of three (3) ASTs in the 1980s and 1994. A Phase I ESA dated May 1999 noted the referenced ASTs were primarily used for the bulk storage and distribution of fertilizer solutions (urea ammonium nitrate and ammonium polyphosphate). A Phase II ESA completed on the parcel dated May 1999 identified levels of nitrogen that exceeded IDNR SWS. This site is also associated with a fertilizer spill from an AST formerly located on the property. The southern portion of the parcel currently contains a maintenance shop. 9. The historical use of a parcel located approximately 565 feet northeast of the subject property. Available historical aerial photographs depict the parcel as a bulk storage facility with multiple ASTs in the 1950s, 1960s, 1970s, and 1980s. A large industrial facility likely associated with the operation is depicted from 1950-2013. A Phase I ESA dated October 1993 stated the 59SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN parcel contained sixteen (16) ASTs ranging in capacity from 5,260-1,619,000 gallons and contained molasses (14), liquid feed mix (1), and liquid fertilizer (1). The site reconnaissance identified a former pump house, several former AST tank pads, and pipes likely associated with a filling station protruding from the ground. 10. The historical and current use of a parcel located approximately 615 feet northwest of the subject property at 30 Jones Street. Available historical documents list the parcel as a wheel and trim facility/commercial trucking repair business since 1965. 11. The current and historical use a parcel located approximately 780 feet north of the subject property at 100 East 1st Street. Available historical documents list the parcel as a bulk oil facility from at least 1923-1992. Sanborn maps dated 1950 and 1970 depict an oil pump house, auto garage, filling and warehouse building that contained a gasoline room, and approximately twenty-four (24) ASTs ranging in capacity from 10,000-12,000 gallons (some labeled as fuel oil) all served by a railroad siding. Available historical documents list the parcel as a marine services company in 1977 and 1983. Further, aerial photographs depict numerous ASTs on the parcel from the 1950s-2002. The site reconnaissance identified a water separation operation that included the temporary outdoor storage of totes, tanks, and drums on an exterior dirt surface that lacked secondary containment prior to removal of product from the parcel by a third party vendor. The parcel is also listed as “Iowa Oil Company” on the IDNR Contaminated Sites database. Documented spill incidents resulted in free product in the subsurface creating hazardous conditions in the structure located on the subject property. 12. The current and historical use of a parcel located approximately 890 feet north of the subject property. Available historical documents list the parcel as a bulk storage facility and depict ten (10) ASTs since the 1960s. The referenced tanks are known to have contained fertilizer, molasses, soybeans, and fish puree. A Sanborn map dated 1970 depicts a gasoline tank and fuel oil tank and ten (10) ASTs in the southeastern and northeastern corners of the parcel, respectively, all served by a railroad siding. Three (3) of the remaining ASTs contain lignin. 13. The historical use of a parcel located approximately 1,050 feet northwest of the subject property. Available historical documents list the parcel as a bulk oil facility from at least the 1950s until the 1980s. A Sanborn map dated 1970 depicts an oil warehouse, six (6) ASTs, pump house, and a paint storage structure all served by a railroad siding. Off-Site HRECs: 1. An adjacent parcel to the north of the subject property contains the former Katuin Brothers LUST facility (#8LTI20). The facility has an IDNR status of NAR after completing monitoring and over-excavation activities. 2. An adjacent parcel to the north/northwest of the subject property contains the Inland Molasses LUST facility (#8LTA89). The facility has a current IDNR status of NAR after over-excavation activities resulted in contamination levels below applicable standards. Phase II Activities A Phase II Sampling Plan was completed to evaluate potential impact to the subject property from RECs identified in the Phase I ESA. The sampling plan included collection of soil and groundwater samples for the following analytes: TEHs, VOCs, PAHs, fertilizers, and RCRA metals. Phase II field investigation activities were conducted in accordance with the Phase II Sampling Plan (PIISP) with the following caveats: • No fertilizer soil samples were collected as nitrate field screening did not identify any concentrations above 5 ppm as directed in the PIISP. • No VOC or TEH soil sample was collected from SP1-1 as observed PID readings at this sample location were below 10 ppm as directed in the PIISP. • Sample locations SP5-3 was moved the north side of an access drive on the subject property due to the location of a subsurface utility in the area of the original sample location. • Range 1 soil samples were collected for RCRA metals at sample locations SP5- 1, SP5-2, and SP5-3. • A Range 1 soil sample was collected for PAH analysis at sample location SP5- 2. Upon review of the analytical laboratory report, it was noted that concentrations in groundwater for 1,2-dibromo-3-chloropropane, 1,2-dibromoethane (EDB), 1,2,3- trichloropropane, hexachlorobutadiene, and 1,1,2,2-tetrachloroethane were reported as non-detect values that exceeded applicable SWSs. HR Green requested trace detection results for these compounds in order to provide meaningful information for the purposes of risk calculation. Trace detections are detections in between the laboratory RL and the laboratory MDL. Trace detections are less certain than results reported to the RL, but are preferred over non-detect values at the RL which exceed SWS in this context. 60 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Review of the trace detection results for 1,1,2,2-tetrachloroethane and hexachlorobutadiene in groundwater indicates that these compounds are not in exceedances of SWS. The trace detection results for the remaining three (3) groundwater compounds were reported as non-detect values at their MDLs, however, these values remain above the applicable SWS. The requested trace detection report includes trace concentrations for parameters in addition to the requested analytes. Trace detections were utilized only the requested parameters to provide more meaningful information than what was initially reported by the laboratory. Soil Assessment Three (3) soil borings were advanced on the subject property using a direct- push Geoprobe on November 30, 2016. Soils encountered were generally sand and clay. Fill including red brick, black slag, coal, wood, and/or concrete were identified at all three boring locations. Soil sample locations are depicted on Figure 56. The soil samples were field screened for the presence of organic vapors using a PID. The core was then logged for geologic materials. Range 1 soil samples were collected from all locations for PAH and RCRA metal analysis. A total of thirteen (13) PAHs and five (5) RCRA metals were detected in Range 1 soil Concentrations of all reported PAHs and four (4) RCRA metals were below applicable SWSs. Results from the sample collected at SP5-3 identified arsenic at a concentration above the SWS. No Range 2 soil samples were collected as all observed PID readings were less than 10 ppm (0.0-7.1 ppm). Groundwater Assessment Groundwater samples were collected from each boring using a screen point sampler and a peristaltic pump with dedicated tubing to evaluate groundwater conditions on the subject property. Groundwater was encountered at 10, 9, and 10 feet bgs at sample locations SP5-1, SP5-2, and SP5-3, respectively. Groundwater samples were collected for TEH, VOC, PAH, RCRA metals, and fertilizer analysis from all sample locations. Three (3) PAHs, three (3) VOCs, three (3) fertilizer compounds, and barium were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWS. All PAHs, barium, and nitrite were detected below applicable SWSs. Ammonia and nitrate were detected at concentrations above applicable SWSs and 1,2- dibromo-3-chloropropane, 1,2-dibromoethane, and 1,2,3-trichloropropane were reported as non-detect values above applicable SWSs. Findings: The findings and conclusions are summarized as follows: • Range 1 Soil: A total of thirteen (13) PAHs and five (5) RCRA metals were detected in Range 1 soil; however concentrations of all reported PAHs and four (4) RCRA metals were below applicable SWSs. Results from the sample collected at SP5-3 identified arsenic at a concentration above the SWS. • Range 2 Soil: No samples were collected from Range 2 soil. • Groundwater: Three (3) PAHs, three (3) VOCs, three (3) fertilizer compounds, and one (1) RCRA metal (barium) were detected above laboratory reporting limits or reported at non-detect values that exceed applicable SWSs. All PAHs, the RCRA metal, and one (1) fertilizer compound were detected below applicable SWSs. Ammonia and nitrate were detected at concentrations above applicable SWSs and 1,2-dibromo-3-chloropropane, 1,2-dibromoethane, and 1,2,3-trichloropropane were reported as non- detect values above applicable SWSs. • Vapor Intrusion: Four (4) compounds detected in groundwater are sufficiently volatile and sufficiently toxic to present a vapor intrusion risk. Groundwater results for three (3) of these compounds were evaluated using the Johnson and Ettinger Vapor Intrusion Model for Forward Calculation of Indoor Air Concentration and the IDNR Cumulative Risk Calculator. One (1) compound is not available in the Johnson & Ettinger Vapor Model and as such it was not included in this calculation. The calculated results for this media indicate that vapor intrusion alone does not pose a risk on this site. Cumulative risk is discussed below. • Cumulative Risk Evaluation: Calculated cancer and non-cancer risk for a site resident, site worker, and construction worker are acceptable for applicable exposure pathways. These risk assessment results consider redevelopment on the subject property for a slab on-grade building. 61SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN The Phase II concluded/recommended the following: • The reports should be provided to the IDNR for guidance on what actions to take regarding the identified contamination. • The City of Dubuque has a groundwater ordinance (Section No. 16-11-20) that prohibits the installation of potable water wells unless public water is not available. • Provide reports to the City of Dubuque’s Water Department; notifying the County Health Department of the groundwater results to prevent the installation of new wells on the site or adjacent properties and to sever the exposure pathway. • Any redevelopment plans that include a detention pond or wetland that could combine surface water and groundwater should be engineered to prevent exposure. 62 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Environmental Conditions, Wetlands, and Floodplains Current Wetland Mapper from Fish and Wildlife Service currently does not denote mapped wetlands on the site. We recommend conducting a wetland delineation study or submit for a jurisdictional determination. Figure 59: Wetlands Location Map 63SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 4: MARKET ANALYSIS AND OVERVIEW Market Study 64 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Chapter Introduction: The chapter summarizes the market analysis of the district, which assesses the potential for residential, retail, and office sectors in this area, and estimates the potential build-out of each. This chapter also introduces community conditions that shape the potential for redevelopment in the planning area. Market Analysis The following market analysis shares redevelopment goals for the South Port District revitalization project, showing that there is a strong understanding of the market potential for different land uses in Dubuque. By providing information related to developing or redeveloping properties in the South Port, we will assist the City of Dubuque in anticipated growth, enabling them to focus on specific development opportunities. It will also be used to create strong partnerships in the ongoing revitalization process. Site Analysis The South Port District is well-positioned for redevelopment right along the Mississippi River, which introduces a significant amen- ity that will be attractive to most types of housing, office spaces, and some retailers. The primary redeveloped area is large enough to accommodate many uses that could feed from one another. The South Port is within walking distance to Downtown Dubuque and the North Port, which both feature ample shopping, dining, and entertainment spots that are attractive to most types of new development or redevelopment. South Port is centrally located with easy access from US 151/61, 20, and 52, expanding the access to the region. This feature will allow downtown residents to thrive in South Port, and they won’t be forced to deal with the hassle of traffic issues. At the same time, various retailers will greatly benefit from the highly traveled roadways in the area. Socio-Economic Analysis Varieties of regional and local demographic data were analyzed to understand the residents’ demand for the uses of land in the South Port District. Age groups that have the highest potential to live in multi-family housing are forecasted to be millennials and young professionals. Growth can be expected in the next 5-10 years. Seniors are currently not moving towards downtown due to families en- couraging them to stay in current homes longer, rather than downsizing before a need may arise to move into assisted living or nursing care. Highlight of demographics by 3, 5, and 10 mile radius rings using the center point of Downtown Dubuque at Central Avenue and East 7th Street. Figure 60: Dubuque Area City Radius Limits 65SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Housing Market Condominiums Condominium sales show an increase during 2015, with a total number of 10 sales documented by the Dubuque Multiple Listing Service, for a 100% increase. Dubuque currently has 18 condos active on the market (50% more than 2015), and has a strong need for more. Young professionals and baby boomers are looking for smaller, low maintenance homes under $250,000, which Dubuque has not been able to provide in the past. Older buyers find themselves choosing to move from their single-family home to senior care where they have sources they need when they are no longer able to drive or care for themselves. Young professionals tend to rent until finding their career or beginning a family. Figure 61: Market Study Absorption Chart Rental The Dubuque rental market is also lacking, with a typical renter’s income between $25,000-$50,000. Renters tend to look for properties between $600-$1,000 per month. The west end of town typically demands higher rent (between $1,000- $1,500 per month) as there tends to be a bigger need for single-family rentals. According to the US Census Bureau, the 2014 estimated median gross rent in the Greater Dubuque area was $690, compared to the national average of $920. Modern loft-style apartments located in the heart of downtown Dubuque can continute to grow as one of the newest housing trends, providing an exciting work/life environment for residents. Senior Community Market The Dubuque market currently serves less than 10 retirement communities. Many are located on the west end of Dubuque ,with two on the north end. The average occupancy rate is 83%. 66 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Retail Market Downtown Dubuque currently contains over 90,000 square feet of retail space, most of which surrounds the Main Street area. As this area continues to grow due to more job development and residents, a need for more retail spaces will also grow, creating more of an opportunity for this to be provided in the South Port.area. Office Market The downtown is the largest and most important office district in tDubuque with well over 90 blocks of space. Much of the space in the downtown district are large financial firms., making this particular aspect of the downtown office district strong. Vacancy rates are moderate compared to other districts, and high profile buildings are mostly occupied. Riverfront sites will offer views of the river and provide high profile visibility from nearby bridges. Typically, one office worker takes up 250 square feet of space, although changes in workspace layouts and technology are requiring less space per worker. The average is dropping below 200 square feet per worker. Currently in downtown Dubuque there are around 8,000 employees which roughly would cover 1,600,000 square feet of office space. Conclusion The current market conditions to support new multifamily development in the South Port District are strong and in demand. Development in this location is desirable as it’s within walking distance to downtown, where residents go to work and dine. The household growth in Dubuque is forecasted to increase, which will increase demand for all housing types. Downtown living has become more desirable in recent years as cities create more public amenities in discovering the advantages of living a pedestrian friendly environment. Figure 64: Potential Mixed-Use Buildings Style Figure 63: Potential Commercial Buildings Style Figure 62: Potential Office Buildings Style 67SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 5: COMMUNITY OUTREACH AND INPUT Landowner Feedback Public Input 68 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Chapter Introduction: This chapter focuses on the community efforts that shaped the potential for redevelopment. It also includes summaries of community input received during the planning process, which portrays aspirations for the South Port and the desired outcomes of redevelopment. Landowner Feedback: Throughout the Brownfield AWP process, the landowners and stakeholders were consistently involved, invited to progress meetings and public input sessions, and asked to voice their opinions on how the South Port redevelopment should occur. The landowners and stakeholders participated in an input session and design charrette. Their thoughts and ideas from the ini- tial concepts were developed further. Together this group came up with the third concept, which became the preferred concept for the South Port redevelopment plan. 69SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Public Input As demonstrated by Imagine Dubuque, the City’s webpage, the project webpage, and the Port of Dubuque Master Plan, development and revitalization of the South Port area has been a priority for many years. As part of this Brownfields AWP Grant, the city sought to engage citizens and create new opportunities for input toward the future. In October 2016, the South Port design concept and site goals were presented at three public forums. Community members were asked to indicate the types of activities they would come to South Port for, and to answer a series of questions such as: Would you work here? Would you dine here? Would you live here? Potential images were shared at these public forums showcasing how the South Port site may be redeveloped and incorporated into downtown Dubuque. Comments were incorporated into two site concept plans by the consulting firm. The comments and input from those public forums were taken into consideration and utilized during further planning efforts. The next step included a design charrette with the landowners and stakeholders, where the third and preferred site concept plan was developed for the South Port of Dubuque. More details and information can be found in Chapter 6. Figure 65: Public Input Board 70 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN The City wanted to understand the community’s ideas, and by hosting design charrettes and public forums many goals were identified, such as: 1. Accommodate citizens with disabilities 2. Design for health and active living 3. Reclaim the riverfront 4. Connect to and from the North Port of Dubuque, the Millwork District, and beyond the downtown area 5. Integrate redevelopment of surrounding city area 6. Promote mixed use development with a strong river relationship 7. Provide year round activities 8. Provide public transportation connection to downtown 9. Restore and enhance historic buildings on the site 10. Offer quiet and contemplative spaces 11. Enable public transportation connections to the North and South Port of Dubuque and the downtown area 12. Design connections to existing trail systems, Mississippi River Trail, Mines of Spain, parks, and outdoor recreation areas The following comments are representative of the public attitudes and comments expressed during the public forum: “Housing is Critical” Members of the public expressed a demand for housing with aesthetic views along with other uses such as retail, and office. “Mix it up” Community members expressed support for a mixed use district that could support activities and destinations for people of all ages, visitors and the locals. “I’d Like to be able to bike along the River” Expansion of the Mississippi River Trail through the South Port Site to create the link between the North Port and the South Port to allow pedestrian access across the harbor. This link would allow access from South Port to other desired areas throughout the down- town and the city. “High emphasis on open spaces, riverfront activities, and the winter season” Include the ability to provide green space, and outdoor space in a way that provides good balance to the site between building and parking to greenspace and outdoor space, that responds positively to the riverfront and create a friendly destination. “Fun Outdoor Spaces and Pavilions” Amenities such as large and small plazas and pavilions, splashparks, and outdoor seating areas are important in creating a user friendly outdoor experience for residents and visitors. “Riverfront and Harbor Front Views” The Mississippi River and Ice Harbor offer beautiful views of the surrounding area. Amenities that take advantage of these view such as rooftop dinning, outdoor seating areas and plazas along the river and the harbor allow users to experience the waterfront. Figure 66: Farmers Market Input Session Figure 67: Farmers Market Input Session 71SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Farmers Market Community Input June 24, 2017 The third and final public input session was held in Dubuque at the Downtown Farmers Market. Two boards were available for viewing, one with inspiration images and the same series of questions asked at the previous forums, and the second with the final preferred site concept plan. Guests were asked to view and indicate individual preferences by using green and pink placed appropriately on the boards. Green dots indicated that the idea was liked and well perceived. Pink dots indicated that the idea was not desired or needed. Over the course of 5 hours (7:00 a.m. - Noon), 300 stickers were used to provide feedback. Figure 68: Farmers Market Input Session Board Results 72 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Some of the comments received from the Farmers Market public session included: “What a fresh redevelopment opportunity.” “I love the variety of amenities offered, and the pavilions for the public. We need some of those.” Many people seemed excited about the various elements the plan provided, including the riverfront dining, entertainment and plazas, the spraygrounds, and the open feeling the space has to offer. Others enjoyed the aesthetic elements that could be incorporated into the plan, such as the entrance elements, sculptures, plazas, and streetscape designs. Overall, the responses from all three public input sessions had a positive outcome with many people excited for the next steps in the redevelopment plan. Figure 69: Farmers Market Input Session Board Results 73SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN CHAPTER 6: REDEVELOPMENT PLAN Redevelopment Strategy Guiding Principles and Programs Illustrative Concepts Preferred Concept Site Plan Sustainable Design 74 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Redevelopment Strategy The next step towards realizing the vision and goals for the redevelopment of the South Port outlined in the plan and for the stake- holders and property owners to initiate in site development plans from the site concept plan. Vision and Site Goals The goals and strategies in this plan combine findings from public input, market research, and developer feedback identified to articulate a community vision for the South Port. Vision The redevelopment of the South Port of Dubuque results in a vibrant urban mixed-use neighborhood. The district is anchored by new housing choices, retail spaces, and office uses. New uses and public amenities connect people to the Mississippi River and create a destination enjoyed by citizens of all ages. The South Port District complements and extends Dubuque’s downtown, connects to the North Port and adjacent residential neighborhoods, and provides a new opportunity for residents and businesses. General Image and Character 1. South Port’s historic structures are compatible with surrounding neighborhoods and will be integrated. 2. South Port’s layout, site planning, and landscape design results in a strong image. 3. Pedestrian-scaled development and a mixture of land use supports walkability and integration with downtown and surrounding neighborhoods. 4. South Port has a vibrant public realm: streets, sidewalks, open spaces, and commercial venues create an inviting environment for people to interact throughout the day. 5. People come to the district to enjoy the Mississippi River; public access to the river and the river’s edge supports many recreational opportunities. Figure 70: HWY 20 Bridge at South Port Figure 71: Potential Historic Art Piece from South Port History Figure 72: MRT at South Port 75SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Land Use 1. Redevelopment facilitates environmental cleanup and reuse of identified brownfields, minimizing the risk of exposure associated with these sites. 2. The site is redeveloped to contain a mixture of residential, office, and retail spaces at an appropriate urban density. Where a mixture of uses occurs on the same parcel, care is taken to ensure that site activities and building structures complement each other. a. Housing types are diverse. Private residences are integrated with the public realm. b. The scale and character of retail development complements the downtown core. Restaurants and retail take advantage of the site’s frontage on the Mississippi River. Open Space and Natural Resources 1. South Port is visually and physically connected to the Mississippi River. 2. High quality public space encourages use among all age groups. 3. Landscaping supports native species and water quality. 4. South Port incorporates Stormwater Best Management Practices, resulting in a net improvement to water quality flowing into the Mississippi River. Transportation 1. New road alignment and trails create multi-modal access into and through South Port from downtown and surrounding areas. 2. Opportunities to reduce parking needs and screen parking areas are maximized. 3. Sidewalks throughout the district facilitate circulation and create space for public life. Economic Development 1. Downtown residential and worker populations increase as a result of redevelopment. 2. Downtown tax base increases. Figure 73: Existing South Port Structures Figure 74: View Across Ice Harbor Figure 75: Ice Harbor Flood Gates 76 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Illustrative Concepts Concept Process The concepts are intended to demonstrate how properties in the South Port of Dubuque could be redeveloped in accordance with the Plan’s vision and goals. The Concept Plan was presented to the current landowners and participants; general support was expressed for the type of development mix presented in the concept. Figure 74 and Figure 75 depict more detailed illustrations and photos of potential uses of public space in the South Port. The Concept Plans depict an array of features that can support day-to-day activities. Ample public spaces that can be used for both active recreation and passive recreation along waterfront are shown. Adjoining neighborhoods could have new connections to the river, while best practices for stormwater management improve water quality. The City and current land owners are aware that actual development may vary from what has been illustrated and shared. Concept Plan 1: Features include: Mixed-use development, Marina, Riverfront, Outdoor Public Space, Nature Wetland Walk and Park, and Residential Living Units Concept Plan 2: Features include: Mixed-use development, Marina, Riverfront, Outdoor Public Space, Nature Wetland Walk and Park, and Residential Living Units NOTE: North is to the right. NOTE: North is to the right. Figure 76: Illustrative Concept 1 Plan Figure 77: Illustrative Concept 2 Plan 77SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 76: Illustrative Concept 1 Plan Figure 77: Illustrative Concept 2 Plan Trail head MRT Pavililion and Fitness Equipment/ Park Space 3-4 Story Residential Buildings with Parking on Lower Level Great Lawn/ Greenspace Parking Along Boulevard Main Drive US 20 Bridge/ IDOT ROW Noise Walls Service/ Residential Roadway Multi-use Building 4-5 Story Retail, Office, Waterfront Condos Parking Structure 3-4 Story Round-A-Bout with Feature Element Round-A-Bout with Feature Element Gardens Feature Large Pavilion and Playground Burried Floodwall/MRT Trail Boulevard Main Drive Entry Road Rooftop Terrace Boardwalk Waterfront Harbor Feature Waterfront Plaza Potential Large Boat Docks Waterfront River Feature Potential Pedestrian Bridge Across the Harbor Waterfront Hotel +- 120 Rooms Marina Front Retail 2-3 story Potential Boat Docks/Slips Along Boardwalk Signature Local Restaurant with Outdoor Dining on PlazaU.S. 151 / 6 1 Jones StreetTerminal Street Julien Dubuque BridgeNORTH 0 100 20050 Entrance features Existing Historic Structure to remain. Event Plaza with Spray Pad. Scale in Feet Concept Plan 3: Preferred Concept from Charrette Input and Farmers’ Market Input Features Include: Mixed-use development, Marina, Riverfront, Outdoor Public Space, Open Green Spaces and Park Amenities, and Residential Living Units **Preferred Site Plan option NOTE: North is to the right. Figure 78: Concept 3 Site Plan, Preferred Site Concept Plan 78 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Riverfront Dining and Seating Fitness Playgrounds Riverfront Plazas Riverfront Pavilions and Outdoor Spaces Decorative Noise Walls Modern Parking Structure Entrance Features and Elements Waterfront Feature Plaza Sprayground Figure 79: Concept 3 Plan Site Inspiration Images 79SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Decorative Noise Walls Modern Parking Structure Proposed Vehicular Site Circulation Enhanced Site Circulations Enhanced site circulations for South Port would be a major driver for the redevelop- ment of the site. The reroute of a smaller road would help improve circulation and development for the site as a whole. Amenities such as widened roadways with side- walks and attention grabbing crosswalks; a main drive with an aesthetic boulevard; and options for turnarounds for residents to access a secondary entrance to their property are some elements that will allow for easier traffic patterns. Roundabouts To increase site circulations, a roundabout could potentially be constructed in the downtown area on Locust Street at Route 946. This could cross the railroad track into the South Port area, resembling the bridge overpass at 3rd Street in the North Port. The length of the bridge would be approximately 1580’ in length, creating a significant cost. It could also require a significant portion of land to reach the heights and clear- ances needed. Figure 80: Potential Roundabout Figure 81: Proposed Vehicular Circulation 80 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Proposed Pedestrian Site Circulation Figure 82: Proposed Pedestrian Site Circulation Increased pedestrian circulation can be embraced through a new South Port connection to the MRT in the Port of Dubuque and downtown Dubuque. Adding this connection, along with wider roadways, sidewalks, and plazas will increase the flow of pedestrian travel throughout South Port and across the area. Streetscape elements such as trees, colorful pavement and sidewalks, and way- finding signage will create an enhanced, user-friendly place to walk and bike throughout the South Port. The Flood Wall In the preferred concept of the South Port development, the flood wall will be modified to resemble the flood wall in the North Port area. The flood wall is proposed to be buried on the foreslope (west side) of the wall with dirt and sod. The backslope (the riverside/east side) of the flood wall would be buried with rip rap rock. By burying the flood wall, the MRT can easily continue through the South Port area. This will provide a strong and accessible flood wall and flood gate into the harbor, maintaining functionality while also providing a unified look to the Port of Dubuque. 81SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Pedestrian Bridge There is a potential to add pedestrian access across the harbor, pending approval from the US Coast Guard, IDOT, and the City of Dubuque. If feasible, the structure would need to be tall enough to allow boat access into the harbor and maintain operable functionality of the flood gates while incorporating ADA accessibility. Figure 83: Potential Pedestrian Bridge Styles Figures 84: Potential Pedestrian Bridge Potential Design Styles 82 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 86:: Area Wide Proposed Trails and Green SpacesFigure 85: South Port Proposed Trails and Green Spaces Proposed Open and Green Spaces Per comments from public forums, large parcels of the site along the riverfront have been designated as open and public green space. These spaces are planned to be open spaces with plaza features, pavilions, and park elements such as playgrounds, fitness playgrounds, spraygrounds, trails, and green spaces. The concept site plan provides expanded connections through the pedestrian realm with the expan- sion of the MRT, allowing a direct connection to other parks and destinations within the city, such as the Mines of Spain, Eagle Point Park, along with other parks in the area. This increases easy pedestrian traffic when vehicular traffic flows are limited, and also encourages a walkable, sustainable community. 83SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Proposed Infrastructure: Dubuque has recently reviewed the potential for several public infrastructure projects. The city recognizes that the utilities in the South Port are aging and need to be evaluated. Potential improvements to the infrastructure have been proposed as follows: Figure 87: Water Distribution Proposed Services Plan Figure 89: Stormwater Collection Proposed Services PlanFigure 88: Sanitary Sewer Proposed Services Plan 84 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Green Infrastructure and Sustainable Design The Sustainable Dubuque Program is an important guide to associate with the plan for the redevelopment of South Port. Using green infrastructure through building designs and landscape, as well as through public amenities, can ensure a sustainable space that impacts the area in a positive way. Stormwater amenities and infrastructure can include elements such as: • Utilize phytoremediation to clean contaminated site soils • Manage stormwater runoff through the use of biocells, sediment forebays, native vegetation, wetlands , and permeable pavements to capture and clean runoff • Promote biodiversity through the use of wetland restoration and connection of nature and people • Create guidelines that integrate energy conservation and reuse within the master plan site • Promote a network of pedestrian trails that provide access and opportunity to live work, and play within the project site and that connects to other trails and downtown areas. Climate Resiliency Former industrial areas along riverbanks and other water features are often home to brownfields. While some communities have limited market demand to redevelop property, revitalizing brownfields remains a priority. The revitalization process can improve local health and the quality of the environment, spur area wide investments, increase the local tax base, and provide new jobs. Revitalizing waterfront brownfield areas can also provide people with access to greenspace and recreation opportunities. These areas can play an important role in bolstering local resilience to increased flooding, storm surge, or temperatures from a changing climate. However, incorporating climate resilient features into redevelopment of these “climate vulnerable” properties can be resource-intensive and may increase the development costs. Therefore, careful consideration of long-term goals, best practices, and financing opportunities to meet both a community’s revitalization plans and its resiliency requirements is necessary. Figure 90 : Sustainable Landscape Images 85SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Chapter 7: IMPLEMENTATION PLAN Key Action Plans Redevelopment Framework Plan Redevelopment Plan Timeline Addressing Environmental Contamination Design and Development Guidelines 86 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Respective Roles: Stakeholders and Developers Redevelopment of the South Port has created a cooperative partnership between the stakeholders, developers, and private parties. The South Port real estate markets do not have the strength for rapid absorption and therefore, the parcels need to be developed over time. The stakeholders must take certain actions to prepare the areas for development and follow the market trends and schedule, coordinating with developers throughout. Key Actions • Complete environmental cleanup of the parcel or provide funding strategies to allow private developers to remediate contamination within a financially feasible project structure. • Design and apply the public infrastructure needed for development, while meeting the city’s objectives. • Follow the plan and design guidelines assuring the developers’ intentions comply with the goals and visions of the area. The Developer’s Role: • Plan a project that meets the site objectives and is compatible with the larger plan and goals of the surrounding area. • Obtain tenant and user commitments. • Design the building and surrounding development parcels. • Finance their developments. • Construct and operate the development parcels Some key public actions and planning decisions have been recommended and some are already being implemented and planned by the City. Infrastructure Amenities The Terminal Street Lift Station Existing Pressurized Pipe Modification Improvements are planned within the next five years. A new fiber optic line was recently installed across the US 20 Bridge and north of Terminal Street to allow for good data capacity for any future development at South Port. Site Preparation • Cleanup the property including cleanup of hazardous materials • Identify potential funding sources for cleanup execution Regulatory The zoning and land use for the South Port of Dubuque is currently complementary and would support the proposed redevelopment uses. The land owners and municipal entities will continue to work with the U.S. EPA and Iowa DNR to achieve suitable cleanup objectives for redevelopment. 87SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN South Port of Dubuque Redevelopment Framework Plan The Development Framework Plan shows the breakdown of the overall property in terms of developable land versus the land that is proposed to be green spaces. These figures exclude the land denoted in gray as the US Coast Guard, the City of Dubuque Flood Gate Area, and the State of Iowa Green Space. The total area of developable land is 12.3 acres. The total area of green space land is 15.9 acres. This figure helps to evaluate how the development will be planned in broad terms and shows that the development at the South Port is complementary to the North Port, with good density ratios to the rest of the community. Figure 91: Redevelopment Framework Plan State of Iowa US Coast Guard City of Dubuque GreenSpace +/- 60,200 1.38 acre Developable 110,450 SF 2.54 Acres Developable +/- 222,370 SF 5.10 Acres Developable +/- 151,750 SF 3.48 Acres Developable 50,350 SF 1.16 Acre GreenSpace +/- 80,600 SF. 1.85 Acre GreenSpace +/- 177,800 SF. 4.08 Acre GreenSpace +/- 148,600 SF. 3.41 Acre Gree n S p a c e , H a r b o r F r o n t +/- 9 6 , 5 0 0 S F . 2.22 A c r e GreenSpace +/- 54,500 SF. 1.25 Acre State of Iowa 88 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN South Port of Dubuque Redevelopment Plan Timeline • Project Start December 2015 • Met with public agencies including COE, Coast Guard & DOT • Monthly meetings with City and COG (12 meetings, first year only, then as needed) • Quarterly meetings were held with stakeholders (8 meetings) • Presentation of South Port at 2 Conferences (October 2016 Iowa APA & Sustainability Conference) • Public input at Dubuque Farmers Market June 24, 2017 • City Council Meeting July 17, 2017 • Submit Draft AWP to US EPA July 31, 2017 • US EPA to review AWP • Submit final AWP September 29, 2017 • AWP Grant Expiration September 30, 2017 After final acceptance of this plan by the US EPA, the City and other landowners will refine the redevelopment schedule. 89SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 93: Phytoremediation Plant Chart Addressing Environmental Contamination Phytoremediation is an innovative use of green plants to clean up contaminated soil and water that is contaminated by heavy metals and excess minerals from former heavy use and industrial sites. There are several types for phytoremediation types that can be used for clean up including phytovolatilization, phytostabilization, phytodegradation, and phytoextraction. Figure 92: Phytoremediation Types Chart 90 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Development and Design Guidelines Design consistency visible in the North Port District and Millwork Dis- trict was based on the guidelines shared in the Port of Dubuque Master Plan. Those same design guidelines will be implemented in the South Port District. The North Port of Dubuque Design Guidelines cover most of the principles and preferences that will be used in the development of a overall cohesive Port of Dubuque District. The guidelines were developed to ensure that new and existing facilities create consistently attractive, high-quality, pedestrian-oriented urban neighborhoods for visitors, residents, and workers. These guidelines and standards will be conveyed in the development of the South Port and will include; new buildings and vessels, new overall site development, new public and private open spaces, remodels and renovations of existing structures, expansions of existing structures, and interior building remodeling. Any elements intended to be designed into the South Port area that are not included in the Port of Dubuque Master Plan will still resemble the styles designated to continue the cohesiveness of the Port of Dubuque and the downtown area. Figure 94: Design Guidelines Images BRW, Inc.Design Vocabulary Windows Entries BuildingSigns &Awnings SiteSigns BRW, Inc.Design Vocabulary Windows Entries BuildingSigns &Awnings SiteSigns BRW, Inc.Design Vocabulary Windows Entries BuildingSigns &Awnings SiteSigns BRW, Inc.Design Vocabulary Windows Entries BuildingSigns &Awnings SiteSigns Design Vocabulary BRW, Inc. UrbanContext BuildingMassing &Proportion Materials& Color BuildingOrnament& Detail BRW, Inc.Design Vocabulary TransitFacilities StreetscapeElements Street &Sidewalk StreetscapeElements Parking Parking Open Space Open Space BRW, Inc.Design Vocabulary 91SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 95: Plant Palette Images Stella D’Oro Daylily New England Aster Prairie Dropseed Shamrock Inkberry Meadowsweet Autumn Blaze Maple Hackberry Japanese Tree Lilac Proposed Plant Palette Some plant types suggested for use in the South Port of Dubuque, which will align with those proposed in the Port of Dubuque Master Plan, include but not limited to: Trees: Autumn Blaze Maple Sentry Ginkp Tree River Birch Hackberry Red Oak Japanese Tree Lilac Columnar Hornbeam Norway Spruce Columnar White Pine Shrubs: Black Chokeberry Isanti Dogwood Meadowsweet Shamrock Inkberry Western Snowberry Spirea Variety Grasses: Fox Sedge Little Bluestem Prairie Dropseed Perennials: New England Aster Joe Pye Weed Great Blue Lobelia Bee Balm Black Eyed Susan Liriope Stella D’oro Daylily 92 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN Figure 1: Image of South Port, Ice Harbor Figure 2: Aerial Image of Dubuque Figure 3: Aerial Image of South Port, existing conditions Figure 4: Aerial Image of South Port , existing conditions Figure 5: Historic Image of South Port Figure 6: Historic Image of South Port Figure 7: Historic Image of Existing Building Figure 8: Brownfield Diagram Figure 9: Current Image of South Port Figure 10: Current Image of South Port Figure 11: Current Image of South Port Figure 12: Riverfront Wilmington, DE Figure 13: Riverfront Park, Denver, CO. Figure 14: Riverfront Park, Denver, CO. Figure 15: South Side Works, Pittsburgh, PA Figure 16: Iowa River Landing Coralville, IA. Figure 17: City Riverfront, Moline, IL. Figure 18:Dubuque’s Five Year City Goals Figure 19: Dubuque Main Street Logo Figure 20 : Dubuque Comprehensive Plan Goal Logos Figure 21: Current Land Use 2016 Figure 22: Imagine Dubuque Program Goals Figure 23: Imagine Dubuque Planning Session Figure 24: Imagine Dubuque Logo Figure 25: Aerial Image of Downtown Dubuque Figure 26: Port of Dubuque Master Plan Study Area Figure 27: Port of Dubuque Master Plan Concept Image Figure 27: City of Dubuque Zoning Map 2016 Figure 28: Current Zoning Map of South Port Area Use 2016 Figure 29: Current Land Use 2017 Figure 30: Prior Conditions of North Port before redevelopment Figure 31: North Port and Ice Harbor Figure 32: Mississippi River Museum Figure 33: Mississippi River Trail Figure 34: North Port and Ice Harbor Figure 35, Mill Work District Figure 36: Mill Work District Figure 37: Mill Work District Figure 38: Sustainable Dubuque Principles Figure 39: Sustainable Dubuque Principles Figure 40: Sustainable Dubuque Principle Figure 41: Smarter Sustainable Dubuque Logo Figure 42: Green Streets Sidewalk Detail Figure 43: Green Streets Roadway Figure 44: Green Streets Initiative Logos Figure 45: Parcel Owners and Lot Numbers Figure 46: Catalyst Development Parcels for the South Port of Dubuque Project Site. Figure 47: Historic Building 1 Figure 48: Existing Building 2 Figure 49: Existing Buildings Figure 450: Existing Utilities Figure 51: Existing Site Circulation Conditions Figure 52: Existing Site Circulation Conditions Figure 53: Site Sampling Locations Map Figure 54: Pin 1130155002 Parcel Sampling Location Figure 55:100 East 1st Street Parcel Sampling Locations Figure 56: 85 Terminal Street and 5 Jones Street Parcel Sampling Locations Figure 57: Pin 1130305012 and 1130305013 Parcel Sampling Locations Figure 58: 115 Terminal Street Parcel Sampling Locations Figure 59: Wetlands Location Map Figure 60: Dubuque Area City Radius Limits Figure 61: Market Study Absorption Chart Figure 62: Potential Office Buildings Style Figure 63: Potential Commercial Buildings Style Figure 64: Potential Mixed-Use Buildings Style Figure 65: Public Input Board Figure 66: Farmers Market Input Session Figure 67: Farmers Market Input Session Figure 68: Farmers Market Input Session Board Figure 69: Farmers Market Input Session Board Results Figure 70: HWY 20 Bridge at South Port Figure 71: Potential Historic Art Piece from South Port History Figure 72: MRT at South Port Figure 73: Existing South Port Structures Figure 74: View Across Ice Harbor Figure 75: Ice Harbor Flood Gates Figure 76: Illustrative Concept 1 Plan Figure 77: Illustrative Concept 2 Plan Figure 78: Concept 3 Site Plan, Preferred Site Concept Plan Figure 79: Concept 3 Plan Site Inspiration Images Figure 80: Potential Roundabout Figure 81: Proposed Vehicular Circulation Figure 82: Proposed Pedestrian Site Circulation Figure 83: Potential Pedestrian Birdge Styles Figure 84: Potential Pedestrian Bridge Potential Design Styles Figure 85: South Port Proposed Trails and Green Spaces Figure 86: Area Wide Proposed Trails and Green Spaces Figure 87: Water Distribution Proposed Services Plan Figure 88: Sanitary Sewer Proposed Services Plan Figure 89: Stormwater Collection Proposed Services Plan Figure 90 : Sustainable Landscape Images Figure 91: Redevelopment Framework Plan Figure 92: Phytoremediation Types Chart Figure 93: Phytpremediation Plant Chart Figure 94: Design Guidelines Images Figure 95: Plant Palette Images Appendix 93SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN GLOSSARY OF TERMS BGS - Below Ground Surface CERCLA - Comprehensive Environmental Response, Compensation, and Liability Act Calculator – IDNR Cumulative Risk Calculator EPA – Environmental Protection Agency ESA – Environmental Site Assessment HR Green – HR Green, Inc. IAC - Iowa Administrative Code IDNR - Iowa Department of Natural Resources LCS – Laboratory Control Sample LCSD - LCS Duplicate LRP - Land Recycling Program LUST – Leaking Underground Storage Tank MDL – Method Detection Limit NFA – No Further Action PAH – Polycyclic Aromatic Hydrocarbon PID – Photoionization Detector Range 1 – 0-2’ bgs – shallow soils Range 2 – >2’ bgs deep soils QA/QC – Quality Assurance / Quality Control RCRA Metals – Resource Conservation and Recovery Act metals REC(s) – Recognized Environmental Condition(s) as used by ASTM Standard E 1527-13 is defined as the presence or likely presence of any hazardous substances or petroleum products in, on, or at a property: (1) due to release to the environment; (2) under conditions indicative of a release to the environment; or (3) under conditions that pose a material threat of a future release to the environment. De minimis conditions are not recognized environmental conditions. ROW – Public right-of-way RL – Reporting Limit RPD - Relative Percent Difference SWS(s) – Statewide Standard(s) SVOC – Semi-Volatile Aromatic Hydrocarbons TEH – Total Extractable Hydrocarbon UST - Underground Storage Tank VOC - Volatile Organic Compound SOURCES • City of Dubuque Website: www.cityofdubuque.com • http://www.sustainabledubuque.org/ • http://downtowndubuque.org/portfolio-item/south-port/ • http://www.cityofdubuque.org/2432/Imagine-Dubuque • https://www.iowaeconomicdevelopment.com/userdocs/documents/ieda/Io- wa-Green-Streets-Criteria.pdf • https://en.wikipedia.org/wiki/Port_of_Dubuque • https://en.wikipedia.org/wiki/Dubuque,_Iowa • City of Dubuque Comprehensive plan 2012 Document • Port of Dubuque Master Plan Document • Plant Phytoremediation Graphic: http://urbanomnibus.net/2010/11/from- brownfields-to-greenfields-a-field-guide-to-phytoremediation/ • Plant Phytoremediation chart, https://www.kickstarter.com/proj- ects/1205934734/field-guide-to-phytoremediation • http://www.telegraphherald.com/news/features/article_e0ad744e-49be-5d3e- ac9d-cc532b1975d4.html, Nostalgia: South Port — Part 1, BY JEFF MEYER For the Telegraph Herald Jan 6, 2017 • Source: http://www.cityofdubuque.org/656/Facility-Upgrade • http://downtowndubuque.org/about-us/ • https://www.redfin.com/definition/PUD • https://agresearchmag.ars.usda.gov/2000/jun/soil 94 SOUTH PORT OF DUBUQUE AREA WIDE USE PLAN The Port of DubuqueMaster Plan AT THE PORT OF DUBUQUE Port of Dubuque Master Plan Dubuque, Iowa Prepared for The City of Dubuque, Iowa Prepared by URS Corporation Leland Consulting Group EDG, Ltd. March 2002 PARTICIPANTS Dubuque City Council Terrance M. Duggan, Mayor John H. Markham, 1st Ward Roy D. Buol, 2nd Ward Joyce E. Connors, 3rd Ward Patricia A. Cline, 4th Ward Ann E. Michalski, At-Large Daniel E. Nicholson, At-Large Michael C. Van Milligen, City Manager City of Dubuque City Hall 50 West 13th Street Dubuque, Iowa 52001 Economic Development Department: 563-589-4393 Planning Department: 563-589-4210 Administration: 563-589-4110 4th Street Peninsula Work Group Bill Baum, Economic Development Director Laura Carstens, Planning Services Manager Sue Czeshinski, Convention and Visitors Bureau Rick Dickinson, Greater Dubuque Development Corp. Jerry Enzler, Dubuque County Historical Society David Hockenberry, Platinum Hospitality Group Pauline Joyce, Administrative Services Manager Mike Koch, Public Works Director Pamela Myhre, Economic Development Planner Jim Rix, Platinum Hospitality Group Rich Russell, Building Services Manager Cindy Steinhauser, Assistant City Manager Consultant Team URS Corporation Planning and Urban Design 700 3rd Street South Minneapolis, MN 55415 612-373-6421 Tim Blankenship, AIGA Tim Dreese, ASLA Dale Beckmann Bob Kost, ASLA, Project Manager Andrew Jones, ASLA Bill Troe, AICP Leland Consulting Group Real Estate Analysis and Market Strategies 694 Gaylord Street Denver, CO 80209 303-458-5800 Bill Cunningham Anne Ricker Environmental Design Group, Ltd. Architectural Planning 5000 Westown Parkway West Des Moines, IA 50266 515-224-4022 Bill Ludwig, AIA Development Advisory Panel Steve Aronow Integrated Real Estate Services, LLC 901-755-8705 Tom Klein New Communities 303-573-3898 Rick Tollakson, PE Hubble Realty Company 515-243-3228 TABLE OF CONTENTS I. INTRODUCTION.............................................................1 II. FINAL DESIGN SUMMARY..................................1 Project Area Map......................................................................3 Regulating Plan.........................................................................4 Thoroughfare Plan...................................................................5 Parkway Section and Plan.........................................................6 Street Section.............................................................................7 Street Section.............................................................................8 Pedestrian Circulation Plan.....................................................9 Built Form Plan........................................................................10 Illustrative Plan.........................................................................11 Aerial View Looking Southeast..............................................12 View Looking East on 5th Street.................................................13 View Looking North at Bell and 5th Streets..............................14 Phase I Plan.............................................................................15 Phasing Plan............................................................................16 3rd Street Overpass Pedestrian Enhancements.........................17 Gateway Concepts..................................................................18 Screening and Monumentation.............................................19 Monumentation Concepts.....................................................20 “Art Park” Open Space Concepts.......................................21 III. DESIGN STANDARDS.............................................22 Applicability..............................................................................22 Design Review..........................................................................22 Design Approval......................................................................22 Implementation........................................................................22 IV. BUILT FORM................................................................23 Minimum First Floor Elevation............................................23 Building Context and Style.....................................................23 Ground Floor Uses.................................................................23 Building Setback/Build-to Line.............................................24 Building Height........................................................................24 Ground Level Expression......................................................24 Roof Lines................................................................................25 Screening of Rooftop and Mechanical Equipment............25 Building Width.........................................................................25 Facade Transparency...............................................................26 Entries........................................................................................26 Balconies and Terraces...........................................................26 Building Materials...................................................................27 Architectural Detailing............................................................27 Parking Structures...................................................................27 Accessory Structures/Buildings............................................28 Franchise Architecture............................................................28 Maintenance.............................................................................28 V. PUBLIC REALM...............................................................29 Sidewalks and Walkways.........................................................29 Sidewalk Landscaping.............................................................29 Sidewalks on Parkway Streets.........................................................30 Sidewalks on Local Streets.....................................................30 Walkways....................................................................................30 Accessibility and Curb Ramps................................................30 Streetscape Furnishings..........................................................31 Public Art.................................................................................31 Bike Parking...............................................................................32 Sidewalk Lighting.....................................................................32 Parking Lot Lighting................................................................32 Parking Lot Landscaping........................................................33 Surface Parking.........................................................................33 Off-Street Parking Requirements..........................................33 Refuse........................................................................................33 Fences and Screen Walls.........................................................34 Outdoor Storage......................................................................34 Outdoor Audio.........................................................................34 Newspaper Boxes....................................................................34 Vending Machines...................................................................34 Signs............................................................................................35 GLOSSARY..............................................................................37 APPENDIX Design Vocabulary Parking Lot Landscape Concept Bibliography Pre-Development Temporary Fencing Recommended Plant List Streetscape Furnishings List I. Introduction The Master Plan for the Port of Dubuque represents the culmination of a ten-month community planning and design effort to craft a comprehensive, long term vision and redevelopment concept for the 4th Street Peninsula and the South Ice Harbor. The planning process has been directed by the 4th Street Peninsula Work Group, a committee comprised of project area stakeholders and City staff. A variety of committee and public participation opportunities were employed in the planning process including monthly stakeholder luncheons, design workshops, site tours, regular committee meetings, City Council work sessions and a public open house. The plans and development standards have been continuously refined based on the input received during the planning process. A three part process has been utilized in the development of the master plan and design standards: Part One: Physical and Market Analysis Part Two: Conceptual Design Part Three: Final Design Parts One and Two were described in two previous documents. This document focuses on the final design efforts, including the master site plan and the final design standards. II. Final Design Summary The final master plan is based on a refinement of the previous “Central Green” concept plan. Of the three concept plan alternatives, this plan was found to be the most expedient and least costly to implement because it closely followed the alignment of the existing major streets as well as many of the current ownership patterns. The plan also provides the most downtown-like pattern of interconnected streets and blocks. This proposed arrangement provides a high degree of flexibility and a wide variety of build-out options. Consequently, the plan meets the six primary redevelopment objectives developed by the work group: • Capitalize on previous and upcoming investment • Provide a complementary mixture of uses • Build on activity of existing and previously planned uses • Create a pedestrian and transit oriented environment • Use downtown as a model for street and block patterning • Develop the area as a new neighborhood of downtown • Balance creative vision and market demand The overall master plan is organized in a series of interrelated and supportive plan elements: • Regulating Plan • Thoroughfare Plan • Pedestrian Circulation Plan • Built Form Plan • Illustrative Plan • Phasing Plan • Phase I Plan The Regulating Plan designates the types and distribution of new uses. In general, the plan promotes a wide mixture of uses while allowing for market flexibility. Three categories of mixed-use are proposed for the project. The Mixed Use - 1 designation applies to areas of the project that are best suited for business and employment oriented uses such as office/showroom, institutional, office and commercial. These use areas are most closely situated near the existing highway and railway systems and the development blocks are upwards of 3 acres in size. Mixed Use - 2 allows the widest range of uses from entertainment, office and retail to multifamily residential. The designated uses are supportive of the other use designations as well as the existing and new attractions. The wide variety of use also provides a high degree of market flexibility. Development parcels are in the 2-3 acre range. The Mixed Use - 3 designation is applied to areas along 5th and Bell Streets and is intended to promote a more commercial, main-street environment. The design standards support this concept by requiring that a minimum of 60% of the ground floor area of buildings facing 5th and Bell Streets be dedicated to business service, retail and restaurant/lounge or cafe uses. Development parcel size is typically two to three acres with the exception of the property owned by the Diamond Jo Casino which is a little over five acres. The Thoroughfare Plan designates three street types: parkways with 73 foot rights- of- way and parallel parking, local streets with 60 foot right-of-way and parallel parking and local streets with 50 foot rights- of-way without parking. These streets are depicted in the illustrative cross sections. The Pedestrian Circulation Plan illustrates two levels of circulation: public sidewalks and trails and semi-public sidewalks. The plan connects the two previously isolated subdistricts, South Port and North Port by a new river and harborwalk open space system. Additional pedestrian open space features include a new Ice Harbor marina, a central green and a linear art park. The plan also provides for pedestrian circulation improvements to the existing street connections between the Port of Dubuque and the adjacent downtown. Most notably is the addition of a new sidewalk to be constructed along the north side of the 3rd Street overpass and an extension of the riverwalk across the top of the Ice Harbor floodgates. The Built Form Plan illustrates the desired pattern of building forms. The primary goal is to bring buildings up to the sidewalk line or near the waterfront and locate new parking areas to the rear and sides. Aerial View of Master Plan 1. The complete project build-out for both the south and north port areas is depicted in the Illustrative Plan. On the North Port, the commercial and office uses are organized along both sides of 5th Street. Mixed office, commercial and residential uses are organized along the new secondary, local streets. Perspective views also illustrate the proposed character of new development shown in the plan. Several areas are designated for sidewalk vendors to operate throughout the year. The plan illustrates conversion of some existing surface parking to new development; however, current land values and a high water table make it impractical to suggest placing the parking underground or in large, multilevel ramps. Recognizing that surface parking will remain a significant use in the project area, design standards were developed to require that extensive landscape and streetscape treatments be incorporated into both existing and new parking areas to make them more park-like and visitor-friendly. The South Port area suggests an expansion of the Ice Harbor to accommodate a new marina-oriented development. Access between the North and South Ports areas is improved via a new local street connection along the west side of the Ice Harbor. The suggested sequence of implementation is illustrated on the Phasing Plan. The North Port neighborhood is planned to develop over the next seven to ten years followed by the South Port neighborhood. The total project build out for both the North and South Port areas is anticipated to take approximately 18 to 20 years. The primary focus of the first phase of redevelopment is illustrated on the Phase I Plan. The plan shows several new mixed-use buildings and an all-season transit station surrounding a new central green space. The green space is strategically located across from the new Education and Conference Center entry plaza allowing the City to use both these open spaces for special events. Conceptual designs were developed for a new 3rd Street overpass entry feature, project identity signs, reusable predevelopment screening, a public art park or sculpture garden and an extension of the Mississippi Riverwalk along the South Port area. The designs for the 3rd Street overpass entry feature build on several of the entry monument and signage concepts as well as the industrial and maritime history of the 4th Street peninsula and Ice Harbor area. They also provide vertical circulation for pedestrians visiting the National Mississippi River Museum and Aquarium. The plan also calls for new decorative treatments to be added to the 3rd Street overpass structure including a 6-foot wide walkway along the northerly side. Other aesthetic improvements include replacing the chain link protective barrier with ornamental guardrail and repainting the steel under-structure and existing decorative lights in dark gray and black to match the other proposed streetscape elements. Several conceptual design alternatives have been developed for monumentation and project signage. These are intended to illustrate a range of vertically oriented ideas to capture attention from a range of distances. The designs utilize local limestone, painted metal and a variety of lighting effects. Partial View of Phase I Plan 3rd St. Overpass Northside Walkway Concept 2. 4th Street Peninsula and South Ice Harbor Master Plan Project Area BRW, Inc. 0 500 1000 2000 3000 FEET NORTH 3. Mississippi River IceHarbor IceHarbor Mississippi River E. 7th S tree t White S t r e e t Central S t r e e t Iowa S t r e e t 5th Street Adams 3rd StreetJones StreetBe l l S t r e e t 6th Street4th Street20 151 61 Terminal S t r e e t BRW, Inc. 0 100 200 400 NORTH The Port of Dubuque Master Plan Regulating Plan 4. Land Use Data: North Port Area - 88 Acres Land Use Data: South Port Area - 33 Acres Proposed Use Mixed Use-1 8.8 Ac. • Office • Medical Office • Office/Showroom • Institutional • Commercial/Retail • Entertainment • Public Mixed Use-2 14.3 Ac. • Office • Medical Office • Institutional • Commercial/Retail • Entertainment • Hospitality • Restaurant/Cafe • Residential- Attached/Multi-Family Open Space 3.1 Ac. R.O.W. 5.1 Ac. Existing and Preplanned 0.7 Ac. New Marina Area 1.0 Ac. Proposed Use Mixed Use-1 13.3 Ac. • Office • Medical Office • Office/Showroom • Institutional • Commercial/Retail • Entertainment • Public Mixed Use-2 9.6 Ac. • Office • Medical Office • Institutional • Commercial/Retail • Entertainment • Hospitality • Restaurant/Cafe • Residential- Attached/Multi-Family Open Space 6.0 Ac. R.O.W. 10.6 Ac. Existing and Preplanned 33.7 Ac. Mixed Use-3 14.8 Ac. • Office • Medical Office • Institutional • Commercial/Retail • Entertainment • Hospitality • Restaurant/Cafe • Residential (Upper Floors Only) All Acreages are approximate 13. 12. 9. 8. 7.1.3. 4. 5. 6. 14. 15. 16.17. 19.18. 6.0 Ac.2.6 Ac. 3.2 Ac. 5.6 Ac. 3.2 Ac. 2.1 Ac. 0.6 Ac.3.0 Ac. 2.5 Ac. 2.6 Ac. 4.0 Ac. 2.8 Ac. 2.0 Ac. 3.0 Ac. 3.0 Ac. 2.2 Ac. 10. 3.0 Ac. 11. 2. 3.7 Ac. 5.3 Ac.3rd S t ree t Ove rpass North Port AreaSouth Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones StreetMississippi RiverMississippi River 20 151 61 BRW, Inc.0 100 200 400 NORTH The Port of Dubuque Master Plan Thoroughfare Plan 5. 50 Foot R.O.W. 60 Foot R.O.W. 73 Foot R.O.W.3rd S t ree t Ove rpass North Port AreaSouth Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones StreetAdams S t ree t 5th Street20 151 61 0 10 20 Feet Bell Street “Parkway” 0 30 60 Feet The Port of Dubuque Master PlanBRW, Inc. Parkway Section & Plan 8’-6”12’- 0”7’-0”12’-0”8’-0”8’-6”7’-0”10’-0”7’-0” 73’ ROW Driving Lane Parking Lane Driving Lane Parking Lane New Commercial/ Office Proposed Parking Area SidewalkSidewalk CL 6. 7. The Port of Dubuque Master Plan Street Section BRW, Inc. 0 10 20 Feet 7’-6”11’-0”6’-6”15’-0”5’-0”11’-0”7’-6”6’-6”5’-0” Local Street Walk Driving Lane Parking Lane Office/ Mixed Use/ Residential 60’ ROW Driving Lane Parking Lane Walk Residential 37’-0” Roadway CLCL 10’-0”5’-0”7’-6”10’-0”11’-0”7’-6”11’-0”5’-0” 50’- ROW 25’-0” Roadway Star BreweryDriving Lane WalkD.E.C.C. Parking Local Street with No Parking CL 8. The Port of Dubuque Master Plan Street Section BRW, Inc. 0 10 20 Feet WalkDriving Lane BRW, Inc. Pedestrian Circulation Plan 0 100 200 400 NORTH The Port of Dubuque Master Plan 9. Public Sidewalks and Trails Semi-Public Sidewalks 3rd S t ree t Ove rpass North Port AreaSouth Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones Street20 151 61 BRW, Inc.0 100 200 400 NORTHThe Port of Dubuque Master Plan Built Form Plan 10.3rd S t ree t Ove rpass North Port AreaSouth Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t 20 Jones Street151 61 BRW, Inc. Illustrative Plan 0 100 200 400 NORTH The Port of Dubuque Master Plan 11.3rd S t ree t Ove rpass North Port Area South Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones StreetEntry/Identity Features Linear Park and TrailRiverwalk Extension Seasonal Vendor Area - TypicalHarbor Expansion Water Park Transit Station 20 151 61 - 12. The Port of Dubuque Master Plan Aerial View Looking Southeast BRW, Inc. The Port of Dubuque Master Plan View Looking East on 5th Street BRW, Inc. 13. The Port of Dubuque Master Plan View Looking North at Bell and 5th Streets BRW, Inc. 14. BRW, Inc. Phase I Plan 0 100 200 400 NORTH The Port of Dubuque Master Plan 15.3rd S t ree t Ove rpass North Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. ADAMS Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones StreetTypical Parkway Typical Local Street 20 151 61 BRW, Inc. Phasing Plan 0 100 200 400 NORTHThe Port of Dubuque Master Plan 16. Phase I PhaseIIPhaseII Phase II PhaseII PhaseII Phase II Phase III Phase V Phase VI PhaseII Phase III Phase IV3rd S t ree t Ove rpass North Port AreaSouth Port Area D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. Mississippi RiverMississippi River IceHarbor IceHarbor Bel l S t r e e t5th S t ree t Jones Street20 151 61 The Port of Dubuque Master Plan 3rd Street OverpassPedestrian Enhancements BRW, Inc. Overpass Ornamental Fence Elevation Option B Overpass Fence/Pedestrian Walkway Section Overpass With New Fence / Pedestrian Walkway 17. Overpass Ornamental Fence Elevation Option A Photo of Existing Overpass The Port of Dubuque Master Plan Gateway Concepts BRW, Inc. Gateway Concept Using Stairway Connections Gateway Concept Using Ramp Spirals 18. 19. The Port of Dubuque Master Plan Screening and Monumentation BRW, Inc. Existing Conditions Proposed screen concept Pre-development Site Screening Concepts Entry Monument Concepts -Monument Signage MarkerProposed translucent “scrim” with Port theme graphics, 10 ft. high + The Port of Dubuque Master Plan Monumentation Concepts BRW, Inc. Concept 4. Concept 3. Night View P O R T D U B U Q U E of Concept 3. Concept 2. Night View Concept 3. Kiosk Concept 1. 20. D.E.C.C. Hotel I. II.III. D.J. M.R.D.C. ADAMS IceHarbor IceHarbor Bell S t r e e t The Port of Dubuque Master Plan ‘Art Park’ Open Space Concepts BRW, Inc. Art Examples in Park SettingsIllustrative Sculpture Garden Section/Elevation Illustrative Sculpture Garden Plan Sculpture Garden Location Map 21. DESIGN STANDARDS Port of Dubuque Adopted March 4, 2002 III. DESIGN STANDARDS The design standards for the Port of Dubuque have been developed to ensure that new and existing facilities work together to create an attractive, high quality, pedestrian-oriented urban neighborhood for visitors, residents and workers. These standards are both prescriptive and descriptive in nature. They prescribe specific minimum requirements for elements such as parking lot landscaping and signage as well as describing parameters for the design of new buildings and the remodeling of existing buildings. A pictorial “design vocabulary” is included to provide a set of “good” examples. Many of these images are of facilities from the Dubuque metropolitan area. Failure to comply with these design standards and procedures constitutes a violation of the Ice Harbor Urban Renewal District Plan, adopted March 4, 2002. Applicability These design standards apply to the following: • New and existing parking facilities • New buildings and vessels • New site development • New public and private open space • All sites, exclusive of their existing buildings or vessels, and including parking, outdoor storage and perimeters • Painting of 25% or more of existing building exterior • Remodeling/renovation of existing building or vessel exterior which requires a building permit (exclusive of roof repair) • Interior remodeling/renovation of 50% or more of existing building floor area • Renovations of existing sites •Expansions of existing facilities, buildings or vessels which require a building permit With respect to existing facilities, the intent is to tailor the application of the standards proportionately to the degree of the change proposed. The greater the degree of change, the greater the degree of compliance that will be expected. Minor improvements may be made to existing uses without costly upgrades or a complete makeover of the site. Design Review All property owners and/or developers shall meet with a representative from the City Planning Services Department to discuss the interpretation and application of these design standards to existing sites and any prospective projects to which these design standards apply. Following this meeting, all compliance projects, improvements, additions and new facilities including proposed parking strategy shall be described in narrative text and illustrative engineering and architectural drawings, including the following: • Colored front and side building elevations (1/4” scale min.) • Colored illustrative site landscape plan (1:30 scale min.) • Dimensioned site plan (1:30 scale min.) • Dimensioned site lighting plan (1:30 scale min.) indicating proposed illumination patterns and light levels •Dimensioned architectural plans, including building elevations, cross sections, floor plans and details •Exterior construction materials samples, including brick, stone, glazing, windows and doors, signage materials, fencing, etc. These application materials shall be submitted as a complete package to the Planning Services Department. Incomplete applications will not be processed. Applications will be reviewed by the 4th Street Peninsula Work Group, who will provide a recommendation to the City Manager. Design Approval Design approval, based on a review of the application materials identified above, will be issued by the City Manager. A building permit will not be issued by the Building Services Department until such approval is given in writing. The following new facilities have been subject to comprehensive design review by the City and members of the 4th Street Peninsula Work Group: • National Mississippi River Museum and Aquarium • Grand Harbor Resort and Waterpark • Mississippi River National Education and Conference Center These facilities form the core of the America’s River project and are considered “icon projects.” In many respects, they have raised the bar and set a level of design integrity and construction quality that are the foundation of these design standards. As such, these facilities are exempt from the Built Form section of these standards. Implementation Application of these design standards to new facilities shall be effective as of March 4, 2002. Application of these design standards to existing facilities shall be effective as of March 4, 2002 and shall be implemented according to the following 18 month schedule: 0-6 months Conduct property review meeting with the Planning Services Department. 6-12 months Submit necessary plans and information describing compliance plans and improvements to the Planning Services Department. 12-18 months Complete necessary modifications and improvements. The City Manager may modify the schedule or application of these standards. A property owner who is aggrieved by the City Manager’s decision may apply to the City Council for review thereof. The City Council may then modify the schedule or the application of these design standards. 22. IV. BUILT FORM Minimum First Floor Elevation To ensure that development is built consistent with district-wide storm water detention parameters, the minimum first floor elevation of all new buildings and structures shall be set at an elevation of at least 605.5 feet. Building Context and Style New buildings should relate to the traditional buildings common in the downtown. This can be achieved by maintaining similar setbacks, building scale and height, cornice lines, fenestration patterns, architectural styles and details, building materials and colors. The prevailing building vocabularies in downtown Dubuque are traditional "main street" style commercial structures up to four stories; five to ten-story office buildings with ground floor commercial uses designed in a variety of classical revival styles; mid-rise, warehouse style manufacturing facilities; and residential row houses up to four stories, predominantly in French and Italian revival styles. Although new buildings may be designed in a variety of styles, they should draw upon the design features found in existing, exemplary downtown structures. These features are illustrated in the Design Vocabulary in the Appendix. Ground Floor Uses In order to promote street life and pedestrian activity, at least 60% of the ground floor frontage facing Bell Street and 5th Street shall be comprised of commercial, retail, entertainment, restaurant or business service uses. 23. Building Setback/ Build-to Line New buildings shall meet the defined public sidewalk line except for small setback areas (10-15 feet in depth) to create entry courtyards, patios, or outdoor seating, dining and gathering areas. New residential buildings shall be set back from the public sidewalk line or right-of-way a minimum of 10 feet and a maximum of 20 feet to provide semi-private transition space between the public street and the front entry. This transition space shall be landscaped. See Sidewalk Landscaping. Building Height Building heights shall vary based on their proximity to the water front, with taller buildings located adjacent to the river and the harbor to capitalize on views and maximize land values. Waterfront • New buildings adjacent to the Ice Harbor or Mississippi River shall be a minimum of 3 stories (36 feet) and a maximum of 10 stories (112 feet) in height. Non-waterfront • In general, non-waterfront buildings shall be a minimum of 2 stories (22 feet) up to a maximum of 10 stories (112 feet) in height. • New freestanding restaurants and office-showroom buildings may be of one-story construction and shall be no less than 22 feet in height to the top of the front and side cornice lines. •Any new building located across Bell Street from the Education and Conference Center shall not obscure the view of the dome of the historic County Courthouse as viewed from inside the central corridor of the Education and Conference Center. Ground Level Expression In commercial, office and mixed use buildings, the ground floor shall be distinguished from the floors above by the use of one or more of the following elements: horizontal banding, an intermediate cornice line, a change in building materials, an awning or an arcade. 24. 22 feet Setback along sidewalk line to provide entry court and outdoor seating area.Single story building with 2 story cornice height.Examples of effective differentiation between ground floor and upper levels. Large buildings effectively broken down in smaller pedestrian scale increments. 25. Roof Lines Flat roofs are the most common and traditional roof form. New buildings should use flat roofs, although gable, hip or traditional mansard roofs are permitted. On flat roofs, rooftop terraces, decks and gardens are encouraged, to provide views to the river and cityscape and improve the view from taller, adjacent structures. Arbors or other roof top structures may be exempt from height restrictions if they meet the following conditions: • A maximum height of 12 feet above the roof deck •A setback from all building facades fronting a public street of at least 10 feet or equal to the structure’s height, if greater • Enclosed structures shall cover no more than 20 percent of the roof area •Arbors or other vertical “open” structures shall cover a maximum of 80 percent of the roof area Screening of Rooftop and Mechanical Equipment All mechanical equipment shall be screened from street frontage view with materials that are architecturally compatible with the primary building facades. Screening provided by the roof structure or by other architectural elements is preferred. Rooftop equipment may also be screened by a smaller accent roof or enclosure. If this structure is set back from the primary facade a distance equal to its height, this structure may exceed the building height limit. Building Width Nonresidential buildings more than 30 feet in width shall be divided into smaller increments through articulation of the facade. This can be achieved through a variety of techniques such as the following: • Divisions or variations in materials (although materials should be drawn from a common palette) • Window bays • Separate entrances and entry treatments or porticos • Variation in roof lines • Awnings • Variations in brick or stone work • Colonnade or arcade Rooftops developed as usable outdoor space.Examples of rooftop equipment screening. Facade Transparency Where commercial or office uses are located on the ground floor, a minimum of 25 percent of the ground level facade fronting a public street and a minimum of 20 percent of the ground level side and rear facades shall consist of either windows or doors to allow views into and out of the building’s interior. A minimum of 15 percent of the front, side and rear facades of all upper floors of office uses shall be transparent via windows and/or balcony doorways. A minimum of 10 percent of the front facade of all upper floors of commercial, retail, restaurant and entertainment uses shall be transparent via windows and/or balcony doorways. Entries The main entrance shall always face the primary street or street corner with secondary entrances to the side or rear. The main entrance of commercial, office, and mixed-use facilities shall be placed at sidewalk grade. Balconies and Terraces Upper floor balconies and terraces are encouraged to provide opportunities for outdoor activities, providing views and enlivening the port area. Balconies fronting public streets may project into the public right- of-way/sidewalk zone a maximum of 5 feet. Balcony supports such as columns or posts are not permitted in the public right- of- way. Under no circumstances may balconies project into the travelway. 26. Effective use of ground level and upper level transparency.Well defined and accessible entryways benefit visitors and business owners.Terraces and balconies enhance public safety and enliven the streetscape. Building Materials Buildings shall be constructed of authentic, long-lasting materials such as concrete, wood or steel and clad in brick, stone, stucco, and/or architectural metal. Accent materials may include architectural metal trim and panels, glass block, pre-cast concrete, split-face or fractured concrete block, or similar decorative or unique materials. EFIS or stucco shall comprise no more than 20 percent of any building exterior and shall be located a minimum of 3 feet above grade to prevent discoloration from rain, snow, etc. Wood or synthetic wood lap siding may be used on residential building types only, up to a maximum of 20 percent of the first story and 50 percent of the upper stories. The following building materials and building systems are prohibited: • unadorned or painted standard concrete block • pre-fab “tilt-up” concrete wall panels • vinyl, aluminum or fiberglass panel and lap siding • highly reflective or non-transparent glass • standard, 3-tab, 270 lb. asphalt shingles • manufactured metal pole-barn type facilities Architectural Detailing Architectural detailing is encouraged to enliven building facades, and to establish a human-scaled, pedestrian supportive environment. Architectural design shall be sensitive to the massing and proportion of adjacent structures and reflect or compliment the detailing of surrounding buildings, such as lintels, cornice lines, balconies and decorative brick or stone work. Parking Structures Parking decks and ramps shall be designed in compliance with these design standards in order to appear compatible with and similar to other nonresidential buildings: • The ground floor facade abutting any public street or sidewalk shall be designed and architecturally detailed to resemble a commercial/office building. • Where possible, the ground floor abutting a public street or sidewalk should include commercial or office uses. •The design of upper floors shall ensure that sloped floors do not dominate the appearance of the facade. •Windows or openings shall be provided that echo those of nearby buildings and the Design Vocabulary. 27. Limestone and face brick are commonly used building materials in Dubuque. Parking structure with commercial storefronts. Accessory Structures / Buildings Use of an accessory structure or accessory building for new office, commercial service and residential facilities is prohibited. These facilities shall include a sufficient amount of storage space for the suitable storage of such things as refuse, seasonal maintenance equipment, special event equipment, housekeeping supplies, etc. New freestanding restaurants, mixed use facilities which include commercial food service or restaurants over 1,500 gross square feet may locate their refuse containers in an accessory structure or accessory building. The design of the accessory structure shall be in character with the principal building and constructed of the same quality permanent materials as the principal building. The accessory structure shall be located on the same lot and within close proximity to the principal structure. Where such buildings exceed 200 square feet in area, at least 1/3 of the building’s exterior perimeter shall be landscaped with ornamental trees and shrubs. Existing accessory structures which do not meet these standards shall either be removed, replaced with a suitable structure or remodeled using the same quality materials as the principal building. Remodeling may include but not be limited to such things as construction of brick, stone, architectural metal or decorative CMU walls, decorative metal gates and evergreen landscape screening. Franchise Architecture Franchise architecture (building design that is trademarked or identified with a particular chain or corporation and is generic in nature) is prohibited. Franchises or national chains must follow these guidelines and use the Design Vocabulary to create a unique building that is supportive of the overall urban context being established at the Port of Dubuque. Maintenance All facilities, including vessels, within the Port of Dubuque shall exhibit an exceptional standard of care and quality of appearance. To that end, all properties (buildings, parking lots, landscaping, etc.) shall be maintained in excellent repair at all times including but not limited to: • Exterior materials • Exterior paint • Windows and doors • Awnings and canopies • Roofing systems • Eaves and cornices • Chimneys • Mechanical and electrical systems • Exterior walkways • Surface or structured parking facilities • Exterior lighting • Automatic landscape irrigation systems • Trees, shrubs, flowers, lawns and mulch material • Building and site signage • Fences and screening or retaining walls Facilities shall receive regular maintenance with replacement and repairs budgeted and scheduled over the life of the facility. Minor building and site repairs shall be made as soon as reasonably possible (within maximum of 30 days) after the discovery of a malfunction, failure or noticeable deterioration. Major building and site repairs shall be made as soon as reasonably possible after the discovery of a malfunction, failure or noticeable deterioration. Unhealthy or dead landscape plantings and lawn shall be removed as soon as reasonably possible (within maximum of 7 days) and replaced with suitable new plant materials at the earliest practical time (within maximum of 9 months) based on the appropriate season. 28. Typical franchise architecture - unacceptable. Acceptable franchise design utilizing contextual, community-specific architecture. Compatible accessory structure. V. PUBLIC REALM Sidewalks and Walkways Pedestrian accessibility and continuity shall be provided throughout the area. Continuous sidewalks a minimum of 5 feet wide shall be provided along all public street frontages. Clearly defined and lighted pedestrian walkways shall extend between parking areas and all building entrances. Sidewalk Landscaping Street trees shall be planted within a landscaped parkway or in tree pits within the sidewalk area according to City standards. Street trees shall be spaced between 30 and 40 feet apart. Street trees planted within the sidewalk area shall be planted using the latest, most advanced horticultural techniques such as “CU Structural Soil,” drip irrigation, etc. Where buildings front the sidewalk (such as commercial, office and mixed use facilities) planter pots, planter boxes or hanging planter baskets shall be included and integrated into the buildings’ design to provide seasonal color and enhance the pedestrian experience. Where present, all front yard areas shall be landscaped with trees, shrubs, ground cover, and turf grass. 29. Sidewalks on Parkway Streets Public sidewalks on parkway streets shall be a minimum of 8 feet wide, and constructed of integrally colored concrete, scored in an alternating band and panel arrangement and textured with both a smooth and medium broom finish. Joints shall be troweled, not saw cut. As parkway streets, Bell Street and Fifth Street have an expanded right-of-way width and serve as collector streets. This provides for wider parkways to accommodate wider sidewalks, as well as landscaping and streetscape furnishings. (see cross sections of streets in Master Plan) Sidewalks on Local Streets Public sidewalks on local streets shall be a minimum of 5 feet wide and constructed of concrete. The surface shall consist of a stiff broom finish center field surrounded by smooth steel-troweled edge bands. Joints shall be troweled, not saw cut. Walkways Walkways in parking areas, around buildings or on private properties shall be a minimum of 4 feet wide and constructed of either colored concrete or brick pavers. Bituminous walkways are prohibited. Accessibility and Curb Ramps All sidewalks and walkways shall meet the Americans with Disabilities Act (ADA) standards for accessibility. Where curb ramps are provided, they shall comply with City standards and shall direct pedestrian flow in a continuous manner. They shall be constructed of integrally colored concrete, scored in a one- foot- square grid pattern and textured in a stiff broom finish. 30. 8’ SIDEWALK5’ SIDEWALK CURB RAMPS Expanded full corner curb ramp for use at high pedestrian traffic areas. Streetscape Furnishings Public rights-of-way within the Port of Dubuque will be designed to provide visitors (pedestrians, bicyclists and motorists) with a safe, convenient, comfortable and attractive environment to circulate through and inhabit. The public streetscape will serve as an outdoor room where social discourse and exploration combine with vehicular access and mobility. To that end, a family of attractive, durable, benches, litter receptacles, bike racks, directory kiosks, and light fixtures are proposed to be located along the streets, parking areas and parks and plazas. See Appendix for product descriptions. Public Art The use of public art to enliven and enrich the public and semi- public realm is encouraged. Consideration should be given during the site planning and project review phases to incorporating works of public art into the overall design of a particular development project. Proposed public art works shall be subject to the same review and approval procedures as for other projects described herein in these standards. See Applicability. 31. Painted Metal BenchParking Lot Lighting Artist Cast Utility CoverArtist Carved Granite BenchPainted Metal Woven Seat Bench Wood Bench Litter Receptacle 2 Litter Receptacle 1Outdoor Cafe Table and Chair Bike Parking Bike loops for parking at least 3 bicycles shall be provided within 20 feet of the main entry of commercial, mixed-use and public buildings. Sidewalk Lighting Public sidewalks and private walkways shall be illuminated with pedestrian scale light fixtures (12 feet tall). Illumination shall be provided by metal halide lamps arranged to produce a fairly even distribution of light at levels of approximately one footcandle. See Appendix for light fixture information. Parking Lot Lighting All surface parking lots shall provide a generally even illumination pattern with an average illumination of three to five footcandles. Illumination shall be accomplished with a combination of commercial grade parking lot and pedestrian style fixtures. Pedestrian fixtures shall be used for lighting internal parking lot walkways while parking lot fixtures shall be employed to illuminate parking bays and drive aisles. The commercial grade parking lot fixtures shall be comprised of circular “hat-box” or “hockey puck” style luminaires in either single or double sets, attached to 25 foot tall, tapered metal poles by horizontal arms. Fixtures shall utilize metal halide lamps. New light poles located within parking bays shall be mounted on 2 foot high, limestone patterned, integrally colored concrete bases. 32. Painted bike loops Double luminaire “hatbox” parking lot light on limestone patterned concrete base. Single globe street and walkway light. PIPE; DIRECT BURY IN CONCRETE 2-3/8" O.D. PRE-FINISHED METAL 2'-2" 3'-3" 8'' MIN. CONC. SIDEWALK COMPACTED AGGREGATE BASE 1/2" x 6" STL. DOWEL C COMPACTED SUBGRADE L Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. 33. Decorative fence between public sidewalk and parking. Examples of well landscaped parking areas. Example of adequate parking lot landscape layout. DOUBLE BAY LANDSCAPED ISLAND 36’X9’ (324 FT2 MIN. TYP.) INTERMEDIATE LANDSCAPED ISLAND 18’X9’ (162 FT2 MIN. TYP.) DECORATIVE METAL FENCE SUPPORTED BY MASONRY COLUMNS 7’ WIDE (MIN.) BUFFER STRIP Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Parking Lot Landscaping A landscaped buffer strip at least 7 feet wide shall be provided between all surface parking areas and the sidewalk or street. The buffer strip shall consist of shade trees, low shrubs and/or perennial flowers (3 feet in height max.), and a decorative metal fence no more than 4 feet high supported between decorative masonry columns. Landscaped earth berms are not permitted and shall not substitute for the landscape screening described above. Use of bio- filtration methods of landscape and drainage design are encouraged.* A landscape buffer at least 7 feet wide shall be provided along the rear and sides of all surface parking lots. This area shall be planted with shade trees, coniferous trees, and a continuous 4 foot tall shrub border or hedge of deciduous and/or evergreen shrubs. Parking bays in excess of 11 spaces in length shall be divided by intermediate landscaped islands at intervals of 11 spaces. For single parking bays, landscaped islands shall provide at least one parking space of landscape area (9 x 18 feet) and shall be planted with one ornamental/dwarf tree, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). For double parking bays, both the end landscaped islands and the intermediate landscaped islands shall provide a double parking space of landscape area (9 x 36 feet) and shall be planted with one shade tree or two ornamental/dwarf trees, low shrubs, perennial flowers and/or ground cover/ornamental grasses (3 feet in height max.). All new parking lot landscaping shall comply with City standards, be mulched to a depth of 4 inches with a high quality, finely shredded hardwood mulch and shall be watered by an automatic, underground irrigation system. See Appendix. Surface Parking Off-street parking lots shall be designed and constructed utilizing civil engineering “best practices.” At a minimum, surface lots shall be paved with asphaltic concrete over a compacted aggregate base with edges and planting islands defined by concrete curb and gutter and parking spaces defined with painted striping. Parking on gravel, dirt or unreinforced turf is prohibited. Off-street parking shall be located to the rear and/or side of buildings. Front-yard parking is permissible only along a maximum of 20 percent of the total site frontage. When parking or parking access must be located in the front yard, a landscaped buffer shall be provided. See Parking Lot Landscaping. Off-Street Parking Requirements The intent of this section is to provide flexibility in the determination of the number of off-street parking spaces required to meet the minimum needs of each proposed building or use while taking into account the efficiencies inherent in the differing peak demand requirements of these uses and the overall sharing of parking facilities between uses. Furthermore, it shall be understood that there are existing shared parking agreements in place which may require amending in order to accommodate and facilitate the addition of new buildings and uses. The number of off-street parking spaces required for each building or use shall be determined through the design review process for each individual project. Refuse Outdoor placement of freestanding dumpsters or refuse containers is prohibited. Refuse shall be securely stored and enclosed as part of the principal structure, and contained and disposed of in accordance with applicable state, county and city health, safety and environmental codes. Use of sealed compactors is encouraged. Where food service/restaurant kitchen refuse storage is not accommodated as part of the principal building, refuse storage is permissible in an accessory storage enclosure. See Accessory Structures/Buildings. Fences and Screen Walls All fencing and screen walls shall be designed to incorporate intermediate structural components in order to avoid a “front” and “back” side. Fencing and screen walls shall be attractive from all views. Residential Uses Fencing placed in front yard areas between the sidewalk and the building shall be up to 42 inches in height. The following materials are acceptable in front yard locations: •Painted architectural metals, including heavy gauge metal mesh in a square or rectangular configuration, with a painted metal frame. • Fencing may be mounted on decorative masonry wall of brick, stone, or architectural precast concrete units. Total height of wall and fence shall not exceed 42 inches. Masonry walls shall be of durable, permanent construction. Dry-laid or stacked construction is not permissible. Unacceptable materials for front yard residential uses include: • Wood fencing of any kind. • Chain link fencing. • Fiberglass or plastic pickets or panels. Rear or side yard areas may have privacy fencing up to 6 feet in height. Acceptable materials for rear and side yard residential uses include: •Solid wood board panels of rot-proof lumber such as cedar, teak, or treated pine. Decorative wood lattice may occupy the top portion of the fence up to a maximum of 18 inches. • Painted wood or plastic picket fencing. • Any of the acceptable front yard fence and/or wall materials. Unacceptable materials for rear and side yard residential uses include: • Chain link fencing. • Fiberglass or plastic panels. • Plywood or chip board panels. • Corrugated or sheet metal panels. Office and Commercial Uses Decorative fencing for office and commercial uses in areas facing the primary street, such as entry courtyards or outdoor seating areas, may be located between the building and the sidewalk. Fencing in these areas shall be limited to the following: •Painted architectural metals, including heavy gauge metal mesh in a square or rectangular configuration, with a painted steel frame. • Fencing may be mounted on decorative masonry wall of brick, stone, or architectural precast concrete units. Total height of wall and fence shall not exceed 42 inches. Masonry walls shall be of durable, permanent construction. Dry-laid or stacked construction is not permissible. Unacceptable materials for front areas of office and commercial uses include: • Wood fencing of any kind. • Chain link fencing. • Fiberglass or plastic pickets or panels. • Corrugated or sheet metal panels. Pre-Development Temporary Fencing Existing uses that require screening for outdoor storage and mechanical equipment shall be a minimum of 8 feet in height, with a maximum height of 10 feet. Acceptable materials include: • Solid wood panels - painted or stained and sealed. • Fabric (See Appendix for product listing). Unacceptable materials for temporary screening include: • Chain link fence. • Fiberglass or plastic panels. • Corrugated or sheet metal panels. See Parking Lot Landscaping for fencing in parking lot areas. Outdoor Storage Outdoor storage of any kind including vehicles, raw materials, etc. is prohibited. Seasonal equipment, supplies, etc. shall be either stored within each facility or within a permanent accessory structure. See Accessory Structures/Buildings. Outdoor Audio Music, public address announcements and other forms of outdoor audio are discouraged. Sound shall be contained within the site boundaries. Outdoor music or other forms of outdoor audio associated with special events shall be controlled by the City’s regulations for special events. Newspaper Boxes Newspaper dispensing units shall be clustered in small groups (2 or 3) and be ground-mounted, not chained or strapped to other streetscape elements. Vending Machines Outdoor placement of vending machines including but not limited to beverages and snacks is prohibited. Vending machines shall be located indoors. 34. Residential fencing examples. Commercial or office fencing examples. Signs Building and vessel signs shall be architecturally compatible with the style, composition, materials, colors and details of the building or vessel. Signs shall be an integral part of the building and site design. A comprehensive sign program shall be developed for buildings or vessels which house more than one business. Signs shall be compatible with one another. No more than two types of signs shall be used on a single building facade or vessel (i.e. wall signs, projecting signs, awning signs). Sign Location: Wall signs on commercial or mixed-use storefront- type buildings shall be placed within a “sign band” immediately above the storefront display windows or entryway. Wall signs on other building types shall be placed where they do not obscure architectural features. Sign Materials: Sign materials shall be consistent or compatible with the construction materials and architectural style of the building facade on which they are to be displayed. Neon signs are permissible for display windows. Sign Illumination: Both internal and external illumination of signs, except for awnings, is permissible. The following sign types are prohibited: • Pole or pylon signs • Billboards • Internally illuminated awnings • Flashing and rotating signs • Portable signs • Search lights • Audible or musical signs • Roof signs The following sign types are permissible: • Non-illuminated awning signs • Canopy or marquee signs • Wall signs • Projecting signs • Window signs • Freestanding ground/monument signs • Freestanding non-flashing, electronic information or message signs* *Limited to public and institutional uses such as a conference center or museum if incorporated into an overall facility identity sign. Projecting Signs: Maximum dimensions for projecting signs: 9 square feet, with a clearance of at least 8 feet from ground level, projecting no more than 3 feet from the side of the building. Maximum: 1 per business. Window Signs: Window signs shall cover no more than 10 percent of the window area. Directional Signs: Directional signs shall be limited to 6 SF per sign and allowed as needed subject to the overall review and approval of a comprehensive sign program. 35. Well-coordinated wall and awning signs. 36. Freestanding Ground/Monument Signs: Freestanding ground/monument signs shall be limited to use by commercial and institutional establishments such as hotels, restaurants, gas stations, museums, etc. Sign design materials, colors and detailing shall be similar to those of the principal building. Maximum dimensions for ground/monument signs: Maximum height: 20 feet Maximum structure area any one side: 135 SF Maximum structure total area all sides: 460 SF Maximum sign area any one side: 75 SF Maximum total (aggregate) sign area per premises: 250 SF Maximum number: 1 sign per premises Electronic Message Signs: Maximum number: 1 sign per facility. Maximum sign size: 75 SF Wall Signs: Commercial/retail wall signs: Maximum sign area per use or occupant: 50 SF Maximum number: 1 sign per business Maximum aggregate sign area per premises or building: 100 SF Wall signs shall be limited to no more than 3 colors Restaurant, nightclub or entertainment facility wall signs: Maximum sign area per use: 100 SF Maximum number: No limit, up to aggregate area per premises Maximum aggregate sign area per premises or building: 400 SF Hotel, gaming and institutional or public building wall signs: Maximum sign area per use: 250 SF Maximum number: No limit, up to aggregate area per premises Maximum aggregate sign area per premises or building: 500 SF Cinema and theater signs: Marquee sign: maximum 3 sides, maximum 300 SF of changeable information area plus 150 SF identity signs for a maximum aggregate area of 450 SF Maximum size of wall sign: 32 SF Maximum aggregate sign area for all wall signs per premises (not including marquee): 64 SF Vessel Signs: Maximum sign area: 10% of vessel area or 500 aggregate SF, whichever is less. Maximum number: No limit, up to aggregate area per vessel. Vessel area shall be calculated as length times height of vessel. Height of vessel shall be defined as the mean waterline to the top of the upper deck not including the pilot house. Note: Required US Coast Guard vessel names are excluded from these requirements. 37. GLOSSARY Accessory Building: A subordinate building, located on the same lot as the main building, or a portion of the main building, the use of which is clearly incidental to and customarily found in connection with the main building or principal use of the land. Arbor: A rooftop or garden structure which provides shade. Arcade: A roofed passageway, usually with shops on one or both sides. Building Frontage: The front facade of a building, typically abutting the sidewalk. Cornice: Any projecting ornamental moulding along the top of a building or wall. Eaves: The underpart of a sloping roof overhanging a wall. EFIS (Exterior Finish Insulation System): A coating of cementitious, stucco-like material over rigid insulation. Entertainment Facility: A business engaged in the provision of legal activities or performances for the enjoyment of the public. Franchise Architecture: Building design that is trademarked or identified with a particular chain or corporation and is generic in nature. Infill Building: A new building sited within an established neighborhood, often between two existing buildings. New Building: In addition to actual new buildings, the term “new building” shall include any expansion of an existing building that equals or exceeds 50 percent of the original building’s floor area and shall also include buildings which are the subject of substantial material and comprehensive renovation. Parapet: A low, decorative wall or railing along the edge of a roof. Gable Roof: A pitched roof with a central ridge line and vertical wall ends. Gambrel Roof: A roof with a double pitch terminating in a small gable at the ridge. Hip Roof: A pitched roof with sloped instead of vertical ends. Mansard Roof: A pitched roof having a double slope, the lower pitch being longer and steeper than the upper. Office/Showroom: A product display or showroom facility with two primary uses: office and showroom/display space. Storage, light assembly or shipping and receiving may occupy no more than 20% and office use may occupy no more than 75% of the facility’s gross floor area. Primary Facade: The facade fronting a public street. In the case of corner buildings, the primary facade fronts the highest classification of street. Renovation: 1) Any exterior remodeling and/or site alteration of 25% or more of any existing vessel, commercial, office, multifamily or institutional building or structure; or 2) any exterior remodeling that clearly alters the appearance of such a building or structure, including change in exterior paint color or material; or 3) any interior remodeling of 50% or more of existing building floor area. Service Commercial: Commercial uses that are primarily oriented to service rather than retail sales, such as barbers, photocopying, photo development, dry cleaners, shoe repair, etc. Sidewalk Line: The outer edge of the sidewalk, where the front facade of a storefront building is typically located. Storefront Building: A commercial building located at the sidewalk line, with display windows and principal entry on the ground floor facing the sidewalk. Storefront buildings typically include traditional elements such as a sign band above the storefront, a transom, a recessed entry and a kickplate as a base to the storefront. Streetscape: The public right-of-way, from building face to building face, occupied by the street, parkway, sidewalk and pedestrian amenities such as lighting, benches, bike racks, etc. APPENDIX Port of Dubuque Adopted March 4, 2002 Design Vocabulary BRW, Inc. UrbanContext BuildingMassing &Proportion Materials& Color BuildingOrnament& Detail BRW, Inc.Design Vocabulary Windows Entries BuildingSigns &Awnings SiteSigns BRW, Inc.Design Vocabulary TransitFacilities StreetscapeElements Street &Sidewalk StreetscapeElements Parking Parking Open Space Open Space BRW, Inc.Design Vocabulary COLORED CONCRETE EDGE, 3’ WIDTH NATIVE GRASSES, SEDGES & WILDFLOWERS MIN. 2’ WELL DRAINED, COURSE PLANTING SOIL 12” SAND BED* 8” PEA GRAVEL LAYER* CORRUGATED- PERFORATED DRAIN TILE TO STORM SEWER FILTER FABRIC DIRECTION OF SURFACE DRAINAGE URBAN TOLERANT SHADE TREES * All dimensions are approximate, final design shall be based on design storm event and existing subsurface soil characteristics BUTTERFLY WEED LIATRUS MARSHALL SEEDLESS ASH INDIAN GRASS BLACKEYED SUSAN SWALE CONSTRUCTION VEGETATIVE SWALE VEGETATIVE SWALE Parking Lot Landscape Concept CONCEPTUAL DESIGN OF VEGETATIVE SWALE FOR PARKING AREAS Bibliography Barr Engineering Company. 2001. Minnesota Urban Small Sites BMP Manual; Stormwater best management practices for cold climates. Metropolitan Council Environmental Services. Available from the Metropolitan Council at 651-602-1000 or www.metrocouncil.org. Claytor, Richard A. and Thomas R. Schueler. 1996. Design of Stormwater Filtering Systems. Chesapeake Research Consortium. Available from The Center for Watershed Protection at 410-461- 8323 Minnesota Pollution Control Agency. 2000. Protecting Water Quality in Urban Areas; Best management practices for dealing with storm water runoff from urban, suburban and developing areas in Minnesota. Minnesota Pollution Control Agency. Available from the MPCA contact Mary Osborn at 651-296-7523 Pre-Development Temporary Fencing The following products are pre-approved by the City for use at the Port of Dubuque; however, it shall be understood that the items listed are all subject to an “or equal” review process. Product substitutions of equal design, quality, and performance are permissable per the review and approval of the City. Mesh Banner: Staftex #5071-291 (PVC mesh). Width: 124” and 197.;” PVC coated net fabric. Weight: approximately 9.14 oz/sq. yard. Tensile strength: 472/360 lb. tear-resistance warp/weft: 67/90 lb. Elongation at break: 14%/20%. Adhesion: HF-weldable. Cold resistance: -30˚ c. Air permeability: at least 1,500 1/m/sec. Flame retardant: B1 Flame Retardant. Application: net. Visual Impact Signs, Inc. 8732 West 35W Service Drive NE, Blaine, MN. Phone: 877-783-9411. Recommended Plant List Trees Autumn Blaze Maple Acer x freemanii ‘Jeffers Red’ River Birch Betula nigra Hackberry Celtis occidentalis Marshall Seedless Ash Fraxinus pennsylvanica ‘Marshall’s Seedless’ Shrubs Black Chokeberry* Aronia melanocarpa Isanti Dogwood*Cornus sericea ‘Isanti’ Smooth Wild Rose Rosa blanda Meadowsweet Spiraea alba Western Snowberry Symphoricarpos occidentalis Grasses Bebb’s Sedge Carex bebbii Fox Sedge Carex vulpinoidea Soft Rush Juncus effusus Torrey Rush Juncus torreyi Little Bluestem Schizachyrium scoparium Prairie Dropseed Sporobolus heterolepis Flowers Yarrow Achillea ‘Moonshine’ Marsh Milkweed Asclepias incarnata Alert Red Aster Aster novi-belgii ‘Alert’ New England Aster * Aster novae-angliae Joe Pye Weed *Eupatorium maculatum Meadow Blazing Star Liatris ligulistylis Great Blue Lobelia Lobelia siphilitica Bee Balm Monarda didyma ‘Marshalls Obedient Plant Delight’ Black Eyed Susan Physostegia virginiana Spiderwort Rudbeckia fulgida ‘Goldsturm’ Culver’s Root*Tradescantia ohiensis Golden Alexanders Veronicastrum virginicum Zizia aurea * Plants that should be reserved for buffer and screening areas because they grow over 3 feet in height and may inhibit surveillance. Streetscape Furnishings List The following products are preapproved by the City for use at the Port of Dubuque; however, it shall be understood that the items listed are all subject to an “or equal” review process. Product substitutions of equal design, quality and performance are permissable per the review and approval of the City. Cafe Table: “Steelhead” 36” table top with “Catena” surface mount base, Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Cafe Chair: “Verona” without armrests, Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Painted Metal Woven Seat Bench: “Scarborough Backed Bench” 72” long, Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Litter Receptacle 1: “Scarborough” receptacle, side opening, Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Artist carved granite bench example: Stanton Sears for the City of Minneapolis, Nicollete Mall Renovation Artist cast iron utility cover example: Kate Burke for the City of Minneapolis, Nicollete Mall Renovation Parking Lot Light Fixture: “Form Ten” round, arm mounted luminaire by Gardco, CA 22” Style with minimum 250 watt Metal Halide lamp, single or double head on a tapered steel 25’ pole, powdercoat RAL 9017 (black) smooth gloss finish. Painted Metal Bench: “Hyde Park” model# HP3005-BS-75, metal rod seat, Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Wood Bench:“Giverney” bench 6’ model #U5547 by Smith and Hawken, Novato, CA. Phone:800-423-0117 Litter Receptacle 2: “Presidio, top-opening” Grotto powdercoat, Landscape Forms, Kalamazoo, MI. Phone: 800-521-2546 Street and Walkway Light: “Lumec” single acorn globe minimum 100 watt Metal Halide lamp on traditional 12 foot tapered steel pole, Powdercoat RAL 9017 (black) smooth gloss finish, model # L52 LMS 13004A